2014-2018 transit development plan transit development plan ... percent of the public voted in favor...
TRANSCRIPT
2014-2018 Transit Development Plan
Brown County Planning Commission Metropolitan Planning Organization (MPO) for the Green Bay Urbanized Area
November 2013
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The preparation of this report has been financed in part through grant[s] from the Federal Highway Administration and Federal Transit Administration, U.S. Department of Transportation, under the Metropolitan Planning Program, Section 104(f) of Title 23, U.S. Code. The contents of this report do not necessarily reflect the official views or policy of the U.S. Department of Transportation.
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Acknowledgements
Green Bay Transit Commission Roger Kolb, Chair John Withbroe, Vice-Chair Scottie Corrigan Kevin Kuehn Ron Antonneau Alderman Jim Warner, City of Green Bay Common Council Transit Development Plan (TDP) work group Name Association Dawn Charles Dispatch, Green Bay Metro Lisa J. Conard Brown County Planning Commission/MPO Scottie Corrigan Green Bay Transit Commission John Denson Driver, Green Bay Metro Patty Kiewiz Assistant Director, Green Bay Metro Sandy Popp Brown County Transportation Coordinating Committee (TCC) Ian Ritz Wisconsin Department of Transportation Bureau of Transit - Madison Cole Runge Brown County Planning Commission/MPO Dan Teaters Brown County Planning Commission/MPO Derek Weyer Wisconsin Department of Transportation Northeast Region Brown County Planning Commission Metropolitan Planning Organization (MPO) for the Green Bay Urbanized Area Cole Runge Principal Planner Lisa J. Conard Planner Dan Teaters Planner/GIS
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Table of Contents
Chapter 1 Introduction and Overview ................................................................... 5 Chapter 2 Fixed Route System .......................................................................... 13 Chapter 3 Paratransit System ............................................................................ 57 Chapter 4 Peer System Analysis ....................................................................... 71 Chapter 5 Financing ........................................................................................... 75 Chapter 6 Long Range Element ......................................................................... 83 Chapter 7 Title IV and Environmental Justice .................................................... 91 Chapter 8 Public Participation ............................................................................ 95 Chapter 9 Summary of Recommendations ........................................................ 99
Appendices
A Legal Notice Affidavit ...................................................................... 101 B Public Hearing Minutes ................................................................... 103 C Public Review Comments ............................................................... 105
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CHAPTER 1 Introduction and Overview
Transit Development Plan Purpose
The purpose of the study is to guide future operating and capital improvements for the Green Bay Metro System (Metro) for the next five years. A TDP is a short-range plan that will take a comprehensive look at various aspects of the system, including route structure, level of service, budget, fare structure, capital needs, and the paratransit program. The recommended system changes are designed to achieve an optimum level of transit service based on assumed federal and state funding and local budget constraints.
History of the Green Bay Metro System
From 1916 through 1972, the Wisconsin Public Service Corporation (WPS), a privately-owned utility company, provided streetcar and bus service in the Green Bay area. In the late 1960s, bus ridership decreases combined with rising expenses forced WPS to reduce deficits by cutting back on service. Service cutbacks, in turn, contributed to further decreases in ridership and additional revenue losses, resulting in a downward spiral of service, ridership, and revenue. In April of 1972, WPS offered to sell the bus company to the city of Green Bay with an agreement to reimburse the city for the full purchase price of $270,000 in the form of an operating subsidy over a five-year period.
In January of 1973, WPS was granted the right to discontinue bus service in the Green Bay area, at which time the city of Green Bay leased the bus system from WPS through the remainder of 1973. This action avoided a discontinuance of service and allowed time for the city to create the Transit Commission, consider alternative plans for the system developed by the Brown County Planning Commission (BCPC)/Metropolitan Planning Organization (MPO), and prepare for a public referendum on the purchase of the system. On April 3, 1973, 71 percent of the public voted in favor of a referendum calling for the purchase of the system from WPS.
Green Bay Metro Service
Green Bay Metro operates 14 full-service and a number of limited service bus routes throughout the Green Bay area. In addition, Metro provides complementary ADA paratransit service. Fixed route bus and paratransit services are provided to the cities of Green Bay and De Pere, villages of Allouez, Ashwaubenon, and Bellevue, and the Oneida Nation. Service is provided Monday through Friday from 5:15 a.m. to 9:45 p.m. and on Saturday from 7:15 a.m. to 6:45 p.m. Service is not provided on Sunday.
Transportation Center
On February 26, 2001, all Metro operations relocated from the 318 South Washington Street facility to a new Transportation Center located at 901 University Avenue. The Washington Street facility was originally constructed in the late 1800s for administration, maintenance, and storage of an electric streetcar system. Both Wisconsin Public Service and the city of Green Bay financed many building expansions and enhancements over the years. However, the age of the structure, size of the current bus fleet, and inefficiencies associated with the building were a problem for some time. This, along with the city of Green Bay's desire to make the waterfront property available for redevelopment, necessitated the move.
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The Transportation Center has allowed all Metro employees to be located in one facility and has allowed administrators additional time for the supervision of bus operations. Operational efficiencies of a modern facility and the reduction of "dead-head" mileage from the garage to the primary hub have been cost-saving benefits.
Transportation Center (West-Northwest View)
Photo courtesy of Green Bay Metro.
Overhead View of the Transportation Center
Aerial photo courtesy of Brown County, 2010.
Passengers at the Elizabeth “Betty” Bennett Passenger Center benefit from a staffed information counter, real-time bus arrival board, automated pass dispenser, spacious climate-controlled seated waiting area, vending machines, and public restrooms. Outside, a large canopy (pictured above) covering many bus stalls to protect passengers from falling rain and snow exists. In addition, each bus route has a designated stall, and the distance passengers have to walk between buses is minimal. The Transit Commission holds its monthly meeting in the large conference room at the Transportation Center, typically the third Wednesday of each month at 8:15 a.m. The public is welcome to attend. Special public hearings and informational meetings are also held at the Transportation Center.
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Multiple Hub Fixed Route Bus System
Prior to 2011, Metro used a single hub located at the Transportation Center. Today, the bus system is designed around four hubs. The system in use is similar to what is called a “radial pulse” system. The system is “radial” because the layout of the routes brings buses to a hub and then radiates them out in a spoke-like fashion to cover the service area. It is called a “pulse” system because all routes are timed, when feasible, to arrive at a hub at regular intervals, allowing for some of the transfers to occur with little or no waiting. Transfer opportunities exist at the following hub locations:
o Green Bay Metro Transportation Center, 901 University Avenue o Green Bay Plaza on Military Avenue near Sears o Bay Park Square on the east side of Oneida Street just south of Willard Drive in
Ashwaubenon o Shopko in De Pere, 230 N Wisconsin Street
Past TDP Efforts
The Brown County Planning Commission/MPO and Green Bay Metro System have been involved in the following TDP efforts: 2009-2013 Transit Development Plan for the Green Bay Metro System by Brown County
Planning Commission. 2004-2008 Transit Development Plan for the Green Bay Metro System by Brown County
Planning Commission. 1997-2001 Green Bay Area Transit Development Plan for the Green Bay Transit System by
Abrams-Cherwony & Associates. 1989-1993 Transit Development Program by Brown County Planning Commission. 1985-1989 Transit Development Program by Brown County Planning Commission. 1982-1986 Transit Development Program by Brown County Planning Commission.
Status of the 2009-2013 Transit Development Plan for the Green Bay Metro System
In 2008, the Brown County Planning Commission/MPO staff, in conjunction with the Green Bay Metro staff, prepared the 2009-2013 Transit Development Plan for the Green Bay Metro System. The TDP was approved by the Green Bay Transit Commission. The recommendations and implementation status are as follows:
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2009-2013 TDP Recommendations and Implementation Status
Item Recommendation Status
Full Service Routes
Reduce route length in areas where passenger boardings are low or non-existent in an effort to improve reliability for passengers.
The Transit Commission approved Metro’s Service Development Committee (SDC) plan and service began on August 31, 2009. Additional route changes were made in 2010, 2011, 2012, and 2013.
Regional Transportation Authority (RTA)
Establish an RTA in the area to offset projected decreases in federal and state operating assistance provided to Green Bay Metro after the 2010 Census.
The state enabling legislation that is necessary to create an RTA does not exist.
The new Federal Transportation law, MAP-21, went into effect on October 1, 2012. Flexibility provisions are included which will benefit Metro over the course of the two year law.
Bus Fleet Apply for 35-foot buses as needed to replace aging vehicles.
Nine new buses delivered in 2009. Ten new buses delivered in 2011. Additional buses programmed but not funded.
Bus Fleet Install new fare collection system to more accurately record ridership and other statistics used by FTA, Brown County Planning Commission/MPO, and Metro staffs.
Funded through ARRA in 2009 and installed in 2010.
Paratransit Program
Continue to study the feasibility of taking over the vehicle management aspect and/or other aspects of the paratransit program with the goal of reducing the overall cost of the program.
Paratransit vehicles are identified in the Transportation Improvement Program (TIP), but are not funded.
MV Transportation was awarded paratransit program contract in 2011.
Fares Metro should consider reducing its fares to make transit more appealing to people who do not currently ride the bus.
1. Student cash fare reduced from $1.50 to $1.00 in 2011.
2. Green Saturday (everyone rides free on Saturdays) introduced in 2011.
3. Day and Week Passes introduced in 2012 to provide more fare options.
U-Pass Program Investigate expanding the program to include other post-secondary institutions. UW-Green Bay existing participant.
Rasmussen College (2011) and St. Norbert College (2012) were added to the program, and other entities have been invited to participate.
Modified Fixed Route Service for Green Bay Packers Games
Create service appealing to residents and visitors attending activities at and around Lambeau Field in an effort to reduce traffic congestion, reduce vehicle emissions, and promote responsible driving.
Service implemented in 2011. Four Game Day fixed routes offer service before and after all home games. Service is free and open to the general public.
Develop an Annual Marketing Plan
Identify promotional programs Metro will implement each year.
Marketing strategy developed.
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TDP Goals and Objectives
The goals and objectives listed below were developed by the BCPC/MPO staff in conjunction with the TDP work group and are based on recommendations in the 2012 Green Bay Metro System Management Performance Review prepared by SRF Consulting on behalf of WisDOT, comments received from Metro drivers, Metro staff and passengers, and general planning principles. Goal: Develop a strategy for transit service that is realistic based on projected federal,
state, local, and other funding conditions. Objectives: 1. Study alternative route structures to improve system performance and make the bus a
viable and attractive transportation mode. 2. Explore paratransit program service options such as providing a larger portion or all of the
service in-house in an effort to reduce costs while continuing to provide reliable service to clients.
3. Explore new technologies that would enhance service and/or reduce costs. 4. Identify and utilize other sources of funding to maintain or expand Metro’s services
(Section 5310 and others). 5. Maintain a strong working relationship with the participating communities, Metropolitan
Planning Organization, Wisconsin Department of Transportation, Federal Transit Administration, private sector, and interested parties.
6. Maintain a five-year capital improvement plan. 7. Replace equipment such as buses in a time-appropriate manner (10 years and/or 500,000
miles). 8. Reduce operations and maintenance expenses. 9. Increase passenger and advertising revenue by 2% each year.
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Goal: Develop various strategies aimed at keeping existing riders and attracting new riders to the system.
Objectives:
1. Maintain, at a minimum, the existing level of service. 2. Continue to provide service to transit trip generators such as schools, employment and
shopping centers, and human service agencies. 3. Continue to provide courteous and professional service. 4. Improve level of service between major origins and destinations (headway frequency and
time of day). 5. Expand the U-Pass program from three partners to five partners over the next five years. 6. Establish a “Green Business” transit program with area employers. 7. Maintain or expand the existing Packers game day service. 8. Maximize service reliability and create seamless transfers. 9. Enhance mobility for people through improved connectivity and reduced travel and transfer
wait time. 10. Identify locations for new bus stops, concrete pads, shelters, and other amenities. 11. Continue to improve service through technology. 12. Expand and improve information distribution techniques (social media). 13. Maintain clean facilities and vehicles. 14. Educate the community on transportation issues and highlight transit service benefits such
as transportation cost savings, traffic congestion reduction, and environmental benefits. 15. Facilitate connections between transportation services (bus-bike, bus-taxi, intracity bus-
intercity bus, Oneida Transit and Green Bay Metro etc.). 16. Increase coordination between regional and local transportation providers (private
transportation providers, State 85.21 subrecipients, mobility manger, etc.). 17. Expand outreach efforts with civic organizations, employers, and other community
stakeholders. 18. Encourage communities to establish development patterns that make transit use viable
and attractive. 19. Encourage developers to develop/redevelop land that is conducive to transit service. Apply
proven transportation and land use planning techniques such as transit oriented development (TOD).
20. Promote transportation improvements that are consistent with adopted comprehensive plans.
21. Continue to involve the public in the development of transit plans and programs. 22. Continue to meet the requirements and spirit of the Americans with Disabilities Act (ADA). 23. Continue to serve disadvantaged populations such as low-income and minority
populations. 24. Minimize and mitigate air quality impacts generated by the area’s transportation system.
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Goal: Maintain a safe transit system that serves Green Bay area residents. Objectives: 1. Maintain strong safety record (number of accidents/incidents per 100,000 miles provided). 2. Maintain visible systemwide security presence and surveillance coverage. 3. Continue to provide an on-site security guard at the Transportation Center and ensure
compliance with the security contract. 4. Monitor the number and types of security-related incidents.
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CHAPTER 2 Fixed Route System
Green Bay Metro currently provides fixed route transit service in the cities of Green Bay and De Pere and the villages of Allouez, Ashwaubenon, and Bellevue. A total of 14 full service and 10 limited service fixed routes are in operation. See the following page for a map of the full service route system.
Hours of Operation
Green Bay Metro operates Monday through Friday from 5:15 a.m. to 9:45 p.m. and on Saturday from 7:15 a.m. to 6:45 p.m.
Service is not provided on Sundays or on major holidays, with the exception of Packers game day service.
Service Frequency
Service is offered twice per hour for four of Green Bay Metro’s full service route during the weekday. For the majority, or remaining ten routes, service is offered only once per hour. A complete listing of service frequency for weeknights and Saturdays can be seen on pages 14 and 17 of this chapter.
Ridership
The following table illustrates fixed route ridership from 1993 through 2012. Please note that service levels (amount of service) have varied over this time period.
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Fixed Route Ridership
Year
Unlinked Trips
Includes Transfer and Free Fare 1993 1,891,716 1994 1,953,716 1995 1,894,383 1996 2,009,188 1997 1,965,649 1998 1,744,323 1999 1,660,679 2000 1,624,501 2001 1,624,932 2002 1,684,584 2003 1,711,296 2004 1,668,387 2005 1,736,118 2006 1,702,113 2007 1,697,819 2008 1,763,038 2009 1,354,368 2010 1,370,835 2011 1,542,287 2012 1,523,838
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Fares
Past and current (as of March 2013) fare structures for the fixed route bus system are listed in the table below. BCPC staff compared fare structures of other mid-sized transit properties in the State of Wisconsin to Metro’s and found that the fare structure in place is a better value for its passengers when compared to the peer systems. Green Bay Metro has a history of providing favorable fares for its passengers. Maintaining low fares now and into the future will help the system reach its goal of keeping existing riders and attracting new riders to the system. Fare Structure
Fare Category
1998 2003 2005 2009 2013
Adult
Cash $1.00 $1.25 $1.50 $1.50 $1.50
Day Pass* $3.00
Week Pass* $12.00
30-Day Pass $21.50 $23.00 $26.00 $35.00 $35.00
Student (K-12)
Cash** $1.00 $1.25 $1.50 $1.50 $1.00
Day Pass $2.00
30-Day Pass $16.00 $16.00 $19.00 $19.00 $19.00
30-Day Pass 7/1/13 $20.00
Reduced (Age 65 or older or qualifying Disability w/ ID Card)
Cash $0.50 $0.60 $0.75 $0.75 $0.75
Day Pass $1.50
30-Day Pass $10.75 $12.25 $15.25 $25.00 $25.00
Disabled Veterans w/ Service Connected ID Free
Green Saturday***
Free
* Day pass and week pass introduced in 2012. Paper transfers eliminated in 2013. ** Decreased from $1.50 to $1.00 in 2011.
*** Green Saturday introduced in 2011.
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Fare Comparison
The following table reflects a fare comparison for select Wisconsin transit properties.
Wisconsin Peer Systems
Adult CashFare
Student CashFare
Reduced CashFare
30-DayAdultPass
30-Day Student
Pass
30-Day Reduced
Pass
1. Appleton (Valley Transit) $1.80 $1.80 $0.90 $56.00 $56.00 $40.00
2. Beloit Transit $1.50 $1.50 $0.75 none $21.35 none
3. Eau Claire Transit $1.50 $1.50 $0.75 $45.00 $11.25 $23.00
4. Fond du Lac Area Transit $1.50 $1.25 $0.75 $38.00 $32.00 $38.00
5. Kenosha Transit $1.75 $1.25 $0.85 $50.00 $35.00 $25.00
6. La Crosse Municipal Transit $1.50 $1.25 $0.75 $35.00 $23.00 $25.00
7. Oshkosh (Go Transit) $1.00 $0.50 $0.50 $25.00 $25.00 $25.00
8. Racine (Belle Urban System) $2.00 $1.50 $1.00 $65.00 $65.00 $30.00
9. Sheboygan (Shoreline Metro) $1.75 $1.75 $0.85 $48.00 $48.00 $48.00
10. Waukesha Metro $2.00 $1.25 $1.00 $46.00 $35.00 $30.0011. Wausau (Metro Ride) $1.50 $1.25 $0.75 $36.00 $18.00 $18.00
Average: $1.62 $1.35 $0.80 $44.40 $33.60 $30.20
Green Bay Metro: $1.50 $1.00 $0.75 $35.00 $20.00 $25.00
Difference: ($0.12) ($0.35) ($0.05) ($9.40) ($13.60) ($5.20)
Transit System Fare Comparisons
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Value
The tables below show the cost of a bus trip to a cash-paying customer and the average fuel cost needed to operate an automobile in 2005 and 2013. As the cost of fueling a private automobile has increased, the cost of taking a bus trip has not changed for two fare categories and has been reduced for a third category.
Cost of Transportation Relationship between Passenger Fares and Private Automobile Ownership
February 2013
Bus Passenger Base Fare
Base Fare 2005 2013 Change
Adult
Cash $1.50 $1.50 No change
Student (K-12)
Cash $1.50 $1.00 Lowered 33%
Reduced
Cash $0.75 $0.75 No change
Private Automobile Ownership
Average Fuel Cost/Gallon 2005 2013 Change
Unleaded at the Pump $2.30 $3.69 Increased 60%
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Full-Service Fixed Route Service Characteristics
A. Weekday
Weekday full-service fixed route service characteristics are below:
Route*
Daytime Trips/ Day**
EveningTrip/ Day
TotalTrips/Day
Route Length
(in hours)
Peak Trips per
Hour
Peak Bus Requirement
TotalHours
# 1 Brown 26 3 29 1.0 2 2 29.0
# 2 Orange 25 7 32 0.5 2 1 16.0
# 3 Silver 12 0 12 1.0 1 1 12.0
# 4 Blue 13 3 16 1.0 1 1 16.0
# 6N & S Red 26 6 32 1.0 2 2 32.0
# 7 Lime 26 3 29 1.0 2 2 29.0
# 8 Green 13 3 16 1.0 1 1 16.0
# 9 Yellow 13 3 16 1.0 1 1 16.0
#11 Sky 13 3 16 1.0 1 1 16.0
#14 Pink 13 3 16 1.0 1 1 16.0
#16 Shadow 13 3 16 1.0 1 1 16.0
#17 Brick 13 3 16 1.0 1 1 16.0
#18 Gold 12 3 15 1.0 1 1 15.0
Downtown X-Press 8 0 8 1.0 1 1 8.0
Weekday Total: 17 253.0 * Routes #3 and #4 as well as Routes #8 and #9 act as route pairs and operate in opposite direction from one another. ** Departures prior to 6:00 p.m. are considered daytime.
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B. Saturday
Saturday full-service fixed route service characteristics are below:
Route*
Trips/
Saturday
Route Length
(in hours)
Trips per
Hour
Peak Bus Requirement
Total Hours
# 1 Brown 11 1.0 1 1 11.0
# 2 Orange 22 0.5 2 1 11.0
# 3 Silver
# 4 Blue 11 1.0 1 1 11.0
# 6N & S Red 22 1.0 2 2 22.0
# 7 Lime 11 1.0 1 1 11.0
# 8 Green 11 1.0 1 1 11.0
# 9 Yellow 11 1.0 1 1 11.0
#11 Sky 11 1.0 1 1 11.0
#14 Pink 11 1.0 1 1 11.0
#16 Shadow 11 1.0 1 1 11.0
#17 Brick 11 1.0 1 1 11.0
#18 Gold 11 1.0 1 1 11.0
Downtown X-Press
Saturday Total: 13 143.0 * Routes #8 and #9 act as route pairs and operate in opposite direction from one another.
