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Coordinated Public Transit-Human Services Transportation Plan
SEDA-Council of Governments Rural Planning Organization
February 2008
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Coordinated Public Transit-Human Services Transportation Plan
Prepared by
SEDA-Council of Governments
201 Furnace Road
Lewisburg, PA 17837
February 2008
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Introduction The SEDA-Council of Governments (SEDA-COG) Rural Planning Organization (RPO) conducts the transportation planning process for eight (8) rural counties (Clinton, Columbia, Juniata, Mifflin, Montour, Northumberland, Snyder, and Union) in Central Pennsylvania. In carrying out its designated role in planning and programming transportation projects, the SEDA-COG RPO has long championed and supported public transportation by offering technical assistance, approving transit funds for needs such as vehicle purchases, adding a transit representative as a voting member of the RPO, participating on study work groups, and so on. Recent legislative requirements and guidance issued by the Federal Transit Administration and Pennsylvania Department of Transportation have served to strengthen the SEDA-COG RPO’s role as a coordinator and facilitator for addressing public transit and human services transportation issues. The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), signed into law in August 2005, requires that projects selected for funding under Section 5310, JARC, and New Freedom programs be “derived from a locally developed, coordinated public transit-human services transportation plan” and that the plan be “developed through a process that includes representatives of public, private, and non-profit transportation and human services providers and participation by members of the public.” Subsequently, the Federal Transit Administration issued interim guidance regarding a coordinated planning process for Federal Fiscal Year 2007 to phase in the requirements for the locally developed coordinated public transit-human services transportation plan (“local coordinated plan”). In response to the FTA guidance, PennDOT determined that the local coordinated plan boundaries would be the same as those of Pennsylvania’s 23 Transportation Planning Organizations: Metropolitan Planning Organizations, Rural Planning Organizations, and non-affiliated county. A FFY 2007 Section 5310/JARC/New Freedom Project Selection Process was developed and distributed to the TPOs in late January, 2007. The Process outlined how the FFY 2007 Section 5310 Program funding cycle would be handled by PennDOT and what role the TPOs would have in reviewing applications and recommending projects for funding. In addition, the Process identified specific actions to be taken by TPOs prior to May 31, 2007, such as establishing a public transit-human services transportation coordinating committee, along with necessary elements of the local coordinated plan. The initial May 2007 plan has been updated for FFY 2008 to ensure it is fully compliant with FTA final guidance, containing the following:
• List of the groups that were represented by participants of the coordinating committee
• Documentation of the TPO’s good faith efforts to solicit involvement in the coordinating committee
• An assessment of available services that identifies current transportation providers
• An assessment of transportation needs for individuals with disabilities, older adults, and people with low incomes
• Strategies, activities, and/or projects to address the identified gaps between current services and needs, as well as opportunities to achieve efficiencies in service delivery
• Priorities for implementation based on resources (from multiple program sources), time, and feasibility for implementing specific strategies an/or activities identified
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Public Transit-Human Services Transportation Coordinating Committee The purpose of the newly-established SEDA-COG Public Transit-Human Services Transportation Coordinating Committee (“Coordinating Committee”) is to review, comment on, and recommend for funding Section 5310 applications from the SEDA-COG region. In addition, the committee members are charged with assessing the transportation needs of individuals with disabilities, older adults, and low-income residents; identifying strategies and/or activities to address identified service gaps; and setting relative public transportation priorities for implementation. SEDA-COG did not have an existing committee to serve the above purpose when the FFY 2007 Coordinated Public Transit-Human Services Transportation Plan guidelines were circulated by PennDOT. Therefore, a new planning group was constructed to draw on the knowledge and experience of a wide range of stakeholders familiar with public transit and human services transportation matters. During early 2007, SEDA-COG staff compiled a thorough list of pertinent contacts to solicit for involvement on the Coordinating Committee. Appendix A includes the memorandum used to solicit involvement and a listing of individuals that received the mailing. Phone calls to specific persons or agencies, such as taxi companies and senior care facilities, were used to solicit members or receive contact recommendations. SEDA-COG would like to thank all the members of the Coordinating Committee who have been instrumental by actively participating, providing valuable feedback on key public transportation issues, asking probing questions, and performing individual research to support the effort. As a more comprehensive, continuous, and coordinated transit planning process is executed, SEDA-COG will work to engage more representatives to serve on the Coordinating Committee and chart a course for improved public transportation in the region. The following dedicated people have agreed to serve on the Coordinating Committee and/or attended the first two committee meetings:
