Title VI Equity Analysis - Detroit€¦ · Web viewTable 1D - Average Weekday Ridership -- October...

DETROIT DEPARTMENT OF TRANSPORTATION

Major service reconfiguration and additions

May 2017

September 2016, January 2017, April 2017

Title VI Equity Analysis

SECTION 1 – Background

In Spring 2016, City leadership committed to a significant improvement of DDOT transit service. Elected officials, executive managers and DDOT staff set a timeline of one year to deploy the improvements. This timeframe allowed DDOT to design a proposal, engage community members, hold mandatory and voluntary public hearings, hire additional bus operators and prepare the organization for the biggest change in decades.

Transit staff used multiple data sources to craft the improvements.

DATA SOURCE 1: DEMOGRAPHIC DATA

Staff evaluated all transit routes by these quantitative measures:

Residential population density within 0.5 mile (see table 1A in Appendix 1); Consistency of population density:

o Routes with “consistent” density feature neighborhoods of similar density from the beginning of the route to the end;

o Routes with “inconsistent” density may have pockets of high density (a trigger for more transit service) as well as pockets of low density/depopulated areas (a trigger for reformulated transit service);

Population change (2010-2015) in census tracts touched by the route; Job Counts in all ZIP codes touched by the route; Presence of major destinations (medical, higher education, retail) on or near route.

DATA SOURCE 2: TRANSIT-SPECIFIC MEASURES

Staff evaluated all transit routes by these quantitative measures:

Boarding per revenue hour:o Routes with higher numbers were stronger candidates for service improvements (See table

1B in Appendix 1); Recent ridership trends:

o DDOT’s current baseline service levels took shape in 2012 as part of a far-reaching service reduction (see table 1C in Appendix 1);

o Using ridership figures from 2012 and 2015 offers an effective comparison – no major change to service levels took place during this period;

o Routes showing growth or minor declines in the “recent” period made stronger candidates for service improvements;

Historic ridership trends:o Staff sourced consultant reports from 1986 and 1999 – and compared these reports’

ridership figures to 2015 figures (See table 1D in Appendix 1);o With service levels on a 30-year downward trend, long-term ridership loss was to be

expected across the system;o Even still, some routes displayed particularly sharp declines – as high as 94.5% in the case of

one route. Such routes are fundamentally outdated and in need of major restructuring; they were not candidates for service improvements.

Beyond the data, this service improvement afforded a chance to shift strategy.

Prior to 2016, changes to the DDOT system consisted of service level adjustments – up or down – on longstanding routes. While Detroit has experienced dramatic transformations over the last century, DDOT buses follow routes largely laid out in the 1920s.1 | P a g e

This service improvement represented the first steps toward a larger update of the transit network.

NOTE: RTA Route 498 (refleX Woodward) began service in September 2016. While DDOT operates Route 498, it has not been considered as part of this analysis. Route 498 is a regional route funded by RTA; it covers an entirely different service area than DDOT’s regular routes.

SECTION 2 – Goals

The data-based analysis helped to identify routes and areas for service improvements. Staff also developed five functional goals for the full service improvement package:

FUNCTIONAL GOAL 1: ELIMINATE DEAD ENDS

In many cases, DDOT bus routes never evolved from their streetcar ancestors. As activity nodes and suburban bus routes grew at the City’s edges, DDOT routes maintained their traditional endpoints. As a result, the system developed gaps in connectivity.

The service improvement intended to close these gaps and extend routes to logical endpoints.

Figure 2A - extending the traditional endpoint to close an obvious service gap and enable a new transfer.

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FUNCTIONAL GOAL 2: IMPROVE SERVICE SPANS

A large share of DDOT customers work odd-hour jobs. In countless instances, transit customers can ride transit to work – but cannot ride home because transit service has ended for the night.

As part of a separate service change in January 2016, DDOT introduced 24/7 service to three major routes. Ridership materialized immediately – as did requests for additional early morning/late night service.

The service improvement built out a true network of 24/7 routes, as well as widening the span on other major routes. With the January 2016 changes and the 2016-2017 service improvements, DDOT has grown from zero 24/7 routes to nine 24/7 routes.

Figure 2B - Improved service spans

FUNCTIONAL GOAL 3: IMPROVE FREQUENCY WHERE DATA DICTATES

Service cuts in 2012 left many DDOT routes with weak frequencies. While building frequency is a key long-term goal, it is also the single most costly improvement. As such, data guided where better frequency made sense. Rather than spreading minor frequency improvements across multiple routes – even inefficient ones – staff considered other factors that affect a route’s viability.

Routes identified for frequency improvements all show encouraging ridership numbers and/or favorable demographic measures.

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Furthermore, the service improvement sought to establish core service levels on Detroit’s “spoke streets”. Woodward, Gratiot and Grand River – as well as several non-spoke streets such as 7 Mile, 8 Mile, Warren, Greenfield, Dexter and Mack – already had acceptable service levels (every 30 minutes or better during day times).

The outlier was Michigan Ave. Prior to the service improvement, it had weak service levels. Michigan Ave offers the best example of conditions that warranted a frequency improvement.

Michigan Ave is a spoke street – and boasts some of the highest commercial occupancy rates in the City. Population along the route has either grown or held stable. Between 1986 and 2015, transit ridership on Michigan slipped the least of any spoke route. From 1999 to 2015, ridership on Michigan actually increased by an unheard-of 73.3%. (See table 1C in Appendix 1)

Figure 2C – Weekday base headway – every 30 minutes or better prior to service improvement.

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Improved service on 37 – Michigan provides better frequency and 24-hour service along an arterial street to Southwest Detroit, filling an obvious hole in service. Both 37 - Michigan and 49 - Vernor provide better service for low-income populations to retail centers, economic centers, and transfers to SMART routes.