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Limited Service Fixed Route Service Characteristics
Green Bay Metro operates 10 limited service routes. All limited service routes operate on regularly scheduled school days. A map of all limited service routes can be seen on the following page. All limited service routes are open to the general public. Service characteristics are below:
Route Trips/
Weekday
Route
Trips/
Weekday
# 65 Morning 1 # 74 Morning 1
# 65 Afternoon 1 # 74 Afternoon 1
# 70 Morning 1 # 75 Morning 1
# 70 Afternoon 1 # 75 Afternoon 2
# 71 Morning 1 # 76 Morning 1
# 71 Afternoon 1 # 76 Afternoon 1
# 72 Morning 1 # 77 Morning 1
# 72 Afternoon 1 # 77 Afternoon 1
# 73 Morning 1 # 78 Morning 1
# 73 Afternoon 1 # 78 Afternoon 1
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17
UWGBNWTC
Map created by: Brown County Planning
Commission Staff 09/10/2013
9
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8
9
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111
2
Transit CenterDowntown Inset
Legend
#1 Brown Line (East Mason)
#2 Orange Zippin Line (Danz - Bay Beach)
#3 Silver Line (Mather)#4 Blue Line (Shawano)#6 Red Line (W. Mason)
#7 Lime Line (UWGB)#8 Green Line (Conn 1)#9 Yellow Line (Conn 2)
#11 Sky Line (Allouez)
#14 Pink Line (Main)
#16 Shadow Line (Oneida)
#17 Brick Line (De Pere)
1418
18
18
18
#18 Gold Line (Bellevue)
Paratransit Buffer
#2 Orange Zippin Line (Danz - Bay Beach) Upon Request
8
18
8
9
#17 Brick Line (De Pere) Upon Request
Transit Center
X-Press Downtown
#6 Red Line (W. Mason) Route deviation only
98
#18 Gold Line (Bellevue) Upon Request
23
Performance Measures
Each existing bus route is evaluated individually to determine if the service provided is attracting a desired amount of ridership and revenue. Performance of an individual route is judged in relationship to the performance of the entire system. This takes into account cost differences, inflation, and conditions specific to the local service area. The primary criteria used to evaluate the operational performance of the Green Bay Metro System are as follows (as per the Green Bay Metro Policy and Procedural Manual, as updated):
Revenue Per Hour - The revenue per hour of a route should be no less than 80 percent of the system median. These data are regularly recorded by the Planning staff and are used to determine the financial success of a route. Criteria mandating that individual routes fall within a specific range of the system median are considered a reasonable measuring device because certain routes may be less financially efficient than others. An 80 percent range is sufficiently close to the system median while accounting for individual route characteristics.
Passengers Per Hour - Similar to the revenue per hour, the passengers per hour of a route should be no less than 80 percent of the system median. These data are regularly recorded by the BCPC/MPO staff and are used to determine route usage. Again, criteria mandating that individual routes fall within a specific range of the system median are considered a reasonable measuring device because certain routes may be less financially efficient than others. An 80 percent range is sufficiently close to the system median while accounting for individual route characteristics.
Operating Ratio or Farebox Recovery - The operating ratio of a route is determined by dividing a route's passenger revenue by the total operating expense. The standard for the operating ratio is 80 percent of the system median.
The operating expense of a route is determined by multiplying the total number of system hours by the cost per hour. The Green Bay Metro System has an estimated expense of $86.07 per hour for 2013. Expenses include items such as driver wages, fuel, and bus maintenance.
The operating ratio measure illustrates the percentage of revenue recovered through the farebox. For example, on an average February 2013 weekday, the full service system recovered 19.5 percent of all expenses or 19.5 cents per every dollar spent operating the system. The passenger and revenue statistics are typical of a weekday in February. It should be noted that passenger and revenue levels fluctuate throughout the year.
Schedule Adherence - The schedule adherence (on-time performance) of each route is monitored at all times. Green Bay Metro’s guideline is 0 minutes early to 5 minutes late under normal conditions. The goal of a transit system should be 100 percent on-time operation. However, many factors such as traffic conditions, rail and bridge crossings, mechanical failures, and inclement weather cause delays from time to time.
24
Full Service Route Performance
The BCPC/MPO and Green Bay Metro staffs collect passenger and farebox data on a quarterly basis in February, May, August, and November. Below are the results of the February 2013 route analysis for a weekday:
Passenger and Farebox Recovery Data February 2013
Route
Passenger per Hour Ranking
Farebox Recovery Ranking
Overall Ranking
#1 Brown 10 9 9 (tie)
#2 Orange Zippin 7 7 6 (tie)
#3 Silver 3 3 3
#4 Blue 2 2 2
#6 N & S Red 8 6 6 (tie)
#7 Lime 6 8 6 (tie)
#8 Green 1 1 1
#9 Yellow 4 4 4
#11 Sky 9 10 9 (tie)
#14 Pink 5 5 5
#16 Shadow 13 12 12
#17 Brick 12 14 13
#18 Gold 14 13 14
X-Press Downtown 11 11 11
25
26
Full Service Fixed Bus Routes
Listed below are Green Bay Metro full service route descriptions, service levels, and other characteristics.
#1 Brown
The #1 Brown Route takes 60 minutes to complete and makes 29 round trips per weekday and 11 round trips per Saturday. The Brown route hubs at the main Transportation Center on University Avenue.
The route has the following service characteristics:
Service Hours Service Frequency Peak Bus Requirement
Weekdays 5:15 a.m. – 5:45 p.m. 30 minutes 2
Weeknights 5:45 p.m. – 9:45 p.m. 60 minutes 1
Saturday 7:45 a.m. – 6:45 p.m. 60 minutes 1
The Brown route provides service from the Transportation Center along Monroe Avenue and East Mason Street and to the East Town Mall and I-43 Business Center on Green Bay’s east side.
The route does not come into contact with rail or boat crossings, and the route’s schedule is easily maintained.
Performance Ranking: Tied for 9 of 14.
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INNS
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EMILIE ST
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CHICAGOCT
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ST
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LAWE ST
W MASON ST
S V
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MTCAROL DR
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UNIVERSITY AV
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SM
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GR
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MA
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DECKNER AV
HARVEY ST
NCH
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S W
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STE
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JAMES ST
MC
DO
NA
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DAUPHIN ST
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SS T
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UNIVERSITY AV
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DOUSMANST
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QUEO
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ST M
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DECKNER AV
ELM ST
STARLITE LN
CLE
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S W
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UNIVERSITY AV
PREBLE AV
SMITH ST
SMITH ST
LEO
FRIG
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WEISE ST
ST GEORGE ST
MATHER ST
TOBERMORYDR
WIN
DW
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D C
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ST
BE
RN
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D D
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APPL
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MU
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TO
WN
WY
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DOWS
CT
SUNR
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CI
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HIDDENWY
SUM
MER
WIN
DS DR
RUSTICRIDGECT
CLOVER LN
NEWBERRY CT
OLD COACH RD
BETH CT
GIL
BE
RT
CT
JOSEPHINE CI
PIN
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ST
ALP
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DR
APPIAN WY
KIN
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TO
N T
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MA
C A
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ST
S C
LAY
ST
N J
AC
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ON
ST
DAY ST
PAT
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ST
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HA
RV
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T C
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HICKORY RIDGE LN
DO
NA
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CAR
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DR
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WIN
AV
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CT
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REMINGTONRD
§̈¦43
"A
"B
"C
ROUTE 1 - BROWN LINE (EAST MASON)
TRANSIT CENTER
East Town Mall
Prevea
Aurora BayCare
"A
"B
"C
LegendTrails
Route 1-Brown Line
Bus Stop
28
#2 Orange Zippin
The #2 Orange Zippin Route takes 30 minutes to complete. The Orange Zippin Route makes 32 round trips per weekday and 22 round trips per Saturday and hubs at the main Transportation Center on University Avenue.
The route has the following service characteristics:
Service Hours Service Frequency Peak Bus Requirement
Weekdays 5:45 a.m. – 5:45 p.m. 30 minutes 1
Weeknights 6:15 p.m. – 8:45 p.m. 30 minutes 1
Saturday 7:45 a.m. – 6:45 p.m. 30 minutes 1
The Orange Zippin Route serves large portions of Walnut, University Avenue, Eastman Avenue, Irwin Avenue, and Webster Avenue on Green Bay’s northeast side. The land use in this area is primarily high and medium density residential with some commercial. Popular drop-off and pick-up sites include Bay Beach Amusement Park, Paul’s Pantry, and St. Vincent De Paul. Passengers may, upon request, be driven to and picked up at the front door of the Wildlife Sanctuary’s Nature Center.
The route does cross railroad tracks but train traffic is infrequent. The route’s schedule is easily maintained.
Performance Ranking: Tied for 6 of 14.
EASTMAN AV
RADISSON ST
WEISE ST
N D
AN
Z A
V
FARLIN AV
PR
OU
LX
ST
FOR
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T S
T
N R
OO
SE
VE
LT S
T
WE
BS
TE
R C
T
ME
CH
ST
ELM ST
AUGUSTA ST
JAMES ST
MC
DO
NA
LD S
T
ST CLAIR ST
N J
EF
FE
RS
ON
ST
VAN DEUREN ST
PE
TE
RS
ST
KLAUS ST
ST
GE
OR
GE
ST
PHOEBE ST
ALEXANDER ST
REBER ST
BASTEN ST
BROOK ST
PREBLE AV
HAROLD ST
S J
AC
KS
ON
ST
STUART ST
BODART ST
S M
AD
ISO
N S
T
HARVEY ST
S A
DA
MS
ST
S IR
WIN
AV
CHICAGO ST
S Q
UIN
CY
ST
DAY ST
CEDAR ST
S R
OO
SE
VE
LT S
T
CROOKS ST
S J
EF
FE
RS
ON
ST
E WALNUT ST
N W
AS
HIN
GTO
N S
T
N M
AD
ISO
N S
T
DOTY ST
S V
AN
BU
RE
N S
T
HOWE ST
ELM ST
GR
OV
E S
T
N C
LAY
ST
N A
DA
MS
ST
N A
DA
MS
ST
N B
AIR
D S
T
N V
AN
BU
RE
N S
T
BERNER ST
N C
LAY
ST
N Q
UIN
CY
ST
WE
GN
ER
ST
MORROW ST
NE
WT
OL
S S
T
N J
AC
KS
ON
ST
PARINS ST
PERROT ST
N H
EN
RY
ST
SMITH ST
CEDAR ST
ELLIS ST
HARRIL ST
GR
OG
NE
T S
T
N Q
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CY
ST
COFRIN DRUTILITY CT
AL
AB
AM
A A
V
LAW
RE
NC
E S
T
N W
EB
STE
R A
V
TU
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K S
T
DOBLON ST
SMITH ST
AC
ME
ST
MA
CC
AUX
DR
UNIVERSITY AV
DO
NA
LD D
RIV
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WY
HIG
HLA
ND
PAR
KA
V
N M
ON
RO
E A
V
PERROT ST
WEISE ST
CHIP ST
NE
WH
ALL
ST
AN
GIE
AV
CHERRY ST
PINE ST
N IR
WIN
AV
EASTMAN AV
VANDERBRAAK ST
EL
IZA
BE
TH
ST
VIO
LET
LN
EAST SHORE CI
LAKESIDE PL
§̈¦43
"A
"B
"C
ROUTE 2 - ORANGE ZIPPIN LINE (DANZ/BAY BEACH) post 9-3-2013
TRANSIT CENTER
Paul's Pantry & St. Vincent De Paul
Bay Beach Amusement Park
Wildlife Sanctuary (Upon Request)
"A
"B
"C
LegendRoute 2 - Orange Zippin Line
Available on demand
Trails
Route deviation to the Wildlife Sanctuary upon request only
30
#3 Silver
#4 Blue
The #3 Silver (counterclockwise) and #4 Blue (clockwise) Routes act as a route pair and provide two-directional travel to the near and mid-to-near west side of the city of Green Bay.
The #3 Silver Route takes 60 minutes to complete and makes 13 round trips per weekday. Service is not available on weekday evenings or on Saturday.
The #4 Blue Route takes 60 minutes to complete and makes 16 round trips per weekday and 11 on Saturday.
The #3 Silver and #4 Blue Routes hub at both the main Transportation Center on University Avenue and at Green Bay Plaza.
The routes have the following service characteristics:
#3 Silver (Counterclockwise)
Service Hours Service Frequency Peak Bus Requirement
Weekdays 5:15 a.m. – 6:15 p.m. 60 minutes 1
Weeknights No Service
Saturday No Service
Performance Ranking #3: 3 of 14.
KELLOGG ST
WESTERN AV
7TH ST
CHERRY ST
MA
RS
HA
LL A
V
BADGERST
WESTFIELDAV
STJU
DEST
ASPENLN
N O
NE
IDA
ST
HANNAH ST
MO
RAIN
EW
Y
CAPITOL DR
KELL
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DR
ME
LRO
SE
AV
ADLERWY
ALM
A S
T
FAIR
VIE
W C
T
ARNDT ST
RUG RD
SUNN
YLN
WESTERN AV
BOND ST
S F
ISK
ST
ELMORE ST
DOUSMANST
LANGLADE AV HICKORY HILL DR
N T
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T
SCHANOCK
DR
HUMMINGBIRDDR
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SHAWANOAV
DOWNYST
MORAVIANST
N M
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AR
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REINH
ARDDR
DOUSMAN ST
MEMORIAL DR
VIN
CENTRDDOUSM
ANST
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CI
JEFFERSONWY
LAWE ST
WARBLERDR
BARLAMENTDR
BY
LSB
Y A
V
HURLBUT ST
N C
LAY
ST
HURLBUT ST
ROBIN
LN
S W
EB
STE
R A
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N BEAVER TRAIL DR
STCLAIR ST
N Q
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CY
ST
W MASON ST
S V
AN
BU
RE
N S
TSAH
ARA
DR
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FOREST GLEN DR
STUARTSTS Q
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CY
ST DOTY ST
ST
AG
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SD
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NO
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S J
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N S
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CHICAGO ST
LENWOOD AV
S M
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AVMARTINST
CROOKS ST
HURLBUT
CT
OAK
RID
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DR
BIRCHWOOD DR
N R
OO
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LT S
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CEDAR ST
KAT
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S D
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9THST
9TH ST
S M
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ST
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ADMIRALCT
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ME
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16TH
AV
CARRIAGECT
KENNEDY DR
SCHOOL PL
OAK
ST
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W MASON ST
S PE
AR
L S
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SK
ST
WESTERN AVSCO
TT D
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LAKE ST
OREGON STDENIS PL
BOND ST
ELMORE ST
N O
AKLA
ND
AV
ET
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L AV
DENEYS PL
DESNOYERSST
NM
APLE
AV
ALV
INA
ST
HUBBARD ST
HA
RVA
RD
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ROYA
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GR
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T
CAREFUL DR
N L
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T S
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SAR
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GA
ST
NLO
CUST
ST
N F
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ST
PINE ST
N JA
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N ST
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ST
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AVW
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WN
AV
SIL
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PR
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DR
NEVI
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AV
N F
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THOMAS ST
DIVISION ST
SM
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AV
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NO
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N W
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BIA
AV
10TH
AV
THR
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H S
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11TH
AV
7THST
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SN
ER
ST
N BU
CHAN
AN S
T
NIC
OLE
T AV
10TH
AV
BOND ST
VERNONCT
PAR
K S
T
N P
LAT
TE
N S
T
MA
RQ
UE
TTE
AV
SBE
AVER
DAM
DR
8TH ST
N P
LAT
TE
N S
T
CLEV
ELAN
DST
MIT
CH
ELL
STIR
VIN
GTO
N S
T
NICO
LET
AV
8TH ST
9THST
GAT
EWO
OD
ST
SARATOGA WY
BRIDGE ST
BODARTST
S AD
AMS
ST
6THST
SUNDALE DR
5TH ST
13T
H A
V
SEYMOUR CT
BR
IQU
ELE
T S
T
12T
H A
V
N M
AD
ISO
N S
T
COMMISSION CT
GALLAGHERAV
ROCKDALE ST
WIN
FO
RD
AV
MARIAN LN
RO
SA
LIE
LN
BIEMERET ST
ROCKDALE ST
CONO
VER
DR
WA
RR
EN
ST
GAL
LAG
HER
AV
LYND
ON
ST
S F
ISK
ST
TOM
LIN
ST
RANCHLAND DR
SYRINGA BL
SHAWANOAV
MURPHYCT
BEA
VERDAMDR
N VAN
BU
RE
NS
T
S J
EFF
ER
SO
N S
T
W WALNUT ST
ELMST
7THST
HOLIDAY AV
7THST
RA
ND
ALL
CT
10T
H A
V
PE
RK
INS
AV
LORE LN
W MASON ST
14T
H A
V
REGAL AV
CA
RR
OLL
AV
SHIRLEY ST
RALEIGH ST
BE
AC
ON
LN
LEE
LAN
DS
T
FRA
NK
ST
WEDGEWOOD DRH
UD
SON
ST
GRANT ST
SMITH ST
5TH ST
STUART ST
GR
OS
S A
V
S O
AK
LAN
D A
V
CO
LON
IAL
AV
LANGLADE AV
DIVISIONST
ER
NS
T D
R
N V
AN
BU
RE
N S
T
N A
DA
MS
ST
S N
ORW
OO
D AV
3RD STROYA
LVIE
WCT
11TH
AV
DOUSMAN ST
ROSCOE ST
WMASONFRONTAGERD
SUSAN LN
14T
H A
V
SHAWANO AV
CHRISTIANA ST
GARY LN
UN
ION
CT
CA
MB
RID
GE
ST
SCHOOL PL
PARK
ST
RO
Y A
V
MORAINE TE
MATHER ST
BOND ST
RO
YAL
BL
W BEAVER TRAIL DR
15T
H A
V
BONDC
T
N B
RO
AD
WAY
ST
MU
RP
HY
DR
ALL
AR
D A
V
MINAHAN ST
ROCKDALEST
DIVISION CI
N M
ILIT
AR
Y AV
EM
ENN
EN
CT
SIEG
LER
ST
CO
PP
EN
S R
D
NIERCT
N W
ASHI
NGTO
N STPINE ST
N J
EFF
ER
SO
N S
T
LINC
OLN
ST
PHOEBE ST
PIL
GR
IM S
T
FRANKLIN ST
SM
APLE
AV
CAR
RIE
LN
6TH ST
8TH ST
DOTY ST
MATHER ST
S O
NE
IDA
ST
NJE
FFER
SON
ST
WM
EN
NE
NCT
VELP AV
ST PAUL ST
ME
AC
HA
M S
T
RAY
MO
ND
ST
S G
REEN
WO
OD
AV
TILKENS ST
TOM
MA
RK
ST
MAIN ST
S R
IDG
E R
D
4THST
S G
RE
EN
WO
OD
AV
LANGLADE AV
ROSCOE ST
WIR
TZ AV
DELO
RES
ST BIEMERETST
LANGLADE AV
FROG ST
BEAU
CHAM
P ST
WA
LLS
ST
UNIVERSITY AV
DONALD ST
HICKORY HILL DR
RIC
HA
RD
INE
CT
ATKINS
ON
DR
SO
AKLA
NDAV
MIL
ITA
RY
AC
CE
SS
RD
MC
DO
NA
LD S
T
AUGUSTA ST
STEV
EN S
T
S B
UC
HA
NA
N S
T
AUGUSTA ST
DAV
ID D
R
LOMBARDI ACCESS RD
CH
AN
TE
L S
T
NANCY AV
N AD
AMS
ST
S PL
ATTE
N S
T
GARDEN ST
MAINST
11TH
AV
SUBURBAN AV
S M
AP
LE A
V
PRAIRIE AV
FIN
K ST
AR
GO
NN
E S
T
GAR
FIE
LD S
T
9TH ST
MAN
CHES
TER
DR
CLINTONST
CAMM PL
S L
OC
US
T S
T
RE
DW
OO
D D
R
PLYMOUTH LN
15TH
AV
GRAY CT
APO
GEE
RD
MO
CKINGBIRD LN
RIDGEDALE CT
HID
DE
NC
REEK
TR
SP
EN
CE
ST
SHEA
AV
N RI
DG
E RD
BOLAND RD
BENTWOOD DR
GR
OSS
CT
BO
NN
IE C
T
LOCHDR
RUSSELL ST
JAMES ST
LOMBARDI AV
NE
UFE
LD S
T
FELL
OW
SDR
HARR
ISON
ST
N TAYLO
R ST
ASBURY CI
CAROLINE ST
LARSEN RD
PHOEBE ST
BLUERIDGEDR
MORAINE TE
SU
E L
N
MARY ST
NPE
ARL
ST
PRAIRIE WIND CT
S N
OR
WO
OD
AV
FRANCISAV
DOW
NER
ST
WEISE ST
BA
DG
ER
LN
S T
AY
LOR
ST
LINNETST
ROWE LNDOUSMANST
REG
AN S
T
ANTO
INET
TE S
T
WOOD M
AND
R
ESTA
TES
CT
SERVAIS ST
N N
OR
WO
OD
AV
WES
TPLA
INDR
DOUSMANST
CLE
VE
LAN
D S
T
CRO
CKER
ST
BLIT
HE
ST
SAHARACT
LAR
KS
T
N J
AC
KS
ON
ST
SC
HES
TNU
TAV
LEA
F S
T
DAY ST
CARE
FUL C
T
BYLS
BY AV
REED ST
BOLAND RD
OREGON ST
STILES RD
EMMET ST
PEAC
H TREE
LN
DO
NA
LDD
RIV
ER
WY
ADM FLATLEY CT
HIG
HVIE
W LN
YALE
ST
AT
KIN
SO
N D
R
RUTGERS ST
BA
DG
ERST
HO
LZER
ST
CO
RA
L C
T
MIL
ITA
RY
AV
FR
ON
TAG
E R
D
BLUE
BIRD
LN
VAN OSSCT
THR
US
H S
T
RO
LAN
D L
N
MO
RLE
Y R
D
EASTMAN AV
CH
ATEA
U D
R
LEO ST
PRAIRIE AV
BLESCH PL
PAR
K S
T
CORA ST
LAKE ST
ALEXANDER ST
ULLMER CT
"C
"D"E
"F
"G
"H"A
"B
ROUTE 3 - SILVER LINE (MATHER)
TRANSIT CENTER
NEW Community Shelter St Mary's Hospital
ASPIRO-Dousman St
Social Security Administration
ASPIRO-Stiles
Salvation Army
Green Bay Plaza
Shopko
Transfer
"H
"A
"B
"C
"D
"E
"F
"G
LegendBus Stops
Route 3 - Silver Line
Trail
32
#4 Blue (Clockwise)
Service Hours Service Frequency Peak Bus Requirement
Weekdays 5:45 a.m. – 5:45 p.m. 60 minutes 1
Weeknights 6:45 p.m. – 9:45 p.m. 60 minutes 1
Saturday 7.45 a.m. – 6:45 p.m. 60 minutes 1
The land uses served by the route are primarily residential and commercial. High-use drop-off and pick-up areas include ASPIRO on Dousman Street, St. Mary’s Hospital/medical clinic area, and Green Bay Plaza.
