HTA operates and maintains the Redwood Transit System, the Willow Creek RTS Extension Service, the Eureka Transit System and the Southern Humboldt Rural Transit System (QUAIL). HTA is also under contract to provide fleet maintenance for Arcata & Mad River Transit System and serves as the lead agency for public transit projects that benefit the region. In addition, HTA manages the Dial-A-Ride and Dial-A-Lift service contracts. HTA served as the lead agency on three regional transit projects, implemented in the 2007/2008 Fiscal Year. The first project was the installation of electronic fareboxes and air filters on the entire fixed-route public transit fleet. The air filters were installed to reduce harmful diesel emissions.

In addition, with assistance from Arcata & Mad River Transit System staff, HTA implemented the Jack Pass program in August of 2007. Prior to this program, Humboldt State University students were allowed unlimited rides only on the A&MRTS system. Now, Humboldt State University (HSU) students are allowed unlimited rides on RTS, the RTS Willow Creek extension service, and the ETS system as well. Students simply need to show their valid, current student ID to the driver of the bus when they board. As part of the HSU fees, students contribute $15 per semester to fund the Jack Pass program. Faculty and staff can buy into the program for $60 a semester.

HTA has been working on a coordinated emergency response plan with the Humboldt County Office of Emergency Services. In the event of a natural disaster, or any emergency situation, the HTA office on V Street in Eureka is equipped to serve as an Emergency Response Command Center. Additionally, HTA can mobilize the public transit fleet to assist with the evacuation of residents.

Fixed Route and Commuter Service

Humboldt County is currently served by two commuter transit services (i.e., Redwood Transit System and the Willow Creek RTS Extension Service) and four fixed route public transit services (i.e., Eureka Transit Service, Arcata & Mad River Transit, Klamath/Trinity Non Emergency Transportation and Blue Lake Rancheria Transit). A detailed description of the Blue Lake Rancheria Transit is included in the Tribal Transportation Element.

Redwood Transit System

Redwood Transit System (RTS) provides commuter service along the US 101 corridor between Scotia, Fortuna, Loleta, Fields Landing, Eureka, Arcata, McKinleyville, Westhaven, and Trinidad, Monday through Friday, between the hours of 5:44 a.m. and 10:50 p.m. and Saturday between the hours of 8:30 a.m. and 8:00 p.m. RTS makes 23 northbround and 22 southbound trips, Monday through Friday. On Saturday, RTS provides 12 northbound trips and 11 southbound trips; service frequency varies by location. The RTS commuter service is funded by Humboldt County and the cities of Arcata, Eureka, Fortuna, Rio Dell and Trinidad.

The RTS fleet consists of 13 vehicles. In 2007, RTS purchased three diesel-electric hybrid buses, to reduce harmful bus emissions. All of the RTS buses are equipped with wheelchair lifts and bicycle racks. Table PT1 provides a summary of the RTS vehicle fleet by fuel type.

Table PT1 RTS Fleet Information

Vehicle Make	Fuel Type	Vehicle Year
Gillig Phantom	Diesel	1996
Gillig Phantom	Diesel	1998
Gillig Phantom	Diesel	1998
Gillig Phantom	Diesel	2000
Gillig Phantom	Diesel	2000
Gillig Phantom	Diesel	2001
Gillig Phantom	Diesel	2002
Gillig Phantom	Diesel	2003
Gillig Phantom	Diesel	2004
Gillig Phantom	Diesel	2004
Gillig Phantom	Diesel-electric hybrid	2007
Gillig Low Floor	Diesel-electric hybrid	2007
Gillig Low Floor	Diesel-electric hybrid	2007

Two buses were pulled from the RTS fleet as a result of California Air Resource Board requirements (CARB), even though they were equipped with air filters to reduce emissions. Because the buses were not scheduled to be replaced, there is strain on the RTS vehicle fleet -- both in terms of availability and backup when a bus is in need of repair.

RTS ridership and service frequency has increased as a result of the HSU Jack Pass Program. RTS added a new morning route and extended service hours on four routes, morning and afternoon. HSU students account for an additional 50,000 passengers per year.

RTS initiated service to Garberville, Orick, Old Arcata Road, the Sun Valley Bulb Farm and Blue Lake due to comments received from community members. However, due to low ridership, service to those areas was discontinued. RTS also served the Aldergrove Industrial Park, but ceased providing service when Redwoods United workshop shut down. The RTS route to the Aldergrove Industrial Park was established specifically for Redwoods United workshop clients.

Willow Creek – RTS Extension Service

RTS provides an extension service that runs between the City of Arcata and Willow Creek, Monday through Friday. The Willow Creek route completes four runs per day, two in the morning between 6:30 a.m. and 11:00 a.m. and two in the afternoon/evening between 3:30 p.m. and 7:30 p.m. Humboldt County provides the funds to operate the Willow Creek RTS extension service.

Eureka Transit Service

Eureka Transit Service (ETS) provides four fixed routes, Monday through Friday, between 6:15 a.m. and 7:00 p.m. within the City of Eureka and adjacent areas. On Saturdays, ETS operates on a reduced schedule, with two routes running between the hours of 10:00 a.m. and 5:00 p.m. The City of Eureka and Humboldt County provide funding for ETS. The City of Eureka provides 73 percent of the ETS funding costs and Humboldt County covers the remaining 27 percent. The costs are split, based on the amount of service area that falls within the city or county jurisdiction.

The ETS fleet consists of six vehicles that are equipped with wheelchair lifts and bicycle racks. In 2007, ETS purchased two diesel-electric hybrid buses to reduce emissions. Table PT2 provides a summary of the ETS vehicle fleet by fuel type.

Table PT2 ETS Fleet Information

Vehicle Make	Fuel Type	Vehicle Year
Gillig Phantom	Diesel	1992
Gillig Phantom	Diesel	1999
Gillig Phantom	Diesel	2002
Gillig Phantom	Diesel	2003
Gillig Low Floor	Diesel-electric hybrid	2007
Gillig Low Floor	Diesel-electric hybrid	2007

Two buses were pulled from the ETS fleet as a result of CARB mandates, even though they were equipped with air filters to reduce emissions. Because the buses were not scheduled to be replaced, there is a strain on the ETS vehicle fleet -- both in terms of availability and backup when a bus is in need of repair.

Arcata & Mad River Transit System

The Arcata and & Mad River Transit System (A&MRTS) provides fixed route transit service within the Arcata city limits. A&MRTS was initiated by the Arcata City Council in 1975, to provide an alternative form of transportation, with the objectives of saving energy and serving groups such as college students, senior citizens, young people, and others without automobile transportation.