Figure 2D - Weekday base headway – every 30 minutes or better after service improvement, including 37 - Michigan

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FUNCTIONAL GOAL 4: IMPROVE ACCESS TO JOBS, EDUCATION, HEALTHCARE AND RETAIL

As a city and a transit service area, Detroit faces unique challenges. Historical economic decline has left the city with uneven distribution of population density and commercial centers. Food deserts, brownfields, and abandoned structures are common in formerly occupied neighborhoods and commercial areas. Large parts of the city – particularly minority and low-income areas – suffer from inadequate access to key resources.

As such, the service improvement aimed to connect low-resource areas to high-resource areas. Special attention went to jobs, education, healthcare and retail. For example, by focusing on employment concentrations within Detroit, job-seekers have an alternative to long, difficult commutes to suburban jobs.

All routes feature significant coverage in minority and low-income areas. Thanks to the service improvements, residents of low-resource areas now enjoy easier access to high-resource areas.

Figure 2E - Express route destinations in Downtown, Midtown, and New Center.

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Figure 2F Express routes overview. The goal of the express routes are to provide people in the outer areas of Detroit better access to the core.

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FUNCTIONAL GOAL 5: DEVELOP NEW SERVICE GENRES

Most DDOT routes follow entire streets from end to end. Several multi-street routes, left over from the streetcar era, are still active. A handful of shorter neighborhood feeder routes are also scattered throughout the system.

In a service area with even density and uniformly distributed nodes, a grid-style system can be effective: strong service levels facilitate direct access and easy transfers. In Detroit, an unusual and changing landscape has stretched the grid system too thin.

While building service levels on strong corridors, DDOT is exploring new types of service for harder-to-serve areas. New genres include direct-to-resource routes, loop circulators designed to hook into corridor routes, and services to strengthen quality-of-life in stable middle- and lower-income neighborhoods.

Figure 2G - Pie chart of functional goals in miles. See table 2A in Appendix 1 for detailed distribution by route.

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Figure 2H - Pie chart of functional goals in revenue hours. See table 2B in Appendix 1 for detailed distribution by route.

FUTURE EFFORTS

These five goals informed the service improvements treated in this analysis. In the coming months and years, DDOT intends to take a much deeper look at outdated routes. These goals – as well as traditional demographic inputs – will drive the process. The long-term vision is an equitable, responsive, user-friendly transit system set up for growth. See tables 2A and 2B for detailed distribution by route.

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SECTION 3 – Standard Equity Analysis

This section includes a route-by-route review of service improvements. It is important to reiterate the context for demographic factors:

OUTDATED ROUTES. Due to extreme changes in population and economic activity, many DDOT routes – including minority and/or low-income routes – are not sensible candidates for service improvements. These routes will be addressed more methodically at a later date.

ISOLATED RESOURCES. For reasons beyond DDOT’s control, essential resources are scarce in minority and low-income areas. Enabling access to essential resources necessarily involves improving service to higher-resource, non-minority areas.

UNIQUE DEMOGRAPHICS – PART I. DDOT’s service area is 80% minority. Routes that fall below this figure are considered “non-minority”. Even non-minority routes serve neighborhoods and ridership bases that are majority minority.

UNIQUE DEMOGRAPHICS – PART II. Immigrants from Mideastern countries constitute a large and growing segment of Detroit’s population. While a distinct community with distinct needs – similar to Latino and Asian populations in other cities – Detroit’s Mideastern residents are classified as “white” in demographic data.

Table 3A - Routes that underwent significant service change between September 2016 and April 2017

Changed RoutesLine Name Changes

14 Crosstown 09/16 - Route extension and 24hr service span16 Dexter 09/16 - 24hr service span17 Eight Mile 09/16 - Increased service span19 Fort 04/17 - Increased service span, conversion of "Bassett trips” to Route 8922 Greenfield 01/17 - Increased frequency and service span25 Jefferson 01/17 - 24hr service span and increased frequency32 McNichols 01/17 - Increased service span, additional trips37 Michigan 01/17 - 24hr Service Span and increased frequency42 Mid-City Loop 04/17 - New route45 Seven Mile 09/16 - 24hr service span48 Van Dyke-Lafayette 01/17 – 24hr service span, additional trips49 Vernor 04/17 - Major route reconfiguration, improved service span and frequency80 Villages Direct 01/17 - New route89 Southwest Direct 01/17 - New route92 Rosedale Express 01/17 - New route95 Ryan Express 09/16 - New route96 Joy Express 09/16 - New route99 Fresh Wagon 09/16 - New route

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METHODOLOGY OF ANALYSIS

The analysis used ArcMap for Desktop, the arcpy package, American Community Survey 2015 population characteristics data, and TIGER 2015 block groups.

This methodology relies on these definitions:

Service area – The service area for this analysis is any block group with a centroid within a half-mile from the local portions of all DDOT Routes or a block group that intersects the routes.

Catchment area – The catchment area for this analysis is any block group with a centroid within a half-mile from individual routes or a block group that intersects the route.

Minority population – Minority counts are based on all individuals classified not as “white only” for race in the ACS 2015 block group data.

Low-Income – Low-income counts are based on all individuals classified as below poverty for Income in the 2015 ACS block group data.

Minority and low-income averages – The total minority population and the total low-income population are each divided by the total population in the system service area to find the system average. The population characteristics are based on ACS 2015 data. The minority average is 80% and the low-income average is 38%

Minority route – The total percentage of minorities for all residents in the catchment area for that route is equal to or greater than the system-wide minority average. Minority percentages are based on any race category that is not “white only” in the 2015 ACS block group data.

Low-Income route - The total percentage of people below the poverty line for all residents in the catchment area for that route is equal to or greater than the system-wide below-poverty average. Low-income percentages are based on all individuals classified as below poverty in the 2015 ACS block group data.

