C L I N T O N C O U N T Y P U B L I C T R A N S I T ( C C P T )

Deviation Design Plan

CCPT Plan for the change from Service to all Route Deviation Service in the Greater Plattsburgh Area. This change has been approved to go into effect on May 1st, 2018 by the Clinton County Legislature by Resolution #777 dated September 27th, 2017.

List of Revisions: 7/10/2017 – Originally Drafted 7/20/2017 – Revised as follows: o Added Table of Contents and Page Numbers 9/7/2017 – Revised as follows: o Added "Part 4 – Education, Outreach, and Training" 1/10/2018 – Revised as follows: o Restricted Day Pass idea to "City" zone only. o Note that deviation requests on the Express Shuttle will typically be handled with the standby . 2/2/2018 – Revised as follows: o Added "Beginner's Guide to Route Deviation" as Appendix B. o Added "Paying for the Bus" as Appendix C. o Reorganized parts to be Part 1 – Background/Context/Situation, Part 2 – Deviation Design, Part 3 – Impact Analysis, Part 4 – Education, Outreach, and Travel Training. o Changed formatting for easier reading. o Updated the expected publish date of the new bus schedule. o Added impact analysis. 2/15/2018 – Revised as follows: o Added "No-Show Policy" as Appendix D. o Added "Service Change Monthly Milestone Report" as Appendix E. o Updated Appendix A – Maps and Timetables o Added "Five Year Plan" as Appendix F

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Table of Contents:  Cover Page and List of Revisions – Page 1  Table of Contents – Pages 2 and 3  Part 1: Background/Context/Situation – Pages 4 through 7 o Explanation of the financial concerns and compliance concerns facing Clinton County Public Transit (CCPT) – Page 4 o Noteworthy Considerations: . A. Fare Increases – Page 5 . B. Route Cuts - Page 5 . C. Route Adjustments – Page 5 . D. Rural Zone Cuts – Page 5 . E. Medicaid Rate Change – Pages 5 and 6 . F. Reduce Paratransit Service Area – Page 6 . G. Limit Paratransit to Approved Eligible Persons Only – Page 6 . H. Make Paratransit Eligibility More Restrictive – Pages 6 and 7 . I. Operate Paratransit Service with Vans and Cars – Page 7 . J. Contract Out to Provide Paratransit Trips – Page 7 o Proposed Solution: Replace Paratransit Service with All Route Deviation – Page 7  Part 2: Deviation Design – Pages 8 through 12 o Components – Pages 8 through 10 o Concerns and Criticisms of Change . A. Unmet Needs – Pages 10 . B. Timeliness of Service – Page 10 . C. Efficiency of Paratransit – Pages 10 and 11 . D. System Plan – Page 11 . E. Equivalent Service – Pages 11 and 12 . F. Preference for Rural Riders – Page 12 . G. Run Paratransit as a Route – Page 12  Part 3: Impact Analysis – Pages 13 through 16 o General Impacts – Pages 13 and 14 o Specific Impacts – Pages 14 and 15 o Mitigations – Pages 15 and 16  Part 4: Education, Outreach, and Travel Training – Pages 17 and 18  Appendix A – Maps and Timetables – Pages 19 through 27  Appendix B – Beginner's Guide to Route Deviation – Pages 28 and 29  Appendix C – Paying for the Bus – Pages 30 through 33  Appendix D – No-Show Policy – Pages 34 through 37  Appendix E – Service Change Milestone Report – Pages 38 through 40

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Part 1: Background/Context/Situation

The transit system is primarily funded through Federal and State sources. There is a 10% local match requirement for FTA 5311 program capital expenses which is met through County General Funds. There is also a local match requirement for the STOA subsidy (STOA 18b match requirement) which is met through revenue contracts that are not reimbursed on a per-passenger basis, eligible indirect costs, and (in recent years) County General Funds. The STOA subsidy is the primary source of funding for the CCPT system. It arrives in four quarterly payments and a fifth "clean-up" payment. The clean-up payment alone represents more than 15% of the annual system revenue, is highly variable, and arrives two to three months following the end of the fiscal year to which it is applied. The timing of the clean- up payment creates a significant challenge for program budgeting, management, and planning.

Though most years required no local tax dollars toward CCPT operations, there have been exceptions in recent years. In 2013, $33,000 of County General Funds were needed to cover CCPT operations; in 2014, $75,000 of County General Funds were needed to cover CCPT operations; in 2015, no County General Funds were needed to cover CCPT operations; and in 2016, $207,000 of County General Funds were needed to cover CCPT operations.

The growing local tax burden associated with CCPT could cause the system to become unaffordable and result in the elimination of the transit program entirely. A separate issue facing CCPT has to do with compliance with the Americans with Disabilities Act. CCPT operates a complementary Paratransit service in the greater Plattsburgh area. This service has specific regulations which apply to it and do not allow for capacity constraints (trip denials, trips of excessive duration, and/or untimely pick-ups) to become a pattern of practice. Demand for CCPT Paratransit trips has risen sharply over the last twelve to eighteen months and has put CCPT in a position of experiencing capacity constraint concerns. As a matter of compliance, this issue could result in fines, de-funding, and/or the shutting down of the transit program.

In summary, CCPT is faced with two major issues: a financial crisis and a Paratransit capacity constraint crisis; each of which by itself is a major threat to the existence of the public transit program.

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Noteworthy Considerations:

The following solutions were considered in an effort to address the two issues, but were determined to not be sufficient on their own to address the financial and Paratransit capacity constraint problems:

A. Fare Increases – Based on previous fare increases; it is projected that an increase in would result in a negligible increase (1% - 2%) in overall system revenue and a significant decrease (20%) in system ridership. This option would not be expected to significantly mitigate either of the two issues.

B. Route Cuts – CCPT regular routes (fixed-route and deviating fixed-route services) are able to support their own operational costs with the subsidies and operational revenues that they generate. These revenues also help to cover bus facility maintenance and utilities. Cutting regular routes would only make the financial situation worse and would not help address the Paratransit capacity constraint concerns.

C. Route Adjustments – Transportation needs evolve over time. Demand for certain stops, sections of routes, and run times can increase or decrease. There are always route adjustments that can be done to better meet the evolving transportation needs and improve system efficiency. However these small changes will not have a big enough impact to be able address the two major issues currently facing CCPT.