A&MRTS is operated by the City of Arcata Public Works Department. The Public Works department employs a Transportation Superintendent, who functions as Transit Manger and oversees all transit operations, planning and support services, which includes the Arcata Transit center. A&MRTS vehicle maintenance is contracted out to the HTA. The cost of the system is offset by fares (25 percent) and revenues obtained from a portion of the state sales tax on gasoline (75 percent). Humboldt State University rates are subsidized by university parking fines.

The A&MRTS fleet consists of eight vehicles that are equipped with wheelchair lifts and bicycle racks. Table PT3 provides a summary of the A&MRTS vehicle fleet by fuel type.

Table PT3 A&MRTS Fleet Information

Vehicle Make	Fuel Type	Vehicle Year
Gillig	Diesel	2002
Gillig	Diesel	2002
Gillig	Diesel	1995
Gillig	Diesel	1995
Ford	Diesel	2001
Ford	Diesel	2001

A&MRTS hours of operation vary by the Humboldt State University’s (HSU) academic calendar. A&MRTS operates two fixed routes (Red and Gold) year round which covers the City of Arcata’s five square miles and adds an additional route (Express Route), eight months out of the year, when HSU is in session.

When HSU is in session, the Red and Gold routes operate on 60 minute frequencies weekdays from 7:05 a.m. to 9:57 p.m. When HSU is not in session, the Red and Gold route operate on a 60 minute frequencies weekdays from 7:00 a.m. to 7:00 p.m. Saturday service consists of the Gold and Red routes, between the hours of 9:00 a.m. and 5:00 p.m., with the Gold route operating on the even hours and the Red route operating on the odd hours.

The Express Route only operates on weekdays, when HSU is in session. The Express Service runs on 60 minute frequencies from 7:30 a.m. to 5:30 p.m.

Over the past 33 years, A&MRTS has modified service to maximize current resources. A&MRTS plans to replace its older buses as needed to comply with California Air Resource Board mandates.

Klamath Trinity Non-Emergency Transportation

Klamath Trinity Non Emergency Transportation (K-T Net) is a non-profit community based organization in the Klamath Trinity that began transit operations in January of 2003. K-T Net provides fixed route service between Hoopa and Willow Creek, Monday through Friday. The bus departs Willow Creek for Hoopa at 8:25 a.m., 9:35 a.m., 12:35 p.m. and, if demand warrants, at 6:35 p.m. K-T Net coordinates their schedule with the RTS Willow Creek Extension schedule, connecting riders from Hoopa and Willow Creek with the RTS Willow Creek extension service, twice a day. The service is funded with TDA revenues from Humboldt County (1/4 of operating costs), stipends from the Hoopa Valley Tribe, and grants acquired from various agencies. In 2007, the farebox recovery ratio was 16 percent, with an average of 15 riders per day.

In August 2008 K-T Net will be expanding fixed route service to the community of Weitchpec, with financial assistance from the Yurok Tribe. Grant monies received by the Yurok will also be used to buy a new bus. The new bus will be used for fixed route transit, and the old bus will serve as a backup bus. In early 2009, K-T Net will expand their service area to include the communities of Pecwan and Orleans. The expansion will be funded in part by the Karuk Tribe. The K-T Net service demonstrates the ability of tribal communities, local stakeholders and concerned citizens to work together, to develop needed transit service for the outlying areas of the county.

Paratransit Services

Paratransit is a form of transportation service that is more flexible and personalized than fixed route or commuter transit service. Paratransit is tailored to the needs of disabled and elderly individuals. Paratransit services include Dial-A-Ride, Dial-A-Lift and non-emergency medical transportation services.

Dial-A-Ride (DAR) and Dial-A-Lift (DAL) are discount transportation services available to seniors and/or the disabled with a doctor’s verification of disability. These services are also available to individuals over the age of 72, regardless of their medical condition. A reservation must be made to utilize either DAR or DAL.

DAR and DAL services have traditionally covered the City of Eureka, City of Arcata and McKinleyville areas. As a result of input received through the HCAOG unmet needs hearings, the DAR and DAL services were expanded (with State Transit Assistance Funds (STAF) in February of 2005) to include the Fields Landing, King Salmon, Humboldt Hill, Elk River Road, Ridgewood Heights, Samoa, Manila, Indianola and Old Arcata Road areas.

Paratransit services in Humboldt County are provided by City Ambulance, K-T Net, HTA, Blue Lake Rancheria Dial-A-Ride, the City of Fortuna, Humboldt Community Access and Resource Center, Bridgeville Community Center, and the Ferndale Senior Resource Agency. A detailed description of the Blue Lake Rancheria Dial-A-Ride services is included in the Tribal Transportation Element.

City Ambulance of Eureka

City Ambulance has been providing ambulance service to Humboldt County for over 25 years. In addition, City Ambulance provides emergency and non-emergency medical transportation, taxi cab, courier, DAR/DAL services.

City Ambulance provides the DAR/DAL services to the City of Arcata and McKinleyville under a contract between the City of Arcata, Humboldt County and the HTA. City of Arcata DAR/DAL services operate within the city limits. The McKinleyville DAR/DAL southern service area boundary begins at the Mad River and extends, west to east, from the Pacific Ocean to North Bank Road and State Highway 299. The northern service area boundary is U.S. 101 at the Little River.

City Ambulance is under contract with the City of Eureka, Humboldt County and HTA to provide DAR/DAL services within the City of Eureka and adjacent areas. The City of Eureka DAR/DAL service boundary coincides with the area serviced by ETS.

DAR/DAL services are provided Monday through Friday, from 6:00 a.m. until 7:00 p.m., and Saturdays from 7:30 a.m. until 5:30 p.m. City Ambulance provides 300 DAR/DAL rides per day on average.

The DAR/DAL system is a demand/response system that responds immediately to calls for service. At certain times of the day the system is heavily impacted, and riders have a two-hour wait for service, whereas other times of the day the wait for service is ten minutes or less. In an effort to level out response times, City Ambulance is in the process of acquiring a scheduling and dispatching system. Software will then set the schedules and routes for the drivers, based on the reservations made. That system will be implemented early in the 2008/2009 Fiscal Year.

The new system will require riders to make a 24 hour advance reservation -- but reservations can be made 24 hours a day. This is anticipated to be beneficial for the DAR/DAL users and the City Ambulance. The scheduling and dispatch system will improve efficiency, decrease wait times during heavily impacted times of the day, allow City Ambulance to provide the same level of service with more transports as the population grows and ridership increases, and provide for better use of drivers and vehicles, which should result in reduced capital and operating costs. This new system will be used only for the DAR and DAL service area covered by City Ambulance.

Humboldt Community Access and Resource Center

The Humboldt Community Access and Resource Center (HCAR) serves as the Consolidated Transportation Service Agency (CTSA) for Humboldt County. In their capacity as the CTSA, HCAR assists with the coordination of paratransit services.