Bus-boat conflicts at the Fox River and bus-train conflicts at the rail crossings on Dousman near Broadway and on Military Avenue near Western Avenue tend to occur on a regular basis.
Performance Ranking #4: 2 of 14.
KELLOGG ST
WESTERN AV
7TH ST
MEMORIALDR
CHERRY ST
MA
RS
HA
LL A
V
BADGERST
WESTFIELDAV
STJU
DEST
ASPENLN
N O
NE
IDA
ST
HANNAH ST
MO
RA
INE
W
Y
CAPITOL DR
KELL
YJO
DR
OLIVERLN
ME
LRO
SE
AV
ADLERWY
ALM
A S
T
FAIR
VIE
W C
T
ARNDT ST
RUG RD
SUNN
YLN
WESTERN AV
BOND ST
S F
ISK
ST
ELMORE ST
DOUSMANST
LANGLADE AV HICKORY HILL DR
MEMORIAL DR
ROBIN
LN
CABINET MAKERCT
SCHANOCK
DR
N BEAVER TRAIL DR
DOUSM
ANST
S BEAVERTRAIL DR
N IR
WIN
AV
HUMMINGBIRDDR
SHAWANOAV
REINH
ARDDRN
TAY
LOR
ST
BY
LSB
Y A
V
DOWNYST
SJA
CKSO
NST
DOUSMAN ST
CASSST
S J
EFF
ER
SO
N S
T
MORAVIANST
HURLBUT ST
YOLAN DA
CI
JEFFERSONWY
N C
LAY
ST
VIN
CENTRD
STCLAIR ST
BARLAMENTDR
E MASON ST
HURLBUT ST
STUARTST
WARBLERDR
DOTY ST
N Q
UIN
CY
ST
FOREST GLEN DR
SAH
ARA
DR
TR
AE
GE
R S
T
SHAN
NO
NST
KENNEDYCT
S Q
UIN
CY
ST
LAWE ST
W MASON ST
S V
AN
BU
RE
N S
T
CHICAGO ST
DO
US
MA
N
ST
N M
ILIT
AR
Y A
V
LENWOOD AV
S M
ONR
OE
AVMARTINST
CROOKS ST
CEDAR ST
HURLBUT
CT
OAK
RID
GE
DR
9THST
S W
EB
STE
R A
V
MIC
HA
LIN
E D
RK
ATE
RS
DR
JANICE AV
S M
ILIT
AR
Y A
V
CA
ME
RO
N S
T
9TH ST
CR
AW
FO
RD
ST
HOWE ST
BIRCHWOOD DR ST
AG
NE
SD
R
HOWARD ST
S O
AK
LAN
D A
V
BADGERST
ARG
ON
NE
DR
16TH
AV
MIN
OR
CT
EWALNUTST
ALF
RA
N S
T
BURNS AV
WE
NT
WO
RTH
ST
MAR
YHIL
LDR
HAZE
LSTCARRIAGECT
CHRISTIANA ST
S O
NE
IDA
ST
NE
LSO
N S
T
N R
OO
SE
VE
LT S
T
SCHOOL PL
LAKE ST
OAK
ST
SLO
CUST
ST
SLO
CUST
ST
ADMIRALCT
W MASON STSAN JOSE PL
W MASON ST
DEV
ON
WO
OD
ST
S FI
SK
ST
PIN
E T
E
CHRISTIANA STWESTERN AV
S M
ILIT
AR
Y A
V
SCO
TT D
R
OREGON ST
BOND ST
N O
AKLA
ND
AV
KENNEDY DRSTJOHNST
SAS
HLA
NDAV
STO
NYBR
OO
KLN
S PE
AR
L S
T
DENEYS PL
DENIS PL
HA
RVA
RD
ST
NCH
ESTN
UTAV
GR
AY S
T
NM
APLE
AV
ET
HE
L AV
ELMORE ST
BOND ST
DESNOYERSST
NO
RTH
ER
N A
V
CO
LUM
BIA
AV
ALV
INA
ST
HUBBARD ST
N P
LAT
TE
N S
T
N BU
CHAN
AN S
T
N JA
CKSO
N ST
N L
OC
US
T S
T
NLO
CUST
ST
SAR
ATO
GA
ST
N F
ISK
ST
PINE ST
ROYA
L BL
HUBBARD ST
GR
AY S
T
WO
OD
LAW
N A
V
OXF
ORD
AV
PAR
K S
T
THR
US
H S
T
O'B
RIE
N S
T
N P
LAT
TE
N S
T
NEVI
LLE
AV
VR
OM
AN
ST
GALLAGHERAV
RESE
RVE
ST
BODARTST
SARATOGA WY
SUNDALE DR
RICHARDSON ST
DIVISION ST
WIN
FO
RD
AV
N M
ON
RO
E A
V
PAR
K S
T
SYRINGA BL
SHAWANOAV
N VAN
BU
RE
NS
T
S J
EFF
ER
SO
N S
T
11TH
AV
7THST
10TH
AV
8TH ST
N W
EB
STE
R A
V
SIL
VE
R S
PR
ING
DR
THOMAS ST
CAREFUL DR
9THST
7THST10T
H A
V
14T
H A
V
GAT
EWO
OD
ST
10TH
AV
CA
RR
OLL
AV
RALEIGH ST
W MASON ST
CLEV
ELAN
DST
W WALNUT ST
N M
AD
ISO
N S
T
ELMST
5TH ST
WILS
ON
AV
SM
ILITAR
YAV
GR
OS
S A
V
AR
NO
LDD
R
8TH ST
MARIAN LN
13T
H A
V
N F
ISK
ST
BIEMERET ST
12T
H A
V
REGAL AV
NIC
OLE
T AV
ROCKDALE ST
MA
RQ
UE
TTE
AV
SHIRLEY ST
ROCKDALE ST
GARY LN
IRV
ING
TON
ST
7THST
S F
ISK
ST
HOLIDAY AV
S AD
AMS
ST
WIE
SN
ER
ST
NICO
LET
AV
6THST5TH ST
RO
SA
LIE
LN
BR
IQU
ELE
T S
T
CO
LON
IAL
AV
FRA
NK
ST
VERNONCT
LANGLADE AV
SBE
AVER
DAM
DR
MIT
CH
ELL
ST
ER
NS
T D
R
SUSAN LN
N A
DA
MS
ST
COMMISSION CT
PHOEBE ST
LINC
OLN
ST
FRANKLIN ST
TOM
LIN
ST
WA
RR
EN
ST
GAL
LAG
HER
AV
6TH ST
BRIDGE ST
CONO
VER
DR
MURPHYCT
N V
AN
BU
RE
N S
T
LYND
ON
ST
RANCHLAND DR
3RD ST
15T
H A
V
STUART ST
11TH
AV
14T
H A
V
N W
ASHI
NGTO
N STPINE ST
MATHER ST
N J
EFF
ER
SO
N S
T
BEA
VERDAMDR
LEE
LAN
DS
T
RA
ND
ALL
CT
WMASONFRONTAGERD
PE
RK
INS
AV
S G
REEN
WO
OD
AV
LORE LN
SM
APLE
AV
DOUSMAN ST
BE
AC
ON
LN
WEDGEWOOD DR
FROG ST
S O
AK
LAN
D A
V
SIEG
LER
ST
S O
NE
IDA
ST
DONALD ST
CHRISTIANA ST
N B
RO
AD
WAY
ST
ALL
AR
D A
V
SEYMOUR CT
8TH ST
W BEAVER TRAIL DR
LANGLADE AV
S PL
ATTE
N S
T
S N
ORW
OO
D AV
S B
UC
HA
NA
N S
T
HU
DSO
N S
T
ROSCOE ST
PIL
GR
IM S
T
GRANT ST
DIVISIONST
ROYA
LVIE
WCT
ME
AC
HA
M S
T
ROCKDALEST
TOM
MA
RK
ST
UN
ION
CT
MIL
ITA
RY
AC
CE
SS
RD
ST PAUL ST
SHAWANO AV
RAY
MO
ND
ST
TILKENS ST
CA
MB
RID
GE
ST
RO
Y A
V
MATHER ST
RO
YAL
BL
MINAHAN ST
DIVISION CI
PARK
ST
EM
ENN
EN
CT
MORAINE TE
N M
ILIT
AR
Y AV
MU
RP
HY
DR
BOND ST
CO
PP
EN
S R
D
BOND
C
T
BEAU
CHAM
P ST
NIERCT
SCHOOL PL
AR
GO
NN
E S
T
WA
LLS
ST
S R
IDG
E R
D
CAR
RIE
LN
HICKORY HILL DR
CLINTONST
AUGUSTA ST
AUGUSTA ST
WM
EN
NE
NCT
GR
OSS
CT
CH
AN
TE
L S
T
STEV
EN S
T
GRAY CT
DAV
ID D
R
NANCY AV
APO
GEE
RD
SUBURBAN AV
GARDEN ST
9TH ST
MAINST
MO
CKINGBIRD LN
GAR
FIE
LD S
T
11TH
AV
HID
DEN
CR
EEK
TR
VELP AVBENTWOOD DR
LOMBARDI ACCESS RD
BO
NN
IE C
T
ASBURY CI
ATKINS
ON
DR
S M
AP
LE A
V
BA
DG
ER
LN
NJE
FFER
SON
ST
RIC
HA
RD
INE
CT
ROWE LN
ANTO
INET
TE S
T
SOA
KLAN
DAV
MC
DO
NA
LD S
T
MAIN ST
4THST
LANGLADE AV
ROSCOE ST
WIR
TZ AV
BIEMERETST
S G
RE
EN
WO
OD
AV
DELO
RES
ST
N TAYLO
R ST
MAN
CHES
TER
DR
SAHARACT
SC
HES
TNU
TAV
BYLS
BY AV
N J
AC
KS
ON
ST
DAY ST
CARE
FUL C
T
UNIVERSITY AV
DOUSMANST
DOTY ST
LEA
F S
T
BOLAND RD
PRAIRIE AV
STILES RD
FIN
K ST
15TH
AV
N AD
AMS
ST
AT
KIN
SO
N D
R
CAMM PL
N RI
DG
E RD
EMMET ST
DO
NA
LDD
RIV
ER
WY
PLYMOUTH LN
HIDDENWINDS
LA
CO
RA
L C
T
CAROLINE ST
THR
US
H S
T
RE
DW
OO
D D
R
RIDGEDALE CT
LARSEN RD
BOLAND RD
S L
OC
US
T S
T
LOCHDR
SU
E L
N
NPE
ARL
ST
SHEA
AV
JAMES ST
RUSSELL ST
HARR
ISO
NST
MORAINE TE
FRANCISAV
PRAIRIE WIND CT
WEISE ST
NE
UFE
LD S
T
BLUERIDGEDR
FELL
OW
SDR
S T
AY
LOR
ST
PHOEBE ST
MARY ST
S N
OR
WO
OD
AV
SP
EN
CE
ST
DOW
NER
ST
REG
AN S
T
N N
OR
WO
OD
AV
LOMBARDI AV
ESTA
TES
CT
SERVAIS ST
WOOD M
ANDR
LINNETST
REED ST
OREGON ST
WES
TPLA
INDR
DOUSMANST
CLE
VE
LAN
D S
T
BLIT
HE
ST
LAR
KS
T
ADM FLATLEY CT
CRO
CKER
ST
MIL
ITA
RY
AV
FR
ON
TAG
E R
D
PEAC
H TREE
LN
HIG
HVIE
W LN
RUTGERS ST
YALE
ST
HO
LZER
ST
BA
DG
ERST
LEO ST
CH
ATEA
U D
R
PRAIRIE AV
BLUE
BIRD
LN
VAN OSSCT
RO
LAN
D L
N
MO
RLE
Y R
D
BLESCH PL
PAR
K S
T
CORA ST
LAKE ST
ALEXANDER ST
ULLMER CT
"C
"D"E
"F
"G
"H"A
"B
ROUTE 4 - BLUE LINE (SHAWANO)
TRANSIT CENTERTransfer
NEW Community Shelter St Mary's Hospital
Aspiro-Dousman St
Social Security Administration
ASPIRO-Stiles
Salvation Army
Green Bay Plaza
Shopko
"H
"A
"B
"C
"D
"E
"F
"G
LegendBus Stops
Route 4 - Blue Line
Trail
34
#6N Red
#6S Red
A new #6 was implemented on September 6th, 2011. Timing issues surfaced shortly after implementation and Metro staff reconfigured the route into two distinct segments, the #6N (North) loop and the #6S (South) loop.
The #6N (North) Red Route and the #6S (South) Red Route each take 30 minutes to complete. Each route makes 32 round trips per weekday and 22 round trips per Saturday. Both routes hub at the Green Bay Plaza on Green Bay’s west side.
Both routes have the following service characteristics:
Service Hours Service Frequency Peak Bus Requirement
Weekdays 5:10 a.m. – 5:40 p.m. 30 minutes 2
Weeknights 6:10 p.m. – 8:40 p.m. 30 minutes 2
Saturday 7:10 a.m. – 5:40 p.m. 30 minutes 2
#6N
Popular drop-off and pick-up sites include Green Bay Plaza, Wal-Mart, Northeast Wisconsin Technical College (NWTC), and the high density residential area along Western Avenue between Fisk and Taylor Streets. Passengers may, upon request, be driven to and picked up at the front door of Mason Manor retirement facility via Admiral Court and Fisk Street.
Green Bay Metro staff reports that the route does not always meet on-time performance standards, which occasionally results in missed transfers. The #6N segment of #6 Red performs at a very high level in terms of number of passengers and farebox recovery.
#6S
The route provides service between the Green Bay Plaza transfer station and a medium density residential neighborhood on the city’s far west side along Ninth Street/West Point Road and Hazelwood Lane. Higher-use drop-off and pick-up areas include Southwest High School and Lombardi Middle School.
The #6S segment performs at a much lower level than the #6N segment. Green Bay Metro staff is in the process of evaluating methods to reduce the amount of service offered on this portion of the route, perhaps by limiting service to school start and end times.
Performance Ranking: Tied for 6 of 14.
WESTERN AV
7TH ST
ASPENLN
KELLOGG ST
N O
NE
IDA
ST
MESA DR
HIN
KLE
ST
MA
RS
HA
LL A
V
BADGERST
WESTFIELDAV
HOCK
ST
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ROUTE 6 - RED LINE (W MASON)
TRANSFER
Route deviation @ 6:40am, 2:40pm, & 3:10pmwhen school is in session
Upon Request
A
LegendBus Stops
Route 6 - Red Line
On Demand
Trail
Mason Manor
Green Bay Plaza
NWTC
Post Office
Lombardi M.S.
Southwest High School
Wal-Mart
Festival Foods
Rasmussen College
Park Place
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36
#7 Lime
The #7 Lime Route takes 60 minutes to complete. The Lime Route makes 29 round trips per weekday and 11 round trips per Saturday. The route hubs at the Transportation Center.
The route has the following service characteristics:
Service Hours Service Frequency Peak Bus Requirement Weekdays 5:15 a.m. – 5:45 p.m. 30 minutes 2 Weeknights 5:45 p.m. – 9:45 p.m. 60 minutes 1 Saturday 7:45 a.m. – 6:45 p.m. 60 minutes 1
The route provides service along large stretches of University Avenue and portions of the Schmitt Park neighborhood. The major ridership generators include NEW Curative Rehabilitation, Brown County Community Treatment Center, and the University of Wisconsin-Green Bay (UW-Green Bay). The land use along the route is a mix of residential and commercial. The end of the line is the UW-Green Bay housing complex where nearly 2,000 students live.
Green Bay Metro staff anticipates modifying the #7 route to serve the new Milo C. Huempfner Department of Veterans Affairs Health Center in the second half of 2013.
The route has one rail crossing at the intersection of University Avenue and Elizabeth Street, but the route is rarely affected by trains.
Performance Ranking: Tied for 6 of 14.