Tony Cooper, RiverWoods Senior Living Community Anita Everhard, PennDOT Program Center Lenora Kane, Columbia Montour Aging Office, Inc. John Konieczny, STEP, Inc. Jerry Matzura, Lower Anthracite Transportation System Amy Minnich, LIFE Geisinger Chris Minnich, Northumberland County Area Agency on Aging Shawn Ocker, Transit Rider Sam Pearson, Local Action Network Sandra Ressler, Sunbury Housing Authority Mark Ryman, MTR Transportation, Inc. Tina Ryman, MTR Transportation, Inc. Paul Santomauro, Telos Taxi Carol Slear, Nottingham Village Tammy Speece, RiverWoods Senior Living Community Cindy Sunderland, Call A Ride Service, Inc. Farida Zaid, Union-Snyder Area Agency on Aging Cindy Zerbe, Union-Snyder Transportation Alliance
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Inventory of Public, Private, and Human Service Transportation Providers In order to prepare a coordinated public transit-human services transportation plan it is fundamental to assess public transportation needs and resources. Regarding the latter, a listing of known current transportation providers (public, private, and non-profit) was compiled to shape a picture of what public transportation services are currently available. SEDA-COG staff relied on its existing inventory of transit providers, PennDOT resources, and input from Coordinating Committee members to compile a listing for this plan. Most of the transportation services provided in the SEDA-COG region are shared-ride/demand responsive, primarily serving the needs of seniors, persons with disabilities, and low-income users. However, large busing companies offer fixed routes to specific locations for area residents, and Mount Carmel Borough’s Lower Anthracite Transit System provides a fixed-route transit system for communities in lower Northumberland County. Also, Amtrak has a station stop in Lewistown, Mifflin County, making rail passenger service available to the region’s population. While not exhaustive at this juncture of SEDA-COG’s coordinated planning process, the table on the following page identifies known current transportation providers.
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SEDA-COG Region Transit Providers
Address City/State/Zip
Clinton County
Fullington Auto Bus Company (Fixed Route) P O Box 211 Clearfield, PA 16830
STEP, Inc. 2138 Lincoln St. PO Box 3568
Williamsport, PA 17701
Columbia County
MTR Transportation, Inc. P O Box 203 Berwick, PA 18603
K-Cab Company (Taxi) 6725 Keefers Ln. Bloomsburg, PA 17815
Juniata County
Call A Ride Service, Inc. P O Box 750 Lewistown, PA 17044
J & D’s, Inc. (bus and MH/MR) 35 School Bus Ln. Lewistown, PA 17044
Mifflin County
Call A Ride Service, Inc. P O Box 750 Lewistown, PA 17044
Scotty Taxi 223 Valley St. Lewistown, PA 17044
J & D’s, Inc. (bus and MH/MR) 35 School Bus Ln. Lewistown, PA 17044
Amtrak Lewistown Station 150 Helen St. Lewistown, PA 17044
Montour County
Montour County Transportation 112 Woodbine Ln. Danville, PA 17821
Northumberland County
Lower Anthracite Transit System (Fixed Route) 137 West 4th St. Mt. Carmel, PA 17851
Rohrer Bus Service 1515 State Road P O Box 100 Duncannon, PA 17020
Northumberland County Transportation 2154 Trevorton Road Coal Township, PA 17866
Paul's Cab Service (Taxi) 735 Market St. Sunbury, PA 17801
Shamokin Yellow Cab (Taxi) 212 West Independence St. Shamokin, PA 17872
Snyder County
Union-Snyder Transportation Alliance 1610 Industrial Boulevard Suite 700 Lewisburg, PA 17837
Union-Snyder Community Action Agency Suite 10 713 Bridge Street Selinsgrove, PA 17870
Smoley Van Service 100 Pennsylvania Ave. Selinsgrove, PA 17870
Union County
Union-Snyder Transportation Alliance 1610 Industrial Boulevard Suite 700 Lewisburg, PA 17837
Union-Snyder Community Action Agency Suite 10 713 Bridge Street Selinsgrove, PA 17870
RiverWoods Senior Living Community 3201 River Road Lewisburg, PA 17837
Telos Taxi 27 South 5th Street Lewisburg, PA 17837
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Assessment of Regional Public Transportation Needs SEDA-COG relied upon the experience of its Coordinating Committee to assess and evaluate transportation needs for individuals with disabilities, older adults, and people with low incomes. The Coordinating Committee meetings held on April 17, 2007, and December 14, 2007, resulted in a fleshing out of several gaps between what is needed and what transportation service is provided. The basic context for assessing service gaps and evaluating Section 5310 application requests revolved around determining the following:
- Who needs public transportation? - Where do target populations need the service? - When do users need the transportation?