In addition to serving as the CTSA, HCAR is under contract to provide DAR/DAL services to the Fields Landing, King Salmon, Humboldt Hill, Elk River Road, Ridgewood Heights, Samoa, Manila, Indianola and Old Arcata Road areas.

HCAR formerly provided the Care-A-Van service (a non-emergency medical transportation service) for eligible low-income individuals. The grant funding which supported Care-A-Van was discontinued.

Ferndale Senior Resource Agency “Bridging the Gap”

The Ferndale Senior Resource Agency is a non-profit organization formed in March of 2005. It is currently grant-funded. The goal of the agency is to provide seniors and disabled residents with transportation options that allow them to live independently, in their homes, without relying upon family and friends for all of their transportation needs. Seniors 62 years of age or older and disabled individuals, regardless of age, that reside within the 95536 zip code area, are eligible for ‘bridging the gap” transportation service. This service is available Monday through Friday, from 9:00 a.m. until 5:00 p.m., and operates on a floating ride schedule. Riders must secure a reservation 24 hours in advance, and medical needs prioritize scheduling. Bridging the Gap uses a van that can accommodate motor scooters and power chairs. A rider must be able to either transfer in and out of the van, or have the assistance of a care giver, in order to use this service.

Fortuna Senior Transit

Fortuna Senior Transit serves senior and disabled individuals residing within the Fortuna city limits. Two buses operate Monday through Friday, 8:30 a.m. to 4:00 p.m., and one bus runs on Saturday, between 9:00 a.m. and 3:30 p.m. Riders are allowed up to three destinations per day. The service is provided on a reservation basis, and reservations can be made up to one month, or at least 24 hours, in advance.

Bridgeville Community Center Van

The Bridgeville Community Center is a grassroots organization that began with a Healthy Start grant in 1991. The center provides a van service on Thursdays that is available to all age groups and serves the Bridgeville and Carlotta areas. Riders must secure reservations in advance. Preference is given to riders traveling to and from doctors appointments; the remaining seats are offered on a first come, first serve, basis. The van typically departs the Bridgeville Community Center at 9:30 a.m. and returns by 5:00 p.m. This transportation service is grant-funded. The center uses one van (which is not lift-equipped) to provide transportation services.

Klamath Trinity Paranet

Klamath Trinity Paranet (K-T Net Paranet) provides demand-responsive non-emergency specialized door-to-door service for the elderly, mentally and physically disabled, and children in the Hoopa and Willow Creek area, who cannot, independently, use a fixed-route transit service to meet their medical appointment needs. An eligibility application must be filled out by both the rider and a doctor, prior to service. K-T Net Paranet runs along Highway 96 between Orleans and Willow Creek and long Highway 299 between Big Bar and Arcata / Eureka.

K-T Net Paranet’s future is uncertain. The non-profit is in the process of locating long-term funds to finance operations and maintenance. Medi-Cal provides transportation reimbursement for individuals in wheelchairs only, and doesn’t cover the costs incurred by K-T Net going to the rider’s home and from the rider’s home back to the office. In addition, the Medi-Cal reimbursement rate is far the below the cost to provide transit services.

Southern Humboldt Rural Transit

The Southern Humboldt Rural Transit (QUAIL) was established, in February 1979, by the Retired Senior Volunteer Program (RSVP), Seniors in Humboldt as Resources in Education (SHARE), and Humboldt County. It is a rural, demand/response shared-ride and door-to-door transit service for individuals 60 years or older and disabled people in the Southern Humboldt County region. QUAIL operates between Weott and Benbow along the US 101/State Route 254 corridor. The QUAIL fleet consists of one vehicle that is lift-equipped. The service runs Monday through Friday and generally operates between the hours of 8:00 a.m. and 5:00 p.m. On the first and third Tuesday of every month service is provided to Eureka, on the second and fourth Tuesday of every month service is provided to Fortuna, and on the first and fourth Friday of every month service is provided around the Redway/Garberville area. In addition, service is provided Mondays, Wednesdays, and Thursdays to the Senior Center in Redway.

Social Service Transportation

A number of service providers, agencies and care homes provide transportation services to their clients, residents or patients. Following is a list of the social service transportation providers in Humboldt County: Nenita’s New Beginning Care Home; Mobile Medical Office; Gracelyn Residential Care; Willow Creek Community Resource Center; Especially You Assisted Living; Arcata Endeavor; Youth Service Bureau; Redwood Coast Regional Center; Humboldt Domestic Violence Services; Redway Family Resource Center; Skilled Healthcare, LLC; Sterling House; Adult Day Health Care of Mad River; Humboldt County Public Health, Arcata House, United Indian Health Services, and Humboldt County Mental Health.

Cross County / Interregional Service

Cross County, or Interregional Service, refers to transit services that move people into and out of Humboldt County.

Redwood Coast Transit

Redwood Coast Transit (RCT) provides public and paratransit services for Del Norte County. RCT also provides service between Smith River and Arcata, Monday through Saturday. The RCT bus runs along the US 101 corridor; Humboldt County stops include the Orick Redwood National Park Post Office, Trinidad Park and Ride, and the Arcata Transit Center. In addition to scheduled stops, RCT will make flag stops on request, at any safe location, as determined by the driver. Riders should call RCT 24 hours in advance to arrange a flag stop.

Greyhound

Greyhound currently provides one daily trip from Arcata to San Francisco. The service no longer provides direct routes north, or east, out of the county. Transferring in San Francisco is the only option.

AMTRAK

AMTRAK service consists of two buses daily, connecting communities from Arcata to Healdsburg, with southbound service, via bus, from Healdsburg to Martinez City.

Coordinated Transportation Plan

Starting in Fiscal Year 2007, projects funded through three programs in SAFETEA-LU, including the Job Access and Reverse Commute Program (JARC, Section 5316), New Freedom (Section 5317) and the Formula Program for Elderly Individuals and Individuals with Disabilities (Section 5310), are required to be derived from a locally developed, coordinated public transit/human services transportation plan. SAFETEA-LU indicates that the plan should be a unified and comprehensive strategy for public transportation service delivery that identifies the transportation needs of individuals with disabilities, older adults, and individuals with limited income, laying out strategies for meeting these needs, and prioritizing services. The State, in its role as the designated recipient for these funds, must certify that projects selected for funding are derived from such a coordinated plan. Fulfilling this federal mandate ensures that projects receiving these funds minimize service duplication, thereby enhancing human-services transportation statewide. As part of a large planning effort overseen by Caltrans, Nelson/Nygaard Consulting Associates constructed a Coordinated Public Transit-Human Services Transportation Plan for Humboldt County.

Needs Assessment

The following section details the Humboldt County public and paratransit transit needs. The information for this section was obtained from the HTA, ETS and RTS Transit Development Plans, the Transportation Development Act Unmet Transit Needs Report, and Findings for the 2007/2008 Fiscal Year.