D. Rural Zone Cuts - CCPT demand response services ("Rural Zone" and Paratransit) both operate at a net loss. Many Rural Zone service passengers, including many seniors and individuals with disabilities, would not have transportation alternatives if Rural Zone was eliminated. No cuts to Rural Zone service are recommended because of the critical transportation need that it meets.

E. Medicaid Rate Change – CCPT's financial crisis is largely due to a significant drop in ridership and associated revenues, including an 80% drop in Medicaid transportation (NEMT) revenues. It is possible that reducing the $65 flat rate for Medicaid rides on Paratransit to be more competitive with other NEMT providers, as well as getting set up with additional trip brokers like VNS and Fidelis, could increase revenues to CCPT. However, this

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would also increase demand on the Paratransit service which would make the capacity constraint issue worse.

F. Reduce Paratransit Service Area – CCPT provides Paratransit service to an area that is somewhat broader than the minimum requirement of within ¾ mile of the fixed-routes. This area could be reduced to lessen the number of Paratransit trip requests. However, there are fewer than ten individuals who would be impacted and therefore it would not have a significant impact on demand or capacity constraint concerns.

G. Limit Paratransit to Approved Eligible Persons Only – CCPT has operated its Paratransit service open to the general public, which is allowed under ADA/FTA regulations as long as doing so does not interfere with an approved eligible individual being able to get a requested trip. This has allowed individuals with disabilities to get needed trips in order to complete the Paratransit eligibility application paperwork and also get needed trips while the paperwork is in the mail. It has also allowed individuals who have not been approved eligible to ride Paratransit. Restricting trips to only individuals who have been approved eligible is certainly appropriate if trips denials are being experienced. However, trips from non-approved individuals only accounted for 11% of the Paratransit trips in 2016 and eliminating these trips would not resolve the fast growing demand for Paratransit. It is also important to understand that most of these 11% of trips were made by individuals who were either later approved eligible or who would be approved eligible if they submitted the paperwork.

H. Make Paratransit Eligibility More Restrictive – Eligibility approvals are made by the Clinton County Planning Technician who makes the determination based on FTA Paratransit Regulations (49 CFR Part 37) and FTA Guidance materials on these regulations. A functional assessment is not currently required of applicants for Paratransit eligibility. The application process is designed to be user-friendly and true to the regulations/guidance documentation. Ultimately it is rare for an applicant to be denied eligibility. This is because almost all applications indicate the presence of a disability and one or more ways that the applicant is not able to use the regular bus system because of the disability (the core basis for eligibility). It is possible that requiring individuals to reapply, making the application process more onerous, and denying eligibility more frequently could reduce the number of request for paratransit trips. However, this would mostly make the process unnecessarily burdensome for individuals who should be approved eligible

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based on the Federal standards and may create compliance concerns of its own.

I. Operate Paratransit Service with Vans and Cars – While it is true that smaller vehicles are less expensive to operate than larger vehicles, the main operating cost of driver labor remains the same. The savings would not be sufficient to address either of the two big issues. The way to operate service more efficiently would be to pick up multiple passengers with a single bus, rather than using single-occupancy vehicles. Unfortunately, it is rarely possible to group rides together on paratransit because of the paratransit- specific rules regarding capacity constraints (the 1 hour window rule for scheduling, prohibition of excessively long trip durations and untimely pick- ups) and the spread out origins and destinations being requested. Paratransit often only one person at a time in order to comply with regulations.

J. Contract Out to Provide Paratransit Trips – The idea of using taxis or 5310 agency vehicles to provide Paratransit trips is appealing in that it could help address capacity constraints. However, it is unappealing from a financial perspective because in almost all cases the trip would cost more to perform when compared to CCPT providing the trip itself.

Proposed Solution:

Replace Paratransit Service with All Route Deviation: Unlike Rural Zone passengers who may not have alternatives, Paratransit passengers can have their needs met instead by deviating CCPT "City" routes up to ¾ mile off route to pick people up who cannot get to a route. Indeed many of the paratransit trip destinations would not require a deviation because the most popular stops are already served by the regular routes. Paratransit is also more costly to operate than Rural Zone. Rural Zone operates more efficiently than Paratransit because the riders fit their trips to the established schedule. The regulations specific to Paratransit effectively require the schedule to be built around each individual trip request. Trips often cannot be grouped together because of specific Paratransit-only rules such as scheduling a pick-up within one hour of a requested time, or paratransit trips not being allowed to be overly long in duration. Paratransit is the least efficient and most costly service to operate. Replacing Paratransit service with deviating routes would greatly improve system efficiency and would protect CCPT from Paratransit capacity constraints while still providing the trips needed by the passengers currently served.

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Part 2: Deviation Design

Components:

 Run all regular routes as deviating fixed-route (route deviation) service throughout all service times. will deviate up to ¾ mile off of the regular route to do pick-ups and drop-offs. Deviations will be a surcharge of $1 regular and 50 cents for seniors. Deviation requests must be made the day before or up to two weeks in advance. Deviations are open to the general public and do not require an eligibility process.

 Institute a day pass of $2 regular and $1 senior which will cover regular rides within the deviation service area (also called the "city fare zone"). Deviation surcharges will still apply even with the day pass. The combination of the day pass and the deviation surcharges are intended to keep fares as close as possible to the same for paratransit clients so that round trips for Paratransit clients will be comparable in price under the alternative design, even when having to transfer between routes.

 Adjust regular routes in Plattsburgh to cover less territory and therefore have 15 minutes or more per hour to accommodate deviations. o Handle travel between CCC Dorms and CCC Campus with a separate seasonal route to free up time on the South Connector (new version of South City) route. o Eliminate North City route since its ¾ mile deviation zone would cover areas that could not be accessed efficiently (the Wallace Hill neighborhood is isolated on the far side of a limited access highway, but would have to be deviated to if it were within the ¾ mile zone). o Break West City route into an Uptown Downtown route and a West End route. o Incorporate popular paratransit destinations into the regular routes to reduce the need for deviations. Examples: Add Wellness Center to South Connector Route; add Hammond Lane and Champlain Valley Industries (CVI) to West End Route.

 Where routes link up, the buses will be scheduled to be there at the same time so there will be no waiting outside in the cold, heat, snow or rain for transfers. The schedule will be structured so that the cushion time is burned at these link stops. This means that if one bus had no deviations and the

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other one did, the person on the first bus will get to the link spot early and be able to wait on the warm bus for the second bus to arrive at the link spot on time.

 As always, buses will not be allowed to depart scheduled stops before the scheduled time.