Four-Fifths threshold – The impact on vulnerable populations should be no less than 80% of the impact on non-vulnerable populations. This number is the result of multiplying the percentage of change for non-vulnerable populations by 80 and dividing by 100. If the percentage of change for vulnerable populations is less than the four-fifths number, there is a disparate impact.

The process for determining system-wide low-income and minority averages began by selecting the service area for all DDOT routes. Service areas for the express routes exclude non-stop portions on highways. The low-income and minority averages are based on total minority and low income-populations divided by the total population of the service area.

The service area and averages for each changed route were calculated using the same method as the system-wide calculations. The averages for each route were compared against the system averages to determine their classification as minority/non-minority and low-income/non-low-income.

Changes in hours, miles, and trips were calculated for each route and aggregated based on the low-income and minority classifications.

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RESULTS

Ten of the eighteen routes fall under the Minority classification, twelve of the eighteen routes fall under the low-income classification, five fall under both, and only two are neither.

Route 17 travels along the boundary between Detroit and the suburban jurisdictions where there is a stark contrast of minority populations and income levels. Route 25 travels near middle-income neighborhoods in Detroit and ends in white-majority Grosse Pointe Park.

Table 3B - Ordered by minority and low-income routes.

Minority and Low Income Route DeterminationRoute Name Percent

MinorityAbove System

Minority Average? (Y/N)

Percent Below

Poverty

Above System Below-Poverty Average? (Y/N)

Above both Minority and Below-Poverty

Averages? (Y/N)

42 Mid-City Loop 87 Yes 43 Yes Yes 48 Van Dyke-Lafayette 85 Yes 40 Yes Yes 80 Villages Direct 80 Yes 39 Yes Yes 89 Southwest Direct 82 Yes 43 Yes Yes 96 Joy Express 92 Yes 41 Yes Yes 99 Fresh Wagon 84 Yes 47 Yes Yes 16 Dexter 92 Yes 36 No No 32 McNichols 89 Yes 35 No No 45 Seven Mile 94 Yes 35 No No 92 Rosedale Express 93 Yes 33 No No 14 Crosstown 65 No 46 Yes No 19 Fort 78 No 43 Yes No 22 Greenfield 69 No 39 Yes No 37 Michigan 51 No 42 Yes No 49 Vernor 65 No 40 Yes No 95 Ryan Express 73 No 42 Yes No 17 Eight Mile 78 No 31 No No 25 Jefferson 78 No 36 No No

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Tables 3C, 3D, and 3E represent the changes to the revenue hours, mile, and trips by day type. Detailed tables by each route are in Appendix 1. Four of the weekday express routes fall under the “minority” category, causing the weekday change percentage to be higher than the non-minority routes, however the lack of express route service on weekends causes the percentage to be lower than the four-fifths threshold on Saturday and Sunday. Overall, the percentage change for revenue miles and trips are higher than the non-minority routes, the change for revenue hours is above the four-fifths threshold. All changes for low-income routes, regardless of day type, are higher than the change for non-low-income routes. There are no disparate impacts on low-income and minority populations.

Table 3C – Overview of revenue hours changes based on route type. See table 3F for data by route

Revenue Hours – Percent ChangeWeekday Saturday Sunday All Days

Minority Routes 17.38% 11.60% 13.89% 16.61%Non-Minority Routes 16.31% 24.05% 20.54% 17.41%Minority 4/5ths 13.05% 19.24% 16.43% 13.93%Low-Income Routes 26.47% 25.53% 23.69% 26.17%Non-Low-Income Routes 22.63% 24.51% 19.60% 2.30%Income 4/5ths 18.10% 19.61% 15.68% 1.84%

Table 3D – Overview of revenue miles changes based on route type. See table 3G for data by route

Revenue Miles – Percent ChangeWeekday Saturday Sunday All Days


Table 3E – Overview of revenue trips changes based on route type. See table 3H for data by route

Revenue Trips – Percent ChangeWeekday Saturday Sunday All Days


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Appendix 1 – System-Level Analysis

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Table 1A - Population characteristics by route

Population CharacteristicsRoute Population - 2015 Change (2010-2015) Percent Change Density (1 sqm)

7 Cadillac-Harper 63,393 -1,744 -2.75% 4,852.289 Chalmers 32,546 -4,739 -14.56% 5,222.28

10 Chene 56,979 1,348 2.37% 4,989.1811 Clairmount 52,120 -3,506 -6.73% 3,267.8712 Conant 52,767 -2,138 -4.05% 3,848.6213 Conner 35,765 -2,298 -6.43% 3,604.7414 Crosstown 124,412 -2,639 -2.12% 5,197.7615 Chicago-Davison 59,302 -3,338 -5.63% 4,820.2016 Dexter 112,218 2,856 2.55% 6,306.2217 Eight Mile 123,644 -3,570 -2.89% 4,541.4918 Fenkell 80,175 -5,624 -7.01% 4,748.2819 Fort 24,044 -93 -0.39% 3,206.6021 Grand River 69,744 -1,623 -2.33% 5,023.3622 Greenfield 60,000 2,108 3.51% 4,785.1723 Hamilton 71,470 1,554 2.17% 5,484.8425 Jefferson 31,365 1,754 5.59% 3,900.1727 Joy 64,496 -2,648 -4.11% 3,999.5229 Linwood 44,294 -3,990 -9.01% 4,836.9730 Livernois 60,658 337 0.56% 4,466.4331 Mack 52,019 -3,505 -6.74% 4,136.1832 McNichols 120,530 -7,733 -6.42% 5,514.6434 Gratiot 39,102 -1,698 -4.34% 4,406.6037 Michigan 51,656 946 1.83% 3,821.2238 Plymouth 116,922 -7,104 -6.08% 4,406.0139 Puritan 48,819 -3,082 -6.31% 6,269.1640 Russell 52,760 -309 -0.59% 4,293.8241 Schaefer 58,727 -2,507 -4.27% 3,836.2842 Mid-City Loop 43,109 -1,346 -3.12% 4,877.9043 Schoolcraft 75,608 -4,255 -5.63% 4,376.5745 Seven Mile 121,256 -4,021 -3.32% 6,202.4946 Southfield 49,201 -387 -0.79% 4,341.2547 Tireman 70,655 -2,289 -3.24% 5,148.2248 Van Dyke-Lafayette 45,057 720 1.60% 4,203.7649 Vernor 43,688 2,259 5.17% 5,482.5153 Woodward 40,636 549 1.35% 3,948.2654 Wyoming 64,918 1,351 2.08% 4,376.7260 Evergreen 53,172 800 1.50% 4,518.7080 Village Direct 51,317 2,935 5.72% 5,052.5989 Southwest Direct 58,857 2,175 3.70% 6,201.6492 Rosedale Express 50,519 1,079 2.14% 5,345.8895 Ryan Express 53,236 655 1.23% 5,838.2996 Joy Express 45,421 -562 -1.24% 4,865.31