During the course of the discussion with Coordinating Committee members, information was shared on what is being done well, where discrepancies exist between needs and services, why improvement is necessary, and what can propel the region toward efficiencies and better use of available resources. Below are some bulleted points highlighting the Coordinating Committee’s comments and perspectives on transportation needs or service gaps:
• The transportation providers in the region are achieving better coordination, with agencies transporting users to convenient sites where they can be picked up by other transit providers for the remainder of their trip.
• Medical transportation trips (hospital appointments, pharmacy stops, etc.) are increasing for many regional providers. These trips are often long-distance, posing difficulties for dispatching. Providers are arranging travel for necessary appointments and other medical transportation to primary hospitals in the region such as Geisinger Medical Center, but also providing access to distant institutions like Hershey Medical Center. Since the county-operated transportation programs often have enough existing demand, they would welcome more taxi service for out-of-county medical assistance trips. Although taxi fares are often financed by shared-ride and co-pay, taxis are normally limited in service area by approved destinations.
• As seniors remain independent and drive themselves longer, some regional transit providers are seeing stabilized or declining ridership in the 65+ population cohort. However, the elderly using the system often need a higher level of service due to their frailty or disabilities. This results in greater pressures on existing assets and increased needs for handicapped accessible vans/buses. It remains uncertain exactly how the future wave of retiring baby boomers will impact public transportation services. This age group will have longer life expectancies and probably remain more independent later in life than prior generations. Many could choose to keep residences in suburban developments or other low-density housing types, but lack the ability or the desire to drive themselves to necessary destinations, creating potentially large demand for public transit.
• Most current service in the region is shared-ride, which is demand responsive and offers residents door-to-door services, but requires users to make trip requests at least one working day in advance of the trip to arrange transportation that may be shared with other passengers. This inability to satisfy same-day service for individuals needing transportation immediately, without arranging it in advance, is problematic for many low income, elderly, and disabled persons.
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• Lower Anthracite Transit System (LATS) does offer fixed-route service on its repetitive, fixed schedule for users in lower Northumberland County. Therefore, its needs and issues are often different from the shared-ride coordinators in the region. The biggest problem in the LATS network is getting residents to enroll and use the service. People are interested in maintaining their independence as long as possible, so constant outreach by LATS staff is needed to get people throughout the coverage area to sign up for its service.
• The region’s nursing homes and personal care homes are confronted with problems getting people from their facilities to hospitals for dialysis and other kinds of medical needs, especially those involving regular visits. Many residents don’t qualify for medical assistance so they must pay for substantial transportation costs out-of-pocket, and the County transportation program will often not provide service to nursing homes since the ride costs are unsubsidized due to other extensive needs in their jurisdictions. This presents a significant service gap and indicates the need for additional public transportation funding.
• The majority of shared ride trips in the region seem to be accounted for by travel to and from senior centers or to medical appointments. The providers coordinate their scheduling to have the vehicles rolling as much as possible, which is necessary for maintaining reasonable rates and keeping the programs fiscally sound. Providers have therefore been diligent to keep vehicles from waiting long for demand at any one senior center or other location. This can result in some grousing leveled at vehicle drivers by some users.
• Because of the need to combine trips, problems cited above regarding provision of service to nursing homes, and inability for County programs to provide service to non-residents of their county, it might be worthwhile for transportation agencies to request PennDOT approval for third-party sponsors to offer shared-ride service through grant applications.
• As older adults prefer to maintain independence and people live longer, it is likely that more independent living facilities will be demanded and built in the region. This will create additional transportation needs that will go unmet by existing service. For example, Geisinger, one of the approved FFY 2007 Section 5310 applicants, is leading a Living Independently For Elders program that includes a facility in Northumberland County that will serve frail elderly who might otherwise be confined to a nursing home, but instead are provided comprehensive long term care services within a home and community-based setting.
• Some taxi companies in the region offer same-day and shared-ride service. This enables them to keep taxi fares lower, which is important because seniors are not inclined to use the service if fares were set much higher. The passing of World War II generation residents is causing dips in ridership for taxi companies. Some taxis are seeing greater applications from individuals requesting persons with disabilities transportation, which may result in additional hours of service to meet the demands of area disabled workers.