Humboldt Transit Authority

The 2001 Humboldt Transit Authority Transit Development Plan addressed the need for the development of an Intermodal Transit Center (ITC). A concept for an ITC was developed. The original concept included the construction of an ITC, in Old Town Eureka, that would be adjacent to the waterfront and the NCRA rail line. The ITC would provide a central venue where locals and tourists could access the local transportation system and/or transfer from one mode of transportation to another (e.g., ride bicycle to facility and catch a public transit bus to another destination). The ITC was envisioned to provide tourist information and bus ticket sales. The original concept also included the establishment of retail shops, which could be leased by private business interests, lease fees would in turn fund the maintenance and operation costs of the ITC. That ITC project was shelved due to lack of funding. The Arcata Transit Center in Arcata currently functions as an ITC for the entire Humboldt Bay Area.

Development of a more broadly envisioned ITC -- where locals and tourists could access local transportation systems and transfer between various transportation modes -- should remain a consideration. An ITC project was once proposed, and had support, from several members of the Humboldt County Board of Supervisors, Eureka City Council, and representatives from Caltrans and HCAOG. The ITC concept still has the support of the local public transit service providers.

The public transit system in Humboldt County is not supported by established park and ride facilities. Currently, private business parking lots near transit lines are utilized as park-and-ride facilities by public transit users. Although the majority of the business owners do not object to this use of their lots, others are concerned about the loss of parking space for potential business customers. The public transit service providers support the establishment of dedicated park-and-ride facilities along certain transit routes. HTA should explore the feasibility of designing and constructing these facilities. Park-and-ride facilities should also include services for cyclists, including lockers, bike lockers and/or racks.

Redwood Transit System

In June of 2006, the Humboldt Transit Authority completed a Transit Development Plan (TDP) update. The TDP is the primary planning document guiding the Humboldt Transit Authority. As part of the update, an onboard rider survey was conducted. Survey respondents were asked to identify which potential service improvement or enhancement they would most like to see implemented; survey respondents reported the following:

· 21.8 % Sunday service;

· 21.1% Later evening service;

· 19.3 % More frequent Saturday Service;

· 17.2 % More frequent weekday service;

· 8.8 % Other;

· 7.0 % More direct routes, and

· 4.9 % Earlier morning service.

In addition, the relationship between desired improvement and patronage levels was assessed, to determine service improvements that would increase RTS patronage. Riders requesting earlier morning service were deemed most likely to generate additional business for RTS, followed by more frequent weekday service, later evening service, more frequent Saturday service, Sunday service and more direct routes. The RTS TDP also identified a need for transit service south of Rio Dell, increased frequency on existing routes, and Sunday service. The size of Humboldt County, in addition to funding availability, present challenges for this expansion of services.

Although air filters were recently installed on the entire RTS fleet (at a cost of $22,000 per filter) the RTS vehicle fleet was reduced by two buses, due to CARB mandates. This vehicle fleet reduction has placed a strain on RTS operations. CARB has certified a diesel engine for use in public transit buses, but has yet to certify a hybrid engine. RTS should determine the financial feasibility of replacing the two buses pulled from circulation. RTS should also consider expanding their fleet to keep pace with the added demands placed on the system by the implementation of the Jack Pass and every increasing fuel prices.

Eureka Transit Service

In June of 2006, the Eureka Transit Service completed a Transit Development Plan (TDP) update. The TDP is the primary planning document guiding the ETS. An onboard rider survey was conducted as part of the ETS Transit Development Plan. ETS riders were asked to identify which potential service improvement or enhancement they would most like to see implemented, survey respondents reported the following:

· 22.9 % Later evening service;

· 22.7 % Sunday service;

· 18.4 % More frequent weekday service;

· 15.4 % More frequent Saturday service;

· 10.8 % More direct routes;

· 5.1 % Other; and

· 4.7 % Earlier morning service.

In addition, the relationship between desired improvement and patronage levels was assessed, to determine service improvements that would increase ETS patronage. Riders requesting earlier morning service were deemed most likely to generate additional business for ETS, followed by later evening service, more direct routes, Sunday service, and more frequent weekday service. The ETS TDP also identified a need for increased service frequency, the introduction of Sunday service and a unified pass or ticket to ease intra-county travel.

Although air filters were recently installed on the entire ETS fleet (at a cost of $22,000 per filter) the ETS vehicle fleet was reduced by two buses, due to CARB mandates. The vehicle fleet reduction has placed a strain on ETS operations. CARB has certified a diesel engine for use in public transit buses, but has yet to certify a hybrid engine. ETS should determine the financial feasibility of replacing the two buses pulled from circulation.

Arcata & Mad River Transit Service

A&MRTS updated their Transit Development Plan in June of 2006. The TDP is the primary planning document guiding the A&MRTS system. As part of the June 2006 A&MRTS TDP update, an onboard survey was conducted as part of the A&MRTS Transit Development Plan. A&MRTS riders were asked to identify which potential service improvement or enhancement they would most like to see implemented, survey respondents reported the following:

· 28.9 % greater frequency within the existing weekday;

· 23.7 % greater frequency within the Saturday schedule;

· 22.6 % Sunday service;

· 12.4 &% other; and

· 12.4 % more direct routes.

Additionally, the relationship between desired improvement and patronage levels was assessed, to determine service improvements that would increase A&MRTS patronage. Riders requesting more frequent Saturday service were deemed most likely to generate additional business for A&MRTS, followed by direct routes, more frequent service and Sunday service. Interviews with stakeholders identified the following transit needs: increased service frequencies, the addition of Sunday service, a unified pass or ticket to ease intra-county travel.

A&MRTS has the funds to replace one bus in order to comply with CARB mandates. A&MRTS has been approved to receive $425,000 5311 funds from Caltrans and has an additional $10,000 local match. A&MRTS wanted to use the bus acquisition funds toward the purchase of a hybrid bus, but -- due to CARBs certification of diesel engines and not hybrid engines -- a diesel bus will be purchased instead.

HCAR

Non-emergency medical transportation services are currently unavailable south of Fields Landing and north of McKinleyville. The HCAR Care-A-Van service is no longer being provided and the We Care transportation service – a medical, physical therapy and dialysis transportation service -- has also been discontinued. HCAR is searching for funds in order to reinstate the Care-A-Van transportation service. Until such funds are procured, residents outside of the DAR/DAL service area are without non-emergency medical transportation.

Unmet Transit Needs Report and Findings

HCAOG, acting in their capacity as the RTPA, bears the responsibility pursuant to Transportation Development Act (TDA) Statues for ensuring that transit needs are examined for each member entity’s respective area of jurisdiction, if that entity intends to utilize TDA funds for non-transit purposes, and also for the area of jurisdiction for the Social Service Transportation Advisory Council (SSTAC). Unmet needs hearings are conducted by HCAOG and its member entities. Public hearings provide local, elected officials with an opportunity to hear, and respond to, the expressed needs of their constituents.