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99 Fresh Wagon 48,172 1,638 3.40% 6,483.53Table 1B - Boardings per revenue hour, based on average weekday ridership in June 2016. Ranked highest to lowest.

ROUTE PRODUCTIVITYRoute Name Average Weekday Ridership Boardings Per Rev Hour

53 Woodward 10,318 49.0221 Grand River 8,279 46.7622 Greenfield 4,353 40.7734 Gratiot 6,058 38.7937 Michigan 1,978 38.0417 Eight Mile 6,254 37.6460 Evergreen 2,049 36.2425 Jefferson 2,698 35.1131 Mack 2,630 34.9148 Van Dyke-Lafayette 2,836 34.1745 Seven Mile 5,808 33.7916 Dexter 7,262 32.2827 Joy 1,962 31.4218 Fenkell 2,196 31.2341 Schaefer 1,050 31.0939 Puritan 446 30.9914 Crosstown 4,035 30.2419 Fort 1,290 29.5054 Wyoming 990 29.3632 McNichols 2,964 28.6815 Chicago-Davison 1,394 27.6723 Hamilton 1,651 27.43

7 Cadillac-Harper 1,399 27.1743 Schoolcraft 949 26.1438 Plymouth 2,126 25.2612 Conant 717 24.5030 Livernois 959 24.0029 Linwood 965 23.0749 Vernor 762 22.4810 Chene 903 22.1613 Conner 588 19.7446 Southfield 560 19.16

9 Chalmers 460 18.8147 Tireman 353 15.9840 Russell 448 15.7411 Clairmount 379 8.36

Total / Average 90,070 29.10

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Table 1C - 2012-2015 ridership comparison

"HOURLY ERA" RIDERSHIP CHANGE (2012-2015)

RouteRidership Change

1999-2015Ridership Change 2012-

2015 ("hourly era")Population Change (2000 - 2014, Detroit tracts only)

39 Puritan -64.18% -31.67% -24.20%9 Chalmers -43.94% -29.02% -41.56%

30 Livernois -70.58% -26.65% -21.59%15 Chicago-Davison -65.09% -26.28% -30.64%47 Tireman -55.78% -25.78% -20.17%32 McNichols -50.97% -25.17% -27.74%46 Southfield -29.65% -24.09% -17.55%43 Schoolcraft -42.05% -23.69% -30.37%12 Conant -39.84% -22.64% -21.50%48 Van Dyke-Lafayette -44.88% -21.71% -19.49%10 Chene -71.29% -21.69% -19.66%18 Fenkell -48.99% -20.61% -28.90%34 Gratiot -30.41% -19.53% -35.63%13 Conner -63.61% -19.20% -35.83%14 Crosstown -23.43% -18.30% -17.25%23 Hamilton -68.39% -18.24% -17.71%41 Schaefer -50.50% -17.67% -18.25%60 Evergreen 31.69% -17.44% -19.24%45 Seven Mile -32.68% -17.40% -24.50%16 Dexter 14.11% -16.84% -22.72%53 Woodward -15.63% -15.80% -29.45%27 Joy -44.53% -13.63% -24.55%

7 Cadillac-Harper -41.47% -12.71% -26.48%31 Mack -11.96% -11.95% -24.84%21 Grand River -27.91% -11.14% -24.65%11 Clairmount -83.09% -8.34% -31.71%29 Linwood -21.91% -7.93% -28.85%22 Greenfield -35.65% -5.24% -18.56%37 Michigan 73.30% -4.33% -7.87%40 Russell -54.99% -3.68% -20.00%54 Wyoming -50.94% -0.43% -19.86%17 Eight Mile 32.43% 4.66% -16.63%38 Plymouth 18.54% 14.83% -35.54%49 Vernor -68.62% 23.09% -10.11%19 Fort -40.27% ~ -13.15%25 Jefferson -45.63% ~ -18.79%

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Table 1D - Average Weekday Ridership -- October 1986, October 1999, October 2005, October 2015. Routes with an asterisk (**) underwent significant changes to coverage during the 1986-2015 period. Totals exclude routes that were discontinued by 2015.