• Low-income individuals have significant transportation needs that are difficult for existing providers to meet. Offering transportation to child care is a great need, since individuals often work far from the child care site. The low-income laborers find it difficult to earn enough money to keep up with the costs of child care and transporting their children to the care, especially at current gasoline prices. Several low-income workers are choosing to walk long distances instead. The Welfare to Work Program funds transportation to work and to child care for eligible members of families with low incomes, but many users are in need of
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greater subsidies or reimbursement for mileage. As the movement to help more people off of temporary assistance and welfare continues, transportation and child care remain leading barriers to accomplishing this satisfactorily for low-income individuals.
• Many lower income individuals are also unfortunately falling through the cracks or unaware of programs for which they are eligible. More can be done to properly identify these individuals and document and address their needs. Also, new low income housing is being built outside of established communities in some parts of the region, which could isolate denizens, create unsafe walking conditions, and produce greater public transit demand. Transit providers, however, are stretched thin and cannot get subsidized for transporting low-income riders to certain destinations.
• The initial coordinated plan included a thorough assessment of transportation needs for individuals with disabilities, older adults, and people with low incomes. Nonetheless, the general population should not be omitted from this discussion of existing needs and potential future needs or demand. College students, young professionals, middle-income families, and other members of the general populations should be considered. A regional transportation needs assessment survey currently is planned for distribution during 2008, and it is hoped that responses will produce more feedback on public transportation needs for the general population.
• The Amish and Mennonite populations in the region have regular transportation needs that are often inadequately or illegally met. Some Amish refuse service through existing programs because they are funded with lottery proceeds, while others are being served by operators uncertified to carry passengers. This issue requires further analysis and outreach.
• Each of the annual Section 5310 and Community Transportation Capital project applications qualify as regional needs. More information on these needs will be forthcoming.
• Transportation remains a primary regional concern, especially for older adults, disabled and low income residents. It is difficult to meet the existing needs let alone plan for expanded service to meet the growing demands of target populations, or to consider offering same-day, fixed route, or service to non-traditional users. Ultimately, additional, dedicated, and reliable funding for public transportation, along with more flexible program regulations, is essential to meet the significant needs. Improved efficiencies and organizational changes are another part of the equation to improve public transportation.
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Strategies and/or Activities to Address Identified Service Gaps The needs and gaps identified in the former section are varied and significant. This planning process and work with the Coordinating Committee to date has helped to highlight the main issues and strategies to address them. It is understood that efforts to create a fully coordinated public transit-human services transportation system are challenging and will probably not be measured in years but in decades. Transportation needs will always be greater than available funding to tackle them — that is simply a reality. However, with the Committee’s expert assistance, this plan will serve to institute a more coordinated approach to satisfying transportation needs, eliminating inefficiencies, spurring collaboration in service delivery, and prioritizing warranted improvements. Some strategies for meeting regional needs or service gaps have already been approved by the SEDA-COG RPO and adopted as part of the 2007-2010 Transit Transportation Improvement Program. These projects may be found in Appendix B. Establishing additional priorities will require further coordination with regional providers and consumers of public transportation. As part of this effort, SEDA-COG will seek to compile basic demographic data for the region’s target populations, gather any surveys on transit users/trip purposes conducted by providers, hold public visioning sessions, assemble focus groups, assess level of service expansions, and review strategic plans completed by transportation agencies. Until a more complete picture of the current situation is developed through assessments and data collection, this coordinated plan will rely on Section 5310 and related grant program applications as short-term projects for addressing service gaps. The Coordinating Committee will do its part to advocate for high-priority projects and call for prudent regulatory changes and program flexibility that will improve public transportation.
In the absence of more in-depth analysis and results from the draft public transportation needs assessment survey, various strategies and activities to address identified gaps, as well as opportunities to achieve service delivery efficiencies have been put forward by the Coordinating Committee members. These recommendations comprise a range of activities and investment levels. Some would involve further coordination to produce realistic efficiencies in service delivery. Although coordination does currently exist, with agencies transporting users to convenient sites where they can be picked up by other transit providers for the remainder of their trip, additional coordinated transportation is warranted. Tapping the capabilities of taxi companies to transport clients for out-of-county medical transportation trips would free up the county transit agencies to meet other existing demand within the jurisdiction served. Transit agencies must continue to focus on avoiding delays and keeping vehicles on the road as much as possible. This will involve constant evaluation of service schedules and operations. Rather than having transit agency buses pick up small numbers of riders or return from routes for individuals missing the bus at places like senior centers, taxi companies could be counted on in these situations. The region’s providers would also benefit from using research monies available through PennDOT for demonstration or pilot projects examining ways to implement more efficient service in rural Central Pennsylvania.