 Buses freed up by the elimination of Paratransit service will serve as standby for deviation overflows. Each run will be able to accommodate two or three deviations depending on how far off route the deviations are. If a third or fourth or more deviation request is made, additional buses will be deployed on the route as necessary to meet the demand. The Express Shuttle Route has not been shortened or allotted additional time in the new design, and therefore any deviation requests on the Express Shuttle Route will likely need to be handled by the standby bus.

 There will be a small territory which was previously covered by paratransit service which will not be included in the ¾ mile deviation zone by the regular routes. This territory will be added to the Rural Zone service. Riders in this area will go from having six day a week service through paratransit to having three day a week service through Rural Zone. This territory includes Cumberland Head, Wallace Hill, parts of Morrisonville, and parts of Treadwell Mills. Areas such as Cliff Haven and Clinton Community College that are within the seasonal route's deviation zone, and the AuSable Route (rural route) deviation zone but not a year-round "city" route deviation zone will also be added to the Rural Zone service area.

 Implement a Facebook Page to post which runs will be deviating the following day to help passengers with their trip planning.

 This alternative design should make it so that everyone served by CCPT now will still be able to be served and have their transportation needs met. The difference will be that we will be providing the trips more efficiently in order to preserve the bus system.

 Pilot Program: After a suitable trial period and additional public engagement, if it is determined that the alternative design is not accomplishing its goals of improving system efficiency and protecting CCPT from Paratransit capacity constraint compliance concerns, then

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adjustments will be made to the design. If it is clear that the design is not working then the trial period may be less than three months, but the pilot program period will more likely be six months to a year.

Concerns and Criticisms of Change:

A. Unmet Needs – Some people who currently use paratransit service are afraid that if paratransit service is eliminated that they will no longer be able to make the trips that they want or need to make. This is primarily a natural fear of the unknown. The design replaces paratransit with deviations on the regular routes. By making adjustments to the regular routes and Rural Zone service, everyone who is currently served will still be able to be served. Update: Individual circumstances have come to light during the public engagement process which indicate there will be some trips currently performed which will not be possible under the new design. These situations are identified in the Impact Analysis section later in this document.

B. Timeliness of Service – Some have asserted that replacing paratransit with deviations will cause the entire system to run terribly off schedule and will therefore make the system unreliable. It is true that the deviations can cause individual stops to be made a few minutes late. This will be mitigated by adjusting the routes to have more cushion time to accommodate deviations and by deploying additional vehicles if more deviations are requested on a run than can be managed by a single bus on that run. This approach will cause the 1 hour loops to still operate within the 1 hour timeframe and will preserve bus to bus transfers between routes. Passengers who cannot risk being a few minutes late at their destination should not wait until the last possible run to get there; they should instead travel an hour earlier. An analysis of the origins and destinations currently being utilized in Paratransit reveals that many of the trips are already along regular routes. So a change to deviating routes will not mean that all previous paratransit trips will now require deviations. Some passengers may need deviations in order to get picked up at home, but many will not. Very few will need deviations to get to their destinations because most of the destinations are already served on the regular routes or will be after adjustments are made.

C. Efficiency of Paratransit – Some have asserted that if CCPT ran paratransit more efficiently then it would not be necessary to cut it. The reality is that the rules specific to paratransit make it impossible to run as efficiently as it would need to be in order to be self-supporting financially, at least in a rural

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area like Clinton County. Bigger cities are able to support their paratransit programs because they generate far greater volume of passengers and revenue on their regular routes compared with small rural systems like CCPT. Bigger cities are also in a better position to deploy more drivers and vehicles to keep up with the demand for paratransit rides and avoid capacity constraints. NYSDOT has indicated to CCPT that CCPT is one of only five upstate rural transit systems doing Paratransit service at this point (the others being: County of Chautauqua, City of Oneonta, City of Gloversville, and City of Amsterdam).

D. System Plan – It has been suggested that there is a system plan that CCPT needs to submit to NYSDOT or the FTA in order to receive funding for some of its services that it is not being funded for currently. This is an inaccurate statement. CCPT is funded primarily through dedicated state funds called State Mass-Transportation Operating Assistance (STOA) which is a subsidy based on the revenue passengers and revenue miles of a system. CCPT is also funded through the FTA Section 5311 Non-Urban program. Both of these programs fund all of CCPT services the same way. There are no funds that are being withheld and there is no plan that CCPT is being asked to develop that would affect CCPT's funding.

E. Equivalent Service – The FTA/ADA regulations require a transit entity to do one of the following two options:

1. Operate Fixed-Route service and complement the fixed-route service with paratransit service within a minimum of ¾ mile; or

2. Operate Fixed-Route service where the routes will deviate up to ¾ mile off route.

CCPT has been operating under option 1 and this proposal is to instead operate under option 2. The routes will need to be adjusted to allow more time for deviations and this will affect the ¾ mile deviation zone compared to the current Paratransit service area. The Rural Zone service area will be expanded to make sure there is no gap in coverage. A day pass will be instituted to keep fares comparable to what they were for Paratransit. Regular route fare is $1.00 regular and 50 cents senior. Paratransit is $2.00 regular and $1.00 senior. A day pass that is $2.00 regular and $1.00 senior will help keep costs down for Paratransit riders who may need to now transfer between bus routes. The deviation sur-charge will be $1.00 regular

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and 50 cents senior. So a round trip involving one deviation on each end will cost $4.00 regular and $2.00 senior, which is the same as a round trip on Paratransit currently. Many paratransit riders also make use of the regular routes for some of their trips currently. This works just fine. All of the vehicles in the fleet are equipped with wheelchair lifts and can be used in any of the service types.

Deviations are available to the general public, not just Paratransit eligible riders. Some riders will find the new design more convenient because popular stops like Hammond Lane and the Wellness Center will be included as regular stops on the regular routes. Other riders will find the new design less convenient because they may have to transfer between bus routes, which is something they typically do not have to do now on Paratransit. We regret the inconvenience, but given the difficult situation of the bus program, inconvenience is preferable compared to having no service at all. Picking up all passengers with the regular buses is the most inclusive setting possible. Paratransit service involves using a separate bus.