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ON
ST
N R
OO
SE
VE
LT S
T
BASTEN ST
ELKCT
HILLVIEW DR
EASTMAN AV
VIENNA CT
HAROLD ST
LOR
RAI
NE
TE
ELI
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ETH
ST
MO
RN
INGSTARTR
UNIVERSITYWY
SHERIDANDR
MAIN ST
FOR
ES
T S
T
N VAN
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NS
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BRETCOE
DR
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IDG
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T
DECKNER AV
GR
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LA
U S
T
N IR
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AV
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BS
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RC
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ST
N W
EB
ST
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AV
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T
TU
RE
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T
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SMITH ST
COFRIN DR
N H
EN
RY
ST
ELLO
RTIN
AC
I
MAIN
ST
N B
AIR
D S
T
SP
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AK
ER
LN
VAN DEURENST
ELM ST N BA
IRD
ST
NE
WT O
LS ST
STARLITE LN
VIL
LAG
E S
T
CLE
ME
NT
ST
ST G
EO
RG
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FRE
DS
T
SMITH ST
PE
TE
RS
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LA
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CH
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ST
S IR
WIN
AV
N C
LAY
ST
RU
TH
ST
S B
AIR
D S
T
BE
VER
L YR
D
FARLIN AV
ELECAPITAINE
CI
LAP
LAN
TS
T
ECHO HILL DR
N H
EN
RY
ST
UNIVERSITY AV
GR
OG
NE
T S
T
WAGONWHEELCT
THY
ME
PL
FARLIN AV
BAVARIAN CT
HICKORY RIDGE CT
DONARSKI CT
BUSHWOODLNHICKORY
RIDGELN
MORROW ST
RO
TH
E S
T
UNIVERSITY AV
PREBLE AV
SMITH ST
ELLIS ST
LAWE ST
GO
OD
ELL
ST
PORLIER ST
KURTZ AV
N Q
UIN
CY
ST
STCLAIR ST
PERROTST
VANDERBRAAK ST
PERROT ST
SJA
CKSO
NST
MORAVIANST
HARVEY ST
DOBLONST
GLA
CIE
RD
R
NORT
HW
AY D
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LAWE ST
SMITH ST
S M
ONR
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AVMARTINST
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BUC
KEY
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PHOEBE ST
CO TTAGEHILLDR
N A
DA
MS
ST
AC
ME
ST
DO
WN
HA
M C
T
N BAYHIGH
LAN
DS
DR
ED
MU
ND
DR
BA
RK
ER
ST
LEO
FR
IGO
WY
WEISE ST
ST GEORGE ST
STUART ST
N W
ASHI
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N STPINE ST
SCHAFFER CT
ST
CH
AR
LES
DR
SAGE DR
HA
RV
ES
T C
IMARYLANDAV
NEWBERRY CT
SK
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BL
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EST
HIL
LDR
MO
ON
VALL
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CH
AN
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LL
OR
LN
FIELDSTONE
CT
ALBERT D
R
HIDDENWY
DEUCHERTST
NBA
DERST
VAN DEUREN ST
DANDY WY
JOAN
AV
INDIAN SPRINGS DRBUTTE
CT
ST LAWRENCE DR
WIN
DW
AR
D C
T
N J
EF
FER
SO
N S
T
APPL
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T
APPIAN WY
JOSEPHINE CI
MTCAROLDR
W CARRERA CT
MILLS ST
CASTLE HILL LN
LIE
BM
AN
CT
BARINA CREEK DR
NAUTICAL CT
TRO
ON
DR
MACCAUX DR
JENNYLN
EASTMAN AV
PREBLE AV
HAROLD ST
NCIRCLE DR
S C
LAY
ST
CURRY LN
MA
GE
ST
IC H
EIG
HT
S D
R
BO
RN
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AN
N S
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BAY
HIG
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CI
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GRANNYCTSYLVESTERWY
DE
LEE
RS
ST
BROWNING RD
DOST
CT
WIN
CH
E STE
RW
Y
N V
AN
BU
RE
N S
T
MELON AV
ECARRERACT
QU
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REBER ST
KLAUS ST
GRO
VEST
AUGUSTA ST
LAW
RE
NC
ES T
AB
IGA
IL CT
GERSHWIN DR
AL
DIN
EC
T
FARLIN AV
HE
ILD
ELB
ER
G C
T
SH
OR
EW
OO
D T
E
FALC
ON
HIL
L WY
SCOTTWOODDR
UNIVERSITY AV
VAGABOND ST
SW
ISS
ME
AD
OW
LN
AL
PIN
E D
R
DECKNER AV
LITTLE SWISS PL
CONCERTO LN
CLIFF
VIE
WDR
RE
GE
NT
LN
TER
M C
T
INNS
BRUC
K CT
ST
MA
RTI
N C
T
ST
GE
OR
GE
ST
INDIGO BLUFF CT
BERNER ST
MC
DO
NA
LD S
T
MAINST
N J
AC
KS
ON
ST
UNIVERSITY AV
WHITTIER DR
DAY ST
DECKNER AV
BAR
RO
N
WOOD
DR
HICKORY RIDGE LN
MICHE
LLE C
T
DO
NA
LDD
RIV
ER
WY
VALLEY CREEK DR
VALLEY
WO
OD
LN
COLT CT
PRAIRIE AV
LAKESIDE PL
REMINGTON CT
SY
MP
HO
NY
HIE
GH
TS
ARTESIAN WY
NO
BLE
CT
S W
EB
STE
R A
V
WESLEYAV
DAVIESAV
BAY BEACH RD
NE
WT
OL
S S
T
ST JAMES CI
HIGHLANDVIEWLN
PINE RIDGE CT
EASTMAN AV
REMINGTONRD
MA
INS
T
BASTEN ST
CO
RN
ELIU
S
CT
ER
IE R
D
RE
X D
R
THEODORA LN
BL
ON
DE
AV
LAVERNE DR
SHORE RID
GE C
T
PEBB
LE B
EAC
H C
T
BLACKWOLF RN
S IR
WIN
AV
LA
VE
RN
E D
RM
ARVI
N L
N
SHOREWOOD DR
CANYON BLUFF RD
STAR CREEK CT
BAYWATCH DR
VICT
OR
IAST
SRO
OSE
VELT
ST
WEISE ST
SONATAC
T
LA
KE
LA
RG
O D
R
WATERCREST DR
NAUTICAL AV
SCHUBERTPL
NIR
WIN
AV
PARKLAND RIDGE LN
AN
GIE
AV
ALEXANDER ST
MORROWST
§̈¦43
54 57
§̈¦43 "A "B "C "D
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ROUTE 7 - LIME LINE (UWGB) post 9-3-2013
TRANSIT CENTER
V.A. Clinic
NEW Curative
BC Jail
Community Treatment Center
UW-Green Bay Library
UW-Green Bay Housing
"A
"B
"C
"D
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LegendRoute 7 - Lime Line
Trails
38
#8 Green
#9 Yellow
The #8 Green (clockwise loop) and #9 Yellow (counterclockwise loop) routes act as a route pair and provide nearly identical two-directional travel to and from the mid-to near-west side of the city of Green Bay as well as the village of Ashwaubenon.
The #8 Green and #9 Yellow Routes take 60 minutes to complete, and each makes 16 round trips per weekday and 11 round trips on Saturday. The #8 Green and #9 Yellow Routes hub at the Transportation Center, Green Bay Plaza, and Bay Park Square.
The routes have the following service characteristics:
#8 Green
Service Hours Service Frequency Peak Bus Requirement
Weekdays 5:45 a.m. – 5:45 p.m. 60 minutes 1
Weeknights 6:45 p.m. – 9:45 p.m. 60 minutes 1
Saturday 7:45 a.m. – 6:45 p.m. 60 minutes 1
Performance Ranking Route #8: 1 of 14.
W MASON ST
9TH ST
LIB
AL
ST
12T
H A
V
LIBERTY ST
LOMBARDI AV13
TH
AV
BIEMERET ST
WESTERN AV
S F
ISK
ST
LANGLADE AV
PILGRIM WY
7TH ST
14T
H A
V
GR
OS
S A
V
GR
AY S
T
REED ST
SP
EN
CE
ST
S T
AY
LOR
ST
WILLARD DR
ROSCOE ST
REBER ST
5TH ST
N M
AP
LE A
V
HOWARD ST
CLINTON ST
STA
TE
ST
10T
H A
V
JAMES ST
11T
H A
V
N A
SH
LAN
D A
V
ST AGNES DR
OREGON ST
HICKORY HILL DR
6TH ST
WIR
TZ
AV
CO
LUM
BIA
AV
S N
OR
WO
OD
AV
8TH ST
BEAUPRE ST
RALEIGH ST
WIE
SN
ER
ST
N C
HE
STN
UT
AV
ME
AC
HA
M S
T
AR
GO
NN
E D
R
FRA
NK
ST
BLUE RIDGE DR
15T
H A
V
LORE LN
KENWOOD ST
THORNDALE ST
CO
LON
IAL
AV
RUSSELL ST
SCHOOL PL
SERVAIS ST
ANDERSON DR
HUGUET CT
MA
RQ
UE
TT
E A
V
KENNEDY DR
CHRISTIANA ST
S M
AP
LE A
V
WAVERLY PL
SHIRLEY ST
VICTORY BL
BE
EC
H T
RE
E D
R
ER
NS
T D
R
W WALNUT ST
NO
RTH
ER
N A
V
BR
IQU
ELE
T S
T
HUBBARD ST
CH
AN
TE
L S
T
CAREFUL DR
CA
RR
OLL
AV
LOCH DR
N O
AK
LAN
D A
VN N
OR
WO
OD
AV
S L
OC
US
T S
T
NE
LSO
N S
T
ST CLAIR ST
VR
OM
AN
ST
ROCKDALEST
ST PAUL ST
TILKENS ST
MC
DO
NA
LD S
T
JOANNES AV
DAISY LN
NE
UF
ELD
ST
JANICE AV
S P
EA
RL
ST
BIRCHWOOD DRFOREST GLEN DR
AR
NO
LDD
R
NOVA LN
HU
DS
ON
ST
PAT
TY
LN
CO
LLA
ER
CT
DENIS PL
PIL
GR
IM S
T
KATE
RSD
R
10TH ST
MILITAR
YACCESS
RD
N O
NE
IDA
ST
SAN JOSE PL
TOM
MA
RK
ST
RAY
MO
ND
ST
LAKE ST
MIC
HALINE DR
MU
SE
UM
PL
BEAVER DAM DR
ALL
AR
D A
V
HANNAH ST
RED OAK DR
N R
OO
SE
VE
LT S
T
IRV
ING
TO
N S
T
HA
RV
AR
D S
T
NIC
OLE
T A
V
CAROLINE ST
RO
SA
LIE
LN
EMINENCE ST
DO
RO
TH
Y L
N
16T
H A
V
WOODMONT WY
MIN
OR
CT
S O
AK
LAN
D A
V
BE
AU
CH
AM
P S
T
BA
RT
STA
RR
DR
CAPITOL DR
WAL
LSST
MARIAN LN
MIT
CH
ELL
ST
TONY CANADEO RN
MA
RY
HIL
L D
R
FOX
HE
IGH
TS L
N
JAY
LN
MANOR PL
OA
K R
IDG
E D
RSH
AN
NO
N S
T
S P
LAT
TE
N S
T
TR
AE
GE
R S
T
CLE
VE
LAN
D S
T
REGAL AV
DE
LOR
ES
ST
ME
LRO
SE
AV
VAC
ATE
D S
TATE
ST
S B
UC
HA
NA
N S
T
RANCHLAND DR
CH
ATE
AU
DR
OX
FO
RD
AV
HOLIDAY AV
S G
RE
EN
WO
OD
AV
WEST POINT TE
WE
NT
WO
RT
H S
T
HIG
HVIE
WLN
GR
OS
S C
T
N J
EF
FER
SO
N S
T
6TH ST (vacated)
FIN
K S
T
REDLEY CT
S C
HE
ST
NU
T AV
ESTATE
SCT
N MENNEN CT
STO
NYBR
OO
KLN
RIDGEDALE CT
DEVO
NWO
OD
ST
SPRINGDALELN
N R
IDG
E R
D
ADMIRAL CT
ARNDT ST
VERNON CT
SEYMOURCT
JEFFERSON WY
CO
RA
L C
T
CARRIAGECT
BE
DO
RE
CT
BO
NN
IE C
T
N G
RE
EN
WO
OD
AV
ROCKDALE ST
SCHOOL PL
S C
HE
ST
NU
T AV
11T
H A
V
4TH ST
REDW
OO
DDR
NIC
OLE
T A
V
N C
HE
STN
UT
AV
6TH ST
SU
NN
Y L
N
SHADOW LN
S O
AK
LAN
D A
V
7TH ST
S R
IDG
E R
D
S M
AP
LE A
V
5TH ST
11T
H A
V
GRANT ST
ORLANDO DR
8TH ST
14T
H A
V
SH
OR
T S
T
MATHER ST
11T
H A
V
SU
E L
N
MEADOWBROOK DR
PROSPECT PL
N B
RO
AD
WAY
ST
S M
AP
LE A
V
RIV
ER
SID
E D
R
S L
OC
US
T S
T
15T
H A
V
3RD ST
S L
OC
US
T S
T
10T
H A
V
10T
H A
V
3RD ST
S O
AK
LAN
D A
V
8TH ST
LAKE ST
6TH ST
OA
K S
T
VIEW LN
7TH ST
7TH ST
WIND
SO
R
DR
WO
OD
RO
W W
Y
GRAASS ST
S A
SH
LAN
D F
RO
NTA
GE
RD
ME
MORY CT
JOU
RD
AIN
LN
MYRTLE LN
BROOKWOOD DR
HO
LMG
RE
N W
Y
BA
RB
ER
RY
LN
KA
SS
NE
R D
R
PARK RIDGE DR
LOMBARDI ACCESS RD
CEN
TER S
T
MIRAMAR DR
WST JOSEPH
S T
VALLEY VIEW RD
OAKLAWN AV
MORRIS AV
RASMUSSEN PL
ECHO LN
COLLETTE AV EARLY S
T
CE
DA
R R
IDG
E C
T
BORVAN ST
SA
N L
UIS
PL
WILLIAM CHARLES CT
BETHANY PL
TRU
ELN
WEBSTER HEIGHTS DR
S A
SH
LAN
D A
V
ARMED FORCES DR
DIOCESAN RD
DERBY LN
GERHARDT LN
RID
GE
CR
ES
T T
R
CA
STL
E R
O
WESTMINSTER DR
N Q
UIN
CY
ST
LIN ALN
CA
RS
TE
NS
EN
LN
WEISE ST
EMIR ST
MA
RLE
E L
N
LAWE ST
GRIGNON ST
S J
AC
KS
ON
ST
GO
OD
ELL
ST
S IR
WIN
AV
EMILIE ST
S W
AS
HIN
GTO
N S
T
LAWE ST
S C
LAY
ST
N J
AC
KS
ON
ST
PAT
TO
N S
T
S Q
UIN
CY
ST
CASS ST
GO
OD
ELL
ST
CROOKS ST
S A
DA
MS
ST
CHICAGO ST
BODART ST
FLORAL DR
CR
AR
Y S
T
BORVAN AV
LA CROIX AV
CA
NT
ER
LN
N V
AN
BU
RE
N S
T
SANDRALN
N A
DA
MS
ST
N C
LAY
ST
HASTINGS ST
VANDERBRAAK ST
S IR
WIN
AV
POTTS AV
CHERRY ST
BAYLAND CT
CATHERINE ST
SCHAUER LN
ELM
VIE
W D
R
SHARIE LN
APRIL LN
SP
RIN
GHU RST DR
KU
BA
LE
LN
LAR
UE
LN
HAZELWOOD LN
S Q
UIN
CY
ST
S J
EF
FER
SO
N S
T
N W
AS
HIN
GTO
N S
T
RU
ST
IC O
AK
S C
T
GARLAND ST
CANTERBURY RD
KIN
GS
TO
N T
E
CASS ST
S B
AIR
D S
T
S J
EF
FER
SO
N S
TS
MO
NR
OE
AV
CONGRESS ST
W ALLOUEZ AV
E WALNUT ST
DOTY ST
BOSAR AV
UTILITY CT
STUART ST
LIDA LN
E ST JOSEPH ST
TRU
E L
N
KALB AV
MC CORMICK ST
ELM ST
N C
LAY
ST
MAG
NO
LIA
LN
TRU
E L
N
ORLANDO DR
BOYD ST
N W
EB
ST
ER
AV
COTTAGE GROVE AV
DUCHATEAU LN
ALLOUEZ TE
MA
RIN
E S
T
PINE ST
DUTTON AV
S O
NE
IDA
ST
MANCEL LN
ALICE DR
MARVELLE LN
TR
UE
LN
WATERMOLEN AV
EB W MASON FRONTAGE RD
ELIZA ST
STADIUM DR
OR
RIE
LN
S V
AN
BU
RE
N S
T
PORLIER ST
S J
AC
KS
ON
ST
HOWE ST
N A
DA
MS
ST
SU
YD
AM
ST
S W
EB
ST
ER
AV
S V
AN
BU
RE
N S
T
S R
OO
SE
VE
LT S
T
S M
AD
ISO
N S
T
N M
AD
ISO
N S
TN
MO
NR
OE
AV
CEDAR ST
HARVEY ST
N Q
UIN
CY
ST
AR
GO
NN
E S
T
DO
NA
LD D
RIV
ER
WY
"H
"A"B
"C
"D
"E
"F
"G
"I
ROUTE 8 - GREEN LINE (CONNECTOR 1)TRANSIT CENTER
Transfer
Transfer
Franklin M.S.
Notre Dame H.S.
Mason Manor
Green Bay Plaza
Bay Park Square Mall
Lambeau Field
Target
Resch Center
Aging & Disability Resource Center of B.C.
"H
"A"B"C"D"E"F"G
"I
LegendBus Stops
Route 8 - Green Line
Trail
40
#9 Yellow
Service Hours Service Frequency Peak Bus Requirement
Weekdays 5:15 a.m. – 5:15 p.m. 60 minutes 1
Weeknights 6:15 p.m. – 9:15 p.m. 60 minutes 1
Saturday 7:15 a.m. – 6:15 p.m. 60 minutes 1
The #8 Green and #9 Yellow Routes provide service along large portions of West Mason Street, Ridge Road, Holmgren Way, Lombardi Avenue, and Ashland Avenue. The #8 and #9 also provide a direct link to many human service agencies in downtown Green Bay. The land use served is primarily institutional and commercial. Major origins and destinations include Franklin Middle School, Notre Dame Academy, Green Bay Plaza, Bay Park Square, and the Aging and Disabilities Resource Center of Brown County.
The routes do not have rail crossings, but they occasionally encounter boats at the Tillman (Mason Street) Bridge.
Performance Ranking Route #9: 4 of 14.