LONG-TERM RIDERSHIP TRENDSRoute Name

Oct 1986

Oct 1999

Oct 2005

Oct 2015

Chg86-15

Chg99-15

Chg05-15

11 Clairmount 9,596 3,122 2,666 528 -94.50% -83.09% -80.19%23 Hamilton 8,914 6,429 3,221 2,032 -77.20% -68.39% -36.91%39 Puritan 1,723 1,260 1,039 451 -73.81% -64.18% -56.55%47 Tireman ** 1,985 1,181 1,278 522 -73.69% -55.78% -59.13%10 Chene 3,919 3,630 2,423 1,042 -73.40% -71.29% -56.98%18 Fenkell 9,081 4,865 5,200 2,482 -72.67% -48.99% -52.27%

9 Chalmers 2,124 1,047 2,198 587 -72.37% -43.94% -73.29%29 Linwood 4,458 1,636 2,113 1,278 -71.34% -21.91% -39.54%15 Chicago-Davison 5,121 4,468 3,131 1,560 -69.54% -65.09% -50.19%19 Fort 4,357 2,348 1,620 1,402 -67.81% -40.27% -13.43%40 Russell 1,715 1,245 675 560 -67.32% -54.99% -16.93%49 Vernor ** 2,454 2,633 1,405 826 -66.33% -68.62% -41.19%30 Livernois 2,918 3,765 2,335 1,108 -62.04% -70.58% -52.57%27 Joy 5,924 4,108 3,488 2,279 -61.54% -44.53% -34.67%22 Greenfield 12,146 7,989 4,091 5,141 -57.68% -35.65% 25.65%43 Schoolcraft 2,342 1,743 1,520 1,010 -56.87% -42.05% -33.52%12 Conant 1,810 1,367 1,122 822 -54.56% -39.84% -26.68%54 Wyoming 2,306 2,141 1,785 1,050 -54.45% -50.94% -41.15%

7 Cadillac-Harper 3,535 2,851 3,305 1,669 -52.79% -41.47% -49.51%13 Conner 1,573 2,152 1,522 783 -50.22% -63.61% -48.55%16 Dexter 16,093 7,203 9,938 8,219 -48.93% 14.11% -17.29%41 Schaefer 2,380 2,522 2,037 1,248 -47.55% -50.50% -38.72%53 Woodward 19,686 12,401 10,935 10,463 -46.85% -15.63% -4.32%21 Grand River 16,207 11,991 9,574 8,644 -46.67% -27.91% -9.71%25 Jefferson 5,169 5,090 3,232 2,767 -46.46% -45.63% -14.37%48 Van Dyke-Lafayette 5,959 5,840 4,557 3,219 -45.98% -44.88% -29.36%38 Plymouth ** 4,516 2,099 1,770 2,488 -44.90% 18.54% 40.60%46 Southfield 1,644 1,339 619 942 -42.70% -29.65% 52.29%34 Gratiot 9,762 8,977 7,131 6,247 -36.00% -30.41% -12.39%14 Crosstown 6,276 5,985 7,117 4,583 -26.98% -23.43% -35.61%37 Michigan 2,725 1,244 1,453 2,156 -20.89% 73.30% 48.33%31 Mack 4,047 3,773 3,707 3,322 -17.92% -11.96% -10.39%32 McNichols 2,835 6,509 6,404 3,191 12.56% -50.97% -50.17%45 Seven Mile ** 4,220 9,142 8,655 6,154 45.83% -32.68% -28.89%17 Eight Mile 3,743 4,177 4,535 5,532 47.79% 32.43% 21.99%60 Evergreen 2,070 2,699 2,726 31.69% 1.01%

Total 193,263 150,342 130,497 99,034 -48.76% -34.13% -24.11%

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Table 2A - Functional goals in annual revenue miles. Refer to Figure 2G.

Functional Goals Distribution - Miles

Line Name Before After ChangeFG1 - Eliminate Dead Ends

FG2 - Improve Service Spans

FG3 - Improve Frequency

FG4 - Improve Access

FG5 - New Genres

14 Crosstown523,769.2

8 613,529.63 89,760.35 67,320.26 22,440.09 0.00 0.00 0.00

16 Dexter809,824.2

5 860,783.62 50,959.37 0.00 50,959.37 0.00 0.00 0.00

17 Eight Mile687,802.2

9 732,320.14 44,517.85 0.00 44,517.85 0.00 0.00 0.00

19 Fort193,282.0

6 193,288.31 6.25 0.00 0.00 0.00 0.00 6.25

22 Greenfield419,285.3

5 463,906.99 44,621.64 0.00 22,310.82 22,310.82 0.00 0.00

25 Jefferson268,349.0

9 299,607.64 31,258.55 0.00 15,629.28 15,629.28 0.00 0.00

32 McNichols448,292.3

5 460,037.65 11,745.30 0.00 11,745.30 0.00 0.00 0.00

37 Michigan216,090.9

7 326,468.07 110,377.10 0.00 27,594.28 82,782.83 0.00 0.0042 Mid-City Loop 0.00 98,230.03 98,230.03 0.00 0.00 0.00 73,672.52 24,557.51

45 Seven Mile686,186.4

4 732,163.60 45,977.16 0.00 45,977.16 0.00 0.00 0.00

48Van Dyke-Lafayette

301,012.39 325,746.80 24,734.41 0.00 24,734.41 0.00 0.00 0.00

49 Vernor128,031.3

8 236,401.84 108,370.46 54,185.23 27,092.62 27,092.62 0.00 0.0080 Villages Direct 0.00 55,658.85 55,658.85 0.00 0.00 0.00 27,829.43 27,829.4389 Southwest Direct 0.00 56,638.05 56,638.05 0.00 0.00 0.00 28,319.03 28,319.0392 Rosedale Express 0.00 47,506.50 47,506.50 0.00 0.00 0.00 0.00 47,506.5095 Ryan Express 0.00 29,376.00 29,376.00 0.00 0.00 0.00 0.00 29,376.0096 Joy Express 0.00 39,996.75 39,996.75 0.00 0.00 0.00 0.00 39,996.7599 Fresh Wagon 0.00 7,788.04 7,788.04 0.00 0.00 0.00 3,894.02 3,894.02

897,522.66 121,505.49 293,001.16 147,815.54 133,714.99 201,485.48

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13.54% 32.65% 16.47% 14.90% 22.45%

Table 2B - Functional goals in annual revenue hours. Refer to Figure 2H.

