Introduction
Demand-response transit (DRT) is a non-fixed route, flexible transit service, often referred to as dial-a-ride. DRT provides curb-to-curb/door-to-door pickups and drop-offs upon customers’ request and usually requires advanced scheduling by the customer.
Transit agencies choose DRT to flexibly accommodate more people in areas with low population or poor road conditions. DRT is a transit solution when the funding or the external environment cannot support fixed-route transit.
The system can be operated by public entities, nonprofits, and private providers using small buses, vans, and cars. Taxicab service is a common form of demand-response service. Paratransit is a special form of demand-response service that primarily serves people with disabilities.
Target Market
Low-Density Communities
In rural areas, population density is low, and jobs and residents are widely dispersed, which results in limited or unavailable fixed-route service. Demand-response service can target particular employers or customers based on geographic area, time of day, or day-of-the-week trip needs.
People with Disabilities
People with disabilities are often unable to use regular bus service. The Americans with Disabilities Act of 1990 (ADA) requires transit agencies to provide demand-responsive paratransit service to eligible people with disabilities within 3/4 mile on either side of fixed-route services. Before these ADA regulations, most paratransit was offered through flexible transit service (the vehicles that offer paratransit also provide the flexible service). After 1990, most transit agencies started to operate paratransit separately. Although paratransit is separated from flexible service, some agencies still keep some degree of coordination, while some do not.
How Will This Help?
- Expands transit service coverage. A fixed-route system in a low-density area is limited because rural areas or suburbs cannot generate enough ridership. DRT can fill the gap with added flexibility by moving people by request.
- Increases social equity within the community. DRT gives a transit option to residents living in low-density areas and people with disabilities. It ensures traditionally underserved groups are given fair and equitable benefits in the transportation planning process.
Implementation Examples
Brazos Transit District, Texas
The Brazos Transit District provides DRT to all riders, including people with disabilities, within 16 counties in Central and East Texas. The service requires customers to meet the bus at the curb; the transit agency only provides curb-to-curb service. All buses are wheelchair accessible, and drivers are trained to assist those who could not otherwise board the bus.
Houston, Texas
Per ADA’s request, the Metropolitan Transit Authority of Harris County operates the METROLift program to accommodate DRT. The program has served people with disabilities in the Houston metropolitan area since 1991 and offers service from a requested origin to a requested destination.
Application Techniques and Principles
DRT operation is not as simple as the concept. Several elements like scheduling drivers and vehicle availability, accounting for traffic around the time of pick up, and coordinating stops make operating an efficient system incredibly complex. The dispatch control center plays a key role in the operation process and can significantly influence the system’s productivity.
Most dispatch control centers use a model that requires travelers to schedule their ride at least 24 hours in advance. This requires customers to request pick-ups and drop-offs at their specified origins and destinations by either calling in advance to a dispatch center or making a reservation online through the service’s website. Dispatchers then arrange a small bus or van for customers whose origins and destinations are somewhat similar or on the way.
There are many opportunities to improve the effectiveness of dispatching.1 The following are some strategies:
- Train responsible dispatchers to communicate well with drivers and passengers, balance vehicle and driver resources, and maintain on-time performance while maximizing productivity.
- Establish adequate policies and procedures for no-shows, late cancellations, send backs, dwell time, etc.
- Improve driver manifest accuracy to avoid scheduling a wrong address for passengers.
- Use computer-assisted scheduling and dispatching technology including automatic vehicle locator systems and mobile data terminals/computers.
Issues
Higher Operation Costs
DRT has higher operation costs than fixed-route services. Planners should analyze alternatives to make sure no other less-expensive options fit local needs before implementing DRT. To reduce operation and maintenance costs, some transit authorities contract out some or all operations and services to local transportation providers, including taxi operators and local non-profit transportation providers.
Some transit systems consider DRT a short-term, transitional service rather than a long-term solution. Some transit agencies apply an eligibility screening process before providing the service (especially for paratransit), including an in-person assessment and a doctor’s report.
No-Shows
Customers often fail to show up for a scheduled trip. High no-show rates significantly impact schedule efficiency and on-time performance. Transit agencies need a strict no-show policy to improve the quality of service. A typical no-show policy consists of a dispatcher informing customers of missed service and requiring customers to pay for no-shows and a penalty before they are permitted to book another trip.
Coordination
Coordinating DRT with other transit services results in efficient use of limited resources, especially when and/or where service demand is low. Many communities have coordinated their DRT service with the agency’s existing shared-ride program for senior citizens.2
Who Is Responsible?
Rural transit agencies are often responsible for planning, coordinating, and implementing DRT service. A third-party contractor may be responsible for operating and maintaining the vehicles.
ADA complementary paratransit is required by law; public transit agencies take the lead role in planning and implementing the service. School districts, social service agencies, private providers, medical centers, and other non-profit organizations are also involved in providing paratransit.
Project Time Frame
DRT can be implemented in a relatively short time frame. Some of the service is part of a coordinated human service transportation plan. Generally, it takes a few months to identify needs, analyze alternatives, ensure funding sources, and purchase accessible vehicles if necessary.
Cost
DRT generally costs from $40 to $150 per hour, with potential additional capital costs for equipment. Operating costs vary depending on the size of vehicles used, hours of operation, area to be served (rural versus urban), and number of passengers carried.3
Data Needs
Data needs for planning and implementing DRT are not as intensive as those for other transit modes. Planners can obtain demographic data, such as the number of employees, median household income, senior population, low-income population, and population with disabilities, from the latest census and the American Community Survey.
Drivers’ manifests are another data source. A good driver manifest records travel pattern data, such as origins and destinations that are frequently requested, and vehicle information, such as odometer readings.
Demand-Response Service Best Practices
- Type of location: Low-density areas for the general public and along 3/4-mile buffers of fixed-route services for people with disabilities.
- Agency practices: Use responsible dispatchers, adequate policies (such as no-show policies), and computer-assisted scheduling and dispatching technology.
- Frequency of reanalysis: Annually.
- Supporting policies or actions needed: No-show policies, late cancellation policies, a proper on-time pick-up window policy, eligibility screening policies, and riding training programs.
- Complementary strategies: Bicycle/pedestrian facilities, pedestrian connections, local bus service, bus rapid transit, rural transit, fare strategies, and land use planning.
References
- Joblinks Employment Transportation Center. Demand-Response Services and the Trip to Work. 2010. http://web1.ctaa.org/webmodules/webarticles/articlefiles/DemandResponseServices.pdf.
- Federal Transit Administration. “Demand Response Service Explained.” 2013. http://www.fta.dot.gov/documents/Demand_Response_Fact_Sheet_Final_with_NEZ_edits_02-13-13.pptx.
- The Houston-Galveston Area Council. Planning Tools—Neighborhood Circulators. 2014. http://subregional.h-gac.com/toolbox/Transportation_and_Mobility/Public_Transportation/4.%20Neighborhood%20Circulators-final.html.
- Edrington, S., and Arndt, J. C. Dispatching Demand-Response Transit Service Maximizing Productivity and Service Quality Guidebook. University Transportation Center for Mobility, March 2009.