F. Preference for Rural Riders – It has been suggested that Clinton County is sacrificing Paratransit service in the greater Plattsburgh area in favor of "rural" riders outside of the greater Plattsburgh area. They suggest that the Rural Zone service be eliminated instead of the Paratransit service. Both of these services do operate at a net loss. Both of these services also serve many seniors and individuals with disabilities. However, many Rural Zone riders would not have a transportation alternative if Rural Zone were eliminated. Paratransit riders can still have their trip needs met by using the regular routes and deviation of those routes as needed. Even if the Rural Zone service were eliminated it would only free up one bus towards Paratransit service. Rural Zone service operates more efficiently than Paratransit service because the riders adhere to the established schedule. Paratransit must be scheduled around the requests of each individual rider on a daily basis and nearby rides often cannot be grouped together outside of the 1 hour window.

G. Run Paratransit as a Route – It has been suggested that a route be made to pick up Paratransit passengers more efficiently. Paratransit and regular routes are separate, mutually exclusive service types. Paratransit service can be limited to approved eligible individuals only whereas routes cannot. The closest way to accomplish this idea would be to deviate the regular routes, which is the proposed solution.

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Part 3: Impact Analysis

General Impacts:

A. Length of Trip 1. Compared to a typical paratransit trip, which is usually direct from a person's origin to their destination, a trip using the deviated fixed- routes will often take longer. Even though the deviating bus will pick a person up at their home if requested, the bus must return to its route and continue to follow its route until the next deviation. So the passenger may have to ride along the route for a time before reaching their destination. Furthermore, the person's destination may be along a different route than the route they initially boarded, so it may be necessary to transfer between one or more bus routes before reaching their destination. An analysis of a sampling of paratransit trips revealed a pattern of longer trip times. Many paratransit trips which would take about 10 minutes as a direct trip would require about 45 minutes by following the bus routes. Some paratransit trips which would take about fifteen minutes as a paratransit trip would still take about fifteen minutes on a deviating route because the desired trip fits well into a route and the trip is relatively direct even as part of the route. Some paratransit trips which would take about fifteen minutes as a paratransit trip would take an hour and a half to two hours on deviating routes because transfers between one or more routes would be required. The longer trip times will be an inconvenience for all who experience them. For some, the longer trip times will make it impossible to reach a desired destination as early in the morning as desired. Another consideration is that some passengers are not able to tolerate long bus rides and may have to make other transportation arrangements. Similarly, longer trip times on both ends will mean individual outings will require more time than before which is a concern for some passengers who do not have the energy to be away from home for more than a couple of hours. 2. Compared to the fixed-routes, the deviating routes cover less territory each hour. This is because the deviation routes have more time built into them for deviations and other delays. So passengers who are used to using the fixed-routes may find the deviating fixed-routes to be slower. Also, because the deviation routes cover less territory, it may be necessary to transfer buses to reach one's ultimate destination, whereas before the transfer was not necessary.

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B. Dropped Stops 1. Some stops, Beekman Towers and the City Recreation Center for example, previously served by the fixed-routes will now only be accessible by way of a deviation. Though it is still possible to travel to and from these destinations, under deviation service it will be necessary to call CCPT Dispatch to arrange a ride whereas it was not necessary to call to travel to these points when they were regularly scheduled stops.

C. Fares 1. Although the intent of the Deviation Design is to keep to total fare a passenger has to pay for their desired trip unchanged wherever possible, there are some situations where it is not possible to achieve that goal: a. A passenger requiring a deviation for both their origin and their destination will pay $3.00 for the trip compared to the $2.00 it would have cost for that trip on paratransit service. b. A passenger transferring between routes will pay the $1.00 each time they board. Since the deviation routes cover less territory than the fixed-routes, it may require more fare to accomplish the same trip. For example, a trip between the Government Center and Behavioral Health Services North in Morrisonville is currently $1.00 on the West City route. Under the deviation design this trip would require $2.00; one dollar for the Uptown Downtown route and one dollar for the West End route.

Specific Impacts:

1. One paratransit passenger is not able to ride with other passengers because of severe anxiety and/or other mental illness disabilities. This passenger is able to use paratransit currently because they have not had to ride with any other passengers. Using the regular routes with all the other passengers is not something this person could do. Almost all of their trips are medical related and they will be able to get Medicaid transportation through Joint Council for Economic Opportunity (JCEO) after CCPT replaces paratransit with deviations. They have indicated they can afford an occasional taxi for non- medical trips and will be all set because of JCEO's help.

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2. A senior who is legally blind lives on Cumberland Head but does volunteer work in Plattsburgh. They will only be able to come to Plattsburgh three days a week instead of six days a week because they will have Rural Zone service available to them instead of paratransit service after the change. This may affect their ability to continue their volunteer work. JCEO is not able to this person. We will continue to reach out to other transportation providers such as the Retired Senior Volunteer Program (RSVP) to see if something can be done to accommodate these trips.

3. A student participates in summer programs at Clinton Community College (CCC) that end at 9:00pm. Currently the South City Route is able to provide their return trip downtown that late at night. After the change, their only option to come and go from CCC during the summer will be the AuSable route which only has five runs per day and none of them pick-up at CCC after 9pm. This student seems to be alone in their situation based on the ridership on the South City route. Since it would not be appropriate to design a public transit system around a single individual's needs, it would not be financially responsible to run a late bus that likely only this one passenger would ride. There will be service to CCC for pick-up after 9pm during the Fall and Spring semesters since there are night classes that get out as late as 9pm and many students will need transportation back to the off-campus dormitories.

Mitigations:

One of the biggest impacts will be passengers having to transfer between bus routes. Paratransit passengers currently enjoy curb-to-curb service where they do not have to change bus routes to get between home and their destinations. Having to transfer between buses will be an inconvenience. A mitigation of this impact will be having the bus routes meet at link points at the same time so passengers can transfer immediately from one bus to the other without having to wait outside in the cold, heat, snow, or rain.

Multiple individuals indicated that they need to go between Flynn Avenue and Eye Care for the Adirondacks. Paratransit can provide these trips currently but after the change they would have to transfer between the South Connector route and the Champlain/Rouses Point route. An additional obstacle is that the Champlain/Rouses Point route only has five runs daily, so there would be limited opportunities to come and go from Eye Care for the Adirondacks. To mitigate this impact, Eye Care for the Adirondacks has been included in the deviation zone for

Page 15 of 40 the South Connector route. This will mean that there will be hourly opportunities to come and go from this destination and passengers coming from Flynn Avenue (the origin of most requests to Eye Care for the Adirondacks) will not have to transfer buses to make the trip.

Travel training, as discussed in the next section will be made available to the public to help them transition to using the new service structure.

