The Rapid Comprehensive Operational Analysis | State of the System The Rapid

DRAFT Final Report Comprehensive Operational Analysis The Rapid

DRAFT March 2021

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Table of Contents Page Executive Summary ...... ES-1 Project Goals ...... ES-1 Existing Conditions Key Findings ...... ES-2 Preferred Alternative ...... ES-5 1 Introduction ...... 1-1 Project Goals ...... 1-1 Report Organization ...... 1-2 2 Document Review ...... 2-1 Key Findings ...... 2-1 Plan Review ...... 2-2 3 Market Analysis ...... 3-1 Key Findings ...... 3-2 Population ...... 3-3 Employment ...... 3-5 Transit Demand Index ...... 3-7 Low-Wage Employment ...... 3-9 Low-Income Populations ...... 3-11 People with Disabilities ...... 3-12 Young Adults ...... 3-14 Seniors ...... 3-15 Rental Units ...... 3-17 Zero-Vehicle Households ...... 3-18 Transit Propensity Index ...... 3-19 Bicycle Infrastructure ...... 3-21 4 Trend Analysis ...... 4-1 Key Findings ...... 4-1 Ridership ...... 4-2 Revenue Hours ...... 4-3 Revenue Miles ...... 4-5 Operating Expenses ...... 4-6 Farebox Revenue ...... 4-8 5 Route Profiles ...... 5-1 Weekend Service ...... 5-8 Silver Line ...... 5-12 Route 1 – Division ...... 5-17 Route 2 – Kalamazoo ...... 5-20 Route 3 – Madison ...... 5-23 Route 4 – Eastern ...... 5-25 Route 5 – Wealthy/Woodland ...... 5-27 Route 6 – Eastown/Woodland ...... 5-30 Route 7 – West Leonard ...... 5-33 Route 8 – Grandville/Rivertown ...... 5-36 Route 9 – Alpine ...... 5-39 Route 10 – Clyde Park ...... 5-42 Route 11 – Plainfield ...... 5-44 Route 12 – West Fulton ...... 5-47

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Route 13 – Michigan/Fuller North ...... 5-50 Route 14 – East Fulton ...... 5-53 Route 15 – East Leonard ...... 5-55 Route 16 – Wyoming/Metro Health ...... 5-58 Route 17 – Woodland Mall/Airport ...... 5-60 Route 18 – Westside ...... 5-62 Route 19 – Michigan Crosstown...... 5-65 Route 24 – Burton Crosstown...... 5-68 Route 28 – 28th Street Crosstown ...... 5-70 Route 44 – 44th Street Crosstown ...... 5-73 Campus Connector – Route 50...... 5-76 Grand Valley State University Campus Routes ...... 5-77 Dash Routes ...... 5-79 6 Preliminary Service Scenarios ...... 6-1 Scenario 1 – Frequency ...... 6-2 Scenario 2 – Coverage ...... 6-5 Scenario 3 – Weekend ...... 6-8 Phase II Public Outreach ...... 6-11 7 On-Demand Service ...... 7-1 Local Context for On-Demand Service ...... 7-1 Peer experience with on-demand microtransit ...... 7-3 Potential On-Demand Service Zones ...... 7-5 On-demand operating model ...... 7-8 8 Preferred Alternative ...... 8-1 Key attributes of the Preferred Alternative ...... 8-1 Individual Route Recommendations ...... 8-4

Appendix A – Ridership Maps Appendix B – Route Profiles Appendix C – Weekend Ridership Appendix D – Supplemental Ridership Analysis Appendix E – Public Outreach Summary

Table of Figures Page Figure ES-1 The Rapid System Ridership, Average Weekday Boardings by Stop ...... ES-3 Figure ES-2 The Rapid Transit Propensity Index ...... ES-4 Figure ES-3 The Rapid Preferred Alternative System Map ...... ES-6 Figure ES-4 Preferred Alternative Frequency Map ...... ES-7 Figure ES-5 Preferred Alternative Service Summary ...... ES-8 Figure 2-1 Improvements Recommended in the Transit Master Plan Preferred Scenario ...... 2-3 Figure 2-2 Initial Streetcar Alternatives ...... 2-5 Figure 2-3 Align Goals and Performance Metrics ...... 2-11 Figure 2-4 Existing DASH Service ...... 2-12