Significant needs among individuals with disabilities, older adults, and people with low incomes require expanded service, innovative approaches, and new resources. Beyond additional state subsidization for the welfare-to-work program, local and regional partnerships should be pursued to meet low-income users’ needs. Human service agencies and foundations could be contacted about grants to further subsidize the service. Coordination with the American Red Cross and county assistance agencies could result in critical partnerships. Van
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loops could be started or expanded to offer transportation to jobs, day care, shopping, etc. The Monroe County Transportation Authority has recently implemented van pool service, which could serve as a guide for similar activities in the SEDA-COG region. Van pools to key activity centers such as universities and to cultural events could benefit seniors, the disabled, low-income users, and the general public. More concentrated or transit-oriented development (of low-income housing and other types) could make fixed-route transit feasible in the future. The option of instituting deviated fixed-route service, with substantial local match funding, deserves further exploration. A deviated fixed-route service operated by the Endless Mountains Transportation Authority could serve as model.
Other options or programs, whether shared-ride, fixed-route, or something in-between are to be considered throughout the region. Stressing economies of scale, high efficiency, and coordination is central to implementing successful activities. Strategies for middle-income families and the general population might include services offering convenient access to on-demand rental cars. A localized service emulating Zipcar, the world’s largest car sharing and car club provider could help satisfy transportation needs of individuals, allowing people to reserve cars by the hour or the day and avoid having to possess and maintain their own car. There are challenges to this innovative system, but a market does exist for this kind of service. Similarly, adequate and sanctioned on-demand service can be offered to population segments such as the Amish and Mennonite in the region. More on-call service to nursing homes and related facilities should be offered, in addition to reforming programmatic requirements to allow subsidization for these users. Taxi companies might be able to meet some of this need, but wheelchair accessibility issues may limit their role.
A variety of other potential innovative solutions is currently being pursued or could be modeled off of programs in other areas. One involves using the vehicles of older adults during times they don’t need them, and offering them to meet transportation needs of others in the community. Tax credits could be distributed as an incentive for older adult car owners with limited trip needs to make their vehicles available under this arrangement. Another strategy is for taxi companies or other interested agencies to pick up and deliver grocery orders that people call in to area grocery stores. Further use of volunteer groups, charities, and faith-based organizations could open up more transportation choices for the region’s residents. Volunteers could drive their own cars or those from a fleet of cars to people’s houses, pick them up and take them to appointments, shopping, or other destinations, then wait for them and return them home. Capable coordinators of these activities will be necessary to ensure smooth general operations, dispatching, maintenance, and apt handling of the transportation needs of individuals calling in or referred to the service.
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Priorities for Implementation Projects and activities derived from this coordinated plan shall improve the state of public transportation in the region. Disbursement of funds for transportation priorities should be based on identified needs and performance, considering available resources, time, and feasibility for implementing specific strategies. Section 5310 and Community Transportation Capital (CTC) projects approved by PennDOT allow providers to better meet existing needs and operate more efficiently. Vehicle replacements, rehabilitations, or additions and necessary computer or communications equipment upgrades are high regional priorities for Section 5310 and CTC funding. In general, garage equipment and maintenance/office facilities are medium-to-lower priorities for using Section 5310 and CTC funds. Applicants must demonstrate financial and operational ability to sustain transportation service that would be enhanced by these program sources to be consistent with this coordinated plan. New dedicated state Public Transportation Trust Fund monies will also be closely monitored and distributed based on performance and need. A multitude of other priorities beyond those approved for Section 5310/CTC funding could and should be implemented in the region to realize a more coordinated, integrated transportation system. Much of the strategies, action steps, and projects mentioned in this report emerged from Coordinating Committee sessions, wherein the experiences and perceptions of the participating partners helped shape strategies for addressing identified gaps between current services and needs. Listed below are short-term (accomplishable in 1-5 years) and long-term (accomplishable beyond 5 years) priorities for implementation in the region. In the future, more robust data collection, research, analysis, and public involvement will be carried out to better define needs, services, strategies, and implementation priorities.
Short-term priorities - Continued use of Section 5310/CTC and other capital or operating programs to fund
needed investments in vehicles, communication equipment, computer equipment, and office/warehouse facilities.
- Ensure that more transit vehicles are wheelchair accessible and deploy more energy efficient vehicles.
- Continue active role of the Coordinating Committee in discussing and addressing regional transportation needs.
- Research best practices and public transportation models from other areas. - Distribute and evaluate survey of community transportation needs. - Convene series of focus groups across the region to engage more stakeholders and
receive greater input for the coordinated plan. - Interview specific agencies and transportation partners for detailed information
gathering. - Regularly update the coordinated plan and integrate it with regional and statewide
plans. - Promote coordinated transportation and assess ways for providers to further
coordinate services. - Propose demonstration or pilot projects to PennDOT for examining more efficient
transportation services in the region. - Strive to use taxi company service for long distance out-of-county medical
transportation trips.