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Part 4: Education, Outreach, and Travel Training

Replacing Paratransit service with Route Deviation service would involve a significant change from the perspective of CCPT passengers. Riders are accustomed to the current structure of services and it would take some getting used to a new structure of services. An individual must first be aware of a service before that person can make use of the service. Furthermore, a person's familiarity with how a service works is also a determining factor in whether a person uses a service as well as how often a person uses a service. For these reasons, education, outreach, and travel training efforts will be important for helping the transition in service structure to be as smooth as possible. The following efforts are planned to help mitigate the challenges for CCPT riders created by the proposed change in service:

A. Availability of the new bus schedule. The CCPT bus schedule remains the primary source of information about CCPT services for CCPT passengers. For past CCPT service changes, the new bus schedule has typically been made available two to four weeks in advance of the implementation date. The change from Paratransit service to Route Deviation service is proposed to go into effect on January 1st, 2018. This change represents one of the most significant changes in services in the history of CCPT. To give passengers more time to learn about the new structure of services, the new bus schedule will be made available six to twelve weeks in advance of the change. Therefore the new schedule can be expected to be published between October 9th and November 20th. Update: The change from paratransit service to route deviation will take place on May 1st, 2018. The new expected date for the publishing of the new schedule will be March 1st, 2018.

B. Travel Training. Requesting deviations will be new to many CCPT passengers, but it is very similar to calling CCPT dispatch to make arrangements for a paratransit or Rural Zone trip or to request an Upon Request stop on one of the regular routes. As long as the passenger calls 518-561-1452 the day before they need the trip, CCPT dispatch will be able to assist them with making the arrangements and answer any questions that they have. Actually being picked up by the regular bus while it is off-route is another new concept for many CCPT passengers and may require additional efforts to help riders understand how it works. The best way for a passenger to become familiar with how deviations work is to request one and ride the bus. However, this becomes a catch-22 for many because they will not request a deviation if they do not understand how deviations work. The

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solution is to offer travel training where individuals can ride a spare bus which is following one of the proposed deviation service routes. The bus will leave the route to do a pick-up at an off-route location before returning to the regular route at the same point where the bus left the route. The bus then continues to perform the regular route from where it left off; finishing the loop. Therefore, travel training allows the person to overcome the barrier of not understanding the new system by giving the person a chance to experience a deviation in advance of the implementation of the proposed service changes. Multiple travel training opportunities will be made available in October and November of 2017. The timing of the travel trainings will depend on the availability of spare buses. Update: Additional travel training will be made available in the Spring of 2018, prior to the implementation of the service change which will be May 1st, 2018.

C. Outreach. To maximize the effectiveness of the measures described above in 'A' and 'B' regarding early access to the new bus schedule and travel training, notice of both efforts must be widely made. Radio, television, and newspaper media entities will be notified of the exact schedule release date once it is known, as well as the dates and times of travel training events. Requests will be made for the information to be shared on community calendars and in the newsletters produced by various agencies. Notice will be posted on the CCPT website: www.clintoncountypublictransit.com, at the main CCPT and on the CCPT buses. Notice will be shared with human service agencies and human service agencies will be encouraged to participate in travel training so they will be better able to assist their clients who may have transportation concerns. All notices will encourage anyone with questions or concerns to contact the Clinton County Planning Technician at 518-565-4713 or [email protected].

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APPENDIX A – Maps and Timetables

The following maps and timetables were last updated on 2/15/2018 and are subject to change.

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APPENDIX B – Beginner's Guide to Route Deviation

Clinton County Public Transit (CCPT)

Beginner's Guide to Route Deviation

10/10/2017 What is Route Deviation?

Route Deviation is a type of public transportation service where the regular buses leave their routes to pick up individuals who request a deviation. A deviation is a request for the bus to go off its regular route by up to three-quarters of a mile. It is very useful for passengers who have a hard time getting to the bus route or who have a destination that is not along the established bus route. Can I use Route Deviation?

Yes, route deviation service is open to the general public. Anyone can use route deviation service. CCPT is a public transportation program and your ridership is encouraged. How do I use Route Deviation?

If you would like to get a ride but are not sure how the bus system works, call CCPT at 518-561-1452 and the dispatcher can help you. Depending on where you are coming from and where you are going, there may be different options and the dispatcher can help you know where to be, what time, and how it works. Our published bus schedules are also very helpful.

Depending on where you are coming from and where you are going, you might end up riding just one route, or you might transfer between different bus routes. You might decide not to request a deviation if your origin and destination are both along a route or you are okay with doing a little walking. Alternatively you might request a deviation for both your pick-up and your drop-off if it is hard for you to get to and from the route or if you do not like the looks of the weather forecast. Because there are different bus routes, services, and options you may find it easiest to call CCPT dispatch at 518-561-1452 and they can walk you through what to do.

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Additional Details:

CCPT Route Deviation service is scheduled to be implemented on Tuesday May 1st 2018. CCPT Paratransit service will be replaced by Route Deviation and will no longer operate as of May 1st 2018.

Passengers must call CCPT dispatch at 518-561-1452 in advance to arrange a deviation in order to be picked up at a location that is not part of the bus route. The arrangements must be made the day before or up to two weeks in advance of the trips.

The passenger may request which bus route is to deviate to pick them up or drop them off and the dispatcher will determine the estimated time that particular bus will be able to deviate to the desired location. The location the bus is deviating to must be within three-quarters of a mile of the established bus route.

New bus routes called the Uptown Downtown, South Connector, and West End will replace the current North City, South City, and West City bus routes. The fare on these routes will be $1 regular or 50 cents for seniors. There will be a surcharge for deviations which will be an additional $1 regular or 50 cents for seniors. The surcharge applies to deviation requests but not to "UR" upon request stops which are identified in the bus schedule as part of the established route.

Part of the deviation service design includes a "City Day Pass" which will cover regular fares for a single calendar day within the "City" deviation service area. Surcharges will still apply for any requested deviations. The day pass is expected to be $2 regular or $1 for seniors.

Additional information about the new service design can be found on CCPT's website: www.clintoncountypublictransit.com or by contacting the County Planning Department at 518-565-4713.

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APPENDIX C – Paying for the Bus

Paying for the Bus

by Clinton County Public Transit

Last Revised 2/2/2018

Starting May 1st, 2018, Clinton County Public Transit (CCPT) is going to be doing things a little differently. The plan for the changes can be found on the CCPT website: www.clintoncountypublictransit.com and you can call the Clinton County Planning Department if you have any questions at 518-565-4713.