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Figure 2-5 Proposed DASH Service ...... 2-13 Figure 3-1 Market Analysis Indicators ...... 3-1 Figure 3-2 Population Density ...... 3-4 Figure 3-3 Employment Density ...... 3-6 Figure 3-4 Level of Transit Service Supported by Population and Employment Density ...... 3-7 Figure 3-5 Transit Demand Index ...... 3-8 Figure 3-6 Low-Wage Employment Density ...... 3-10 Figure 3-7 Low-Income Population Density ...... 3-11 Figure 3-8 Density of People with Disabilities ...... 3-13 Figure 3-9 Density of Adults Age 18 to 24 ...... 3-14 Figure 3-10 Density of Adults Age 65 and Older ...... 3-16 Figure 3-11 Density of Rental Units ...... 3-17 Figure 3-12 Density of Households without Access to a Motor Vehicle ...... 3-18 Figure 3-13 Transit Propensity Index ...... 3-20 Figure 3-14 Bicycle Infrastructure and Transit Network Overlay ...... 3-22 Figure 4-1 Annual Passenger Trips ...... 4-2 Figure 4-2 Annual Revenue Hours ...... 4-3 Figure 4-3 Annual Passenger Trips per Revenue Hour ...... 4-4 Figure 4-4 Annual Revenue Miles ...... 4-5 Figure 4-5 Annual Passenger Trips per Revenue Mile...... 4-5 Figure 4-6 Total Annual Operating Expenses ...... 4-6 Figure 4-7 Operating Expense per Passenger ...... 4-7 Figure 4-8 Operating Expense per Revenue Hour ...... 4-7 Figure 4-9 Annual Farebox Revenue ...... 4-8 Figure 4-10 Farebox Recovery Ratio...... 4-9 Figure 5-1 2019 The Rapid System Map ...... 5-2 Figure 5-2 Weekday Riders by Route ...... 5-3 Figure 5-3 Weekday Boardings per Revenue Hour ...... 5-4 Figure 5-4 Saturday Riders by Route ...... 5-5 Figure 5-5 Sunday Riders by Route ...... 5-6 Figure 5-6 The Rapid System Ridership, Average Weekday Boardings by Stop ...... 5-7 Figure 5-7 Saturday Service Map ...... 5-9 Figure 5-8 Saturday Service Frequency ...... 5-10 Figure 5-9 Sunday Service Map ...... 5-11 Figure 5-10 Sunday Service Frequency...... 5-12 Figure 5-11 Route Map, Silver Line ...... 5-14 Figure 5-12 Route Map, Route 1 – Division ...... 5-18 Figure 5-13 Route Map, Route 2 – Kalamazoo ...... 5-21 Figure 5-14 Route Map, Route 3 – Madison ...... 5-24 Figure 5-15 Route Map, Route 4 – Eastern...... 5-26 Figure 5-16 Route Map, Route 5 – Wealthy ...... 5-29 Figure 5-17 Route Map, Route 6 – Eastown ...... 5-30 Figure 5-18 Route Map, Route 7 – West Leonard ...... 5-33 Figure 5-19 Route Map, Route 8 – Rivertown ...... 5-37 Figure 5-20 Route Map, Route 9 – Alpine ...... 5-40