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Long-term priorities - Generally expand the level of public transit-human services transportation available
to traditional and non-traditional consumers. - Establish greater partnerships among providers, human service agencies,
foundations, charities, etc. to further subsidize transportation (especially for welfare-to-work customers), increase service areas, expand service hours, and improve efficiency.
- Execute strategic public information campaigns (town hall style meetings, workshops, seminars, brochures, website upgrades, etc.) throughout the region to increase awareness, meet customer expectations, boost ridership, and garner more support for effective approaches to meet identified needs.
- Encourage providers to pool resources or support services (supplies, facilities, joint purchasing/leasing of equipment, accounting systems, dispatching, and training).
- Increase same-day and on-call service in the region, particularly for nursing home, long term care centers, and related facilities.
- Institute van loops to transport users to jobs, day care, shopping, entertainment, etc. - Create programs using the vehicles of older adults during times they are not needed. - Have grocery orders of call-in customers collected and delivered to homes by taxi
companies or other entities. - Further use of volunteer groups, charities, and faith-based organizations to transport
residents to necessary destinations. - Enhance and legitimize service to Amish and Mennonite populations. - Implement additional fixed-route or deviated fixed-route service in the region. - Better integrate public transit-human services transportation needs into local
government decision-making and development patterns. - Offer localized service similar to Zipcar, where individuals reserve cars by the hour
or the day as part of a car-sharing service.
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Conclusion A safe, accessible, efficient, and reliable public transit-human services transportation system is critical to the SEDA-COG RPO region’s economy and quality of life. It is imperative that the region’s elderly, low income, disabled, and other transit-dependent populations receive adequate mobility through public transportation, so that they can achieve their daily medical, employment, shopping, and leisure needs. This coordinated plan is designed to instill a process to properly meet those needs through cost-effective and efficient strategies and/or activities. Regional stakeholders will be encouraged to work together to successfully meet identified needs by sharing information, enhancing efficiency, reducing costs, and offering improved or expanded service to the transportation disadvantaged population. This plan will be revised and updated on a regular basis to meet the evolving needs of the region. Updates are planned to occur more frequently than the requirement of every five years for air quality attainment areas. The coordinated plan will be consistent with the region’s regular short-term and long-term transportation planning processes for maximum integration and effectiveness. As part of its 2007-2008 Unified Planning Work Program, SEDA-COG is working with Coordinating Committee members, additional transportation partners, and the general public to refine the coordinated public transit-human services transportation planning process for the region and build on the momentum of this plan.
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Appendices
A. Documentation Soliciting Coordinating Committee Involvement B. Currently Programmed Projects to Fill Identified Gaps
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Appendix A
Documentation Soliciting Coordinating Committee Involvement
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Director
The Manor at Penn Village
800 Broad Street
Selinsgrove, PA 17870
Director
Buffalo Valley Lutheran Village
889 Fairground Road
Lewisburg, PA 17837
Mr. C. Wesley Leidig, Exec. Dir.
RiverWoods
3201 River Road
Lewisburg, PA 17837
Director
Rolling Hills Manor
17350 Old Turnpike Road
Millmont, PA 17845
Director
Kramm Healthcare Center, Inc
743 Mahoning Street
Milton, PA 17847
Director
Manorcare Health Services
800 Court Street Circle Road
Sunbury, PA 17801
Director
Mt. Carmel Nursing &
Rehab Center
700 W. Third Street
Mt. Carmel, PA 17851
Director
North’d. County Mountain View
Manor Nursing & Rehab Center
2050 Trevorton Road
Coal Township, PA 17866
Linda Krebs, Administrator
Nottingham Village
1000 Strawbridge Road
Northumberland, PA 17857
Director
Sunbury Community Hospital
Skilled Nursing facility
350 North 11th
Street
Sunbury, PA 17801
Director
Shamokin Area Community
Hospital Skilled Nursing Facility
4200 Hospital Road
Coal Township, PA 17866
Director
Colonial Haven
126 East Main Street
Middleburg, PA 17842
Director
Grayson View Selinsgrove
Assisted Living Community
29 Grayson View Court
Selinsgrove, PA 17870
Director
Loving Care Assisted Living
308 South Market Street
Selinsgrove, PA 17870
Director
Country Comfort Assisted
Living, Inc.