The following is information on what the options for paying bus fare will be starting on May 1st, 2018:

What is a fare?

A fare is the money a passenger on public transportation has to pay. For CCPT, the passenger must pay the appropriate fare each time they board a bus in order to be allowed to ride that bus.

Additional details about fares:

For CCPT, a fare is the price for a single one-way trip. The passenger must pay the fare again if they make a return trip. Fares are not accepted in advance. If you pay $5.00 for a $2.00 fare, you are not credited an additional ride. It is in your best interests to pay the exact fare. Drivers do not handle money or make change. If you pay $1.98 for a $2.00 fare, you have not paid the fare and will not be provided the ride. We do not accept "I owe you's". We cannot put your fare "on a tab".

Fare Prices:

"City" Fare: CCPT's "City Fare Zone" includes everywhere within ¾ mile (as the crow flies) of the Express Shuttle, South Connector, Uptown Downtown, and West End bus routes. Fares to travel within this area (both the origin and the destination must be within this area) are $1.00 regular and $0.50 for seniors showing the senior discount card.

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"Rural" Fare: Fares to travel outside the City Fare Zone are $2.00 regular and $1.00 for seniors showing the senior discount card. This includes trips which begin within the City Fare Zone but end outside the City Fare Zone. For example, the Champlain/Rouses Point bus route begins at the Clinton County Government Center which is within the City Fare Zone. Someone riding the Champlain/Rouses Point route to Chazy would pay $2.00 regular (or $1.00 senior) for the ride. This is because the destination, Chazy, is outside the City Fare Zone. Even though the ride begins within the City Fare Zone, the fare being charged is the "rural" fare because either the origin or the destination (or both) is outside the City Fare Zone. Similarly, a trip from Mac's Grocery in Keeseville to Clinton Community College by way of the AuSable bus route would also be $2.00 regular (or $1.00 senior). Even though the destination is within the City Fare Zone, the origin is outside the City Fare Zone so the rural fare is charged.

Rural Route Specials: Fares on rural routes are $1.00 one-way for the following trips (no additional discount may be applied to this $1.00 special):

A. Between the Government Center CCPT main bus stop and any of the following: Clinton Community College, Champlain Centre Mall, Morrisonville Post Office, Maplefield's on Military Turnpike, and North Bowl Lane/Tara Lane.

B. Travel within a hamlet. For example, Lyon Mountain Post Office to 3rd Street in Lyon Mountain.

Rural Zone Service: The exception to all of the above is CCPT's Rural Zone Service, which is by appointment and can pick a person up at their home in rural Clinton County and bring them to set destinations in Plattsburgh. The fare for the Rural Zone Service is $5.00.

Deviation Surcharge: All of the regular routes can deviate. A deviation means the bus going off of its route by up to ¾ mile (as the crow flies). To request a deviation, call CCPT dispatch at 518-561-1452 the day before or up to two weeks ahead of when you would like the bus to deviate. Anyone can request a deviation. There is no application or eligibility process to use deviation service. There is an additional charge of $1.00 for a deviation. This additional charge is reduced to

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$0.50 for seniors. The deviation surcharge is in addition to the regular fare and is always charged for a deviation. A student pass or a day pass will cover the regular fare, but will not cover the deviation surcharge.

Young Children: Children less than six years of age must be accompanied by an adult. Children six years of age and older are not required to be accompanied by an adult, but adult supervision is strongly encouraged. Children less than six years of age ride free. The adult accompanying the child must pay the appropriate fare for the adult's ride. Deviation surcharges apply to the adult's ride if a deviation has been requested. The fare for children six years of age and older is the same as for adults.

Bus Tokens and Passes:

CCPT Tokens: Bus tokens come in blue, green, red, and white colors. Regardless of color, each token is worth $1.00 on any CCPT bus towards a fare. Tokens cannot be used towards buying other tokens or passes. Blue tokens are sold for $1.00 at the Clinton County Planning Department located at 135 Margaret Street Suite 124; Plattsburgh, NY 12901. Parents and agencies that need to ensure that the passenger has the right amount for the bus fare and that the money will only be used for transportation often make use of the bus token. Only CCPT bus tokens are accepted on CCPT buses. Tokens from other entities are not accepted, even if they are similar in appearance. The token must be labeled either CART (CCPT's former name) or CCPT.

Commuter Pass: Commuter passes are a punch card with twenty-two $1 boxes that can be used to cover fares on CCPT services. Commuter passes are sold for $20 each on CCPT buses, the CCPT facility, and the Clinton County Planning Department. The commuter pass can be purchased by anyone. It is effectively a 10% discount on CCPT services because the rider gets $22 worth of riding for each $20 pass that they purchase. The commuter pass can even be used in conjunction with the senior discount card. In the case of a 50 cent fare, the CCPT driver will use a pen to darken a diagonal half of one of the $1.00 boxes. Commuter passes are very popular with regular riders of CCPT and passengers looking for an easy way to make exact fare.

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Student Passes: Students of all ages are allowed to purchase a CCPT Student Bus Pass for $20 from the Clinton County Planning Department. Some entities will purchase student bus passes for their students. The student must be actively enrolled in an educational program in order to be eligible for the student pass. The student pass covers the regular fare for rides on the regular routes for a single calendar month. The student pass does not cover the fare for rides on the Rural Zone Service. The student pass also does not cover deviation surcharges. The additional charge for deviation requests still applies. To get the most out of your student pass, buy it before the beginning of the month. For example, if you are interested in a student pass for the month of March, then buy it in February. There is no pro-rating of the cost of the pass. It is always $20. If you are buying a student pass for the month of September on September 19th, then the cost of the pass is still $20 even though the month is more than half over. The CCPT student pass is the best deal for frequent users of the bus system. However, depending on how often you use the bus, and how many days school will be in session for a particular month, you may want to consider a commuter pass or just using cash if you will only be making a few trips.

Senior Discount Card: Also called a "Senior Pass", the senior discount card is a means to show proof that a person is 60 years of age or older. The senior discount card can be obtained from Clinton County Office for the Aging or the Clinton County Planning Department free of charge. You must bring a driver's license or other proof of your date of birth. Please show your senior discount card each time you board a CCPT bus in order to pay the reduced fare. Keep your senior discount card with you, do not put it into the farebox on the bus. The senior discount card does NOT provide for free rides on most CCPT services, however, Clinton County Office for the Aging will cover the cost of your fare on the Rural Zone Service if you can show proof of being 60 years of age or older and sign a consent to record information form.