Functional Goals Distribution - Hours

Line Name Before After ChangeFG1 - Eliminate Dead Ends

FG2 - Improve Service Spans

FG3 - Improve Frequency

FG4 - Improve Access

FG5 - New Genres

14 Crosstown 36,946.72 41,272.05 4,325.33 3,244.00 1,081.33 0.00 0.00 0.0016 Dexter 60,044.53 63,108.72 3,064.18 0.00 3,064.18 0.00 0.00 0.0017 Eight Mile 44,858.48 45,773.75 915.27 0.00 915.27 0.00 0.00 0.0019 Fort 10,827.55 10,747.53 -80.02 0.00 0.00 0.00 0.00 -80.0222 Greenfield 27,486.72 30,229.13 2,742.42 0.00 1,371.21 1,371.21 0.00 0.0025 Jefferson 19,250.47 20,532.37 1,281.90 0.00 640.95 640.95 0.00 0.0032 McNichols 29,150.53 29,864.53 714.00 0.00 714.00 0.00 0.00 0.0037 Michigan 12,141.68 20,711.48 8,569.80 0.00 2,142.45 6,427.35 0.00 0.0042 Mid-City Loop 0.00 6,674.52 6,674.52 0.00 0.00 0.00 5,005.89 1,668.634 Seven Mile 45,837.20 48,322.73 2,485.53 0.00 2,485.53 0.00 0.00 0.00

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548

Van Dyke-Lafayette 20,696.33 22,130.08 1,433.75 0.00 1,433.75 0.00 0.00 0.00

49 Vernor 8,888.45 17,420.15 8,531.70 4,265.85 2,132.93 2,132.93 0.00 0.0080 Villages Direct 0.00 3,625.25 3,625.25 0.00 0.00 0.00 1,812.63 1,812.6389 Southwest Direct 0.00 3,081.25 3,081.25 0.00 0.00 0.00 1,540.63 1,540.6392 Rosedale Express 0.00 2,125.00 2,125.00 0.00 0.00 0.00 0.00 2,125.0095 Ryan Express 0.00 1,704.25 1,704.25 0.00 0.00 0.00 0.00 1,704.2596 Joy Express 0.00 2,367.25 2,367.25 0.00 0.00 0.00 0.00 2,367.2599 Fresh Wagon 0.00 248.73 248.73 0.00 0.00 0.00 124.37 124.37

53,810.12 7,509.85 15,981.60 10,572.43 8,483.50 11,262.7313.96% 29.70% 19.65% 15.77% 20.93%

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Table 3F – Detailed Revenue Hours by Route before and after service changes referred to in this analysis. Weekday values represent a single weekday. Refer to Table 3C.

Revenue Hours by RouteWeekday Revenue Hours Saturday Revenue Hours Sunday Revenue Hours Full Week Revenue Hours

Route Before After Change Before After Change Before After Change Before After Change14 Crosstown 117.52 130.38 12.87 64.98 75.88 10.90 62.08 70.32 8.23 714.65 798.12 83.4716 Dexter 198.40 207.15 8.75 91.92 97.93 6.02 80.57 89.53 8.97 1,164.48 1,223.22 58.7317 Eight Mile 146.28 146.52 0.23 87.52 100.20 12.68 51.82 55.20 3.38 870.75 887.98 17.2319 Fort 34.35 33.27 -1.08 24.07 24.07 0.00 14.08 17.47 3.38 209.90 207.87 -2.0322 Greenfield 86.42 97.37 10.95 71.95 65.92 -6.03 29.47 34.02 4.55 533.50 586.77 53.2725 Jefferson 61.90 65.40 3.50 37.30 41.52 4.22 26.32 29.25 2.93 373.12 397.77 24.6532 McNichols 92.53 95.33 2.80 64.92 64.92 0.00 37.57 37.57 0.00 565.15 579.15 14.0037 Michigan 37.05 63.98 26.93 24.52 45.38 20.87 24.47 35.10 10.63 234.23 400.40 166.1742 Mid-City Loop 0.00 22.68 22.68 0.00 8.87 8.87 0.00 7.40 7.40 0.00 129.68 129.6845 Seven Mile 150.80 157.10 6.30 75.43 83.43 8.00 59.67 67.65 7.98 889.10 936.58 47.4848 Van Dyke-Lafayette 66.07 69.85 3.78 40.75 44.75 4.00 29.83 34.33 4.50 400.92 428.33 27.4249 Vernor 29.92 53.55 23.63 11.90 46.77 34.87 11.05 22.98 11.93 172.53 337.50 164.9780 Villages Direct 0.00 14.22 14.22 0.00 0.00 0.00 0.00 0.00 0.00 0.00 71.08 71.0889 Southwest Direct 0.00 12.08 12.08 0.00 0.00 0.00 0.00 0.00 0.00 0.00 60.42 60.4292 Rosedale Express 0.00 8.33 8.33 0.00 0.00 0.00 0.00 0.00 0.00 0.00 41.67 41.679 Ryan Express 0.00 6.68 6.68 0.00 0.00 0.00 0.00 0.00 0.00 0.00 33.42 33.42

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596 Joy Express 0.00 9.28 9.28 0.00 0.00 0.00 0.00 0.00 0.00 0.00 46.42 46.4299 Fresh Wagon 0.00 0.00 0.00 0.00 4.78 4.78 0.00 0.00 0.00 0.00 4.78 4.78

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Table 3G – Detailed Revenue Miles by Route before and after service changes referred to in this analysis. Weekday values represent a single weekday. Refer to Table 3D

Revenue Miles by RouteWeekday Revenue Miles Saturday Revenue Miles Sunday Revenue Miles All Revenue Miles