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Figure 5-21 Route Map, Route 10 – Clyde Park ...... 5-43 Figure 5-22 Route Map, Route 11 – Plainfield ...... 5-44 Figure 5-23 Route Map, Route 12 – West Fulton ...... 5-47 Figure 5-24 Route Map, Route 13 – Michigan North ...... 5-51 Figure 5-25 Route Map, Route 14 – East Fulton ...... 5-53 Figure 5-26 Route Map, Route 15 – East Leonard ...... 5-55 Figure 5-27 Route Map, Route 16 – Wyoming/Metro Health ...... 5-58 Figure 5-28 Route Map, Route 17 – Woodland/Airport ...... 5-60 Figure 5-29 Route Map, Route 18 – Westside ...... 5-62 Figure 5-30 Route Map, Route 19 – Michigan Crosstown ...... 5-65 Figure 5-31 Route Map, Route 24 – Burton Crosstown ...... 5-68 Figure 5-32 Route Map, Route 28 – 28th Street Crosstown ...... 5-70 Figure 5-33 Route Map, Route 44 – 44th Street Crosstown ...... 5-73 Figure 5-34 Route Map, Route 50 – GVSU Campus Connector ...... 5-76 Figure 5-35 Route Map, Routes 37 and 48 – Campus Circulator Service ...... 5-78 Figure 5-36 Route Map, DASH Routes ...... 5-80 Figure 6-1 Service Scenario 1 – Frequency, System Map ...... 6-3 Figure 6-2 Service Scenario 1 – Frequency, Frequency Map ...... 6-4 Figure 6-3 Service Scenario 2 – Coverage, System Map ...... 6-6 Figure 6-4 Service Scenario 2 – Coverage, Frequency Map ...... 6-7 Figure 6-5 Service Scenario 3 – Weekend, System Map ...... 6-9 Figure 6-6 Service Scenario 3 – Weekend, Frequency Map ...... 6-10 Figure 7-1 – Summary of emerging mobility modes and potential transit-supportive applications ...... 7-3 Figure 7-2: On-Demand Service Diagram ...... 7-3 Figure 7-3: (L) Capital Metro Service Diagram (R) Pickup service vehicle ...... 7-4 Figure 7-4 - Map of proposed Walker/Three Mile On-Demand Zone ...... 7-6 Figure 7-5 – Map of proposed Broadmoor/Airport On-Demand Zone ...... 7-7 Figure 7-6 – Examples of vehicle types that could be used for on-demand microtransit operations ...... 7-8 Figure 8-1 The Rapid Preferred Alternative System Map ...... 8-2 Figure 8-2 Preferred Alternative Frequency Map ...... 8-3 Figure 8-3 Preferred Alternative Service Summary ...... 8-9

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EXECUTIVE SUMMARY In 2019, the Rapid initiated a Comprehensive Operational Analysis (COA). The purpose was to take an in-depth look at the ridership market, operating characteristics, ridership, and growth opportunities. The process was also supplemented by an in-depth outreach process to ensure that recommendations supported local priorities. The COA is intended to serve as a roadmap for the next five years to position the agency for continued financial and operational success. This Executive Summary highlights the goals, key findings, and recommendations of the COA. PROJECT GOALS The overall focus of this study is to provide practical and sustainable recommendations to improve the productivity and reliability of The Rapid system, as well as to further enhance the agency’s image throughout the Grand Rapids metropolitan area. Specific goals and objectives established at the outset of the COA are summarized as follows: . Emphasize convenience and system accessibility. Create a system that’s easier to use, less confusing, and a low barrier to entry for existing customers and the broader community. The Rapid should be a system that works for everyone. . Create a reliable system that meets the expectations of customers. Grand Rapids is experiencing unprecedented population growth, and with that growth comes more vehicles, higher vehicle miles traveled (VMT), and congestion. This evaluation should consider on-time performance and develop recommendations to improve the overall reliability of the system. . Evaluate the effectiveness of the current route structure and increase ridership. Given the region’s population growth, there is an opportunity to attract new riders to the system. Travel time competitiveness will be a critical component to consider. The COA should evaluate the existing radial pulse system, which was designed 15 years ago. . Develop priorities related to coverage, cost effectiveness, and equity. The region is growing faster than funding to support transit, and employment clusters continue to expand geographically. At the same time, housing affordability is a concern, and many people with high transit need are being pushed further from the urban core. The COA process should help develop a path forward for determining the right balance of service to meet the region’s needs. . Evaluate opportunities for innovative service and vehicles. Transportation throughout the region should be seamless, and there is opportunity for The Rapid to function as a true coordinator for mobility options. In addition to innovative service and new vehicle types, this study should also consider the role of technology in improving mobility.