City Day Pass: A day pass can be purchased on any CCPT bus for $2.00 ($1.00 with a Senior Discount Card). The City Day Pass covers regular fare for trips that both start and end within the City Fare Zone. The City Day Pass does not cover deviation surcharges, rural fares, or trips on the Rural Zone service.

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APPENDIX D – No-Show Policy for Deviations

C L I N T O N C O U N T Y P U B L I C T R A N S I T

No-Show Policy

Last Revised 2/13/2018

Policy

It is the policy of Clinton County Public Transit (CCPT) to record each passenger's no-shows (including Paratransit, Route-Deviation, and "Rural Zone" Dial-a-ride services) and apply appropriate sanctions when passengers establish a pattern or practice of excessive no-shows. The policy is necessary in order to acknowledge the negative impact no-shows have on the service provided to other passengers.

Definitions

No-Show: A no-show occurs when the CCPT bus arrives for a pick-up scheduled by a passenger, but the passenger does not board the bus within five minutes of the arrival of the bus.

No-Show, Late Cancellation: A late cancellation occurs when a passenger notifies CCPT that they will not be taking a trip which they have scheduled, but the notification occurs within two hours before the scheduled pick-up time. A late cancellation is treated the same as a no-show.

No-Show, Excused: An excused no-show is a no-show (including late cancellations) which was out of the control of the passenger. Excused no-shows are not included in the calculation to determine if a violation of the no-show policy has occurred.

Examples of reasons that are beyond the passengers control:  Illness  Sudden turn for the worse in someone with a variable condition  Accidents  Family Emergency  Personal Care Attendant did not arrive on time to assist the rider  Passenger's appointment ran long and did not provide opportunity to cancel in a timely way  Passenger's mobility aid failed  Late connecting transportation  Appointment canceled for reasons that are not the passenger's fault  "Acts of God", major weather and environmental events which did not provide an opportunity to cancel in a timely way  Scheduling error by CCPT dispatch  Bus arrived for pick-up and departed before the scheduled pick-up time  Bus arrived for pick-up unreasonably late

No-Show, Unexcused: An unexcused no-show is a no-show (including late cancellations) which could have been prevented by the passenger. All no-shows are assumed to be unexcused no-shows unless the passenger contacts CCPT dispatch and informs them of a valid reason for why the no-show should be excused.

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Examples of reasons that are not excused:  Passenger did not want to travel today  Passenger changed their mind about using appointment  Passenger did not know that they had a ride scheduled or was supposed to call to cancel  Passenger got another ride other than from CCPT  Passenger told someone else, but did not notify CCPT, that they were not planning to travel  Passenger does not want to ride with a specific driver or passenger, or on a specific vehicle  No reason was given for the no-show

Procedures

CCPT schedules pick-up and return trips as separate trips. CCPT will not cancel a scheduled trip without the cancellation being requested by the passenger (or an authorized representative, or upon notification that the passenger has been hospitalized or is otherwise unable to travel for a time). Therefore, a passenger who schedules two one-way trips on a day and is a no-show for both trips will be counted as having two no-shows on that day.

A passenger who has completed their pick-up trip and is a no-show for their return trip will not be stranded whenever possible. The passenger can call CCPT at 518-561-1452 and a vehicle will be sent as soon as possible; however, no particular pick-up time will be guaranteed.

A no-show is documented when a CCPT driver arrives for a scheduled pick-up and the passenger does not board within five minutes.

(Upon seeing no passenger present, the driver should radio dispatch and dispatch should, if possible, try to contact the passenger by phone to encourage them to go to the bus and/or find out why they are not there for their pick-up.)

If after five minutes, the passenger has still not boarded the bus, the driver then radios CCPT dispatch to notify dispatch of the no-show and dispatch records the no-show in the CCPT Call Log. The documentation will include the service type: paratransit service, route-deviation service, or "Rural Zone" dial-a-ride service.

Passenger Notification

By the 7th day of each calendar month, the Clinton County Planning Technician will review the CCPT Call Log. The CCPT Planning Technician will send a letter to each passenger who is recorded as having a no-show to notify the passenger that they have been logged as having one or more unexcused no-shows. The letter will include the dates and times of the alleged unexcused no-shows. The letter will encourage the passenger to contact CCPT dispatch if they believe any of these no-shows should be excused. A copy of this no-show policy will be attached to the letter. The letter will indicate that a pattern of no-shows may result in the suspension of service, as per the policy. The letter will also indicate whether a violation was determined to be present, and the resulting consequence (warning/suspension). The letter will refer the passenger to this policy if the passenger would like to make an appeal.

Violations

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The no-show policy applies to all CCPT services, however the services are looked at separately when determining whether a violation has occurred.

A violation will be determined to have occurred when the number of unexcused no-shows on CCPT paratransit service within a calendar month by a particular passenger meets or exceeds 20% of the total number of trips scheduled on CCPT paratransit service by that passenger.

A violation will be determined to have occurred when the number of unexcused no-shows on CCPT route-deviation service within a calendar month by a particular passenger meets or exceeds 20% of the total number of trips scheduled on CCPT paratransit service by that passenger.

A violation will be determined to have occurred when the number of unexcused no-shows on CCPT "Rural Zone" dial-a-ride service within a calendar month by a particular passenger meets or exceeds 20% of the total number of trips scheduled on CCPT "Rural Zone" dial-a-ride service by that passenger.

However, in no case will a violation be determined to have occurred for a particular service type when the passenger's total trips for that service type total less than three (3) for the calendar month.

Consequences

The 1st violation by a passenger within a calendar year, and for a particular service type (paratransit, route-deviation, or "Rural Zone" dial-a-ride), will result in a written warning that further violations will result in a suspension of that particular service for the passenger.

The 2nd violation by a passenger within a calendar year, and for a particular service type (paratransit, route-deviation, or "Rural Zone" dial-a-ride), will result in a written suspension of that particular service type for the passenger for a period of seven days.

The 3rd violation by a passenger within a calendar year, and for a particular service type (paratransit, route-deviation, or "Rural Zone" dial-a-ride), will result in a written suspension of that particular service type for the passenger for a period of fourteen days.

The 4th violation by a passenger within a calendar year, and for a particular service type (paratransit, route-deviation, or "Rural Zone" dial-a-ride), will result in a written suspension of that particular service type for the passenger for a period of thirty days.

The 5th violation by a passenger within a calendar year, and for a particular service type (paratransit, route-deviation, or "Rural Zone" dial-a-ride), will result in a written suspension of that particular service type for the passenger for a period of sixty days.