BE
LL
EV
UE
ST
LIBERTY ST
LANGLADE AV
7TH ST
REED ST KLAUS ST
LOMBARDI AV
W MASON ST
5TH ST
12T
H A
V
ROSCOE ST
HOWARD ST
STA
TE
ST
BIEMERET ST
S F
ISK
ST
N M
AP
LE A
V
14T
H A
V
ST
GE
OR
GE
ST
OREGON ST
S M
ILIT
AR
Y A
V
GR
OS
S A
V
CO
LUM
BIA
AV
S T
AYLO
R S
T
S N
OR
WO
OD
AV
N A
SH
LAN
D A
V
BEAUPRE ST
REBER ST
JUNIPER DR
FIESTA LN
CO
LON
IAL
AV
JOH
N S
T
6TH ST
HUGUET CT
HE
YR
MA
N S
T
11TH
AV
MA
RQ
UE
TT
E A
V
ST AGNES DR
WIE
SN
ER
ST
DUQUAINE CT
WIR
TZ A
V
ME
AC
HA
M S
T
8TH ST
HA
RT
UN
G S
T
FRA
NK
ST
BURNS AV
15T
H A
V
NE
LSO
N S
T
KENWOOD ST
SCHOOL PL
LOUISE ST
ANDERSON DR
N C
HE
ST
NU
T A
V
ST CLAIR ST
VIK
ING
DR
AR
GO
NN
E D
R
BLUE RIDGE DR
WAVERLY PL
RUSSELL ST
W WALNUT ST
S P
EA
RL
ST
SERVAIS ST
CH
AN
TE
L S
T
MIRON CT
CAREFUL DR
CHRISTIANA ST
AR
NO
LDD
R
CA
RR
OLL
AV
HU
DS
ON
ST
N O
AK
LAN
D A
VN N
OR
WO
OD
AV
S M
AP
LE A
V
SHIRLEY ST
SAN JOSE PL
TILKENS ST
9TH ST
BR
IQU
ELE
T S
T
JANICE AV
MIC
HALINEDR
NOVA LN
LIB
AL
ST
MU
SE
UM
PL
HUBBARD ST
VANDE CT
HA
RVA
RD
ST
DENIS PL
S L
OC
US
T S
T
NIC
OLE
T A
V
PIL
GR
IM S
T
EMINENCE ST
ASPEN LN
S O
AKL
AN
D A
V
AUGUSTA ST
13T
H A
V
10TH ST
CAPITOL DR
N O
NE
IDA
ST
LAKE ST
ROCKDALEST
MC
DO
NA
LD S
T
WESTERN AV
JAY
LN
DAISY LN
PILGRIM WY
WEDGEWOOD DR
JOANNES AV
GR
AY
ST
SP
EN
CE
ST
CLE
VE
LAN
D S
T ALL
AR
D A
V
FOR
ES
T S
T
WILLARD DR
DE
LOR
ES
ST
RED OAK DR
NE
UF
ELD
ST
WE
BS
TE
R C
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OX
FO
RD
AV
16T
H A
V
HIG
HVIE
WLN
CLINTON ST
6TH ST (vacated)
WOODMONT WY
10T
H A
V
JAMES ST
FOREST GLEN DR
MARIAN LN
REDLEY CT
LUK
E L
N
BIRCHWOOD DR
OA
K R
IDG
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S C
HE
ST
NU
T AV
PAT
TY
LN
LIST CT
N MENNEN CT
S P
LAT
TEN
ST
KURTZ AV
HICKORY HILL DR
ADMIRAL CT
ELKAY LN
VAC
ATED
STA
TE S
T
WEISE ST
RANCHLAND DR
RALEIGH ST
RU
TG
ER
S S
T
JOS
AR
T C
T
LHOST CT
CH
AT
EA
U D
RCARRIAGECT
KIMBALL ST
WESTPOINTTE
BE
DO
RE
CT
N J
EF
FE
RS
ON
ST
BE
AU
CH
AM
P S
T
FIN
K S
T
BA
RT
STA
RR
DR
LORE LN
CO
RS
TE
N C
T
CASS ST
THORNDALE ST
WAL
LSST
ESTATES
CT
REDW
OOD
DR
KENNEDY DR
LORETTA LN
N C
HE
ST
NU
T A
V
MA
RY
HIL
L D
R
SPRINGDALELN
VICTORY BL11
TH A
V
ALEXANDER ST
BE
EC
H T
RE
E D
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5TH STE
RN
ST
DR
SH
AN
NO
N S
T
MATHER ST
TRA
EG
ER
ST
11TH
AV
REGAL AV
VERNON CT
NO
RT
HE
RN
AV
S L
OC
US
T S
T
CO
RA
L C
T
LOCH DR
SCHOOL PL
S C
HE
ST
NU
T AV
HOLIDAY AV
11TH
AVST PAUL ST
WE
NTW
OR
TH S
T
VR
OM
AN
ST
GR
OS
S C
T
NIC
OLE
T A
V
CO
LLA
ER
CT
6TH ST
PLYMOUTH LN
STO
NYBR
OO
KLN
7TH ST
7TH ST
DEVO
NWO
OD
STKA
TER
SDR
14T
H A
V
N R
IDG
E R
D
MILITAR
YACCESS
RD
SH
OR
T S
T
TOM
MA
RK
ST
RAY
MO
ND
ST
FOELLERDR
CHICAGO ST
BEAVER DAM DR
RIV
ER
SID
E D
R
ARNDT ST
HANNAHST
15T
H A
V
AC
OR
N W
Y
S L
OC
US
T S
T
SEYMOURCT
N R
OO
SE
VE
LT S
T
10T
H A
V
10T
H A
VROCKDALE ST
IRV
ING
TON
ST
3RD ST
CAROLINE ST
S O
AK
LAN
D A
V
SU
NN
Y L
N
RO
SA
LIE
LN
SHADOW LN
S M
AP
LE A
V
DO
RO
TH
Y L
N
ORLANDO DR
HA
RR
ISO
N S
T
S R
IDG
E R
D
MIN
OR
CT
SUE
LN
ALVI
NAST
MEADOWBROOK DR
TONY CANADEO RN
OA
K S
T
MIT
CH
ELL
ST
FOX
HE
IGH
TS L
N
PROSPECT PL
MANOR PL
N B
RO
AD
WAY
ST
PHOEBE ST
IRE
NE
ST
LAKE ST
6TH ST
ME
LRO
SE
AV
S B
UC
HA
NA
N S
T
S G
RE
EN
WO
OD
AV
7TH STRIDGEDALE CT
ASBURY CI
JEFFERSON WY
BO
NN
IE C
T
N G
RE
EN
WO
OD
AV
4TH ST
CROOKS ST
S O
AK
LAN
D A
V
8TH ST
GRANT ST
AMY ST
S M
AP
LE A
V
3RD ST
PE
RK
INS
AV
8TH ST
VIEW LN
CA
ST
LE R
O
WESTMINSTER DR
KIN
GS
TON
TE
W MISSION RDW WHITNEY ST
W ALLOUEZ AV FLORAL DR
W ST JOSEPHS T
PAT
TO
N S
T
MC CORMICK ST
TENNIS CT
CENTE
R S
T
EARLY S
T
MORRIS AV
BORVAN AV
RASMUSSEN PL
LINA LN
PARK RIDGE DR
INDUSTRIAL DR
MYRTLE LN
SAL ST
OR
RIE
LN
CANTERBURY RD
JOU
RD
AIN
LN
BROOKWOOD DR
HA
WT
HO
RN
E P
L
HE
LMU
TH L
N
EMIR ST
DAUPHIN ST
CE
DA
R R
IDG
E C
T
ME
MORY CT
RID
GE
CR
ES
T T
R
MEMORY AV
EB W MASON FRONTAGE RD
JOU
RD
AIN
LN
WIN
DS
OR
DR
RU
STI
C O
AKS
CT
SU
YD
AM
ST
RIVERLA
NE S
T
CATHERINE ST
EMILIE ST
ALLOUEZ TE
KRESS CT
ELIZA ST
VE
RN
ON
DR
DU
CH
AR
ME
LN
CASS ST
BROOKRIDGE ST
MARINA LN
S V
AN
BU
RE
N S
T
KARL ST
BOSAR AV
CASS ST
E ST JOSEPH ST
MAG
NO
LIA
LN
S IR
WIN
AV
S IR
WIN
AV
DUTTON AVWEBSTER HEIGHTS DR
E WALNUT ST
OAKLAWN AV
PLYMROCK TE
DOTY ST
S AS
HLA
ND
FR
ON
TAG
E R
D
MA
RIN
AC
I
CHICAGO ST
BORVAN ST
COLLETTE AV
S V
AN
BU
RE
N S
T
CRAR
Y ST
S J
AC
KS
ON
ST
MANCEL LN
S AS
HLA
ND
AV
DUCHATEAU LN
S Q
UIN
CY
ST
LIDA LN
HOWE ST
SANDRALN
ELM
VIE
W D
R
S W
AS
HIN
GT
ON
ST
ECHO LN
WILLIAM CHARLES CT
ELM ST
SP
RIN
GHURST DR
S O
NE
IDA
ST
DAY ST
SA
N L
UIS
PL
GR
OV
E S
T
CORMIER RD
LA
RU
EL
N
WE
GN
ER
ST
LA CROIX AV
ASHLEY CT
N Q
UIN
CY
ST
MARVELLE LN
WATERMOLEN AV
LAWE ST
BA
RB
ER
RY
LN
S J
AC
KS
ON
ST
CA
NT
ER
LN
S C
LAY
ST
SHARIE LN
LAWE ST
STADIUM DR
GO
OD
ELL
ST
ALICE DR
STUART ST
APRIL LN
S M
AD
ISO
N S
T
TRU
E L
N
BODART ST
BRADBURY CT
N C
LAY
ST
HARVEY ST
STARR CT
CEDAR ST
GRIGNON ST
N B
AIR
D S
T
PORLIER ST
BERNER ST
S Q
UIN
CY
ST
CONGRESS ST
MIRAMAR DR
S R
OO
SE
VE
LT S
T
WO
OD
RO
W W
Y
AR
GO
NN
E S
T
DO
NA
LD D
RIV
ER
WY
S J
EF
FE
RS
ON
ST
DIOCESAN RD
S A
DA
MS
ST
POTTS AV
WO
OD
RO
W W
Y
N W
AS
HIN
GT
ON
ST
KALB AV
N A
DA
MS
ST
GRAASS ST
UTILITY CT
N M
ON
RO
E A
V
BOYD ST
GARLAND ST
CHERRY ST
PINE ST
HASTINGS ST
DERBY LN
SMITH ST
MA
RIN
E S
T
N IR
WIN
AV
EASTMAN AV
COTTAGEGROVEAV
VANDERBRAAK ST
BAYLAND CT
HO
LMG
RE
N W
Y
ARMED FORCES DR
KA
SS
NE
R D
R
TRU
E L
N
BETHANYPL
SCHAUER LN
TRU
ELN
CA
RS
TE
NS
EN
LN
MA
RLE
E L
N
TRU
E
LN
LOMBARDI ACCESS RD
VALLEY VIEW RD
ORLANDO DR
GERHARDT LN
KU
BA
LE
LN
SA
NTA
BA
RB
AR
AD
R
HAZELWOOD LNPARKPL
S B
AIR
D S
T
S J
EF
FE
RS
ON
ST
S M
ON
RO
E A
V
S W
EB
STE
R A
V
GO
OD
ELL
ST
CROOKS ST
N A
DA
MS
ST N
MA
DIS
ON
ST
N Q
UIN
CY
ST
CEDAR ST
N V
AN
BU
RE
N S
T
N J
AC
KS
ON
ST
N C
LAY
ST
N W
EB
STE
R A
V
PERROT ST
WEISE ST
"A"B
"C"D
"E
"F
"G
"H
"I
ROUTE 9 - YELLOW LINE (CONNECTOR 2)
Franklin M.S.
Notre Dame H.S.
Mason Manor
Green Bay Plaza
Bay Park Square Mall
Lambeau Field
TRANSIT CENTER
Target
Resch Center
Transfer
Transfer
Aging & Disability Resource Center of B.C.
"A"B"C"D"E"F"G"H"I
LegendBus Stops
Route 9 - Yellow Line
Trails
42
#11 Sky
The #11 Sky Route takes 60 minutes to complete. The Sky Route makes 16 round trips per weekday and 11 round trips per Saturday. The route hubs at the Transportation Center and at Shopko at 230 N. Wisconsin Avenue in De Pere.
The route has the following service characteristics:
Service Hours Service Frequency Peak Bus Requirement
Weekdays 5:15 a.m. – 5:15 p.m. 60 minutes 1
Weeknights 6:15 p.m. – 9:15 p.m. 60 minutes 1
Saturday 7:15 a.m. – 6:15 p.m. 60 minutes 1
The route provides service along Webster Avenue in Green Bay, Allouez, and De Pere. Major trip origins and destinations include Bellin and St. Vincent Hospitals and nearby medical facilities. The #11 Sky also provides service to the east side of De Pere’s downtown. The transfer point at Shopko allows passengers to transfer to the #17 Brick Route without having to travel to the Transportation Center to reach the west side of De Pere or Ashwaubenon.
Historically, routes serving De Pere from downtown Green Bay have failed to meet passenger and farebox recovery standards. The #11 Sky Route lacks major generators such as schools and high density development along significant portions of the route, and it tends to perform poorly compared to the other fixed routes.
Performance Ranking: Tied for 9 of 14.
9TH ST
S B
RO
AD
WAY
ST
CORMIER RD
WAUBE LN
JOR
DA
N R
D
FO
X R
IVE
R D
R
HELENA ST
S R
IDG
E R
D
SM
ILIT
AR
YAV
HICKORY HILL DR
SO
NE
IDA
ST
BIEMERET ST
GR
OS
SAV
7TH ST
12T
HA
V
9TH ST
SAS
HLA
ND
AV
ANDERSON DR
SR
IDG
ER
D
PILGRIM WY
S A
SH
LAN
D A
V
MAIN AV
ALLA
RD
ST MAIN AV
4TH
ST
3RD
ST
LANDE ST
SF
ISK
ST
HOLM
GRE
NW
Y
MORRIS AV
PINE ST
CHICAGO ST
E MASON ST
SB
AIR
DS
T
GRIGNON ST
S J
AC
KS
ON
STS
MO
NR
OE
AV
SW
EB
ST
ER
AV
S B
AIR
D S
T
CROOKS ST
SR
OO
SE
VE
LTS
T
S W
EB
ST
ER
AV
GREENE AV
HOFFMAN RD
BE
LLE
VU
E S
T
E ALLOUEZ AV
BE
LL
EV
UE
ST
VERLIN RD
E ST JOSEPH ST
RIDGEWAYDR
RIDGEWAY BL
CHARLES ST
CHICAGO ST
DICKINSON RD
SE
RIE
ST
BOMIER ST
LOMBARDI AV
LIBERTY STS
BR
OA
DW
AY
ST
RIV
ER
SID
E D
R
GEORGE ST
KALB AV
LIB
AL
ST
ELIZAST
LIB
AL
ST
LIB
AL
ST
HANSENRD
S O
NE
IDA
ST
PORLIER ST
N B
RO
ADW
AY S
T
MA
RK
ET
ST
S W
EB
ST
ER
AV
BROADVIEW DR
SHAWANO AV
SA
SH
LAN
DAV
N W
EB
STE
RAV
MAIN ST
MO
NR
OE
AV
EA
ST
RIV
ER
DR
AD
AM
S S
T
WA
SH
ING
TON
ST
PILGRIM WY
N IR
WIN
AV
CHERRY ST
JEF
FE
RS
ON
ST
RIV
ERS
IDE
DR
W MASON ST
WALNUT ST
S O
NE
IDA
ST
S O
NE
IDA
ST
ALLOUEZ AV
MO
NR
OE
RD
MO
NR
OE
RD
"A
"B
"C"D
"E
ROUTE 11 - SKY LINE (ALLOUEZ)TRANSIT CENTER
St. Norbert College
Transfer
Shopko
Bellin Hospital
St. Vincent Hospital
YMCA
"A"B
"C
"D"E
LegendBus Stops
Route 11 - Sky Line
Trail
44
#14 Pink
The #14 Pink Route takes 60 minutes to complete and hubs at the Transportation Center. The Pink Route makes 16 round trips per weekday and 11 trips on Saturday.
The route has the following service characteristics:
Service Hours Service Frequency Peak Bus Requirement
Weekdays 5:45 a.m. – 5:45 p.m. 60 minutes 1
Weeknights 6:55 p.m. – 9:45 p.m. 60 minutes 1
Saturday 7:45 a.m. – 6:45 p.m. 60 minutes 1
The #14 Pink provides service along Main Street in the city of Green Bay. A very small portion of the route is in the village of Bellevue (Wal-Mart area). Service is provided to Preble High School, Lakeland Chapter of the American Red Cross, East Town Mall, Goodwill, and Wal-Mart. The land uses served by the route are a mix of commercial and residential.
Performance Ranking: 5 of 14.
SRO
BINSO
NAV
SWIS
SH
ILL
DR
LOUISE ST
SD
ANZ
AV
RADISSON ST
VAN BEEK RD
CHERRY ST
LESLIEDR
DEERPATHDR
H
AMPTONAV
LYN
WO
OD
LN
RE
IME
R S
T
BA
RN
AR
D S
T
GADWALL LN
ALL E
NAV
RU
FFED
GR
OU
SEST
DE
WC
LAW
ST
PO
LAR
IS C
T
BIRCHLN
DAY ST
DEBRA LN
DA
UP
HIN
ST
MEMORY AVBROOKRIDGE ST
DONBEA ST
KARL ST
BUFFLEHEAD LN
FLORAL DR
SHO
RT
ST
KALB AV
WILDER ST
HASTINGS ST
MAN
ITOW
OC
RD
OR
IOL
ES
T
GARLAND ST
MOONRISECT
SBA
IRD
ST
E ST JOSEPH ST
BIS
M
ARCK
ST
SKYVIEW ST
CLAR
KST
DA
UP
HIN
DR
NELLIECT
VERLIN RD
WILDER CT
MA
NITO
WO
CCT
LEO
NA
ST
ELDORADO DR
N D
AN
Z AV
COMMERCIAL WY
BOYDST
INDUSTRIAL DR
BLUEBILLST
MARY JO DR
GU
NS
ST
AUTO
PLA
ZAD
RW
INDS
ORDR
AUTO PLAZA WY
LIM
E K
ILN
RD
MAIN
ST
MORGAN LN
BE
LLE
VU
E S
T
PECAN ST
ROBINSON AV
SAL ST
GROUSE CT
PRI NCETON PL
RUFFED CTWESTMINSTER DR
ED
GE
WO
OD
DR
VE
NU
S D
R
HEMLOCK
DR
NEL
LIE
LN
PAULYCT
SYCAMO
RE
DR
EILEEN ST
VERLIN RD
BR
OS
IG S
T
SA
LIS
BU
RY
ST
HEATHER RD
ATH
ENS
DR
RICHMONDST
IMPERIALLN
SUN TE
DEBRA LN
DIAN
E ST
MANITOWOC RD
CYPRESS LN
WILDFLOWER RO
VICT
ORIA
ST
LIM
E K
ILN
RD
EDISON ST
MASON WY
SC
HW
AR
TZ S
T
E MASON ST
HA
RTU
NG
ST
WIN
TER
LN
KIMBALL STBA
DER
ST
PH
AS
IAN
US
ST
VINE ST
IMPERIALLN
LILAC LN
CARMEL LN
AMY ST
EDISONST AUGUST ST
CHICAGO ST
JOHN
ST
LORETTA LN
SUYD
AM S
T
LOST LN
IRE
NE
ST
CROOKSST
KE
ND
ALL
ST
FIESTA LN
GRIGNON ST
PORLIER ST
RICK
YDR
S IR
WIN
AV
EMILIE ST
DESC
HAN
E PL
S B
AIR
D S
TG
OO
DE
LL S
T
HE
YR
MA
N S
T
EWALNUTST
GRIGNON ST
JEANST
CLAY
TON
PL
JUNIPER DR
LAU
RA
ST
LAWE ST
AMY ST
N C
LAY
ST
CRESTLN
CHICAGOCT
KURTZ AV
GO
OD
ELL
ST
HAR
VE
S
T RD
ABR
AMS
ST
SUNRISECT
S W
EB
STE
R A
V
ELKAY LN
JAS
TER
ST
MO
RN
INGSTARTR
CROOKS ST
SK
YLI
NE
BL
STUARTST
HU
TH
ST
CYPRESS LN
PENNY PL
DECKNER AV
HILLVIEW DR
KIMBALL STEMASONST
S C
LAY
ST
N A
DA
MS
ST
S B
AIR
D S
T
N Q
UIN
CY
ST
SJA
CKSO
NST
CHICAGO ST
STCLAIR ST
E MASON ST
N M
AD
ISO
N S
T
N R
OO
SE
VELT
ST
IREN
EST
SUNRISE CT
LORETTA LN
MA
IN S
T
N M
ON
RO
E A
V
RO
S
ELN
GEO
RGE
ST
QU
INTO
N S
T
BODARTST
SANDYLN
PIN
EHU
RS
T AV
MARY QUEEN RD
HILLSIDE LN
CASS ST
CROOKS ST
N J
EFF
ER
SO
N S
T
ELLO
RTIN
ACI
OAK
GRO
VEAV
ELMST
N JA
CKSO
N ST
SC
HO
BE
R S
T
DEERTR
NB
AD
ERST
HIG
HLA
ND
PAR
KAV
CEDAR ST
SK
YLI
NE
BL
ELM ST
LOS
T R
IDG
E C
T
CHARLES ST
FOR
ES
T S
T
FOELLER DR
VAN DEUREN ST
ERMA DR
EMILIE ST
SHERIDANDR
BAD
ER S
T
MACCAUX DR
STARLITE LN
HU
TH
ST
PREBLE AV
ELIZA ST
HAROLD ST
FRANZ AV
ME
CH
ST
EDGEWOODLN
OAKDALE AV
NEW
TOLS ST
LAR
SC
HE
ID S
T
E MASON STCASSST
DELWOOD DR
FRED
ST
DOTY ST
UNIVERSITY AV
LAU
ST
GR
OG
NE
T S
T
ELKCT
JAMESFORD AV
CASS STJA
CO
B S
T
N VAN
BU
RE
NS
T
VILL
AG
E S
T
WIL
DW
OO
DD
R
MILLS ST
S V
AN
BU
RE
N S
T
N D
AN
Z A
V
SA V
AG
ES
T
BER
WYN
A V
N B
AIR
D S
T SP
INN
AK
ER
LN
PROPER STNE
WH
ALL
ST
GR
OV
E S
TW
EG
NE
R S
T
PE
TE
RS
ST
N IR
WIN
AV
PR
OU
LX S
T
L APL
ANT
ST
SMITH ST
CLE
MEN
TST
N IR
WIN
AV
EASTMAN AV
RU
TH
ST
N H
EN
RY
ST
HAROLD ST
BO
RN
EM
AN
N S
T
LYNWOODCT
ST G
EOR
GE
ST
HARVEY ST
CLE
ME
NT
ST
N C
LAY
ST
BA
RK
ER
ST
JENNYLN
N V
AN
BU
RE
N S
TPREBLE AV
REBER ST
ST
GE
OR
GE
ST
LAW
RE N
CE
ST
ELI
ZAB
ETH ST
EASTMAN AV
N BA
IRD
ST
N H
EN
RY
ST
MORROW ST
CROOKS ST
SMITH ST
UNIVERSITY AV
ALR
OSE ST
WEISE ST
DECKNER AV
BERNER STDONARSKI CT
PREBLE AV
PINE ST
KLAUS ST
JOAN
AV
AU
RO
RA
DR
COFRIN DR
GU
NS
RD
REMINGTON CT
MA
IN S
T
FINGER RD
SMITH ST
VICTORIA CT
CEDAR ST
VANDERBRAAK ST
ED
GE
WO
OD
DR
GLA
CIE
RD
R
EA
ST
RIV
ER
DR
NEAL CT
FERNLN
E ALLOUEZ AV
HA
RV
ES
T C
I
WANDERING SPRINGS CT
CAL
VIN
CT
GRO
VEST
RAVE
NSW
OO
D DR
ST
EF
FE
NS
WY
LITTLE SWISS PL
EAST
VIEW
DR
ECHO HILL DRB
LON
DE
AV
AVON CT
SUN
NYC
RES
T ST
PINEHURSTCI
VAGABOND ST
MA
GE
ST
IC H
EIG
HT
S D
R
ZEISE AV
LAU
RA
ST
S IR
WIN
AV
S H
EN
RY
ST
HEATHER CT
WAY
FAR
AR
WY
BIRCH POINTE CI
MAL
LARD
ST
ECHO
HIL L
DR
DEUCHERTST
DECKNER AV
NE
WT
OLS
ST
REMINGTONRD
APPL
E TR
EE C
T
EASTMAN AV
MARYLANDAV
UNIVERSITY AV
STE
RLI
NG
HE
IGH
TS C
T
NEWBERRY AV
WOODOAKSCI
WESLEYAV
MAR
YJO WY
S IR
WIN
AV
MC CORMICK ST GA
RA
RD
DR
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BM
AN
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ACM
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BASTEN ST
RO
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UNIVERSITYWY
FARLIN AV
TU
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CA
STL
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BROOK ST
DECKNER AV
EAST
TO
WN
WY
BROWNING RD
MELON AV
MAIN ST
SUNR
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SMITH ST
EDGEWOODCT
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VIS
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N W
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DAY ST
LUK
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SRO
OSE
VELT
ST
MORROWST
"A
"B
"C"D
"E
ROUTE 14 - PINK LINE (MAIN)
TRANSIT CENTER
LegendBus Stops
Route 14 - Pink Line
Trail
American Red CrossNE Wisconsin Region
East Town Mall
Preble High School
Wal-Mart
Goodwill
"A
"B
"C
"D
"E
46
#16 Shadow
***Note: The Oneida Tribe of Indians has provided the local share of the cost to operate the route, since 1993. In August, 2013, Green Bay Metro received notice from the Tribe that effective November 4th, 2013, funding would cease. Green Bay Metro and Village of Ashwaubenon staff are in the process of evaluating service options and cost. The following analysis is based on service prior to November 4th, 2013:
The #16 Shadow Route takes 60 minutes to complete. The route makes 16 round trips per weekday and 11 round trips per Saturday. The route hubs at Bay Park Square.