Within HCAOGs jurisdiction, unmet transit needs are defined as: (1) transit levels identified in the Humboldt County RTP as the threshold level of services which have not been implemented or addressed; (2) transit levels identified in the Humboldt County RTP needs assessment, which have not been implemented or addressed; and (3) transit needs identified through the public hearing process, delivered in writing or in public testimony.

Unmet transit needs may be found as reasonable to meet if all of the following conditions prevail: (1) a significant level of support exists for the public subsidy of transit services designed to address the unmet transit need, including but not limited to, support from community groups, community leaders, and community meetings reflecting a public commitment to public transit; (2) sufficient funding is forecast to be available, on a long-term basis, from the respective entity or entities’ Local Transportation Fund, for the purpose of providing services to address the unmet transit needs; (3) the complete cost of addressing the unmet transit need justifies service implementation, or continuation, in terms of the size of the transit dependent public, passengers served, severity of need, and feasibility; (4) transit services designed or intended to address an unmet transit need shall not duplicate transit services currently provided either publicly or privately; and (5) transit services designed or intended to address an unmet transit need shall, in all cases, make coordinative efforts with transit services currently provided, either publicly or privately. Table PT4 illustrates the transit threshold levels of service.

Table PT4 Transit Threshold Levels of Service

Transit Service	Weekday	Weekend	Other
Urban Areas
Local Bus (Eureka and Arcata)	1 Hour	N/A
US 101 Corridor Trinidad to Scotia Service	1 – 1.5 Hours	N/A
299 Corridor	TBD*	TBD	Connect with RTS
Specialized Service	ADA compliant vehicles maintained by RTS, ETS and A&MRTS. Additional may be provided as funds allow.
Rural Areas
Local Bus	TBD	TBD
Specialized Service	Service for elderly and handicapped only – Garberville to Eureka once or twice per week; Benbow to Weott daily. Additional paratransit service as funds allow.
* To Be Determined Source: 2006 Regional Transportation Plan for Humboldt County

Following the examination of comments generated during the hearing process, and determining that consistency exists with respect to the RTP, the HCAOG must adopt one of the following findings in accordance with the Transportation Development Act, Section 99401.5(d) with respect to each entity claiming non-transit funds: there are no unmet transit needs; there are unmet transit needs, including needs identified as “reasonable to meet”; there are identified transit needs, but they are unreasonable to meet with current funding and/or service levels.

Many of the hearing comments resurface annually; the following is a list of comments which are received annually:

· Additional evening and/or Sunday general public transit service;

· Additional evening and weekend DAR/DAL services in all rural areas of the county; and

· Service to outlying communities (Orick, Garberville, Hydesville-Bridgeville).

A list of comments generated during the 2007/2008 unmet needs hearing follows. During the public hearing, comments generated specific to transit needs in the City of Blue Lake, City of Ferndale, City of Fortuna, and City of Rio Dell were not received.

City of Arcata

· More frequent commuter service between Eureka and Arcata;

· Sunday service;

· Provide late night transportation service after bars close;

· Continue to focus on mobility needs of senior and disabled community; and

· Continue to pursue reestablishing Redding and Portland service to avoid having to transfer in San Francisco.

City of Eureka

· Include routes that link up downtown and with southern parts of Eureka;

· Increase bus routes;

· Smaller buses with pre-arranged routes for seniors;

· Need of weekend and evening services; and

· Dial-A-Ride needs to be affordable.

City of Trinidad

· More frequent stops in Trinidad; and

· Coordination with bus schedule from Trinidad to HSU.

Humboldt County

· Support for southern Humboldt transportation needs.

For the 2007/2008 it was determined that there are no unmet transit needs that are reasonable to meet. However, the unmet needs hearing did result in a recommendation that discussions be generated to: (1) explore expansion of Fortuna’s paratransit program beyond the city limit boundaries; (2) explore possibility of shuttle feeder service in the McKinleyville community, and (3) as a result of the completion of public transit TDPs, explore possibility of RTS route modifications which may reduce headways with increased efficiencies in both Fortuna and McKinleyville. The unmet needs hearing report also recommended that the expressed needs of contiguous, or near contiguous communities, be examined through use of special studies resources programmed in the Overall Work Program.

Humboldt Coordinated Transportation Alliance

The Humboldt Coordinated Transportation Alliance (HCTA) is a community coalition. Its goal is to work with the Humboldt County community in finding ways to improve the use of transportation resources through coordination. HCTA includes representatives from Humboldt Transit Authority, Humboldt County Workforce Investment Board, Tri-County Independent Living, Humboldt Community Access Resource Center (HCAR), and the Area 1 Agency on Aging.

HCTA received grant funding from the Community Transportation Alliance of America to conduct an inventory of formal transit, informal transit, paratransit and transit access resources available to Humboldt County; complete a needs assessment; and conduct a series of eight focus groups. Five key areas or transit needs were identified, via the focus groups: increased service frequency in order to make public transit a viable option; expansion of service areas to include Garberville, Thorn Junction, Mateel, neighborhoods adjacent to Central Avenue in McKinleyville; subsidized fares for low-income residents; increased information dissemination regarding bus schedules and stops; and increased passenger safety.

HCTA is interested in using the information gained as a result of the study to maximize the use of available transportation resources.

Guiding Goals, Policies, and Objectives

The goals, policies and objectives address the issues identified in the Needs Assessment element, and reflect the short- and long-range projects identified in the Action Element below. The goals, policies and objectives are also consistent with the Financial Element, specifically identifying project and program areas that should be included in the Regional Transportation Plan in order to leverage funding, as a result of shifting funding priorities at the federal level. Changes have been made to the goals, policies and objectives that reflect an emphasis on safety and a commitment to long term planning.

Goal: Provide high quality, safe, reliable and cost-effective public transit services to county residents, especially to accommodate student, workforce, elderly and disabled needs.

Policy PT-1: Support public transportation programs, including system improvements, to provide efficient and cost effective transit service to county residents.

Objective: Complete periodic safety audits of public transit services to ensure that transit services meet or exceed safety performance measures detailed in the Transit Development Plans.

Objective: Complete periodic performance audits of public transit services to ensure that transit services meet or exceed reliable transit performance measures detailed in the Transit Development Plans.

Objective: Fund transit programs that increase public transit trip frequency, especially where frequency would result in increased ridership and reduced single occupancy vehicle use.

Objective: Continue to support the transition to alternative fuels for transit fleet.

Policy PT-2: Improve local and interregional transit service

Objective: Develop standards for transit service amenities (e.g., bus stops, bike racks) tailored to local conditions and resources

Objective: Increase community outreach efforts to demonstrate the importance of A&MRTS, ETS and RTS to the vitality of the community.