Route Before After Change Before After Change Before After Change Before After Change14 Crosstown 1,612.92 1,886.07 273.15 1,012.50 1,237.50 225.00 1,031.46 1,176.41 144.95 3,656.88 4,299.98 643.1016 Dexter 2,605.53 2,741.90 136.37 1,370.06 1,506.92 136.86 1,278.81 1,435.16 156.35 5,254.40 5,683.98 429.5817 Eight Mile 2,210.89 2,311.38 100.49 1,432.33 1,683.57 251.24 854.21 954.70 100.49 4,497.43 4,949.65 452.2219 Fort 610.00 594.99 -15.01 421.44 421.44 0.00 272.71 338.81 66.10 1,304.15 1,355.24 51.0922 Greenfield 1,326.93 1,469.79 142.86 1,054.33 1,065.86 11.53 449.88 580.79 130.91 2,831.14 3,116.44 285.3025 Jefferson 839.15 932.52 93.37 569.25 643.93 74.68 426.98 488.46 61.48 1,835.38 2,064.91 229.5332 McNichols 1,399.67 1,445.73 46.06 1,050.70 1,050.70 0.00 633.45 633.45 0.00 3,083.82 3,129.88 46.0637 Michigan 651.43 983.47 332.04 467.57 756.87 289.30 442.46 626.31 183.85 1,561.46 2,366.65 805.1942 Mid-City Loop 0.00 329.63 329.63 0.00 141.27 141.27 0.00 117.73 117.73 0.00 588.63 588.6345 Seven Mile 2,219.02 2,338.96 119.94 1,199.30 1,339.30 140.00 999.53 1,139.40 139.87 4,417.85 4,817.66 399.8148 Van-Dyke Lafayette 935.21 1,001.22 66.01 638.10 704.23 66.13 506.08 583.03 76.95 2,079.39 2,288.48 209.0949 Vernor 432.70 716.50 283.80 167.14 647.43 480.29 155.20 345.31 190.11 755.04 1,709.24 954.2080 Village Direct 0.00 218.27 218.27 0.00 0.00 0.00 0.00 0.00 0.00 0.00 218.27 218.2789 Southwest Direct 0.00 222.11 222.11 0.00 0.00 0.00 0.00 0.00 0.00 0.00 222.11 222.1192 Rosedale Express 0.00 186.30 186.30 0.00 0.00 0.00 0.00 0.00 0.00 0.00 186.30 186.3095 Ryan Express 0.00 115.20 115.20 0.00 0.00 0.00 0.00 0.00 0.00 0.00 115.20 115.2096 Joy Express 0.00 156.85 156.85 0.00 0.00 0.00 0.00 0.00 0.00 0.00 156.85 156.8599 Fresh Wagon 0.00 0.00 0.00 0.00 149.77 149.77 0.00 0.00 0.00 0.00 149.77 149.77

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Table 3H - Detailed Revenue Trips by Route before and after service changes referred to in this analysis. Weekday values represent a single weekday. Refer to Table 3E

Revenue Trips by RouteWeekday Revenue Trips Saturday Revenue Trips Sunday Revenue Trips Full Week Revenue Hours

Route Before After Change Before After Change Before After Change Before After Change14 Crosstown 86 93 7 54 61 7 55 58 3 539 584 4516 Dexter 149 156 7 72 79 7 67 75 8 884 934 5017 Eight Mile 88 92 4 57 67 10 34 38 4 531 565 3419 Fort 72 72 0 51 51 0 33 41 8 444 452 822 Greenfield 117 127 10 93 92 -1 42 50 8 720 777 5725 Jefferson 112 126 14 76 87 11 57 66 9 693 783 9032 McNichols 62 64 2 49 49 0 30 30 0 389 399 1037 Michigan 62 104 42 46 81 35 45 69 24 401 670 26942 Mid-City Loop 0 28 28 0 12 12 0 10 10 0 162 16245 Seven Mile 111 117 6 60 67 7 50 57 7 665 709 4448 Van Dyke-Lafayette 85 91 6 58 64 6 46 53 7 529 572 4349 Vernor 57 83 26 28 75 47 26 40 14 339 530 19180 Villages Direct 0 20 20 0 0 0 0 0 0 0 100 10089 Southwest Direct 0 16 16 0 0 0 0 0 0 0 80 8092 Rosedale Express 0 11 11 0 0 0 0 0 0 0 55 5595 Ryan Express 0 10 10 0 0 0 0 0 0 0 50 5096 Joy Express 0 12 12 0 0 0 0 0 0 0 60 6099 Fresh Wagon 0 0 0 0 12 12 0 0 0 0 12 12

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Appendix 2: Individual Route Maps

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14 - Crosstown: Route change09/16 - Route extension and 24hr service span

Service Span Trip Count Miles

Weekday Saturday SundayWeekday

Saturday

Sunday

Weekday

Saturday Sunday

Before 4:20a - 2:42a 4:20a - 1:38a 4:10a - 12:35a 86 54 55 1,612.92 1,012.5

1,031.46

After 24 hr. 24 hr. 24 hr. 93 61 58 1,886.07 1,237.5 1,176.427 | P a g e

1Minority Route: No Low-Income Route: Yes

16 - Dexter: Route change09/16 - 24hr service span



Saturday

Sunday

Weekday

Saturday Sunday

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Before

3:56a ‐1:58a

4:00a ‐12:56a

4:30a ‐12:31a 149 72 67 2,605.53

1,370.06

1,278.81

After 24 hr. 24 hr. 24 hr. 156 79 75 2,741.91,506.9

21,435.1

6Minority Route: Yes Low-Income Route: No

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17 - Eight Mile: Route change09/16 - Increased service span