The route has the following service characteristics:
Service Hours Service Frequency Peak Bus Requirement
Weekdays 5:40 a.m. – 5:40 p.m. 60 minutes 1
Weeknights 6:40 p.m. – 9:40 p.m. 60 minutes 1
Saturday 7:40 a.m. – 6:40 p.m. 60 minutes 1
The route provides service in the Ninth Street/Lombardi Avenue area, Oneida Street, Bay Park Square, Oneida Casino/Bingo complex, and the southern portion of the village of Ashwaubenon. The land uses served by the route are primarily residential and commercial.
The Oneida Tribe of Indians contributes to the operation of this route, covering 100 percent of the local share.
The route does not come into contact with rail or boat crossings, and the schedule is very reliable.
Performance Ranking: 12 of 14.
RENAISSANC
ELN
LEDVINAST
CA
NA
RY
LN
WESTERN AV
WAUBE LN
HANSEN RD
7TH ST
VANDERPERRENWYBE
RK
EN
CT
SAS
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DFR
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ARROWHEAD DR
DO
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WATERMOLEN AV
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SP
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HOLIDAY AV
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"A
"B
"C
"D
"E
"F
"G
"H
"I
"J
ROUTE 16 - SHADOW LINE (ONEIDA)
Transfer
LegendBus Stops
Route 16 - Shadow Line
Trail
Brown County Southwest Branch Library
Resch Center
Tufco Technologies
Schneider National
Bay Park Square Mall
Wisconsin Department of Transportation/DMV
Oneida Casino
Goodwill Industries
Lambeau Field
Innovative Services
"A
"B"C
"D
"E
"F
"G
"H
"I
"J
48
#17 Brick
The #17 Brick Route takes 53 minutes to complete and hubs at Bay Park Square and Shopko in De Pere. The Brick Route makes 16 round trips per weekday and 11 trips on Saturday.
The route has the following service characteristics:
Service Hours Service Frequency Peak Bus Requirement
Weekdays 5:40 a.m. – 5:33 p.m. 60 minutes 1
Weeknights 6:40 p.m. – 9:33 p.m. 60 minutes 1
Saturday 7:40 a.m. – 6:33 p.m. 60 minutes 1
The #17 begins and ends at the Bay Park Square Mall transfer station and provides service throughout the west side of De Pere, including St. Norbert College. In addition, the route crosses the Fox River and provides a transfer opportunity with the #11 Sky route at the De Pere Shopko. The route was developed to allow De Pere residents the opportunity to reach areas within the village of Ashwaubenon without having to travel to the Transportation Center near downtown Green Bay. Passengers may, upon request, be driven to and picked up at Humana, a private health care/insurance company that is one of the largest employers in the Green Bay area. The land uses along the route are mixed with residential and commercial.
Performance Ranking: 13 of 14.
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ROUTE 17 - BRICK LINE (DE PERE)
Bay Park Square Mall
Transfer
Transfer
St. Norbert College
Shopko - De Pere
Wal-Mart - De Pere
Syble Hopp
Humana (Upon Request)
Route Deviation to Humana Upon Request Only
"A"B
"C
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LegendBus Stop
Route 17 - Brick Line
On Demand
Trail
50
#18 Gold
The #18 Gold Route takes 60 minutes to complete. The route makes 15 round trips per weekday and 11 round trips per Saturday and hubs at the Transportation Center.
The route has the following service characteristics:
Service Hours Service Frequency Peak Bus Requirement
Weekdays 6:15 a.m. – 5:15 p.m. 60 minutes 1
Weeknights 6:15 p.m. – 9:15 p.m. 60 minutes 1
Saturday 7:15 a.m. – 6:15 p.m. 60 minutes 1
The route provides service to downtown Green Bay and Main, Walnut, Baird, and East Mason Streets. The route also provides service to the Parkview Mobile Home Court on Bellevue Street and the apartment complexes located on and near Westminster Drive, Kingston Terrace, and Princeton Place. Service to Copps, Target, and Costco (effective October 2013) is provided at the end of the line. The Kroc Center on Lime Kiln Road is served upon request.
The land uses served by the route are primarily residential and commercial.
The route has train crossings on Bellevue Street. However, the use of this track by the rail industry is infrequent and does not pose a significant problem.
Performance Ranking: 14 of 14.
RADISSON ST
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DEW
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ROUTE 18 - GOLD LINE (BELLEVUE) post 9-3-2013
TRANSIT CENTER
The Children's Museum
Target/Copps
Kroc Community Center
"B "A
"B
"C
"A
"C
LegendRoute 18 - Gold Line
On Demand
Trails
52
x X-Press Downtown
The X-Press Downtown Route takes 60 minutes to complete. The route is designed to serve passengers during weekday peak a.m. and p.m. travel periods. The route makes four trips on weekday mornings and four trips on weekday afternoons. No service is provided in the evening or on Saturday.
The route has the following service characteristics:
Service Hours Service Frequency Peak Bus
Requirement Weekdays 5:45 a.m. – 9:45 a.m. 60 minutes 1 Weekdays 1:45 p.m. – 5:45 p.m. 60 minutes 1 Weeknights No Service Saturday No Service
The route provides service between the Transportation Center and Green Bay Plaza via West Mason Street.
The land uses served by the route are primarily residential and commercial.
The route has boat and train crossings at and near the Walnut Street Bridge, and it is difficult to maintain the route’s schedule when boats or trains are encountered.
Performance Ranking: 11 of 14.
ASPENLN
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TRANSIT CENTER
BC Health Department
Green Bay Plaza
Transfer
DOWNTOWN X-PRESS ROUTE
"A
"B
LegendBus Stop
Downtown X-Press
Trail
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Limited Service Route (LSR) System
As stated earlier in this chapter, Metro operates 10 limited service routes. All limited service routes operate on regularly scheduled school days. #65, #70, #71, #72, #73, #74, #75, #76, and #77 – The routes provide service in the city of Green Bay and village of Allouez. Green Bay and Allouez share the local cost based on miles within their respective communities. Pass sales to the Green Bay School District and Notre Dame students help offset the local share. The routes are primarily used by students of the Green Bay School District and Notre Dame who either live two or more miles away from school or have to cross a major obstacle (e.g. the Fox River) to reach school. All routes are available to the general public. #78 – This route operates exclusively in the village of Ashwaubenon. Local funds are provided by the village. Revenue from pass and cash fares is generated primarily by middle and high school students traveling between home and school. This route is also available to the general public. Limited service route performance for an average service day in the month of February 2013 is summarized below:
Limited Service Route Performance
Route Passengers Route Passengers #65 a.m. 28 #74 a.m. 32 #65 p.m. 46 #74 p.m. 42 #70 a.m. 39 #75 a.m. 37 #70 p.m. 40 #75 p.m. (two trips) 84 #71 a.m. 39 #76 a.m. 11 #71 p.m. 35 #76 p.m. 23 #72 a.m. 36 #77 a.m. 20 #72 p.m. 24 #77 p.m. 19 #73 a.m. 13 #78 a.m. 2 #73 p.m. 18 #78 p.m. 11
Total Passengers: 599
Passengers per Trip: 28.5
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There are no set standards for limited service routes. However, LSRs generally carry high numbers of passengers per trip. The intent of this type of service is to operate at or near seated capacity. In February of 2013, an average of 599 one-way trips were made each weekday. This means that an average of 300 middle and high school students used the service each day. This produced an average of 30 passengers per trip and exceeded the seating capacity of the bus in many cases. All of the routes, with the exception of Route #78, perform at a satisfactory level. Route #78, which operates in the village of Ashwaubenon, carries an average of only two riders in the morning and 11 riders in the afternoon. Because this route has performed at a low level for many years, it is recommended that the Transit Commission consider this route for elimination upon completion of the current school year.
Transit System Fare Comparisons by Brown County Planning Commission
March 2013
Wisconsin Peer Systems
Adult CashFare
Student Cash Fare
Reduced Cash Fare
Unlimited Adult
30 Day Pass
Unlimited Student 30 Day Pass
Unlimited Reduced 30 Day Pass
1. Appleton (Valley Transit) $1.80 $1.80 $0.90 $56.00 $56.00 $40.00
2. Beloit Transit $1.50 $1.50 $0.75 none $21.35 none
3. Eau Claire Transit $1.50 $1.50 $0.75 $45.00 $11.25 $23.00
4. Fond du Lac Area Transit $1.50 $1.25 $0.75 $38.00 $32.00 $38.00
5. Kenosha Transit $1.75 $1.25 $0.85 $50.00 $35.00 $25.00
6. La Crosse Municipal Transit $1.50 $1.25 $0.75 $35.00 $23.00 $25.00
7. Oshkosh Transit $1.00 $0.50 $0.50 $25.00 $25.00 $25.00
8. Racine (Belle Urban System) $2.00 $1.50 $1.00 $65.00 $65.00 $30.00
9. Sheboygan (Shoreline Metro) $1.75 $1.75 $0.85 $48.00 $48.00 $48.00
10. Waukesha Metro $2.00 $1.25 $1.00 $46.00 $35.00 $30.00
11. Wausau (Metro Ride) $1.50 $1.25 $0.75 $36.00 $18.00 $18.00
Average: $1.62 $1.35 $0.80 $44.40 $33.60 $30.20
Green Bay Metro: $1.50 $1.00 $0.75 $35.00 $19.00 $25.00
Difference: ($0.12) ($0.35) ($0.05) ($9.40) ($14.60) ($5.20)
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CHAPTER 3 Paratransit System
General
Paratransit is an alternative to the fixed route bus system. It is intended for people who cannot be served by fixed route buses due to a disability. Service is more flexible in terms of scheduling and routing, is offered on a demand-response basis, and is usually provided by low capacity vehicles, such as small buses, vans, and sedans. Paratransit is meant to be complementary to the fixed route system in terms of service area, service days and hours, and cost.
ADA Requirements
The Americans with Disabilities Act (ADA) became law on July 26, 1990. The law is intended to provide equal access rights for people with disabilities in the areas of employment, public services, public transportation, private accommodations, and telecommunications. The law requires recipients of Federal Transportation Administration (FTA) funds, such as Green Bay Metro, to prepare a program for providing transportation services to people with qualifying disabilities using both lift-equipped/ramp fixed route bus service and complementary paratransit service. Green Bay Metro offers both services and is in compliance with the ADA.
Green Bay Metro contracts with a private transportation company, MV Transportation Inc., to provide paratransit service.
Program Eligibility
Potential paratransit clients must have a medical professional complete an application form documenting the applicant’s functional ability to board, ride, and disembark from a fixed route bus. The client then must submit the completed form to Metro for eligibility determination. Metro staff reviews the completed application and may also require an in-person interview and/or perform a functional assessment to determine eligibility. ADA certification may be denied, granted on a temporary (short-term disability) basis, granted conditionally (such as fluctuating health conditions, deep snow, etc.), or granted unconditionally. In early 2013, 1,242 people were certified to use the service. Of those, 41 were temporary or conditional approvals.
Private Sector Participation
Over the years, Metro has contracted with several private companies to provide paratransit service. Most recently, on May 1, 2011, Metro entered into an agreement with MV Transportation Inc. MV was awarded the contract after a competitive Request for Proposal (RFP) and interview process. The term of the contract has been set at four years and eight months and will expire on December 31, 2015. An overview of general contractual responsibilities is listed below:
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Paratransit Program Contractual Responsibilities
Green Bay Metro MV Transportation
1. eligibility determination 1. call-taking
2. issue photo id 2. reservations
3. renewal 3. scheduling
4. provide fuel 4. dispatch
5. print tickets 5. client pick-up
6. verification of bills & accounts payable 6. fare collection
7. random inspection 7. client drop-off
8. data collection & reporting 8. vehicle ownership
9. performance monitoring 9. vehicle fueling
10. program oversight 10. vehicle maintenance 11. billing 12. data collection & reporting
The hiring of a private sector paratransit provider is a common practice among transit systems throughout the country. This method of operation is typically referred to as “turnkey” (i.e. having all of the necessary resources to run the service).
MV Transportation
MV's facility is located at 1011 Parkview Road in the village of Ashwaubenon. All scheduling, dispatch, vehicle storage, and maintenance functions are performed at this location.
MV employs 25 drivers (23 full-time and 2 part-time), three dispatchers, one scheduler, two maintenance workers, one safety manager, and a general manager.
MV Transportation does not offer services in the Green Bay area outside of the scope of the contract with Metro.
Paratransit Vehicles
The vehicle pictured in this section is one of 22 paratransit vehicles currently being used by MV Transportation. This particular model is a low-floor medium-duty vehicle with seating capacities that can vary from 2-4 wheelchair positions to 4-6 ambulatory positions. It is a Ford E350 with a useful lifespan of seven years and/or approximately 200,000 miles. MV also uses four 2007 Ford Taurus sedans to transport ambulatory clients. A listing of vehicles is provided below:
Paratransit Vehicles
Make and Model Quantity
Ford Taurus Sedans 4
Ford low floor buses (two types) 18
Total: 22
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Photos courtesy of MV Transportation
Green Bay Metro’s logo and color scheme are clearly visible on all MV vehicles. This branding feature was specified as part of the paratransit request for proposals and subsequently implemented as a component of the contract with MV Transportation.
Paratransit Service Area, Service Days, and Hours of Operation
Paratransit services are provided to the portions of the cities of Green Bay and De Pere and the villages of Allouez, Ashwaubenon, and Bellevue that are within three-fourths of a mile of Metro’s full service fixed routes. Paratransit service is provided Monday through Friday from 5:15 a.m. to 9:45 p.m. and on Saturday from 7:15 a.m. to 6:45 p.m. Service is not provided on Sunday.
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2013 Paratransit Service Area: Within ¾ Mile of Full Service Routes (shaded yellow area)
Paratransit Fares
ADA law states that the paratransit fare may be no more than twice the adult fixed route bus cash fare. Currently Metro charges $1.50 for the adult fixed route bus fare. Therefore, Metro can charge up to $3.00 for each one-way paratransit trip. The ADA also allows an entity to charge a paratransit fare higher than twice the adult cash fare to social service agencies or other organizations for “agency trips” as defined in 49 CFR Part 37.131 (c) (4). An agency in this context means an organization that serves persons who qualify for human services or transportation-related programs or services due to a disability. The additional revenue generated by agency fares allows transit systems to maintain efficient and broadly available access to transportation for people with disabilities. Many paratransit clients fall under the umbrella of a local human services agency. For example, a paratransit client that receives financial support from a program administered by the Brown County Human Services Department and travels to the CP Center for therapy would be charged the agency rate for the home to CP and CP to home trips. Green Bay Metro introduced agency trip rates in 2012, but many transit systems in Wisconsin and throughout the country implemented agency rates before Metro. Agency rates can vary from a relatively small additional charge to the full cost of providing a trip. Green Bay Metro’s current agency fare ($7.00 per trip) is below the total cost of a Metro paratransit trip in 2013 ($22.67 per trip for non-ambulatory clients, $18.37 per trip for ambulatory clients). In 2012,
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agency trips represented approximately 60% of Metro’s paratransit trips. A summary of Metro’s 2013 paratransit fares is shown below.
2013 Paratransit Fares
Fare Category
One-Way Fare Cash or Ticket
Origin to Destination $3.00
Origin to Destination (Agency Rate) $7.00
Green Bay Metro offers advance-purchase tickets for $3.00 or $7.00 (agency rate). Tickets are printed in various colors to distinguish between the $3.00 and $7.00 rates. Clients may also pay cash upon boarding the paratransit vehicle. Paratransit Ridership and Overall Program Cost
The following table summarizes the number of trips and trip costs associated with the paratransit program for the fifteen year period from 1998 to 2012. These data do not include Metro staff time associated with the program.
Paratransit Program 1998-2012
Year Trips Trip Costs* Cost Increase/
Decrease Percent Cost
Increase/Decrease
1998** 69,621 $602,918
1999 81,571 $908,077 +$305,159 +51%
2000 94,057 $1,081,756 +$173,679 +19%
2001 97,000 $1,161,209 +$79,453 +7%
2002*** 98,320 $1,484,632 +$323,423 +28%
2003 96,509 $1,515,223 +$30,591 +2%
2004 100,601 $1,664,826 +$149,603 +10%
2005 96,039 $1,639,625 -$25,201 -2%
2006**** 72,979 $1,305,135 -$334,490 -20%
2007 69,499 $1,243,337 -$61,798 -5%
2008 69,140 $1,337,548 +$94,211 +8%
2009 68,868 $1,313,787 -$23,761 -2%
2010 67,384 $1,337,797 +$24,010 +2%
2011***** 63,337 $1,330,561 -$7,236 -1%
2012 59,399 $1,393,869 +$63,308 +5% * Trip cost includes fuel escalator payments from 2006-2011. ** Under contract with Lamers, Inc. *** Start of four and one-half year contract in January with four-month extension with Medi-Vans. **** Start of four and one-half year contract in November with Medi-Vans. Service area reduction implemented. ***** Start of four year and eight month contract in May with MV Transportation.
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Paratransit Contract Rates
The current contract allows MV to receive $22.67 per non ambulatory passenger (requires a mobility device to board) and $18.37 per ambulatory passenger (does not require a mobility device to board) for each one-way trip in 2013. Rates have been established for each calendar year during the duration of the contract and are shown below:
Paratransit Contract Rates
Contract Period
Duration
Non-Ambulatory Passenger
Ambulatory Passenger
May 1, 2011-December 31, 2011 8 months $21.18 $14.76
January 1, 2012-December 31, 2012 12 months $22.19 $17.97
January 1, 2013-December 31, 2013 12 months $22.67 $18.37
January 1, 2014-December 31, 2014 12 months $23.10 $18.71
January 1, 2015-December 31, 2015 12 months $23.52 $19.05
The current cost breakdown between the passenger and Metro is as follows:
2013 Paratransit Trip Cost Breakdown
Trip Type Passenger or
Agency Portion Metro
Subsidy* MV
Receives
Non-Ambulatory Passenger (non-agency) $3.00 $19.67 $22.67
Non-Ambulatory Passenger (agency) $7.00 $15.67 $22.67
Ambulatory Passenger (non-agency) $3.00 $15.37 $18.37
Ambulatory Passenger (agency) $7.00 $11.87 $18.37 * In addition to Metro’s share of the trip cost, Metro purchases all fuel for the program. Fuel costs for the program in 2012 was approximately $178,221.
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Paratransit Service by Passenger Type – 2012
MV Transportation, on behalf of Metro, provided an average of 220 trips per weekday and 50 trips each Saturday. Further analysis shows that approximately 54% of the trips are made by individuals using a wheelchair and 46% are taken by ambulatory clients.
Subscription vs. Non-Subscription Trips
Subscription service is a standing order for trips without calling in the reservation on a daily or weekly basis. Metro defines eligible subscription trips as trips taken at least two times per week between the same origin and destination at the same times. Based on ADA regulations, Metro must permit up to 50% of the total trips to be subscription trips. The optimal industry rate is 35%, and Metro had a subscription rate of 47% in 2012.
Ambulatory46%
Wheelchair 54%
Service by Passenger Type
Trip Scheduling by Type
Non-Subscription53%Subscription
47%
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Restrictions
Metro may not prioritize trips based on trip purpose or limit in any way the amount of paratransit service provided to certified clients within the published service hours and service area. No-Shows and Late Cancellations
A no-show is defined as the act of a person, who, having scheduled a paratransit trip, changes his/her mind about making the trip but does not cancel the appointment, allowing the vehicle to arrive but not boarding it. The definition also includes cancellations less than one hour before the scheduled pickup time, but it does not include incidents like scheduling problems, late pickups, and other operational problems. The driver is required to wait five minutes for each rider after arriving within the allotted pickup window. Each no-show is documented and a pattern of no-shows may result in service suspension. If a rider is a “no show” on their initial trip of the day, their return trip is automatically canceled. Paratransit clients also are subject to the following:
For the first no-show, Metro staff will remind the rider in writing of the importance of canceling when a scheduled trip will not be taken.
If a person has a second no-show within a three month period, Metro staff will send a letter to the rider advising them that one more no-show that demonstrates a pattern of practice will cause a suspension of service for 30 days.