Objective: Coordinate transportation services with other transportation providers within the region.

Objective: Pursue partnerships with the County of Humboldt, Native American Tribes, and non-profit transportation organizations that will help fund and facilitate the re-establishment of services to rural communities in the east, south and north portions of the County.

Objective: Perform a feasibility study to determine the benefits, constraints and costs to re-establish daily bus service east between Eureka and Redding, via the State Route 299, and north to Portland, Oregon.

Policy PT-3: Promote long range planning to guide transit decisions.

Objective: For each public transit operator and entity, maintain current transit development plans that provide long-range management and capital directions, and continue to apply system evaluation standards to measure the "success" of its system.

Objective: Transit providers shall annually review operating procedure in an effort to minimize overhead cost and increase system productivity, while maintaining financial viability.

Objective: Improve coordination of capital planning between HTA, transit providers, city departments, and the county.

Objective: Develop local funding sources -- such as, parking fees, transportation sales tax, employer contributions, local gas sales tax, impact fees, local vehicle impact fee and cost sharing quotas -- for service provisions outside established service areas.

Objective: Perform a feasibility study to determine the benefits, constraints, costs and the steps necessary to establish a consolidated transit agency for delivery of public transit and Dial-A-Ride/Dial-A-Lift services.

Objective: Review the Humboldt Transit Authority Joint Powers Agreement with regard to the regional formulary used to fund HTA, to ensure that the formularies have kept pace with population growth and the provision of transit services.

Objective: Advocate for and support lobbying initiatives designed to increase the allocation of federal and state transportation funds for public transit services.

PolicyPT-4: Promote coordination of transit service route planning with land use policy, community planning and development efforts.

Objective: Encourage the cities and the county to support transit-friendly development.

Objective: Work with the cities and the county to enhance pedestrian access to bus stops.

Objective: Encourage new development to provide unimpeded transit access and amenities for transit riders.

Objective: Work with the seven incorporated cities and the county, to identify potential growth areas, and outline the level of service and funds necessary for the provision of transit services in the areas identified.

Policy PT-5: Promote intermodal transit opportunities.

Objective: Make intermodal transfers as efficient as possible, through coordinated transit planning and scheduling by public and private transportation services entities.

Objective: Conduct a feasibility study for the development of park-and-ride lots near population centers to encourage bus ridership and carpooling

Policy PT-6: Support specialized transportation programs for the county's disabled and elderly population.

Objective: Provide specialized transportation programs, including publicly provided service, and complementary program-oriented private non-profit transportation services, for persons with disabilities.

Objective: Promote integrated social services and public transportation services, using existing programs where possible, and seek available alternatives for independently providing client transportation services. In addition, encourage public and private non-profit specialized transportation providers to notify and apprise each other of all service changes that will impact programs or clientele.

Policy PT-7: Provide ongoing support for the Social Services Transportation Advisory Council.

Objective: Coordinate the transportation needs of social service agencies, private non-profit agencies, and users through the Social Services Transportation Advisory Council's (SSTAC) ongoing, pro-active forum.

Objective: Provide the SSTAC with support, access, and technical support as needed

Policy PT-8: Promote measures to reduce social service transportation operating costs.

Objective: Lower overall costs and increase selection of services through group activities such as joint purchasing ventures, group insurance, and consolidated maintenance programs.

Objective: Fully utilize FTA Section 5310 vehicle acquisition program funds by having HCOAG work with eligible private non-profit agencies involved in transportation services programs.

Objective: Make potential federal and state funding sources known to all private and non-private agencies providing social service transportation programs.

Policy PT-9: Support the use of private transit service.

Objective: Encourage private enterprise to provide the identified transit service needs of Humboldt County residents whenever feasible.

Objective: Work with operators of privately funded shuttles to expand service area to supplement fixed route transit service.

Action Plan: Proposed Projects

ETS, RTS and A&MRTS public transit project selection begins with the HCAOG Service Coordination Committee (SCC). Projects are selected based on the amount of funding available in a fiscal year. The Action Element consists of short and long-term activities for three of the fixed route service providers (i.e., RTS, ETS, and A&MRTS). These short and long-term activities address the transit service provider’s capital acquisition plans. The Action Plan does not address the expansion of service, due to the current fiscal environment. The expansion of fixed route public transit service requires a long-term funding stream that can support the expansion of both the fixed route and paratransit service as a result of state mandates; paratransit services must be available in areas where new fixed route transit is provided. The implementation of the projects listed below, both funded and unfunded, will be dependent on the availability of funding.

Fixed Route and Commuter Service

The following tables detail the planned projects for the RTS, ETS and A&MRTS systems.

Table PT5 RTS Planned Projects

Project / Improvement	Cost
Short and Long term (11-20) year
Bus Replacement (2008-2018)	$4,700,000
Bus Replacement (2019-28)	$5,000,000
Bus Shelters (2011-28)	$10,000

Table PT6 ETS Planned Projects

Project / Improvement	Cost
Short and Long term (11-20) year
Bus Replacement	$4,700,000
Bus Replacement	$5,000,000
Bus Shelters	$10,000

Table PT7 A&MRTS Planned Projects

Project / Improvement	Cost	Funding Source
Short term (0-10) year
Replacement buses (2008)	$530,000	5311 & TDA funds
Replacement buses (2009)	$530,000
Van Replacement (2010)	$80,000
Van Replacement (2011)	$80,000
Long term (11-20) year
Bus replacement (2011-25)	$1,400,000
Van replacement (2011-25)	$200,000

Illustrative Projects

Illustrative projects are candidate projects that would be planned projects if additional funding becomes available. If additional funding became available, A&MRTS would pursue unmet transit need requests such as service to Alder Grove Industrial park and the Arcata Marsh, or the expansion of weekend service to include Sundays.

If additional funds were made available, HTA would pursue the expansion of service in McKinleyville and Fortuna, focusing on the development of small transit systems that could connect residents to the RTS mainline. HTA would also initiate transit service in southern Humboldt and fund the development of park and ride stations with multi-modal facilities.

Paratransit Services

The majority of the paratransit service providers are focused on maintaining and acquiring funding streams to support existing operations and service areas. Projects have not been identified, with the exception of the projects that are in the process of being implemented (K-T Net expansion of service, implementation of the scheduling system for the City Cab DAR/DAL service). The projects for the paratransit service providers are limited to illustrative projects.

HCAR would like to reinstate the non-emergency medical transportation service that was ceased due to lack of funds. HCAR would require approximately $35,000 annually to reinstate service. City Cab would like to respond to frequent requests for longer service hours and the addition of Sunday service.

