Alternative Transportation Systems. Stakeholder Analysis WORKING DRAFT. As of May 22, 2013

Transcription

1 Alternative Transportation Systems Stakeholder Analysis WORKING DRAFT As of May 22,

2 Table of Contents A. Introduction... 3 B. Purpose and Methodology... 4 C. Interview Results... 4 Decision Makers... 4 Service Operators... 6 Transportation System User Groups... 7 Potential System Users Appendix A List of Stakeholder Groups Contacted Appendix B Stakeholder Survey Forms Transportation Subcommittee Greg Holmes Howard Page Jim Foster Keith Head Perry Brown Karen Clark Kevin Coggin Patrick Bonck City of Gulfport Steps Coalition Gulf Coast Heritage Trails MS Department of Environmental Quality MS Department of Transportation South MS Planning and Development District Coast Transit Authority Harrison County Paul Barnes Tammy Wisco Don Shepley Kelsey Johnson David Taylor Jennifer Cowley Elliot Allen Harrison County Eco-Systems Gulfport-Biloxi International Airport Gulf Coast Design Studio Mississippi Gulf Coast MPO/GRPC Ohio State University Criterion 2

3 Introduction The Plan for Opportunity s transportation stakeholder analysis presents the views and needs of key groups across the MS Gulf Coast on the state of transportation mobility and access in the region. This information has been collected as a result of an intensive user survey process which engaged numerous groups in a discussion regarding transportation access needs and issues. In presenting this information, it should be remembered that these are a summary of individual testimonials. The combination of these with the transportation assessment, other assessments and the general sustainability working group discussion will form the basis for making individual project and policy decisions. The information is incorporated into the Plan for Opportunity and will provide ideas and recommendations to maximize the program s potential to grow into a more substantial part of the alternative transportation system on the Gulf Coast. Review of the stakeholder information should present opportunities for the reader to have one or more aha moments regarding regional transportation access. What is clear from the sum of the numerous conversations held is that gaps in the current systems exist, measures need to be taken to address them and the public has ideas of what to do in their communities. Continuing to engage the public in the refinement and implementation of overall sustainability plan recommendations is a given, as the commitment to continue a meaningful, ongoing community engagement assures a stronger plan will result. As stated in the transportation assessment the overarching vision for the Plan for Opportunity s transportation component, which was carried into the stakeholder survey, is: Make transportation alternatives available and attractive enough to replace daily vehicle trips by creating better connections between where people live and their destinations. Linked to this vision are the livability principles which remain the driving force behind the study; however goals have also been established for transportation system development as a way to guide and organize input and responses which would come from groups such as the identified stakeholders. Livability Principles Provide more transportation choices Promote equitable, affordable housing Enhance economic competitiveness Support existing communities Coordinate and leverage federal policies and investment Goals Increase mobility options through more transportation choices Strengthen connections between land use & transportation Utilize good transportation decisions to support healthy living options Maintain a mobile region and mobile economy 3

4 Value communities and neighborhoods Purpose and Methodology The stakeholder analysis documents the ideas and conclusions brought forth by the transportation assessment in the words of various groups who use the system on a regular basis. These users represent groups active in shaping the capital investments which influence the look and feel of transportation along the MS Gulf Coast, as well as policy advocates working on behalf of the community looking to change the way we think about transportation. People are interested in transportation for many different reasons with different interests and perspectives. This variety presents a challenge for decision-makers who often have differing priorities for transportation system development which run at-odds, sometimes, with the will of users and advocates for change. The stakeholders of transportation on the Gulf Coast interviewed for this analysis include decision makers such as the MPO and local officials from the cities and counties in the region, who play a significant role in initiating capital projects and making developmentbased decisions. A second group of stakeholders include those who deliver service or focus primarily on changes in policy for advancing alternative modes of transportation. This group would include entities such as Coast Transit Authority and the Gulf Coast Heritage Trails. Finally, in order to represent existing and potential users, the analysis incorporated information collected through engagement of park and ride lot users, current fixed-route transit riders, and employment placement services. It is important to remember that users of transportation have varying needs and perspectives as well. Commuters trying to get to work, people without a car trying to get to a doctor appointment, and employers trying to get their employees to work all have different needs when it comes to transportation. This diverse group of people was engaged in the form of interview, survey or simple discussion to get their perspective on some of the ideas and needs brought forth by the transportation assessment. Interview Results Governmental Agencies Metropolitan Planning Organization Discussions with the planning director of the Gulf Coast Metropolitan Planning Organization (MPO) lead to the need to better coordinate local official s perspective on congestion considering MDOT s point-of-view. Many people understand the detrimental 4

5 effects that unnecessary road widening have on a community. Road widening typically increases average travel speed and can provide a community with a facility which is unsuitable for walking and riding bicycles. Educational activities with the MPO Policy Committee, for example, might assist in helping establish the root condition of congestion on the MS Gulf Coast as well as likely policies which can lead to identification of context sensitive options which have potential for similar benefits as widening, but with reduced costs (such as maintaining/expanding the alternative transportation network/system). The MPO expressed a desire of leading an effort through a policy or some other means to have every alternative considered before capacity is added to a roadway. Zoning Administrators As stated in the transportation assessment, measures and policies are needed to bridge the gap which currently exists between land use and transportation planning. Active members on the transportation committee (which included key local officials) supplemented the findings using other related Sustainability project report as well as their perspectives to reach consensus several key points: All Comprehensive Plan documents have been reviewed for their compatibility with the HUD Livability Principles as part of the initial community assessment series. 1 In areas related to transportation, particularly measures aimed at encouraging transit use, alternative transportation modes and placing more households near transit, the plans evaluated were considered weak with few offering suggestions or concrete measures to address these items. Currently, as decision makers locate housing, business and other transportation-intensive land use generators, rarely do they consider the impacts on transportation access and availability as a deciding factor. The Housing committee of the Plan for Opportunity also noted that infrastructure and growth are not coordinated with services and economic infrastructure. The result has been a growing disconnect between some housing development targeted to prime employment population groups and sources of public transportation. As this group is engaged and working toward recommendations, they may also identify new policies to remedy these gaps between land use and transportation. This will come as a result of ongoing conversation in this area (as well as others) which will increase local knowledge and exposure to the needs in this area. Transportation Service Operators 1 Assessing Gulf Coast Comprehensive Plans on Regional Livability, September 2011, Jennifer Evans-Cowley, Ph.D, AICP, Meghan Z Gough, PhD., Brittany Kubinski. 5

6 Coast Transit Authority Another very active member of the stakeholder group was the executive director from Coast Transit Authority (CTA). CTA has been extremely important in reshaping the regional conversation regarding alternative transportation, working with other members of the stakeholder group to define a common vision for an alternative transportation system which links pedestrians and cyclists to key population centers in two counties via fixed-route transit. By working with its Transit Development Plan, and subsequent policy and route studies, CTA is constantly looking at new service areas and options. Recommendations for the future to help maintain the vision of a multi-functional transit system include maintaining existing services as a baseline, with a period of incremental expansion into adjacent counties and communities. While current land use and population densities are not supportive of higher frequency light rail or rail transportation, efforts to reduce headways on key routes over the past five years, along with reorganization of local and intercity service options, have resulted in an over 100% increase in annual ridership. Since transit will play an important role in the alternative transportation vision as discussed in the transportation assessment, it is important to have CTA on board with the vision of the transportation committee for Plan for Opportunity. CTA expresses strong desires to expand the reach of their market from people that don t have a car to make it attractive to choice riders as well. As stated in the assessment, transit would need to become competitive with the personal vehicle. CTA is committed to realizing this goal. CTA s vision of the future is for an intercity express route that provides efficient along US 90 or a potential East-West Multimodal Corridor evolving into a Bus Rapid Transit (BRT) corridor. Feeding into this route would be improved local, neighborhood based routes, along with a growing regional park and ride lot network along I-10. Demand-response services, tied to transport of specific population groups and lower density areas, continue to be important linkages in the network. Ongoing evaluation of passenger trip demands allows CTA to continuously evaluate the need for more service capacity. The successful implementation of the three county ADA Paratransit Plus network demonstrates how CTA is working with community stakeholders, through its Accessible Transportation Advisory Committee, in developing services which fit a specific need in the community. This broad vision is being addressed incrementally as funding allows. Lack of a dedicated funding source for supporting transit development is the most critical element missing in the current CTA operations and capital planning effort. Without dedicated revenues, CTA is unable to consider service expansion and re-organization of key routes with the goal of cutting existing headways in half in some communities. 6

7 Vanpool Operations One of CTA s newest services, borne of necessity following Hurricane Katrina, is a multi-state vanpool network. vride, sponsored by CTA for use by commuters in Hancock, Harrison and Jackson Counties, is a nationwide ride sharing platform that helps individuals start a vanpool or join an existing one. This program has successfully started (INSERT NUMBER) vanpools and is responsible for helping save its participants hundreds of dollars in annual commuting costs. GRPC staff interviewed the vride coordinator to begin a dialogue with her regarding the current status, needs, desires and vision for the program. One of the major needs for the future is additional secure park and ride lots providing organized meeting places for vanpool participants to meet. These park and ride lot locations, preferably near the I-10 interchanges, would include lighting and comfortable waiting facilities. Lots would also need to be monitored (with lighting, cameras, fencing, etc.) so vanpool drivers could also leave the vans at these locations when not in use (overnight and on weekends). Note, the Gulf Regional Planning Commission, as part of a general review of Park and Ride facility options along the I-10 corridor, completed a study of potential park and ride facilities in (INSERT YEAR). Copies of this report are available from the Commission. Transportation System User Groups Community At-Large - Values Associated with Transportation Alternatives MS Gulf Coast residents were asked as part of a general Values Survey for their perspective, knowledge, and personal experience on the various issues related to the sustainability planning in the Plan for Opportunity. As noted in the survey responses regarding commuting, the majority of those responding use personal vehicles, with walking, followed by carpooling and bicycle as the preferred choices. Most viewed the existing bus service as not accessible or convenient, and if so, would be used more often. Having more bus routes in neighborhood areas was viewed as an item which would encourage more use of this mode, along with more sidewalks/crosswalks and it was safer to bicycle on main roads. Lack of transportation options was not viewed as a barrier to development on the Gulf Coast, but providing more public transportation options was within the second tier of top three responses within items which the local government officials should work to provide. Gulf Coast commuters described their drive to work very positively, with scenic and enjoyable selected nearly twice as often to describe the experience, over terms like too congested, too long and not enough alternative routes. Results indicated an opportunity exists to talk with regional commuters, who are aware of the time, distance and roadway conditions experienced in their commute. Specifically, commuters appear aware of their costs of transportation, including loss of productive time and costs of 7

8 vehicle operation. In general, when ranking their neighborhoods or the region as a whole on the presence of transportation options, the majority of respondents judged the system currently in place as average to poor. Note: Additional information on the region s public values can be found in the Mississippi Gulf Coast Public Values Survey report. Transit Users Survey As part of its ongoing commitment to evaluating its fixed route services on the MS Gulf Coast, CTA conducts regular surveys of its passengers as part of its general Title VI compliance program. Results from this survey are shared regularly with the CTA management and Board of Commissioners. Review of annual data helps to identify overall satisfaction with service, as well as identify those parts of the community where service needs to be considered. A total sample of surveys is drawn annually, representing all routes, times of the day and days of the week. Based upon the outcome of the fixed-route on-board surveys completed during Fiscal Year 2012: 43% of CTA s passengers ride daily; 12% of CTA s passengers are first time riders; 40% of passengers receive information about CTA services from media, publications, website, CTA drivers; 27% of passengers are going to work; 20% of passengers are going to recreational spots (casinos, museums, beach, attractions, etc.); 43% are long-time transit users, 88% are residents of the area or active military; 27% typically never transfer routes to get to their destination, while 35% of those transferring do so once, and 45% of those transferring do so twice; 34% of those using transit would get a ride instead of it was not available, while 25% would walk instead; 62% of fixed-route transit users do not own a car; 39% of passengers are either employed full or part time; Overall customer service rating is excellent, particularly related to driver courtesy, keeping to schedule, convenience, bus cleanliness, value for fare paid, overall satisfaction. Popular destinations identified by passengers include the Casinos in Biloxi; Gulfport/Orange Grove area; Edgewater Mall; West Gulfport; Keesler AFB; Veterans Administration; Walmart; Service requests include Sunday service to West Gulfport, North Gulfport and Ocean Springs; extended evening hours on Biloxi and Gulfport routes. 8

9 Park and Ride Users Survey Gulf Coast commuters are already participating in carpools for their drive to work through the use of informal park and ride lot locations. These informal lots are simply areas of unused land that are used to meet carpool partners and leave a car for the day. Interviews were held at various informal park and ride lot locations near I-10 to determine how current user patterns would fit within the strategy outlined by the vanpool operator. In addition, this allowed review of the demand for services and use patterns associated with regional employment. A standard intercept survey methodology was applied. A short series of questions were asked of selected patrons to help determine a park and ride lot users destination, how they get there, why they choose to park and ride, and how often they do. In addition, the results from these interviews will be used to help recommend locations for additional improved park and ride lots to better serve current and future users. Interview Location #1: MS Highway 57 & I-10 The first area that was surveyed is just south of the community of Vancleave on MS Highway 57. There were three areas identified by survey teams as potential informal park and ride areas. Lots marked with #1 and #3 on Figure 1 were used for both day and evening carpooling activities. Area #2, also surveyed, was only used to support employee parking for the restaurant located on the west side of MS Highway 57. Survey results indicated that lot location #3 is the preferred choice location to park by many carpoolers. The gravel lot (#1) was used as a last resort, capturing only the overflow from location #3. Some in the survey indicated concerns with the private business occupying the structure in lot #3 (gas station) allowing the carpool activity to continue on their site. Survey results also indicated a general sense of security in using this lot mainly because of its attributes: it is paved and striped; has some lighting; is traveled later in the day. When asked, lighting was viewed as a critical improvement request for any developed park and ride lot. Figure 1: MS Highway 57 North of I-10, Park and Ride Survey Areas, April

10 A wider variety of parking patterns were found in lot #3 than in lot #1, indicative of potential competing demands possible within a future park and ride facility: commercial vehicle parking; overnight stays; short-term parking; special event carpooling; work-related carpooling. During the survey period, 14 vehicles were parked upon arrival and 8 cars were parked at the end of the survey period in this location. Of the 8 remaining vehicles, 5 were new to the lot and 3 had not been approached during the interview period. The survey found that people using this area for carpooling were doing so to save gas money. Carpoolers were going to a variety of employment destinations including Chevron and Huntington Ingalls in Pascagoula, the VA Hospital in Biloxi, and employment destinations in Moss Point. Interview Location #2: MS Highway 605 & I-10 The second survey area was in Harrison County, north of the City of Gulfport, at the Lorraine/Cowan Road interchange with I-10. Interviews at this site began at 3:15 pm as vans started dropping off Huntington Ingalls employees in groups of up to 6 people. Interviews revealed that the vanpool program is run by a private owner. On this day, four 15 passenger vans and one minivan delivered Huntington Ingalls employees to this location between 3:00 and 4:30 pm. As the survey team talked with the program users, it was learned that service schedules are set up to specifically cater to Huntington Ingalls employees. The program costs $40 per week for employees and has a reputation for being significantly cheaper than the CTA commuter vanpool services. Driving responsibilities are shared among the riders. The program has been expanding mainly through word of mouth and utilizes several Gulf Coast locations for their park and ride lots. Figure 2: MS Highway 605 North of I-10, Park and Ride Survey Areas, April

11 According to information collected at the time of the survey, most users of this service live in Gulfport with some participants also coming over from Long Beach and Pass Christian. All of the users interviewed stated this specific location is great and hope for improvements to be made to the lot soon. Interview Location #3: Gautier-Vancleave Road & I-10 The final survey area is located in Jackson County, north of the interchange of Vancleave-Gautier Road and I-10, located in the city limits of Gautier bordering the Mississippi Sandhill Crane National Wildlife Refuge. In general, this lot is a wide strip of pavement adjacent to the Gautier-Vancleve Road/North I-10 Service Road intersection and not an officially organized parking lot. It lacks marked spaces and cars appear to park both on the hard surface adjacent to the road, and the sandy/gravel area adjacent to the road. There is a significant amount of debris and trash edging the parking strip. This area is very narrow and some of the vehicles observed back out into traffic lanes upon exiting. Others back in to park which helps their visibility when leaving the lot. Figure 3: Gautier-Vancleave Rd North of I- 10, Park and Ride Survey Areas, April 2013 This location was chosen as it has been reported that this lot is always full during the week. Those who were interviewed worked primarily for Huntington Ingalls. Some use a third party vanpool program while others have formed carpools which meet at this location. It was stated that a CTA vanpool is available at this location but is regarded as inflexible and expensive. There are three Huntington Ingalls shifts that use the lot. By 6:00pm the day of the survey, most activity in the lot was completed, but there were still 8 vehicles in the lot at this time: five assumed to be employee vehicles, two broken down and one dropped off while two individuals carpooled to an evening event. Other observations at this location revealed a variety of pull-over activities take place in this area. Over the course of the three hour interview period, this area was used by many drivers who left the Interstate to attend to a variety of personal needs (i.e. swapping drivers, looking for items in their vehicles, walking pets, etc.). Note that only the north side on and off ramps on roadway sections were being observed, it could safely be assumed that there is some same type of pull over and park type of activity taking place on 11

12 the Southside of I-10 as well. Along I-10, there is a rest area adjacent to Farragut Lake and the Pascagoula River delta which has been undergoing a complete reconstruction. At the present, this area is closed to general use, and its closure may account for some of this activity at this interchange. In the future, when this area re-opens, it is possible that these types of activities will move east to this facility. The rest area is a safer place to pull over and having it open will deter some of the shoulder parking activities that are inherently more dangerous. Bicyclist Users Survey In April and May 2013, GRPC sought opinions regarding adequacy of bicycle facilities from cyclists. GRPC staff completed face to face interviews, participated in community bike rides, and ed surveys to bicycle advocacy groups 2 in order to better understand the suitability of roadways according to bicyclists in the region and their suggestions for improvements. Bicyclists surveyed provided their perspective on safety and mobility of bike riding along the MS Gulf Coast. The cyclists surveyed had a wide spectrum of comfort levels when it comes to bicycle facilities suitable for their riding type. The majority (66%) of the 29 respondents prefer riding in a dedicated bike lane, but are confident enough to share roads with cars. Meanwhile, the second largest group (24%) preferred to ride only on dedicated paths, while a select few Figure4: What factors influence your decision to ride your bicycle on the MS Gulf Coast? (10%) had no concerns with riding on any transportation facility. Regardless of comfort level of traveling alongside automobiles, cyclists must make important decisions on where, when, and if to ride to maximize their safety and the utility of bicycle travel. Cyclists were asked to identify what factors influenced their decision with the results shown in Figure 4. Certain roadways and routes are routinely unsafe for cyclists due to road geometry, lack of bicycle infrastructure, or roadway conditions. Cyclists identified higher volume roadways as a particular concern (Table 1). Meanwhile, GRPC sustainability planners needing to identify potential improvements to ensure safety elicited the opinion of survey respondents, who identified 2 Surveys were ed to contacts at the Heritage Trails Partnership. 12

13 improvements recommended to make these particularly dangerous roadways safer. Respondents heavily favored creating or ensuring bicycle space on the transportation network as bike lanes and separated paths received the most support. Lastly, the bicycle community respondents were asked which improvements they supported to encourage bicycle usage along the MS Gulf Coast. Respondents selected a variety of capital improvements, programmatic implementations, and policy changes. As Table 3 shows, the recommendations receiving the highest support include efforts to promote bicycling involving no direct capital improvements, while other highly favored recommendations featured improvements to roadway conditions, dedicating transportation network space to bicyclists and providing additional information to cyclists. With any attempt to increase the numbers of residents who regularly choose cycling as a mode of transportation, an important demographic to consider are those residents with access to automobiles who may voluntarily choose to ride a bicycle instead. These residents in particular may be swayed by some improvement items listed in Table 3. Table 1: Most dangerous roadways for bicyclists Roadway Percentage US 90 40% Pass Rd 16% County and/or State Roads 28% Local Streets 16% Table 2: What improvements are needed at a minimum to make a roadway safer? Improvement Percentage Bike Lane 76% Separated Path 44% Share the Road Markings/ Signs 34% Small Shoulder 27% Slower Traffic 18% 1. Respondents were allowed to recommend multiple improvements. 13

14 Table 3: What items are necessary to encourage bicycle usage along the MS Gulf Coast? Improvement 1 Percentage Holding community bicycle rides/promotions 73% Seeing more bicyclists on local streets 69% Building dedicated bicycle facilities 58% Increasing street lighting and signage 54% Publishing an adopted route map 50% Providing community safety education 46% Enforcing existing traffic laws 42% Increasing police patrols in bicycle use areas 31% Improving connections to CTA Bike on Bus 23% Reducing traffic on some streets 19% Providing bicycle parking areas 15% Having a rider registry program(s) 4% 1. Respondents were allowed to recommend multiple improvements. 14

15 Other Transportation User Groups Racially Concentrated Areas of Poverty - Pascagoula In April 2013, GRPC staff utilized a variety of in-person survey methods to conduct a review of transportation needs within an area of the region which is underserved by current transit services. The focus of these efforts was the identified Racially Concentrated Areas of Poverty (RCAP) defined as census tracts that contain: 1. A family poverty rate greater or equal to 40 percent, or a family poverty rate greater or equal to 300 percent of the metro region s tract average (whichever is lower); and 2. A majority (greater than 50 percent) non-white population. Since racial and ethnic segregation can result in concentrations of poverty because of income gaps, it is important for the region to both identify and understand its RCAP. In total, there are five RCAPs within the region. Three RCAPs are located in Gulfport and one each in Biloxi, Harrison County, Long Beach and Pascagoula. The results discussed in the following section are for the RCAP area in Pascagoula, Jackson County, as shown on Figure 5. Over 120 Pascagoula residents living in RCAP zones responded to a ten question survey, which attempted to document opinions regarding transportation conditions. The population which responded to the survey largely utilized personal vehicles, despite the fact that 40 percent did not own a vehicle. 15 percent of respondents claimed to walk, bike, or ride the bus in order to get to their destination. Regardless of mode of travel, 82 percent of respondents on average spent less than 30 minutes to travel to or from work/school. However, in the last month some Figure 5: Racially Concentrated Areas of Poverty -Pascagoula 15

16 of these respondents have been greatly inconvenienced by their lack of reliable transportation. As seen in Figure 5, some respondents claimed they were unable to run errands or reach recreational activities, health care services, or even school and work. Despite the low current usage of alternative modes of transportation reported by respondents, survey respondents overwhelmingly agree (85 percent) that transit improvements would provide better access to their work/school destinations. Table 4 identifies a variety of improvements Pascagoula RCAP area respondents would like to see. Table 4: Recommended improvements to transit according to survey respondents. Recommended improvement Respondents desiring improvement 1 More frequent bus service 66% More numerous/ better maintained bus stops 23% Sidewalks 10% Greater access to medical services 5% Additional bicycle facilities 4% Improve non-profit transportation options 2% More commuter transit service options 1% Dedicated bus lanes 1% 1. Respondents were allowed to recommend multiple improvements. Figure 6: Destinations Foregone Due to Unreliable Transportation 16

17 Employment Staffing Agencies In April, GRPC staff contacted eight regional staffing agencies to determine the challenges these entities face in connecting prospective employers and employees. Table 5 summaries the feedback received from the interview process. The agencies report that each day is different depending on the work requests received from employers, where possible they provided an average number of employees working each day in addition to a percentage of those who struggle with some type of transportation challenge. It is important to note that no agencies provided a specific location or neighborhood of need during the interview. They unanimously report that their staff comes from all over the region, so the barriers exist everywhere. All agencies reported that not owning a working vehicle is the most common barrier faced. In agencies that do not provide a transportation service, employees are forced to decline job opportunities if they are unable to overcome challenges on their own. The agencies were split equally, with half providing some type of commuter service while the other half offer no assistance at all. No agencies reported a language barrier issue in addition to the transportation challenges being faced. Table 5: Interview Results Local Employment Staffing Agencies Transportation Access Needs Survey Respondent Location Identified Issues/Challenges Average of 85 employees out per day 30-50% face some type of transportation challenge Mainly staff day shifts, some swing shift based demand Employment Main Challenges: Don t have a car, don t have a license, transit schedule inadequate for some shifts Placement Gulfport Resolutions: Carpool with friends, family or coworkers, use transit, ride bicycles, walk Firm #1 Assistance Offered: None Shift Impact: They work it out or forego the job Transit Improvements: No feedback 10-20% face some type of transportation challenge Mainly staff day shifts, some swing and evening shift demand Employment Main Challenges: Don t have a car Placement Pascagoula Resolutions: Carpool with friends, family or coworkers Firm #2 Assistance Offered: None Shift Impact: They work it out or forego the job Transit Improvements: No feedback 17

18 Table 5: Interview Results Local Employment Staffing Agencies Transportation Access Needs Survey Respondent Location Identified Issues/Challenges Employment Placement Firm #3 Gulfport 10% face some type of transportation challenge Day shift, graveyard and overnight shifts are mainly affected Main Challenges: Don t have a car, can t secure a ride, transit unavailable at night Resolutions: carpool with friends, family or coworkers, walk home Assistance Offered: None must have transportation or no job Shift Impact: Many turn down IP casino swing shifts because there is no way home when off at midnight Transit Improvements: Need a late night option for casino employees. A long headway is better than walking on dark streets without sidewalks Employment Placement Firm #4 Employment Placement Firm #5 Gulfport Gulfport Average of 100 employees out per day <1% face some type of transportation challenge since they make potential clients sign that they have their own reliable transportation before they are eligible for a work call out Graveyard shifts are mainly affected Main Challenges: Don t have a car, can t secure a ride, transit unavailable at night Resolutions: Preschedule transportation agency is aware of some carpooling Assistance Offered: If there is an emergency staff will arrange travel for an employee to get home, to the hospital, etc. otherwise no assistance is offered. Shift Impact: They work it out or forego the job Transit Improvements: No feedback Average of 40 employees out per day 70% face some type of transportation challenge Graveyard shifts are mainly affected Main Challenges: Don t have a car, can t secure a ride, transit unavailable, no license Resolutions: Carpool with friends, family or coworkers, ride bicycles, walk, get ride from staff Assistance Offered: staff provide rides when all else fails Shift Impact: They work it out or forego the job, staff does all it can to get them to opportunities Transit Improvements: Need transportation up Three Rivers badly and also really need sidewalks for the walkers and bicyclists, especially at night. Agency would likely purchase bus passes for employees if the service was available to their location between Dedeaux and Seaway Road. 18

19 Table 5: Interview Results Local Employment Staffing Agencies Transportation Access Needs Survey Respondent Employment Placement Firm #6 Employment Placement Firm #7 Employment Placement Firm #8 Geographic Office Location D Iberville Gulfport Gulfport Identified Issues/Challenges 40-50% face some type of transportation challenge Day and swing shifts are mainly affected Main Challenges: Don t have a car, spouse or roommate has car that day Resolutions: Carpool with friends, family or coworkers, Company van, Staff will transport them Assistance Offered: Staff provide rides and manage an agency vanpool program Shift Impact: Little impact since agency goes out of their way to get them to work Transit Improvements: Need an earlier route option. Many go to work between 5 and 6am and there is no transit available at that time Average of 50 employees out per day 10% face some type of transportation challenge Day and swing shifts are affected (agency doesn t do night shifts) Main Challenges: Don t have a car, Don t have a license, transit is inadequate Resolutions: Carpool with friends, family or coworkers, Company van, Staff will transport them Assistance Offered: Staff provide rides and manage an agency vanpool program Shift Impact: Little impact since agency goes out of their way to get them to work Transit Improvements: anything will help but their needs are being met with the vanpool program. They currently do not promote transit at all Average of 100 employees out per day 10% face some type of transportation challenge Day and graveyard shifts are affected the most Main Challenges: Don t have a car, Don t have a license, transit is inadequate Resolutions: Carpool with friends, family or coworkers, walk or bike Assistance Offered: Transportation Counseling: what s available; help connect with coworkers, etc. Shift Impact: Employees rarely report turning down work due to lack of transportation however it does happen, staff try to work around known challenges when offering open positions Transit Improvements: No feedback 19

20 INSERT APPENDIX A LIST OF STAKEHOLDER GROUPS INTERVIEWED AND SCHEDULE 20

21 21

22 INSERT APPENDIX B Survey Forms or Copy of Blank Questionnaires 22

23 23