Saturday

Sunday

Weekday

Saturday

Sunday

Before 4:39a 1:37a‐ 5:30a 12:50a‐ 6:35a 10:37p‐ 88 57 34 2,210.89

1,432.33 854.21

After 4:09a 2:44a‐ 4:51a 1:42a ‐ 5:45a 11:31p‐ 92 67 38 2,311.38 1,683.5 954.7

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7Minority Route: No Low-Income Route: No

19 - Fort: Route change04/17 - Increased service span, conversion of "Bassett trips" to Route 89



Saturday

Sunday

Weekday

Saturday

Sunday

Befor 4:00a - 12:25a 5:00a - 12:28a 5:00a - 10:45p 72 51 33 610 421.44 272.7131 | P a g e

eAfter 4:00a - 12:25a 5:00a - 12:28a 5:03a - 11:47p 72 51 41 594.99 421.44 338.81Minority Route: No Low-Income Route: Yes

22 - Greenfield: Route change01/17 - Increased frequency and service span

Service Span Trip Count MilesWeekday Saturday Sunday Weekda Saturda Sunda Weekda Saturda Sunda

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y y y y y yBefore 4:55a - 12:45a 5:57a - 10:48p 8:00a - 8:51p 117 93 42 1,326.93

1,054.33 449.88

After 4:28a - 1:40a 5:15a - 12:39a6:05a - 10:38a 127 92 50 1,469.79

1,065.86 580.79

Minority Route: No Low-Income Route: Yes

25 - Jefferson: Route change01/17 - 24hr service span and increased frequency

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Saturday

Sunday

Weekday

Saturday

Sunday

Before 4:00a - 1:04a 5:04a - 12:47p 5:00a - 12:26a 112 76 57 839.15 569.25 426.98After 24 hr. 24 hr. 24 hr. 126 87 66 932.52 643.93 488.46Minority Route: No Low-Income Route: No

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32 - McNichols: Route change01/17 - Increased service span, additional trips



Saturday

Sunday

Weekday

Saturday

Sunday

Before 4:45a - 12:54a 5:45a - 12:54a 6:30a - 10:13p 62 49 30 1,399.67 1,050.7 633.45After 4:43a - 1:40a 5:45a - 12:54a 6:30a - 10:13p 64 49 30 1,445.73 1,050.7 633.45Minority Route: Yes Low-Income Route: No

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37 - Michigan: Route change01/17 - 24hr Service Span and increased frequency



Saturday

Sunday

Weekday

Saturday

Sunday

Before 5:15a - 1:20a 7:00a - 12:49a 7:00a - 12:40a 62 46 45 651.43 467.57 442.46

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After 24 hr. 24 hr. 24 hr. 104 81 69 983.47 756.87 626.31Minority Route: No Low-Income Route: Yes

42 - Mid-City Loop: Route change04/17 - New route



Saturday

Sunday

Weekday

Saturday

Sunday

Befor - - - 0 0 0 0 0 037 | P a g e

eAfter 5:15a - 8:58p 7:15a - 6:58p 8:15a - 5:58p 28 12 10 329.63 141.27 117.73Minority Route: Yes Low-Income Route: Yes

45 - Seven Mile: Route change09/16 - 24hr service span

Service Span Trip Count MilesWeekday Saturday Sunday Weekda Saturda Sunda Weekda Saturda Sunda

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y y y y y yBefore 4:00a 1:37a‐ 4:10a 1:13a‐ 4:03a 12:59a‐ 111 60 50 2,219.02 1,199.3 999.53After 24 hr. 24 hr. 24 hr. 117 67 57 2,338.96 1,339.3 1139.4Minority Route: Yes Low-Income Route: No

48 - Van Dyke-Lafayette: Route change01/17 - 24hr service span, additional trips

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Saturday

Sunday

Weekday

Saturday

Sunday

Before 4:00a - 1:43a 4:45a - 1:40a 4:38a - 12:38a 85 58 46 935.21 638.1 506.08After 24 hr. 24 hr. 24 hr. 91 64 53 1,001.22 704.23 583.03Minority Route: Yes Low-Income Route: Yes

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49 - Vernor: Route change04/17 - Major route reconfiguration improved service span and frequency



Saturday

Sunday

Weekday

Saturday

Sunday

Before 5:30a - 9:55p 6:25a - 9:26p 7:30a - 9:26p 57 28 25 432.7 167.14 155.2After 4:35a - 1:30a 4:59a - 1:43a 6:03a - 12:15a 83 75 40 716.5 647.43 345.31Minority Route: No Low-Income Route: Yes

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80 - Villages Direct: Route change01/17 - New peak hour route

Service Span Trip Count MilesWeekday Saturday Sunday Weekday Saturday Sunday Weekday Saturday Sunday

Before - - - 0 0 0 0.00 0.00 0.00After 5:29a - 8:27p - - 20 0 0 218.27 0.00 0.00Minority Route: Yes Low-Income Route: Yes

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89 - Southwest Direct: Route change01/17 - New peak hour route



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92 - Rosedale Express: Route change01/17 -New peak hour route


Before - - - 0 0 0 0.00 0.00 0.00After 5:35a - 6:55p - - 11 0 0 186.3 0.00 0.00Minority Route: Yes Low-Income Route: No

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95 - Ryan Express: Route change09/16 - New peak hour route


Before - - - 0 0 0 0.00 0.00 0.00After 5:51a - 6:45p - - 10 0 0 115.2 0.00 0.00Minority Route: No Low-Income Route: Yes

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96 - Joy Express: Route change09/16 - New peak hour route



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99 - Fresh Wagon: Route change09/16 - New express route


Before - - - 0 0 0 0.00 0.00 0.00After - 7:56a - 1:00p - 0 12 0 0.00 149.77 0.00Minority Route: Yes Low-Income Route: Yes

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Title VI Equity Analysis - Detroit€¦ · Web viewTable 1D - Average Weekday Ridership -- October...

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