Financing

The acquisition of funds continues to be a significant constraint for the provision of services in Humboldt County. Extended evening and weekend public transit services are not being planned for the ETS and A&MRTS programs, because the City of Eureka and City of Arcata currently expend all of their resources on current service levels. Expansion of DAR/DAL service is not currently feasible, due to the high public subsidy costs of services, and the inability of the cities to absorb the cost of increased services. The limited evening hours provided by A&MRTS and RTS are subsidized by either HSU or CR.

The larger cities of Eureka and Arcata, operate independent municipal transit systems, paratransit systems, and participate on a shared-cost basis with the RTS corridor service on US 101; this scenario, in conjunction with the TDA proportionate requirement of the HTA JPA, limit their ability to fund municipal system cost increases as well as growth of the regional system. Low ridership, statutorily driven performance requirements, lower population density in rural communities, and the HTA JPA limitations present significant challenges to the expansion of existing services.

The following is a brief description of the principal sources expected to be available, as well as projected revenues for Humboldt County.

Federal Sources

Funding for transit capital and operational costs has traditionally been provided by federal, state and local sources. Federal funding is passed through the Federal Transit Administration. Although the federal transportation legislation TEA-21 expanded the use of transit revenues through the addition of new programs, the majority of public transit revenues are generally designated by law for use in larger urbanized areas. Below is the federal transit programs identified for potential use by the transit operators.

SAFETEA-LU Section 5311 Funds Rural Area

SAFETEA-LU establishes a new formula tier based on non-urbanized land area to address the needs of low-density States. Twenty percent of Section 5311 funds will be distributed through this tier, with a limitation that no State may receive more than five percent of the tier. The remaining 80 percent of funds are to be allocated using the existing formula, based on the State’s non-urbanized population. The Rural Transportation Assistance Program (RTAP) is funded with a two percent set aside of the Rural Formula program rather than from the Research program under SAFETEA. In addition, SAFETEA-LU adds Indian tribes as eligible recipients of Section 5311 funds. A portion of funding is set aside each year for Indian tribes - $8 million in FY 2006 and rising to $15 million by FY 2009. Approximately $2 billion was authorized for the six year period covered by SAFETEA-LU, with roughly $438 million available in Fiscal Year 2008 and $465 million available in Fiscal Year 2009.

5311 fund revenues are shared among the Humboldt County transit operators. The operators collaborate on programming the grant fund, normally five years at a time. Typically, one vehicle per year is funded by the grant, with a matching amount from state or local sources.

SAFETEA-LU Section 5310 Elderly Individuals & Individuals with Disabilities

The Section 5310 program was established in 1975 as a discretionary capital assistance program. In cases where public transit was inadequate or inappropriate, the program awarded grants to private non-profit organizations to serve the transportation needs of elderly persons and persons with disabilities. SAFETEA–LU introduced the requirement that projects funded with 5310 funds be derived from a locally developed, coordinate public transit-human services transportation plan; removed the flexibility that funds can be transferred to Section 5311 for Section 5311 program purposes during the fiscal year apportioned, if funds were not needed for Section 5310 program purposes; introduced a seven State pilot program that allows selected States to use up to one-third of the funds apportioned to them for operating assistance; and allowed transfers to Section 5307 or 5311, but only to fund projects selected for Section 5310 program purposes. Approximately $674 million is available nationally for the six year time period. California is estimated to receive $13,479,312 in 2008 and $14,201,973 in 2009.

SAFETEA-LU Section 5316 Job Access and Reverse Commute

Under SAFETEA-LU, the Job Access and Reverse Commute (JARC) program is now a formula program rather than a competitive discretionary grant program. The formula is based on ratios that involve the number of eligible low-income and welfare recipients, with 20 percent of funds going to rural areas, 60 percent going to urban areas with more than 200,000 population, and 20 percent for urban areas with a population less than 200,000. Section 5316 still contains language that directs the FTA to continue its practice of providing maximum flexibility to job-access projects designed to meet the needs of individuals who are not effectively served by public transportation. Approximately $851 million is available nationally for the six year time period. California is estimated to receive $22,349,640 in 2008 and $23,567,408 in 2009.

SAFETEA-LU Section 5311(b)(2) Rural Transit Assistance

SAFETEA-LU authorizes $10.5 million nationally, through 2009, to promote delivery of safe and effective transit service in rural areas, including: providing technical and training materials produced by the National Rural Transit Assistance Program (RTAP); supplementing their program with California specific technical assistance; management workshops; peer networking and scholarship assistance. This program is administered by California Association for Coordinated Transportation, Inc. (Cal ACT), based in Sacramento, through an agreement with Caltrans. California is estimated to receive $241,449 in 2008 and $261,198 in 2009.

State Sources

State Transit Assistance

The Transportation Development Act (TDA) established the State Transit Assistance (STA) account. These funds were established in 1979, under SB 620, and amended in 1982, under SB 215 and AB 251/SB 1335. The funds are derived from sources that include gasoline sales tax receipts and diesel fuel sales that help fund the Public Transportation Account (PTA), which is the primary state transit funding pot. The STA portion of the PTA is allocated directly to the transit operators in the State for any transit use, including operations, maintenance and capital projects. Two formulas are applied to distribute the revenues: one is by population; the other is by each operator’s share of transit revenues generated relative to those of the other operators in the state.

In recent years, the STA program has been relatively stable, with statewide funding of about $100 million annually. Fixed route transit providers use STA funds for small capital projects, such as replacing computer equipment.

Regional Transportation Improvement Program

RTPAs may program transit capital projects through the regional share of the State Transit Improvement Program (STIP). HCAOG sets aside two percent of the STIP for transit projects. The transit agencies formerly used this source of funding for the acquisition of buses, but now use the funds for transit amenities such as bus shelters, due to the tenuous nature of the STIP funding stream.

Local Sources

Transportation Development Act

The Transportation Development Act (TDA) of 1971 established the Local Transportation Fund (LTF). One-quarter cent of the state sales tax generated in each county is returned to the regional transportation planning agency for deposit in the Local Transportation Fund. LTF funds are apportioned to each entity, based on population. Transit receives its share within a county, based on the ability of the transit system to meet the county's transit needs (that are reasonable to meet). Arcata and Eureka allocate all of their TDA shares to transit. Table PT8 details the Humboldt County TDA revenues beginning in Fiscal Year 2001/02 and ending in Fiscal Year 2008-09.

Table PT8 Humboldt County TDA Revenues

FY 2000/01 – 2008/09

Fiscal Year	Amount	% Change
2000 - 2001	$ 3,291,739	5.3%
2001 - 2002	$ 3,310,843	0.6%
2002 - 2003	$ 3,415,815	3.2%
2003 - 2004	$ 3,599,164	5.4%
2004 - 2005	$ 3,459,848	-3.8%
2005 - 2006	$ 3,670,000	6.1%
2006 - 2007	$ 4,050,000	10.4%
2007 - 2008	$ 4,477,578	10.5%
2008 - 2009	$ 4,477,578	0%

Table PT9 details the TDA revenues spent on transit service in Humboldt County for the 2006/2007 Fiscal Year. The table does not reflect the TDA funds received by Fortuna Senior Transit or the Blue Lake Rancheria Transit System.