The third no-show within the three month period will result in suspension of service for 30 days.
If appropriate, Metro staff may meet with the rider to discuss the pattern of no-shows. Additional no-shows may result in longer term suspensions up to permanent suspension. In lieu of a thirty day suspension, riders have the option to pay a no-show fee. The cost to the client for a no-show is $15.00. A summary of Metro’s paratransit no-show activity is shown below. Metro and MV staff have worked diligently with clients and client caregivers in an effort to reduce the total.
2011 2012
No-Shows & Late Cancellations 1,598 627
No-Shows & Late Cancellations as a percent of all scheduled trips
2.5% 1.1%
MV Transportation charges Metro $10.00 for each no-show or late cancellation plus any fuel consumed.
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Paratransit Program Cost Stabilization
Metro staff has been successful in stabilizing the cost of the paratransit program in recent years. Following the substantial cost reduction that resulted from reducing the paratransit service area in 2005, Metro staff further reduced the number of paratransit trips by adopting a practice of interviewing applicants in person at the time of application or application renewal. This has provided staff with the opportunity to educate passengers and potential passengers about Metro’s wheelchair-accessible buses and, when appropriate, to assign the passenger to the fixed route bus system.
Fixed Route Bus Mobility Device Boardings
All Green Bay Metro buses can accommodate wheelchairs and many other types of mobility devices. Metro tracks the number of bus passengers who use mobility devices, and eligible paratransit clients are encouraged to take the fixed route system when possible because paratransit costs are considerably higher for both the user (fare) and Metro (rate paid to MV Transportation). The number of bus passengers who used mobility devices in 2012 is summarized below.
Month Unlinked Trips with use of a
Mobility Device
January 440
February 572
March 602
April 643
May 674
June 806
July 610
August 725
September 548
October 647
November 530
December 461
Total: 7,258
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Fixed Route Bus vs. Paratransit Program Measurables
The following table and charts illustrate the breakdown of ridership and the percent of the annual budget allocated to each program.
Unlinked Passenger Trips and Expenses for 2012
Item Fixed Route
Bus Paratransit Program*
Total
Unlinked Passenger Trips 1,523,838 59,399 1,583,237
Percent of Passenger Trips 96% 4% 100%
Expenses (not final audited numbers) $5,550,883 $1,464,195 $7,015,078
Percent of Expenses 79% 21% 100% *Includes payment made to MV ($1,215,648), fuel ($178,221), and in-house staff and program expenses ($70,326).
Percent of Trips Percent of Budget
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Paratransit Provider Performance
Green Bay Metro staff monitors MV Transportation to ensure that the company meets or exceeds the performance requirements of the ADA and contract. These performance requirements include on-time performance, in-vehicle time, vehicle crashes, vehicle sufficiency, and data reporting. The findings of these analyses have shown that MV consistently meets or exceeds the performance requirements of the ADA and contract. MV’s on-time performance record for 2012 is summarized below.
Performance Measure
Total Trips On-time Percent on Time Standard
Pick-up time 59,299 58,042 97.88 Exceeds 95% ADA Standard
In-Vehicle Time (60 minutes or less)
59,299 58,580 98.79 Goal set at 100%
Denied Trips 0 Goal set at 0
In 2012, the State of Wisconsin hired SRF Consulting Group to perform a management performance review of Green Bay Metro. The review included in-depth analysis on various aspects of the system, including paratransit. The analysis found no deficiencies in the paratransit operation.
“Overall the paratransit service provided by MV Transportation is excellent and should be a model for other transit agencies to follow. The service offers customers a very high level of quality provided by a contractor that is equally dedicated to efficiency and safety.”
– SRF Consulting Group
Paratransit Program Beyond 2016
There have been many discussions through the years of Green Bay Metro bringing a portion or all of the paratransit service in-house with the idea of reducing the overall cost of the program. It is possible for Green Bay Metro to begin this pursuit by partially operating the paratransit service, which could include assuming scheduling, dispatching, and possibly other duties. It is also possible for Green Bay Metro to take over most or all aspects of the system. Listed below are the major components of the paratransit program in 2013 and a summary of what Metro would presumably have to do to take over the program:
Management Staff: A full-time general manager is currently employed by MV Transportation and is responsible for the day-to-day operation of Metro’s paratransit program.
Reservations and Dispatch Staff: It is believed that the Transportation Center has the necessary space to accommodate the additional staff that will be required to handle the 250+ calls per day and manage all scheduling and dispatch duties. MV currently employs three dispatchers (one of which is a lead dispatcher) and one scheduler.
Drivers: Driver labor is the single largest cost associated with operating paratransit services. It is possible to contract for this portion of the paratransit service only. MV employs 25 full-time and 2 part-time drivers.
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Maintenance Staff: Additional maintenance staff will be needed to maintain, fuel, and clean the 20+ paratransit vehicles needed for the service. MV currently employs a full-time safety manager, shop foreman, and utility worker.
Vehicle Funding: Paratransit vehicles are an eligible expense under the Federal Section 5309 capital program. The federal/local split for paratransit vehicles is up to 83 percent federal/17 percent local. The local share would be paid by the city of Green Bay and its partners. Under the current arrangement, the private contractor is not eligible to receive a subsidy for vehicles and subsequently that cost is passed to Metro through the per trip cost. Vehicle Acquisition and Cost: Metro will need to acquire approximately 20-24 vehicles for the program based on anticipated overall and peak ridership levels. It will likely be necessary to acquire vehicles over a multi-year period due to federal and/or local funding constraints.
Estimated Vehicle Acquisition and Cost Plan*
Year Vehicles Local Share Federal Share Total
1 6 $112,500 $637,500 $750,000
2 6 $112,500 $637,500 $750,000
3 6 $112,500 $637,500 $750,000
4 6 $112,500 $637,500 $750,000
Total 24 $450,000 $2,550,000 $3,000,000 *Funding estimates based on the 2013-2017 Transportation Improvement Program (TIP) for the Green Bay Urbanized Area, by Brown County Planning Commission, Metropolitan Planning Organization (MPO) for the Green Bay Urbanized Area, October 2012 and the Federal transportation law Moving Ahead with Progress in the 21st Century (MAP-21).
Vehicle Storage: It is possible that the paratransit fleet could be stored in the Transportation Center or on Transportation Center grounds. Accountability: Green Bay Metro would not be subject to contract renegotiations, short-notice work stoppages (which occurred in La Crosse), and other administrative and service-related issues if Metro assumes complete control of the paratransit program.
Paratransit Service Experience of Other Transit Systems
Other transit properties throughout the country have moved from private to partial or entirely in-house operations. In many cases, cost savings, higher quality service, and improved vehicle appearance have occurred as a result of the transitions.
Contract Expiration - Request for Proposal to be Issued
Federal law allows Green Bay Metro to retain the same provider under a single contract for a maximum of five years. Prior to the conclusion of the current contract in 2015, Metro will have to issue an RFP. At that time, MV Transportation and any other provider may submit a proposal for review and consideration.
Transition to an Expanded In-House Operation Plan
It is not anticipated that the implementation of any significant additional in-house functions could occur before the expiration of the current contract on December 31st, 2015. However, the subsequent contract will afford opportunities to increase in-house functions.
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It may be most appropriate to transition to additional in-house functions during the second, third, or fourth year of the next five year contract to allow for as seamless a transition as possible. Reservations and Dispatch as Possible In-House Function
Reservations and dispatch involve taking the calls from the client or client representative, scheduling the trip, potentially negotiating the trip, entering the trip into the Trapeze software, and creating multiple driver manifests or schedules for the service day. Taking on these functions may be the most appropriate first step in expanding the in-house operations. Advantages could include having staff on-site, stricter oversight on trip requests made by those who are conditionally approved for the service, and reduced trip cost. In the next Request for Proposals document, the cost per trip request could be framed as follows:
Contract Year
Cost per Trip – Ambulatory Cost per Trip – Non-Ambulatory
Current Level of Service
Green Bay Metro provides Reservations & Dispatch
Current Level of Service
Green Bay Metro provides Reservations & Dispatch
2016 ---- ----
2017
2018
2019
2020
With the price quotes, Metro would be able to finalize the cost analysis to determine if savings could occur.
Vehicle Ownership and Maintenance as Possible In-House Function
Metro could purchase ADA vehicles and lease them to the private paratransit provider in lieu of the provider purchasing the vehicles. Metro could also assume all maintenance functions. Currently, Metro is eligible to receive 80-83% in federal funds to offset the cost of each vehicle. However, given the current and projected capital funding constraints, it is possible that Metro will not receive the necessary grants to acquire vehicles during the five year term of the next paratransit contract.
Recommendation
Green Bay Metro should plan to take over a portion or all of the paratransit service during the next contract if cost savings can be realized.
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CHAPTER 4 Peer System Analysis
Introduction
The Wisconsin Department of Transportation is required to establish performance standards for all Wisconsin transit systems. Administrative Rule TRANS 4.10 states that WisDOT will assess the performance of each transit system receiving aid under the state operating assistance program. In 2012, WisDOT, teaming with SRF Consulting Group Inc., issued the Green Bay Metro System Management Performance Review (MPR). The review detailed the Green Bay Metro system’s performance against its state and national peers using seven widely accepted performance measures consistent with WisDOT core performance measures, MAPSS.
MAPSS consists of five objectives that guide systems in achieving WisDOT’s mission "to provide leadership in the development and operation of a safe and efficient transportation system." The five objectives are:
Mobility Accountability Preservation Safety Service
Wisconsin Peer Group
WisDOT divided transit systems into the following groups, based on size and type of system, prior to assessing performance and allocating funding. The four groups are:
Tier A1 - Milwaukee Tier A2 - Madison Tier B – Medium-Sized Bus Systems (including Green Bay Metro) Tier C - Commuter Bus Systems & other
Because Green Bay Metro is included in Tier B, the 12 peer systems used in the following analysis have been taken from Tier B.
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Fixed Route System Performance Measures
The following represents WisDOT’s/SRF’s findings for Green Bay Metro and the Wisconsin per group using six performance measures that are consistent with MAPPS.
2010 Green Bay Metro vs. 2010 Wisconsin Peers*
Performance Measure Green Bay Metro Wisconsin Peers Comparison
Cost Effectiveness
Expense/Passenger $4.41 $5.16 Better
Service Effectiveness
Passengers/Revenue Hour 18.9 17.2 Better
Revenue Effectiveness
Average Fare Collected $0.74 $0.73 Similar
Operating Ratio 17% 14% Better
Service Efficiency Expense/Revenue Hour
$83.30
$82.48
Similar
Amount of Service/ Service Availability
Revenue Hours/Capita 0.42 0.61 Less
Market Penetration
Passengers/Capita 7.8 10.8 Less
*The Wisconsin peer group consists of Appleton, Beloit, Eau Claire, Fond du Lac, Janesville, Kenosha, La Crosse, Oshkosh, Racine, Sheboygan, Waukesha, and Wausau.
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National Peer Group
The 16 national peer systems included in the analysis are similar in size to Green Bay Metro and operate in areas that experience cold weather and snow.
The following represents WisDOT’s/SRF’s findings for Green Bay Metro and the national peer group.
2010 Green Bay Metro vs. 2010 National Peers**
Performance Measure Green Bay Metro National Peers Comparison
Cost Effectiveness
Expense/Passenger $4.41 $5.18 Better
Service Effectiveness
Passengers/Revenue Hour 18.9 17.3 Better
Revenue Effectiveness
Average Fare Collected $0.74 $0.67 Better
Operating Ratio 17% 13% Better
Service Efficiency
Expense/Revenue Hour $83.30 $86.91 Better
Amount of Service/ Service Availability
Revenue Hours/Capita 0.42 0.51 Less
Market Penetration
Passengers/Capita 7.8 8.6 Less
**The national peer group consists of Battle Creek Michigan, Bay City Michigan, Billings Montana, Canton Ohio, Cedar Rapids Iowa, Chattanooga Tennessee, Dubuque Iowa, Decatur Illinois, Frederick County Maryland, Peoria Illinois, Muskegon Michigan, Saginaw Michigan, Sioux City Iowa, Topeka Kansas, Youngstown Ohio, and Wichita Kansas.
Conclusions
Green Bay Metro rates as well or better than the Wisconsin and national peers in terms of effectiveness and efficiencies.
The Amount of Service/Service Availability as measured by the Revenue Hours per Capita (per person) and the Market Penetration criteria for Metro is lower than the peer systems (based on population of the service area). The amount of service (financial contribution) is established by the local units of government participating in the system. Many portions of the urbanized area have very little or no service at all. These criteria demonstrate that the Green Bay area is underserved relative to its peers.
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CHAPTER 5 Financing
Green Bay Metro Operating Budget
Five Year Operating Plan
Green Bay Metro staff prepares a five year operating plan for inclusion in the annual Transportation Improvement Program (TIP) for the Green Bay Urbanized Area. Updates to the plan are made each year based on current and projected expenses for a cost to continue service level. Estimates by funding source are included in the table on the following page:
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2014 2015 2016 2017 2018
Operating Expense: $7,847,400 $8,005,132 $8,076,771 $8,149,843 $8,224,376
Funding Sources:
Public Operating Assistance:
FTA Section 5307/Capitalized Maintenance $2,148,235 $2,148,235 $2,148,235 $2,148,235 $2,148,235
State Section 85.20 2,187,453 2,274,951 2,274,951 2,274,951 2,274,951
City of Green Bay 1,514,044 1,544,325 1,575,211 1,606,716 1,638,850
Village of Ashwaubenon 223,596 228,068 232,629 237,282 242,028
City of De Pere 165,310 168,616 171,989 175,428 178,937
Village of Allouez 97,236 99,181 101,164 103,188 105,251
Village of Bellevue 41,376 42,204 43,048 43,909 44,787
Public Operating Assistance Subtotal: $6,377,250 $6,505,579 $6,547,227 $6,589,708 $6,633,038
Revenue
Farebox Revenue - Fixed Route Bus $980,000 999,600 1,019,592 1,039,984 1,060,784
Farebox Revenue - Paratransit Program 390,000 397,800 405,756 413,871 422,149
Other Revenues 100,150 102,153 104,196 106,280 108,406
Revenue Subtotal: $1,470,150 $1,499,553 $1,529,544 $1,560,135 $1,591,338
Funding Sources Total: $7,847,400 $8,005,132 $8,076,771 $8,149,843 $8,224,376
Operating Expense and Funding Sources
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2014 Operating Budget Estimate Breakdown
Green Bay Metro’s 2014 operating budget estimate is projected at $8,102,000. Green Bay Metro receives operating assistance from a variety of sources. These include the Federal Section 5307 program, State 85.20 program, local dollars from entities participating in the system, fares, advertising revenue, and interest revenue.
A summary of the 2014 estimated Green Bay Metro budget by revenue source is below:
2014 Budget Estimate
Source: Amount Percent Federal $2,148,235 27.4% State $2,187,453 27.9% Local $2,041,562 26.0% Fares $1,370,000 17.4% Other $100,150 1.3% Total: $7,847,400 100.0%
2014 Operating Budget - $7,847,400
Federal $2,148,235
State $2,187,453
Local $2,041,562
Fares $1,370,000
Other $100,150
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Local Share
The 2014 budget estimate consists of contributions from participating local entities. The sum of the contribution is projected to be $2,041,562 (26.0%) of the entire operating budget. Local entities contribute to the system based on system mileage and population. The breakdown by participating local entities is as follows:
2014 Budget Estimate – Local Contribution Analysis
Source: Amount Percent of
Local Share Percent of
Overall Budget Green Bay $1,514,044 74.2% 19.3% Ashwaubenon $223,596 11.0% 2.8% De Pere $165,310 8.0% 2.1% Allouez $97,236 4.8% 1.2% Bellevue $41,376 2.0% 0.6% Total: $2,041,562 100.0% 26.0%
2014 Local Contribution - $2,041,562
Green Bay $1,514,044
Ashwaubenon $223,596
De Pere $165,310
Allouez $97,236
Bellevue $41,376
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Fares
The 2014 budget estimate of $7,847,400 includes an estimate of $1,370,000 in passenger fares, which is 17.5% of the operating budget. The 17.5% fare recovery rate (the transit system’s operating ratio) is better than the peer system average as outlined in the Peer System Analysis portion of this report.
Green Bay Metro Capital Program
FTA offers assistance to purchase, replace, and rehabilitate buses and related equipment and to construct bus-related facilities under the Section 5339–Bus and Bus Facilities Program. Federal 5339 funds can cover between 80 and 85 percent of the total cost. Remaining costs must be provided locally. Green Bay Metro historically has developed a very aggressive five-year Capital Improvement Program (CIP). Capital funds are very limited and highly sought. Funding for the majority of projects will not be available when requested and projects are occasionally pushed back to a later date. Metro’s capital improvement program by year and projected total cost is listed on the following table:
2014 Operating Budget - $7,847,400
Federal $2,148,235
State $2,187,453
Local $2,041,562
Fares $1,370,000
Other $100,150
Fares from Passengers
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2014-2018 Capital Improvement Program
Project/Year 2014 2015 2016 2017 2018
40’ Replacement buses (two per year) $800,000 $800,000 $800,000 $800,000 $800,000
35' Replacement buses CNG (three per year) 998,000 1,028,000 1,034,000 1,090,000 1,123,000
Facilities & equipment 200,000 25,000 25,000 25,000 25,000
Paratransit vehicles (six per year) 750,000 750,000 750,000 750,000
Bus route signs 30,000 30,000
Planner 60,000 60,000 60,000 60,000 60,000
Paratransit trip scheduling software 60,000
Capitalized maintenance 68,000 71,000 74,000 76,000 80,000
ADA capital assistance 303,000 314,000 321,000 331,000 331,000
Rehab of administrative & maintenance facility 50,000 50,000
Security enhancements 50,000 50,000
Trapeze run cutting module 200,000
Transitway resurfacing 75,000 75,000
Computers and printers 20,000 20,000 20,000
Passenger shelter pads 10,000 10,000 10,000 10,000 10,000
Automatic Vehicle Locator software upgrade 20,000 50,000
Staff vehicle - truck for towing and plowing 50,000
Rehabilitation of transportation center and lobby 100,000
West Side Intermodal Transportation Terminal 200,000 1,000,000
Paratransit facility study 100,000
Route guide books 60,000 32,000 32,000
Total: $3,804,000 $3,520,000 $4,276,000 $3,162,000 $2,504,000
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Bus Fleet
Bus Quantity Year Make Length SeatsAge of Vehicle in Years as of 2013
1 1995 Gillig-Phantom 40 45 193 1999 DuPont Trolleybus 34 32 149 2003 New Flyer 30 25 103 2004 New Flyer 30 25 99 2009 New Flyer 35 29 410 2011 Gillig Low Floor 35 29 2
35 6.7Average Age: * The three Trolleybus vehicles are inactive. Select 2003 New Flyers have been rehabilitated.
The Federal Transit Administration (FTA) has established a standard that each transit vehicle should be either retired and replaced or rehabilitated at the end of its normal service life. Normal service life for transit vehicles is considered to be 12 years for transit buses greater than or equal to 35 feet in length and 10 years for transit buses less than 35 feet or have reached a 500,000 mile operating life. Metro will have 17 buses that are eligible for replacement by the conclusion of the TDP period in 2018. Green Bay Metro staff has done an excellent job maintaining vehicles for use beyond the expected life. Metro will try to secure federal funds to cover between 80 and 85 percent of the cost of additional bus purchases as outlined in Metro’s capital program. Funds from the city of Green Bay will also be necessary to cover the local share (15 to 20 percent). The local share is not currently programmed and the system’s current reserve fund is nearly depleted. Bus Replacement
Green Bay Metro has programmed a number of heavy duty buses over the next five years. Traditionally Metro has acquired diesel buses, but the system may consider acquiring buses that operate on compressed natural gas (CNG) if this determined to be cost effective and appropriate for Green Bay’s climate. Diesel. Green Bay Metro is requesting two 40’ buses each year for the next five years to replace the remaining Gilligs and to begin to replace the New Flyers.
Bus Quantity
Years Length Seats
10 2014-2018 40' 40-44
Compressed Natural Gas (CNG) Buses. Green Bay Metro has programmed three 35’ CNG buses each year between 2014 and 2018.
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Bus
Quantity Years Length Seats
15 2014-2018 35' 28-30
It should be noted that Green Bay Metro’s maintenance facility is not equipped to handle the fueling or storage of CNG buses. An alternative fueling station and storage location would need to be identified or constructed. The use of an alternative fueling station away from the transitway on University Avenue would add to labor costs as staff would have to travel to and from the site to fuel the vehicles. Currently, all vehicles are fueled on-site.
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CHAPTER 6 Long Range Element
There are many reasons for the Green Bay Metropolitan Area to promote the use of mass transit over the next several decades.
1. Transit-oriented land uses require far less space than vehicle-oriented land uses (such as parking lots and structures).