The 6th violation by a passenger within a calendar year, and for a particular service type (paratransit, route-deviation, or "Rural Zone" dial-a-ride), will result in a written suspension of that particular service type for the passenger for a period of ninety days.

Due to the length of the suspension periods, it is impossible to have more than six violations within a calendar year. The number of violations is reset to zero at the beginning of a new calendar year, however any suspensions that are in place are to be completed before the passenger can resume using the particular service from which they have been suspended.

Appeals

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If a passenger believes they have been suspended in error or unjustly, they should indicate in writing that they wish to have an appeals hearing. The passenger should include their name, address, and phone number so that they can be contacted to schedule the appeal hearing. This written request should be submitted to:

No-Show Policy Appeal Clinton County Planning Department 135 Margaret Street Suite 124 Plattsburgh, NY 12901

The Planning Department will work with the passenger to arrange an appeal hearing. The appeal hearing will include the passenger, the General Manager of the contracted operator of CCPT, the Clinton County Planning Technician, and the Director of Planning.

The Passenger's Role in Reducing No-Shows

 Passengers should confirm their trip arrangements with the dispatcher when they call to schedule trips.  Passengers should write down their trip appointments to help them remember their trips.  Passengers should call CCPT dispatch at 518-561-1452 to cancel as soon as possible once they know they will not be making a trip.  Passengers should be at their pick-up location, on-time, ready, waiting, and watching for the CCPT vehicle.  Passengers should provide detailed pick-up instructions (side or rear door, and so on) for large facilities, for any pick-up locations that may be difficult for a driver to find, and for any locations where the needed pick-up location is not the main entrance to the building.  Provide all necessary telephone numbers, including the telephone numbers for each destination, and confirm they have been correctly recorded by CCPT dispatch.

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APPENDIX E – Service Change Monthly Milestone Report

02/27/17 –The 2016 State mass-Transportation Operating Assistance (STOA) Clean-up Payment arrives, and it is determined over $200,000 is needed from Clinton County General Funds to cover CCPT operating expenses for 2016.

03/13/17 –The Transportation Committee of the Clinton County Legislature holds its regular meeting in March 2017. The 2016 CCPT budget shortfall is discussed, along with the concern for paratransit trip denials, and staff begins a presentation looking at the pros and cons of various options to address these problems.

4/17/2017 –The Transportation Committee of the Clinton County Legislature holds its regular meeting in April 2017. CCPT's financial situation and concern of trip denials is discussed further. Staff recommends the replacement of paratransit service with route-deviation service. Elected officials asked for additional information from staff.

05/08/2017 –The Transportation Committee of the Clinton County Legislature holds its regular meeting in May 2017. CCPT's situation is discussed further. Staff is directed to reach out to the North Country Center for Independence (NCCI) to discuss the idea of replacing paratransit service with route deviation service. Staff was also directed to schedule two meetings in order to engage the public and stakeholder agencies regarding the idea.

05/12/2017 –The Clinton County Planning Department and Clinton Transit Management, Inc. (McDonald Transit Associates, Inc.), the contracted operator of CCPT, meet with NCCI to discuss the idea of replacing paratransit service with route-deviation service. NCCI asks that if such a service change does goes forward that it be done as a pilot program so that it can be changed if it is not successful.

06/05/2017 –A public meeting is held to discuss the proposed service change from paratransit to route-deviation with the general public.

06/06/2017 –A Coordinated Transportation Human Services meeting, open to the public, is held primarily to discuss the proposed service change from paratransit to route-deviation with stakeholder agencies.

06/12/2017 –The Transportation Committee of the Clinton County Legislature holds its regular meeting in June 2017. The results of the public engagement process were discussed. Further public input was made during the Transportation

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Committee meeting. Staff was directed to move forward with a final plan for route deviation service. Clinton County Chairperson Harry McManus made a commitment for additional public input throughout the process.

07/10/2017 –The Transportation Committee of the Clinton County Legislature holds its regular meeting in July 2017. Staff presented a draft deviation design plan.

08/7/2017 –A public meeting is held to gather input from the general public on the draft deviation design plan.

08/09/2017 –A Coordinated Transportation Human Services Meeting, open to the public, is held primarily to gather input from stakeholder agencies on the draft deviation design plan.

08/14/2017 –The Transportation Committee of the Clinton County Legislature holds its regular meeting in August 2017. The results of the public meetings are discussed.

09/11/2017 –The Transportation Committee of the Clinton County Legislature holds its regular meeting in September 2017. The Transportation Committee approves a draft resolution "Authorizing Replacement of Clinton County Public Transit Paratransit Service with Route Deviation Service" for consideration by the full Legislature at their Regular Session scheduled on September 27th, 2017.

09/13/2017 –Two public hearings are held, one during the day and one during the evening, on the implementation of route deviation service.

09/27/2017 –The Clinton County Legislature at its Regular Session adopts Resolution #777 "Authorizing Replacement of Clinton County Public Transit Paratransit Service with Route Deviation Service" with an effective date of the service change to be May 1st, 2018.

10/11/2017 –Travel Training presentations are conducted at Plattsburgh Housing Authority's Senior Housing locations on Flynn Avenue and Oak Street in Plattsburgh. Passengers are interested in a chance to ride a bus to see what the new routes will look like, but would prefer to wait until closer to the implementation date because they say they are likely to forget the information if it is too far in advance.

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APPENDIX F – Five Year Plan

2018 –Implement replacement of paratransit service with route deviation. Acquire transit software to assist passengers in knowing when to expect the buses. Obtain four new gasoline buses, bringing total fleet to 15. Construct gasoline fueling system at CCPT facility.

2019 –Analyze CCPT services. Design services keeping in mind the lack of CDL drivers in the area, goal of self-sustaining routes and services, goal of limiting driver overtime, and a goal of keeping three spare buses (a peak fleet of 12 with a total fleet of 15 is a 20% spare ratio).

2020 –Replace four buses (2013 Lot I buses) with low-floor buses better suited to route deviation service. Seek funding for indoor storage of buses. Move toward a replacement cycle of three buses every year, or six buses every two years. Update Transportation Coordination Plan.

2021 –After three years of relative stability in CCPT service design, establish a plan for bus stop signage and shelters for major CCPT bus stops and seek funding for signage and/or shelters.

2022 –Replace seven Lot H buses from 2016. Solicit for transit management contract.

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