Table PT9 Transit Provider TDA Revenues FY 2006/07

Transit Provider	TDA revenues received
RTS	$931,808
A&MRTS	$352,000
Willow Creek	$144,282
Quail	$62,684
K-T Net	$27,000
DAR/DAL	$68,108
*Total*	*$1,585,882*

Farebox Revenues

Farebox recovery for the Humboldt fixed route transit systems range from 26 percent to 43 percent of total operating costs. DAR/DAL farebox recovery is generally lower, due to the nature of the differences between the two systems. Fares are collected from general passengers, as well as through contracts with other public entities, such as A&MRTS's arrangement with Humboldt State University. Fluctuations in these contracts may cause overall fare revenue to vary from year-to-year. Table PT10 provides transit system fare revenues for the FY 2006/2007. The table does not reflect fare revenues for the K-T Net fixed route and paratransit service, Ferndale Senior Resource Agency, Fortuna Senior Transit, or the QUAIL service.

Table PT10 Transit System Fare Revenues for FY 2006/07

Transit System	Fare Revenues FY 2006-07
RTS	$619,670
Willow Creek	$40,737
ETS	$210,866
A&MRTS	$152,581
DAR / DAL	$31,472
HCAR DAR/DAL	$5,108
*Total*	*$1,060,434*

Comparison of Costs and Revenues for Public Transit

During the plan’s development, it is required that reasonable estimates of expected revenues be forecasted during the life of the RTP. The following funding assumptions are made for transit improvements contained in the Action Element.

· Operations and maintenance costs are assumed to grow with inflation, essentially maintaining a flat growth pattern in constant dollar terms. Table PT11 provides the FY 2006/2007 Operating Cost and the projected 20 year Operating Costs for the RTS, Willow Creek Extension Service, ETS, A&MRTS, and K-T Net transit systems. The 20 year projected costs are calculated by assuming an annual inflation rate of 4%. The K-T Net operating costs do not reflect the entire operating budget, but the portion of the budget covered by funds addressed in the RTP.

Table PT11 Operating Costs FY 2006/07

Transit System	Annual Cost	20-Year Forecast
RTS	$1,683,373	$52,132,718
Willow Creek	$166,793	$5,165,446
ETS	$688,970	$21,336,851
A&MRTS	$542,556	$16,802,526
K-T Net	$27,000	$836,168
DAR/DAL	$111,790	$3,462,047
HCAR DAR/DAL	$113,207	$3,505,930
*Total*	*$3,333,689*	*$103,241,686*

· FTA 5311 funds are assumed at $425,000 per year, based on current and anticipated allocations. The 20-year forecast would be $8.5 million dollars.

· FTA 5310 revenues are very competitive for non-profit organizations. To be conservative, no revenues are assumed.

· The TDA revenues will continue to be allocated per the formula used to disperse funds. Revenues available for transit would be approximately $32 million dollars. The remaining TDA funds are assumed as used for street and roads.

· STA revenues are about $1 million annually, with a 20-year projection of $20 million.

· Interest income and advertising are assumed at $67,000 a year, or $1 million over 20-years.

· Fares of all transit operators are approximately $850,000 a year. Over 20-years, assuming fares keep pace with operating cost and inflation, fares revenue would be $17 million.

Table PT12 summarizes the expected costs and revenues for transit operations and capital improvements. Based on the 20 year projection, costs are expected to outpace revenues by a total of $37 million.

Table PT12 Projected 20 Year Transit Revenues and Costs

($millions of Dollars)

Revenue/Cost	Revenues	Cost
FTA 5311	$8
TDA	$32
STA	$20
Interest/Advertising	$1
Fares	$17
O&M Cost		$103
Capital Cost		$22
Totals	*$77*	*$125*

Performance Measures

The performance measures were adapted from the performance measures recently adopted in the HTA and A&MRTS short range Transit Development Plan. It is recommended that the SCC develop agreed-upon performance measures for future project planning and selection of delivery.

Performance Measure	Indicator	Standard
Provide safe, reliable public and paratransit services	Miles between preventable accidents	>60,000
	DAR/DAL: Maximum wait time	< 30 minutes
	Fixed Route: Percent scheduled departures “on-time”	0 – 5 minutes past the published scheduled time
	Miles between preventable accidents
	Passenger injuries per 100,000 miles	Less than 2 per 100,000 miles
	Fixed Route: Service frequency	30 minutes
Provide cost-effective public and paratransit services	Farebox recovery ratio	Fixed route = >18.8% and paratransit = > 5%
Provide cost-effective public and paratransit services	Subsidy per rider	Fixed route = $2.00
Accommodate student, workforce, elderly and disabled needs	Enhance marketing efforts to promote/publicize service to target markets	Review budgets on an annual basis to determine marketing revenues
	Encourage input from local stakeholders	Send email to interested stakeholders regarding unmet transit needs hearings or applicable transit planning meetings
	Number of service refusals on demand response service	< 1 day
	Percentage of capacity in any hour used by subscription trips	< 50%

Accomplishments Since the 2006 RTP

The following accomplishments have taken place since the 2006 RTP update:

HTA/RTS

· During the 2006/2007 unmet needs process, the Association implemented an increased Caravan program provided by Humboldt Community Access and Resource Center (HCAR). This program was expanded to include service to Old Arcata Road, and Humboldt Hill communities. Later it was expanded further to include Fields Landing, King Salmon, Ridgewood and Cutten areas. The service contract has been executed with a two year extension;

· Implemented the HSU Jack Pass program;

· Major website improvements, featuring downloadable schedules for ipods, pdas, and mobile phones; innovative schedule display features, such as customizable by-stop schedule views;

· Assisted in developing a region-wide Google Transit online schedule system;

· Completion of bus storage facility adjacent to HTA offices;

· Installation of electronic fareboxes on all four transit systems; and

· Purchase of diesel/electric hybrid buses (two buses for ETS and three buses for RTS).

A&MRTS

· Assisted in implementation of the HSU ‘Jack Pass’ program;

· Implemented electronic fare boxes;

· Reviewed and appropriated conditions for all new land development projects in the City of Arcata to accommodate bus turnouts and shelters;

· Updated the City of Arcata 5-year transit development plan;

· Added the HSU Express Shuttle Bus;

· Assisted in developing a region-wide Google Transit online schedule system.

City Ambulance

· Initiated the acquisition of a scheduling and dispatch system.

K-T Net

· Initiated the expansion of service to include Weitchpec