2. It is a form of transportation that is available to anyone who wants to use it. 3. A bus is a far more efficient use of the metropolitan area’s street system than an individual
vehicle. 4. A bus’s impact on the environment is much lower than the number of cars it would take to
equal a bus’s carrying capacity. 5. Transit enhances the livability of an area because it reduces people’s reliance on cars and
minimizes the negative impacts of driving (noise, traffic congestion, etc.).
Despite these positive attributes, Green Bay Metro primarily serves area residents who do not have access to cars. There are many reasons why the bus system appeals to these “captive” riders and does not appeal to many people who have other transportation options. Some of these reasons include: Travel time. Since the Metro buses have to share the same streets (and the same delays) as personal vehicles, the buses do not provide travel time incentives for people who have the option to use their own vehicles. In most cases, buses actually take longer to travel from place to place than cars because the buses have to stop to pick up passengers. This time deterrent is especially significant for trips where people have to transfer to another route to reach their destinations. Frequency, convenience, and reliability. Compared to many other transit systems, Green Bay Metro provides relatively frequent service to many destinations in the metropolitan area; however, the most frequent Metro routes only provide access to these destinations every half hour, and the rest of the routes serve their areas once an hour. Although this service frequency is pretty good by transit standards, it cannot compete with the current level of convenience offered by personal vehicles that can be accessed quickly and driven to any destination without having to continually stop. The missed transfers that occasionally occur also make it difficult for people to rely on the system for work and other trips. Urban design. Over the last five years, the communities in the Green Bay Metropolitan Area have built a handful of interconnected streets, sidewalks and trails, and other facilities that make transit an attractive and viable transportation mode. Despite this progress, only two metropolitan area communities (De Pere and Howard) currently require sidewalks along nearly all of their streets, and many land development projects still contain only minimal density and little mixture of uses (residential with commercial, etc.). These types of street and sidewalk patterns make it very difficult for a bus to serve an area within a specified schedule and make it very inconvenient (and possibly unsafe) for potential riders to walk to and from bus stops. Low-density and homogenous development patterns also make transit service very inefficient because the number of potential riders in these areas is low. Another element of urban design that has made transit less appealing is the decentralization of the metropolitan area. When Green Bay was the area’s clearly defined economic center, taking a bus
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from the outlying areas to downtown Green Bay for work, shopping, or other purposes was more convenient than it is today because transfers often weren’t necessary and several destinations were within easy walking distance of the downtown transit center. Today though, many large employers, educational institutions, commercial developments, and other destinations are located on the edge of the transit service area or outside the service area altogether. This situation makes taking the bus to these places inconvenient or impossible, and it is certainly one of many deterrents to transit use by those who have other transportation options. Green Bay Metro provides a very important service to the metropolitan area, and it is important to enhance its attractiveness to non-captive riders as the area grows in the future. Rising fuel prices appear to have encouraged more people to use the bus in recent years, but the vast majority of trips continue to be made in personal vehicles. To significantly increase and sustain ridership over the next several years, Metro will have to overcome many well-established local, state, and federal policies, procedures, and preferences. This challenge will be difficult, but it is not impossible. Some methods of addressing these issues are discussed in the rest of this chapter. Meeting the Challenge
To maximize its chances of significantly improving and sustaining ridership over the next several years, Green Bay Metro will need to work with state and local government representatives, elected officials at every level, private companies, and the public to create a viable set of coordinated transit incentives and automobile disincentives. Some examples of these measures that pertain to the issues discussed in the previous section are discussed below: Establish a Regional Transportation Authority or Other Reliable Source of Transit Funding
For many years, Green Bay Metro has been one of the most cost-effective transit systems in Wisconsin. Audits conducted by WisDOT and other agencies have shown that Metro consistently provides more rides for less money than nearly all of its peer systems throughout the state. Although Metro has proven its ability to do a lot with a relatively small budget, the system’s current and projected funding levels are not nearly enough to improve service to a point where most people believe that the buses are as reliable, convenient, and pleasant as personal vehicles. To significantly enhance service for existing bus riders and make Metro a viable transportation option for non-riders, Metro will have to raise and sustain additional capital and operating money in the future. Since the current federal, state, and local funding sources will not likely increase substantially over the next several years, Metro should develop a strategy for the creation of the Regional Transportation Authority (RTA) or other reliable source of funding to supplement its existing funding mechanisms. Maintain Relatively Low Fares and Expand the U-Pass Program
As transit operating costs escalate, Metro and systems like it are often pressured to raise fares to cover the additional expenses. However, the amount of money generated by fares is relatively small for many transit systems (fixed route fares represented only 17.6 percent of Metro’s overall revenues in 2012), and fare increases make it more difficult to attract riders to the systems. As a result, fare increases often do more harm to transit systems than good. A transit system has a very difficult time competing with cars for the reasons discussed at the beginning of this chapter, so it is important for Green Bay Metro to make it as financially attractive as possible to potential riders. The U-Pass Program that began in July of 2008 has worked well for
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several years, and Metro should investigate expanding the program to include NWTC. The Green Saturday initiative that allows people to ride the buses at no cost on Saturdays has increased ridership on the weekends, and this program should continue. But Metro should also maintain its relatively low Adult, Student, and Reduced fares to make transit affordable for existing bus riders and more appealing to people who do not currently ride the bus. Other transit fare incentives
In addition to maintaining the system’s fare structure, expanding the U-Pass Program, and continuing the Green Saturday initiative, Metro should continue to work with the area’s large retail centers, hospitals, businesses, and other significant trip generators to establish programs that encourage transit use and discourage driving. Some examples of these programs include: Travel allowance programs. Travel allowance programs can be established by employers to provide employees incentives to give up their cars in favor of the bus or another mode of transportation. The travel allowance is determined by the market value of a parking space used by an employee, and this amount is given to the employee to use for the parking space or a bus pass. The employee can also keep the allowance and find a non-motorized means of reaching work (walking, bicycling, etc.). Free bus passes for employees. Since the Internal Revenue Service allows employers to deduct the cost of transit passes (up to $245 per employee per month) from their gross incomes, employers within the Green Bay Metro service area would be able to deduct the entire cost of bus passes that they purchase for their employees. This incentive would be even more effective if employers restricted the number of parking spaces available to employees and/or charged the employees a substantial monthly fee for using the spaces. Transit trip validation programs. Many malls and other retail centers attempt to attract people to them by offering to pay for a portion of their customers’ parking costs, but very few (if any) retail outlets offer validation programs for people who ride the bus. This program could be as simple as selling day passes or bus tokens to interested businesses and having the businesses “validate” a shopper’s bus trip by giving him or her a pass or token following a purchase. The Metro service area contains several retail centers that might be interested in participating in a transit trip validation program, and the program would be relatively inexpensive to start and administer. Create Park and Ride Partnerships with Owners of Private Parking Lots
The Metro service area does not currently serve the state-owned park and ride lots in Brown County, but many of Metro’s fixed routes directly serve developments that have large parking lots that are often partially occupied or empty. To encourage more people to ride the bus, Metro should contact area shopping centers, churches, and other developments with large lots to find out if the owners will allow people to use their lots as transit park and ride facilities. Although the park and ride arrangements would be beneficial to Metro, the shopping centers and other for-profit developments could also benefit by having potential customers park at their facilities. The additional vehicles in the parking lots will also suggest to passersby that the participating businesses are popular places to shop.
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Continue to Operate a Modified Fixed Route Service for Green Bay Packers Games
The most severe non-recurring traffic congestion problem in the Green Bay Metropolitan Planning Area is typically experienced during Packers home games. Most of the 70,000+ fans and stadium workers who attend each game reach Lambeau Field by car or van, and many of these people choose to park on neighborhood streets, at nearby businesses, or in yards because stadium parking is limited. Traffic congestion near the stadium tends to worsen as game time nears, for the streets become narrower as the number of people traveling to the stadium in vehicles and on foot increases. Congestion is even worse after the game because most people leave the stadium area simultaneously. The traffic congestion that is experienced before and after each game causes increased accident probability, street deterioration, fuel consumption, and traveler irritability (particularly after a Packers home loss). However, this congestion was partially addressed beginning in 2011 when Green Bay Metro introduced a Packers game day bus service that transported people between Lambeau Field and parking lots throughout the metropolitan area. This service is available to the general public, and the buses serve all signed stops along the routes.
Passengers arriving at the Lambeau Field bus stop before a game during the 2011 season.
One of the vehicles used to provide and advertise Metro’s 2011 Packers game day service.
The game day routes provided a total of 20,616 trips during the 2011 season and a total of 25,527 trips during the 2012 season, and the buses were typically full during their before- and after-game runs. Since the service was operating at or near capacity during its first year, Green Bay Metro intends to provide it during the 2013 season and possibly during future seasons if the service continues to be successful. Design Communities to be More Transit-Friendly
At the beginning of this chapter, some of the urban design characteristics that discourage or prevent many people from riding the bus were summarized. Although some of these characteristics will be very difficult to change, others are actually changing in some service area communities at this time. Some transit-friendly urban design characteristics are discussed in the following section. Grid and grid-like street patterns. Well-connected street systems minimize walking distances and enable people to reach bus stops much easier than if they have to walk the equivalent of several blocks to reach a stop.
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Comparison of Grid and Conventional Street Patterns
Even if the major street shown in the conventional street pattern diagram has bus service, the long walk and backtracking that are required to reach a bus stop along the street will likely discourage area residents from taking the bus. The frequent street connections shown in the grid pattern streets diagram make it easy for people to reach nearby bus stops, and this helps to encourage people to choose the bus over their cars. Sidewalks. An interconnected street network should be complemented by an extensive sidewalk system to allow people to safely travel to and from bus stops and to provide a place to wait for the bus. Sidewalks are especially important to children, the elderly, people who use mobility aids, and others who face a particularly high risk walking within the driving areas of streets. Mixed land uses. The mixing of residential, commercial, institutional, and recreational uses provides several different trip generators for transit systems to serve. Segregated Land Uses vs. Mixed Uses with Several Street Connections
The above figure compares a conventional land use and street pattern with a mixed land use and grid street pattern. The dotted circle on the diagram represents a 500-foot radius, which is a distance that most people feel comfortable walking. This diagram demonstrates that a greater
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number and variety of destinations are easily reachable by bus (and other transportation modes) when land uses are mixed and streets are frequently interconnected. Developments that provide direct access to sidewalks and streets. Many buildings in the Metro service area are difficult to reach after exiting a bus because they were built a significant distance from the street and are fronted by large parking lots that are difficult for people to cross without being in a car. To encourage people to travel to destinations on a bus, communities should ensure that new and redevelopment projects have buildings with zero or minimal setbacks, parking in the rear, and other features that enable people of all ages and physical abilities to reach them safely and easily. Automobile-Oriented Development vs. Pedestrian- & Transit-Oriented Development
Automobile-Oriented Development
Pedestrian- & Transit-Oriented Development
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Conclusion
Developing land use and street patterns that enable and encourage transit use, creating a safe and continuous sidewalk system, and enabling people to easily reach developments from the streets and sidewalks will increase the attractiveness and viability of transit in the Green Bay Metro service area. The funding strategies, pricing incentives, and other recommendations in this chapter of the Transit Development Plan will also help make transit more competitive with cars and other private vehicles, but the strategies identified in this chapter must be accompanied by complementary policies that force people to realize the high financial, environmental, and social costs of excessive driving. The Green Bay Metropolitan Area is not currently facing the severe traffic congestion and other vehicle-related issues that Houston, Atlanta, and other large automobile-dependent communities are experiencing, but our future could be similar to these communities’ situations if a strong effort is not made to develop a more balanced transportation system that contains a transit system that people with and without other mode options are willing and able to use.
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CHAPTER 7 Title VI and Environmental Justice
Title VI
Title VI of the Civil Rights Act of 1964 prohibits discrimination by recipients of Federal financial assistance on the basis of race, color, and national origin, including limited English proficient persons (LEP). The Brown County Planning Commission and Metro staffs issued the most recent update to the Green Bay Metro Title VI Compliance Program in 2011. The document is posted on the Green Bay Metro website at greenbaymetro.org.
Environmental Justice
In 1994, Executive Order 12898 - Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations was issued. The executive order was issued in response to public concerns that everyone deserves equal protection under the law. Each federal agency, including the U.S. Department of Transportation (US DOT), was directed to make environmental justice part of its mission.
In 1997, the U.S. Department of Transportation issued DOT Order to Address Environmental Justice in Minority Populations and Low-Income Populations to summarize and expand upon the requirements of Executive Order 12898 on Environmental Justice.
In 2012, FTA issued the Environmental Justice Circular which affirmed the three fundamental principles at the core of environmental justice:
To avoid, minimize, or mitigate disproportionately high and adverse human health and environmental effects, including social and economic effects, on minority populations and low-income populations.
To ensure the full and fair participation by all potentially affected communities in the transportation decision-making process.
To prevent the denial of, reduction in, or significant delay in the receipt of benefits by minority and low-income populations.
Assessment
The following maps represent the Green Bay Metro fixed route and paratransit service area and 1.) Minority Populations by census block group, 2.) Median Household Income by census block group, and 3.) Access to Jobs: Major Employers and Employment Centers.
Taken in whole, the proposed projects and recommendations in this TDP do not impose disproportionately high and adverse impacts on minority populations and low-income populations, and the benefits of the transportation services and improvements provided are reasonably distributed to serve the needs of all populations in the area.
Bay of Green BayBay of Green Bay
2010 Census Minority Population by Census Block
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0 10.5 Miles
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Source: Brown County Planning CommissionDate Created: 06/14/2013
2045 GB MPOPlanning Area BoundaryFixed Routes
Minorities Per Square Mile0
1 - 3,000
3,001 - 6,000
6,001 - 9,000
9,000 - 12,000
12,001 - 14,750Source: 2010 U.S. Census Bureau
Inset
Inset
Bay of Green BayBay of Green Bay
0 1.50.75 Miles
.
Source: Brown County Planning CommissionDate Created: 06/19/2013
2045 GB MPOPlanning Area BoundaryFixed Routes
* 2009 Median Household income $52,651
Median Income by 2010 Census Block Group
$0 - $23,472
$23,473 - $38,333
$38,334 - $52,651
$52,652 - $76,521
$76,522 - $114,842
Inset
Inset
Median Income by 2010 Census Block Group
Bay of Green Bay
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0 1.50.75 Miles
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Source: Brown County Planning CommissionDate Created: 06/19/2013
Fixed Routes
Access To Jobs: Requested Destinations & Employment
Highly Requested DestinationsBy Transit Riders:1-American Foods2-APAC3-Aspiro (Dousman)4-Aspiro (Stiles)5-Cellynne Corp.6-Goodwill (East)7-Goodwill (Oneida St.)8-Innovative Services9-JBS Packerland10-Lambeau Field11-NEW Curative12-Services Plus13-Tufco14-Wal-Mart (West)15-Kay Distributing16-Pioneer Metal Finishing17-United Health Group18-Wisconsin Plastics19-Goodwill (West Mason)
Major Employers:1-United Health Group2-NWTC3-Packerland Industrial Center4-St. Mary's Hospital5-Bay Park Square Mall6-Ashwaubenon Hotel District7-Schneider National8-West De Pere Business Park9-East De Pere Business Park10-Georgia Pacific11-APAC12-Government District13-St. Vincent Hospital & Bellin Hospital14-I-43 Business Park15-UWGB16-JBS Packerland
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CHAPTER 8 Public Participation
Overview
The Brown County Planning Commission/MPO and Green Bay Metro staff developed the Green Bay Metro Public Participation Policy, 2006, as amended. The policy calls for specific public involvement efforts for various transit plans and programs. The public participation policy is reviewed by staff at least every five years for relevance and is updated if necessary. The following outlines the process of public involvement used for the 2014-2018 Transit Development Plan.
TDP Work Group
The Brown County Planning Commission/MPO established the Transit Development Plan (TDP) work group comprised of one member of the Green Bay Transit Commission, two Metro administrative staff members, one bus driver, one dispatch staff member, one member of the Transportation Coordinating Committee of Brown County, and a representatives from WisDOT. The meetings were facilitated by the Brown County Planning Commission/MPO staff. The role of the TDP work group was to provide guidance and input to planning staff throughout the process.
Upon review and consensus of the TDP work group, the Brown County Planning Commission/MPO released the Draft 2014-2018 Transit Development Plan (TDP) for the Green Bay Metro System for public review.
MPO staff also provided a project update to the Transit Commission at its regularly scheduled monthly meetings.
Public Review Period/Public Informational Meeting/Public Hearing
As per Green Bay Metro’s Public Participation Policy, a 30-day public review and comment period was held from October 14th through November 13th, 2013. Members of the public were also invited to a public informational meeting and public hearing held on October 28, 2013 at the Transportation Center. Planning staff presented an overview of the TDP, answered questions, and held the formal public hearing. The public notice affidavit and transcript of the public hearing can be found in Appendix A and Appendix B.
A summary of comments received during the public review period and hearing were provided to the Transit Commission prior to approval of the TDP. The comments can be seen in Appendix C.
Additional Outreach
In addition to legal notices, a Metro Rider Alert (informational signs) were posted on the buses and at the Transportation Center, informational postcards were mailed to interested parties, and a notice was posted on social media (Facebook).
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Metro Rider Alert
Informational Postcard
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Green Bay Metro Facebook Posting
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Green Bay Transit Commission Action
On November 25, 2013 the Green Bay Transit Commission approved the 2014-2018 Transit Development Plan for the Green Bay Metro System.
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CHAPTER 9 Summary of Recommendations
Plan Recommendations:
Goals and Objectives. Green Bay Metro staff should periodically review the goals and objectives of the plan to ensure compliance. Operating Assistance. The combination of federal and state operating assistance has decreased in recent years and that is not likely to change over the course of this five-year TDP. Cost saving measures, cost avoidance, and alternate funding sources should continue to be pursued if the Green Bay Transit Commission is to keep the existing level of service.
Capital Needs. The TDP recommends that Green Bay Metro acquire new buses to replace existing buses which have exceeded useful life. Replacement of rolling stock is the highest capital priority. Fixed Route System. Green Bay Metro staff, with the assistance of the MPO, should continue to explore route restructuring options and present a plan to the Transit Commission in 2014. Paratransit Program. There have been many discussions through the years of Green Bay Metro taking over a portion or all of the paratransit service in-house with the idea of reducing the overall cost of the program. It is possible for Green Bay Metro to begin the transition to an expanded in-house operation during this plan period. If found feasible, and with Transit Commission approval, Metro should pursue in-house reservation and dispatch functions.
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APPENDIX A Legal Notice Affidavit
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APPENDIX B Public Hearing Minutes
TRANSCRIPT OF THE PUBLIC HEARING ON THE 2014 - 2018 TRANSIT DEVELOPMENT PLAN (TDP)
FOR THE GREEN BAY METRO SYSTEM October 28, 2013
4:15 p.m. Green Bay Metro Transportation Center – Commission Room
901 University Avenue Green Bay, WI 54301
Attendance: Brian Balogh, Vinny Caldara, Tracy Ebert, Dean Kennedy, Rebecca McGilliuray, Pam Reeves, Eric Strohfeldt, Agnes Tuyls, and other members of the public. Brown County Planning Commission staff present: Lisa J. Conard Green Bay Metro staff present: Patty Kiewiz Note: Prior to the opening of the public hearing, Lisa Conard introduced herself and provided an overview of the TDP via PowerPoint. L. Conard also offered the opportunity for those in attendance to ask questions during the presentation. L. Conard and P. Kiewiz answered several questions directly relating to the TDP and about Metro services in general. L. Conard stated that she would forward all comments received during the 30-day public review and comment period and public hearing to the Green Bay Transit Commission. The Transit Commission will consider approval of the TDP at 8:15 a.m. on Monday, November 25th, 2013, at the Metro Transportation Center (901 University Avenue in Green Bay). L. Conard thanked everyone for their interest and participation. L. Conard opened the public hearing at 5:20 p.m. After asking three times if anyone would like to make a comment and hearing none, L. Conard closed the public hearing at 5:21 p.m.
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APPENDIX C Public Review Comments
Public Comments: Prior to the opening of the public hearing held on October 28nd, 2013, an overview of the TDP was provided via PowerPoint. Attendees had questions, comments, and made recommendations. They are as follows:
1. Safety and comfort for on-bus standing room only situations is a concern. 2. The tie-down straps used to secure mobility devices on the buses are in poor condition. 3. Proper lighting needed near select bus stops. 4. Snow removal at bus stops is a concern. 5. Lengthy walking distance required to reach select bus stops. 6. Bad behavior by youth on the bus (swearing). 7. Bad behavior by youth at the Transportation Center (fighting). 8. Access to the Where’s My Bus application does not work well on android operating systems. 9. New arrival/departure boards at Transportation Center are helpful. 10. Request for the ability to purchase day passes in advance for convenience purposes and to
allow riders to board quickly. 11. Continue to pursue smart card fare media.
Comment received via Facebook: