Progressive cities also don’t have car dealerships and acres of single-level church parking lots at their core. They make certain that ample handicapped accessible parking slots are available on every downtown street, that parking (garages) are both plentiful and convenient for all citizens.

In downtown Clarksville, a parking garage is admittedly needed; that is a fact. It is also a fact that the Transit Center has outgrown its location. But even if a city builds/expands said parking garage, it stil needs to provide designated handicapped slots on each of its downtown streets: Franklin Street is one example of non-handicapped acessible streets. When Strawberry Alley has a street festival, its’ handicapped slot are usually behind the boundary line for special events, off limits to vehicles, with no other provisions for handicapped access to parking. Thanks, Johnny.

I keep hearing about the relocation of the CTA transit center to a new but “undisclosed” location. Why “undisclosed?” If there is more than one possible site, why not let the people (CTA ridership and prospective transit center neighbors) know about it. The answer in one local editorial was to insure that the price of the transit center site in question doesn’t rise to unrealistic levels. Yeah, right. An asinine answer if there ever was one. The need for secrecy and behind the scenes activity on this issue is questionable. Who owns the land parcels under consideration? How many homeowners will be angered by the proximity of CTA buses to their homes?

Isn’t this, for the first time in memorable downtown history, a realistic, practical and responsible use for eminent domain? To build something in the public interest? To build something that will be used by and for the public? Isn’t it time to do the requisite planning with public input rather than presenting said public with a “fait accompli?”

The elimination of transfers translates to a de facto 75 cent increase in bus fare for riders who need to utilize two buses navigate across town or into adjoining residential neighborhoods.

For example, anyone living in the Peacher’s Mills or Cunnigham Loop areas who would be coming or going from a business on the northern parameter of Fort Campbell Boulevard would still transfer at the Fort Campbell WalMart but would now pay a second full fare. Anyone who must travel on the Fort Campbell, Peacher’s Mill or Cunningham Loop buses to get the Hospital, Clarksville Public Library, municipal offices at Pageant Lane, the Department of Human Services or Health Department, all of which require trannsfers, will pay $4.00 per round trip with the new fare structure. Buying a day pass at $3.50 would be cheaper by 50 cents, even if it is only needed for one round trip.

As it stands, the new fare structure means cost of riding city buses could nearly double for many people who use the Clarksville Transit System. While the actual fare per ride will remain unchanged at $1.00 per ride, the 25 cent transfers will be history. That means riders who need to transfer would pay full fare for that second ride, the second half of their journey. Since it is impossible to go from the western side of town along Fort Campbell Boulevard to the mall area along Wilma Rudolph Boulevard or to Madison Street and the Sango area without a transfer, all of those passengers could see their transit costs nearly double. The same applies to governor Sqwquare Mall and Madison route people who need to go elsewhere in the city.

The CTS claims its basic fares, that $1 per ride and slightly lower fares for seniors and mobility impaired people, will remain unchanged. Except for the price of that ride on a second bus.

The elimination of service to WalMart in Oak Grove, Kentucky, could also eliminate service to the some areas on the northern fringe of Clarksville along the Kentucky border. The CTS will also include discussions of adjustments to routes Including, for example, the Bus 6 that now serves the new Gateway Hospital.

APSU students will have free CTA transit and shutltle service across campus, with Austin Peay State University uderwriting that cost at $71,000 per year, with a contract stipulating up to 3% increase per year.

The APSU Student Government Association, in contracting with CTS, will “provide students, faculty and staff free transportation around campus via The Peay Pickup and around town on CTS buses.” The CTS operated Peay Trolley pick-up will run across campus from 7:30 a.m. to 2:30 p.m. weekdays when the university is in session. Student activity fees will cover that cost.

Clarksville Transit System will operate the Peay Pick-up Trolley on and around campus between 7:30 a.m. and 2:30 p.m. weekdays when classes are in session. Peay pick-up cards are required for students using this new free transit system. Those pick-up cards will be available at both the Office of Student Affairs and the Morgan University Information Desk.

The Transportation Committee approved the following changes in transit rates:

* $3.50 for an unlimited day pass (a 50 cent increase)
* $45 for a 31-day pass (a $5 increase)
* $22.50 for a senior or mobility-impaired pass (a $2.50 cent increase)

At the hearing, CTS Director Jimmie Smith said fuel costs last year rose $145,000 over anticipated costs which were based on $2.25 per gallon. CTS is now scrambling to recoup that cost through this amended fare structure.

The public hearing will be an opportunity for those affected by this new fare schedule and proposed routes changes before they go into effect on September 1.