Best Practices for Rural Microtransit

This story map summarizes in an interactive way the key aspects of the project Best Practices for Rural Microtransit Conducted for the  NMDOT Transit and Rail Division  by  The University of New Mexico . The executive summary of the project outcomes can be found  here .

Microtransit services were introduced in 2016, but it wasn't until 2019 that they became more popular throughout the United States. However, these services have mainly been focused on urban areas, and rural areas have been overlooked. We will explore 12 cases of microtransit services in rural areas to gain insights into their feasibility and applicability in such settings. Look at the reasons behind this transit choice and what they reveal about the decision.

The microtransit propensity map helps to identify where microtransit implementation is more feasible. Places or areas with low potential for implementing conventional public transport -Transit potential- and a high population dependent on public transport -Transit need- were defined as highly propensed to microtransit. The following bivariate map relates the transit potential and the transit need spatially to indicate microtransit propensity areas in a rural New Mexico context. Please review the report for more details on the methodology used to define microtransit propensity.

The  N-CATT Microtransit Tool  created by © 2023 Demandtrans Solutions allows you to estimate an approximation of expected ridership, number of vehicles, productivity, and cost based on the population, area, jobs, income, and cost per vehicle service hour in the region. Population, jobs, and area can be found in the previous microtransit propensity map.

The following decision table serves as a guide to define what the next step could be depending on the microtransit propensity recommendation and the performance of the existing transit services if they exist. Additionally, if there is an opportunity to run a microtransit pilot with funding, it is necessary to consider the available and viable funding options for the long-term sustainability of the system after the pilot.

Specialized services

When a region has very low transit potential and low transit need, specialized transportation services can be offered to focus on transit dependent people. For example, services focused on senior populations, medical trips, veterans, among others.

Test Technology

Fair-performing existing demand response systems can consider testing the technology in their operations along with community outreach to evaluate if the demand increases or the operational costs and efficiency of the system improve.

Implement Technology

Regions with existing demand response systems can implement the technology and microtransit model if the performance is good, independently of the microtransit propensity. On the other hand, places with both transit systems can implement the technology if the microtransit propensity is low and performance is good, increasing the efficiency of the operation, upgrading the service technologically, and integrating both operations.

Microtransit Detailed Study

High microtransit propensity zones and/or underperforming existing systems can conduct a detailed microtransit study to evaluate at a micro level the feasibility of implementing microtransit and the system design characteristics.

Consider Complement for First-mile/Last-mile Connection

Regions with existing fixed route services, low microtransit propensity, and good performance can consider implementing microtransit to complement the existing system for transit deserts or first-mile and last-mile connections.