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From page 13... ... 13 Survey Methodology The purpose of any TCRP synthesis is to summarize the current state of the practice within the transit industry, usually employing a survey of public transit agencies that provides information and insights into their experiences. The topics of synthesis reports often are common to almost all transit agencies, and the principal investigator can randomly select a subset of agencies to survey with the expectation that they all have some experience in the subject of the synthesis. Read the entire page →
From page 14... ... 14 Microtransit or General Public Demand–Response Transit Services: State of the Practice United States as shown in Figure 1. The information below the map indicates agency name, when the general public demand–response service was started and ended, or if the service is ongoing. Read the entire page →
From page 15... ... Transit Agency Number of fixed route buses Population of service area Total number of annual unlinked trips Characteristics of general public demand–response service provided Alameda –Contra Costa Transit District (AC Transit) 500 1,425,000 54,575,655 • point deviation • call-a-ride service • first mile/last mile Central Florida Regional Transportation Authority (LYNX) Read the entire page →
From page 16... ... 16 Microtransit or General Public Demand–Response Transit Services: State of the Practice Area Regional Transit Authority in Ohio, who completed the survey for this project stated, "The costs of running fixed routes that aren't producing to the level that make them self-sufficient isn't good business. On the other hand, eliminating transit services to those riders who live on a route that isn't self-sufficient isn't a viable option either." When addressing areas that do not generate the typical level of demand needed to support fixed route services, transit agencies are between the classic rock and a hard place. Read the entire page →
From page 17... ... Survey Results from Public Transit Systems That Have Implemented General Public Demand–Response/Microtransit Service 17 In another example of concern for a particular segment of their population, the Greater Dayton Regional Transit Authority is planning a major revision to its transit, paratransit, and general public DRT services. This revision would "blur the lines" between modes to ensure that the growing elderly population in their service area has sufficient access to the mobility they need and to age in place. Read the entire page →
From page 18... ... 18 Microtransit or General Public Demand–Response Transit Services: State of the Practice cost of complying with regulations and providing a service at a fare that people can afford. Perhaps general public DRT/microtransit can satisfy a market attracted to more customized service that is affordable while ensuring safe vehicles and qualified drivers (17) Read the entire page →
From page 19... ... Survey Results from Public Transit Systems That Have Implemented General Public Demand–Response/Microtransit Service 19 service provides more "coverage efficiency," by serving dispersed origins and destinations at reasonable costs without unnecessary detours to stops where there might or might not be demand for service on a given vehicle trip (21) Read the entire page →
From page 20... ... 20 Microtransit or General Public Demand–Response Transit Services: State of the Practice trip generators, and travel speeds to appropriately size the service area and designate checkpoints (i.e., locations where the vehicle is available at set times) and zones (5) Read the entire page →
From page 21... ... Survey Results from Public Transit Systems That Have Implemented General Public Demand–Response/Microtransit Service 21 The growing interest in and potential of general public DRT/microtransit have influenced the broader planning and design of entire transit systems. AC Transit created a task force that drafted a plan to increase service frequency to 15 minutes on key arterials and replace low-frequency routes with general public demand–response zones. Read the entire page →
From page 22... ... 22 Microtransit or General Public Demand–Response Transit Services: State of the Practice service was different from their current service, it would be better. Their outreach and education efforts had a positive impact that resulted in a service that is still evolving but has been well received. Read the entire page →
From page 23... ... Survey Results from Public Transit Systems That Have Implemented General Public Demand–Response/Microtransit Service 23 • Placing "Take-ones" on all fixed route buses identifying changes and locations of public open houses where people can provide feedback. • Conducting employee meetings at the businesses and housing developments within the DRT On-Call Zone. Read the entire page →
From page 24... ... 24 Microtransit or General Public Demand–Response Transit Services: State of the Practice distinguish it from other modes, the service is still regarded as an integral part of the transit agency's services, whether provided with their own personnel and equipment or through a contracted service. The vehicles used might have a distinct branding or logo, but they are also clearly marked as being part of the transit agency that is funding the service. Read the entire page →
From page 25... ... Survey Results from Public Transit Systems That Have Implemented General Public Demand–Response/Microtransit Service 25 Though DRT Flex zones can offer point-to-point circulation services for trips within the zone, it is clear that the intention of the general public DRT services described in this report is to integrate with and complement the rest of the transit network in the area. The names given to some of the services, such as The Connector, RTA Connect On-Demand, and NeighborLink, convey this intent. Read the entire page →
From page 26... ... 26 Microtransit or General Public Demand–Response Transit Services: State of the Practice The Stark Area Regional Transit Authority in Canton, Ohio, which has contracted with TransLoc to start two microtransit pilot projects in the second quarter of 2019, will use its own employees. They expect the service to carry many of their ADA-eligible customers and do not want the care of those passengers to be outsourced to a third party if it can be avoided. Read the entire page →
From page 27... ... Survey Results from Public Transit Systems That Have Implemented General Public Demand–Response/Microtransit Service 27 LYNX started its NeighborLink on-demand service through its contract for paratransit services. After the implementation of multiple routes, the source was a separate solicitation and contract. Read the entire page →