10546 River Road
New Columbia, PA 17856
Director
Outlook Pointe at Lewisburg
2421 Old Turnpike Road
Lewisburg, PA 17837
Phyllis Marquette
Union-Snyder Area Agency on
Aging
116 North Second Street
Lewisburg, PA 17837
Christopher Minnich, Director
North’d. County Area Agency
On Aging
322 North Second Street
Sunbury, PA 17801
Frederick Shrimp, Director
Lycoming/Clinton Bi-County
Office of Aging
PO Box 3156, 2138 Lincoln St.
Williamsport, PA 17701
Cindy Sunderland, Dir. Of Trans.
Call A Ride Service, Inc.
PO Box 750
Lewistown, PA 17044-0750
Kathi Lynn, Director
Columbia/Montour Aging
Office, Inc.
702 Sawmill Road, Suite 201
Bloomsburg, PA 17815
Director
Scott Tower
705 Market Street
Sunbury, PA 17801
Director
Chestnut Tower
725 Chestnut Street
Sunbury, PA 17801
Director
Stayman Park
8 Smokehouse Lane
Shamokin Dam, PA 17876
Director
Devitt House
340 JPM Road
Lewisburg, PA 17837
Director
Kelly Apartments
R R 5, JPM Road
Lewisburg, PA 17837
Director
Bloomsburg Towers
330 W. Third Street
Bloomsburg, PA 17815
Director
Kephart Plaza
360 E. Park Street
Lock Haven, PA 17745
Director
Maria Joseph Manor
875 Montour Blvd.
Danville, PA 17821
Director
Vintage Knolls Assisted Living
41 Woodbine Lane
Danville, PA 17821
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Director
Valley View Haven
4702 East Main Street
Belleville, PA 17004
Director
Ohesson Manor
276 Green Avenue
Lewistown, PA 17044
Director
Berwick Retirement Village
Nursing Home
801 E. 16th
Street
Berwick, PA 18603
Mr. Phil Keating, Administrator
CMSU
PO Box 219
Danville, PA 17821
Director
Suncom Industries
PO Box 46, 128 Water Street
Northumberland, PA 17857
Kelly McCracken, Controller
The Fullington Auto Bus Co.
PO Box 211
Clearfield, PA 16830
Janet Alling, Executive Director
STEP, Inc.
2138 Lincoln Street, PO Box 3568
Williamsport, PA 17701
Mark or Tina Ryman
MTR Transportation Co.
PO Box 102
Berwick, PA 18603
Kathy Wilt, Director
Montour County Transportation
112 Woodbine Lane, Suite 1
Danville, PA 17821
Mr. Joseph K. Bass
Lower Anthracite Transportation
System
137 West 4th
Street
Mt. Carmel, PA 17851
John Schrantz, President of Serv.
Rohrer Bus Service
1515 State Road, PO Box 100
Duncannon, PA 17020
Ms. Jacque Klemick, Director
Northumberland County Trans.
2154 Trevorton Road
Coal Township, PA 17866
Cynthia Zerbe, Administrator
USTA
1610 Industrial Blvd., Suite 700
Lewisburg, PA 17837
Harry Adrian, Exec. Director
Union-Snyder Community
Action Agency
Suite 10, 713 Bridge Street
Selinsgrove, PA 17870
Bob Hartman
USTA Advisory Board
CSG Bakery
330 N Second Street
Sunbury, PA 17801
Wendy Baker-Eisworth
USTA Advisory Board
Gambro Dialysis Center
503A Rts. 11 & 15
Selinsgrove, PA 17870
Renee Sluzalis
USTA Advisory Board
North Central Ctr. For Indep. Liv.
210 Market Street, Suite A
Williamsport, PA 17701
Pam Wildt, Exec. Director
USTA Advisory Board
Snyder County Assistance Off.
570 S. High Street
Selinsgrove, PA 17870
Charles Yaw
USTA Advisory Board
Susquehanna Health Sys. Dialysis
1100 Grampian Blvd.
Williamsport, PA 17701
Bev Zimmerman
USTA Advisory Board
Union County Board of Assistance
1610 Industrial Blvd., Suite 300
Lewisburg, PA 17837
Director
Foster Grandparent Program of
Central PA
1000 US Highway 522
Selinsgrove, PA 17870
Mark Ryman, President
MTR Transportation Co.
6725 Keefers Lane
Bloomsburg, PA 17815
Steve Bevans
Danville Child Develop. Center
398 Wall Street
Danville, PA 17821
Amy Dicello
Infant Development Program, Inc.
980 E. Water Street
Lock Haven, PA 17745
John O’Brien
John H. Vastine Foundation, Inc.
4201 Hospital Road
Coal Township, PA 17866
Robert Burd
Transit Rider
534 S. Market Street
Selinsgrove, PA 17870
Fred Hoffman
Owner
Hoffman Advertising
PO Box 251
Mifflinburg, PA 17844-0681
Shawn Ocker
Transit Rider
10 Saratoga Lane
Mifflinburg, PA 17844
D-23
Donna Keister
Transit Rider
Devitt House
340 JPM Road, Apt. 202
Lewisburg, PA 17837
William Brock, Executive Director
Central PA Workforce Dev Corp
1610 Industrial Blvd., Suite 500A
Lewisburg, PA 17837
D-24
Appendix B
Currently Programmed Projects to Fill Identified Gaps
D-25
Proj
ect T
itle
Proj
ect
Spon
sor
FFY
200
7 C
osts
Fed.
FFY
200
7 SE
DA
-CO
G T
IPPu
blic
Tra
nsit
Page
1 o
f 1
St.
02/0
4/20
08 0
9:31
Rpt
# T
IP20
6
Fede
ral
Stat
eL
ocal
Tot
alFF
Y 2
008
Cos
tsFe
d.St
.Fe
dera
lSt
ate
Loc
alT
otal
FFY
200
9 C
osts
Fed.
St.
Fede
ral
Stat
eFF
Y 2
010
Cos
tsL
ocal
Tot
alFe
d.St
Fede
ral
Stat
eL
ocal
Tot
al T
otal
8214
1A
DA
Acc
essi
ble
Van
sC
AR
S53
10PT
AF
84,8
0021
,200
106,
000
106,
000
8214
2A
DA
Sm
all T
rans
it B
uses
GH
S53
10PT
AF
83,2
0020
,800
104,
000
104,
000
7993
7Pa
int B
uses
LATS
PTA
F8,
703
297
9,00
09,
000
7993
8Pu
rcha
se N
ew O
ffic
e Eq
uip
LATS
PTA
F14
,505
495
15,0
0015
,000
7995
6R
efur
bish
Tra
nsit
Bus
esLA
TSPT
AF
19,3
4066
020
,000
20,0
00
7995
7O
ffic
e U
pgra
deLA
TSPT
AF
14,5
0549
515
,000
15,0
00
8065
6Pu
rcha
se S
taff
Car
LATS
164
17,2
8259
517
,877
17,8
77
8252
7Pu
rcha
se sm
tran
sit b
usLA
TS16
454
,152
1,84
856
,000
56,0
00
7996
1Pu
rcha
se 3
Veh
icle
sM
JAA
A53
1010
8,24
027
,060
135,
300
135,
300
7996
2Pu
rcha
se 3
Bus
esN
CT
5310
115,
280
28,8
2014
4,10
014
4,10
0
8008
3Pu
rcha
se B
uses
and
Min
iva
NC
T53
09PT
AF
295,
177
73,7
9536
8,97
236
8,97
2
7995
8Pu
rcha
se S
mal
l Tra
nsit
Bu
UST
A53
10PT
AF
50,2
4056
,164
106,
404
106,
404
7995
8Pu
rcha
se S
mal
l Tra
nsit
Bu
UST
A53
10PT
AF
240,
000
60,0
0030
0,00
030
0,00
0
7995
8Pu
rcha
se S
mal
l Tra
nsit
Bu
UST
A53
10PT
AF
240,
000
60,0
0030
0,00
030
0,00
0
7995
8Pu
rcha
se S
mal
l Tra
nsit
Bu
UST
A53
10PT
AF
240,
000
60,0
0030
0,00
030
0,00
0
7995
9B
uild
ing
Proj
ect 0
7-08
UST
A53
09C
B1,
457,
667
203,
743
60,6
741,
722,
084
1,72
2,08
4
7995
9B
uild
ing
Proj
ect 0
7-08
UST
APT
AF
100,
000
100,
000
100,
000
7995
9B
uild
ing
Proj
ect 0
7-08
UST
A53
09C
B99
0,00
021
4,83
032
,670
1,23
7,50
01,
237,
500
8214
32
Smal
l tra
nsit
buse
sU
STA
5310
PTA
F92
,800
23,2
0011
6,00
011
6,00
0
2,02
6,60
445
9,68
711
7,44
62,
603,
737
1,49
0,80
040
8,68
735
,013
1,93
4,50
024
0,00
079
,340
660
320,
000
240,
000
74,5
0549
531
5,00
05,
173,
237
For
Sum
mar
y, r
e-ru
n an
d se
lect
the
"Sum
mar
y" r
adio
but
ton.
D-26