From page 28... ... 28 Microtransit or General Public Demand–Response Transit Services: State of the Practice from a previous service (fixed route deviation) they had in place, and the existing contract had provisions for a number of liquidated damages for unsatisfactory performance. Read the entire page →
From page 29... ... Survey Results from Public Transit Systems That Have Implemented General Public Demand–Response/Microtransit Service 29 AC Transit provides Flex service with its own personnel and vehicles but issued a competitive RFP for a software as a service scheduling and ride-matching software component. The agency included a task for customization to AC Transit's needs but did not ask to own the modifications, as some agencies do. Read the entire page →
From page 30... ... 30 Microtransit or General Public Demand–Response Transit Services: State of the Practice • A number of transit agencies reported that operators of minibuses under a certain passenger capacity do not need a commercial driver license, making it easier for the provider to attract and retain vehicle operators. • The minibuses are large enough to carry multiple passengers who board at transfer stations, schools, or employment centers. Read the entire page →
From page 31... ... Survey Results from Public Transit Systems That Have Implemented General Public Demand–Response/Microtransit Service 31 The Greater Dayton RTA utilizes their paratransit vehicles to take advantage of existing resources to minimize capital or operating costs. RTA did not need to add additional vehicles for their DRT service since customers comingle with their paratransit services. Read the entire page →
From page 32... ... 32 Microtransit or General Public Demand–Response Transit Services: State of the Practice customers. At LYNX, agency training consists of having new employees sit with an experienced employee to learn how the software for their scheduling and ride reservations application (app) Read the entire page →
From page 33... ... Survey Results from Public Transit Systems That Have Implemented General Public Demand–Response/Microtransit Service 33 The classroom training consisted of reviewing the operator training manual, procedures, and mobile tablet operation. The driver training consisted of running dummy trips from stop to stop. Read the entire page →
From page 34... ... 34 Microtransit or General Public Demand–Response Transit Services: State of the Practice Transit agencies interested in more dynamic scheduling and reservations can now engage in general public DRT/microtransit more easily than ever before. A number of technology companies have sprung up in the past few years offering technical assistance to transit agencies interested in pursuing real-time, customer-centric DRT. Read the entire page →
From page 35... ... Survey Results from Public Transit Systems That Have Implemented General Public Demand–Response/Microtransit Service 35 use an app-based software provided by DoubleMap that requires a smartphone. Customers without smartphones can call a telephone number, and the person answering the phone will enter the trip request into a webform. Read the entire page →
From page 36... ... 36 Microtransit or General Public Demand–Response Transit Services: State of the Practice GCT is also using TransLoc for its pilot program that began in September 2018. GCT is a small agency with only five full-time employees and as agency director Karen Winger stated in her response to this TCRP survey, "Any place we can use technology to make things easier, I want in! Read the entire page →
From page 37... ... Survey Results from Public Transit Systems That Have Implemented General Public Demand–Response/Microtransit Service 37 In Call-n-Ride or Flex zones with employment centers or rail stations, agencies reported DRT carrying as many as 9 passengers per hour on average throughout the day, with higher numbers during peak hours. DRT that functions primarily as feeder services rather than circulator services generates higher ridership per hour due to a greater number of spontaneous boarding at stops that generate or attract larger numbers of riders such as rail stations, transit centers, schools, or employment centers. Read the entire page →
From page 38... ... 38 Microtransit or General Public Demand–Response Transit Services: State of the Practice providing service at such low rates -- the average cost per passenger was $21.70. This is approximately 2.5 times the cost per passenger for fixed route service but usually more than 30% less than the cost of traditional paratransit (26) Read the entire page →
From page 39... ... Survey Results from Public Transit Systems That Have Implemented General Public Demand–Response/Microtransit Service 39 have been eliminated or have had trips cut, when they could not be justified by other measures or when the agency determines the resources can be better used elsewhere. Lessons Learned All survey respondents were asked the following questions: "What have you learned that would cause you to have done something differently (or will do differently) Read the entire page →
From page 40... ... 40 Microtransit or General Public Demand–Response Transit Services: State of the Practice Marketing and Customer Service Considerations • Marketing promotions are even more difficult for DRT than for fixed route services. Extensive customer outreach is imperative in making service successful as well as substantial coordination with the communities affected. Read the entire page →
From page 41... ... Survey Results from Public Transit Systems That Have Implemented General Public Demand–Response/Microtransit Service 41 Technology Issues • Having the requisite knowledge as it pertains to technology assessment and acquisition. • Equipment is prone to failure and there must be sufficient training from the vendor. Read the entire page →
From page 42... ... 42 Microtransit or General Public Demand–Response Transit Services: State of the Practice they would take AC Transit more if the service were expanded. The service has generated significant attention and interest from the riding public, media, elected officials, and peer agencies. Read the entire page →

From page 13...

... 13 Survey Methodology The purpose of any TCRP synthesis is to summarize the current state of the practice within the transit industry, usually employing a survey of public transit agencies that provides information and insights into their experiences. The topics of synthesis reports often are common to almost all transit agencies, and the principal investigator can randomly select a subset of agencies to survey with the expectation that they all have some experience in the subject of the synthesis.