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EXISTING CONDITIONS KEY FINDINGS Key takeaways of this analysis of existing conditions include: . The Rapid underwent a period of significant expansion between 2011 and 2014. During this time, the agency increased annual revenue hours by 19%, annual revenue miles by 24%, annual operating expenses by 24%, and annual passenger trips by 17%. . Since 2014, The Rapid has generally continued increasing service levels in terms of annual revenue hours and annual revenue miles; however, annual passenger trips have been decreasing over this time period. Despite providing more service, The Rapid has been unsuccessful in generating new ridership. This suggests that service investments may not have been made in areas of highest transit demand or that external factors such as low gasoline prices, increased use of Transportation Network Company (TNC) services (Uber/Lyft), or larger economic trends may be contributing to declining ridership. . Total annual operating expense per revenue hour has been steadily decreasing since 2014, while annual revenue hours have increased. This suggests that while the agency has not been successful in generating new ridership, it has been able to provide service more efficiently. . Downtown Grand Rapids and inner neighborhoods are a major existing market for transit. High and moderate density residential, employment hubs, and industrial and manufacturing areas located in or adjacent to downtown Grand Rapids make up the core of transit demand in The Rapid’s network. . The Rapid does a good job serving areas with high transit demand. In addition to the downtown core, there are also high transit demand areas on the periphery of the service area, most notably around the southern area of the city of Grand Rapids, continuing into the cities of Kentwood and Wyoming. The Rapid’s network currently provides connections to nearly all of these high transit demand areas and provides a robust service network within the downtown core. . There may be opportunities to expand service to additional areas in Ottawa County. Located to the west of the existing service area, there appears to be moderately high transit demand in the unincorporated community of Jenison and Georgetown Township in Ottawa County. There may be an opportunity to expand service across county lines to reach the population and employment concentrated in this area. . Low-wage employment is concentrated along the 28th Street SE and 44th Street SW corridors. Downtown Grand Rapids is the primary employment hub for the region; however, low-wage employment is concentrated around the 28th Street SE corridor in Grand Rapids and Kentwood and the 44th Street SW corridor in Grandville. Employees working in these low-wage employment hubs are more likely to rely on transit to reach their jobs than other, higher-wage employees. . Transit propensity is concentrated in downtown Grand Rapids and relatively dense inner neighborhoods. There is both high transit demand and propensity throughout the downtown core of the city of Grand Rapids and the moderate-density inner neighborhoods adjacent to the south, as well as the John Ball Area, West Grand, and Belknap Lookout neighborhoods to the west, northwest, and north of downtown (Figure ES-2). Additional areas with high demand for transit include the Clyde Park

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Avenue SW Corridor, Calvin University, the city of Kentwood, south Grand Rapids, and the Alpine Center and Alpine Township area. Figure ES-1 The Rapid System Ridership, Average Weekday Boardings by Stop

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Figure ES-2 The Rapid Transit Propensity Index

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PREFERRED ALTERNATIVE Three different initial alternatives were developed that offered competing ways of addressing the region’s mobility needs. After hearing from residents through public meetings, conversations about the system, and online surveys, a Preferred Alternative was developed that best matched community needs and The Rapid’s fiscal situation. The Preferred Alternative is fiscally constrained and designed for implementation within existing resources. The preferred alternative: . Addresses on-time performance with less deviations, shortening some routes, and reducing time-consuming and dangerous deviations into parking lots. . Improves frequency of service on key corridors, with 15-minute all-day weekday service on the Rapid’s most popular routes, including the Silver Line, Laker Line, and Routes 2, 4, 9, 11, and 28. . Provides more direct service to popular destinations, including Rivertown Crossing, Ivanrest Avenue, and Gezon Parkway. . Includes innovative service to expand service area, including smaller vehicles providing on-demand service to key employment clusters in Walker along Three Mile Road and in Kentwood along Broadmoor Avenue as well as surrounding the airport. Compared to February 2020 service, the Preferred Alternative serves: . ~136,000 more residents within ¼ mile of 15-minute all-day weekday service . ~67,0000 more jobs within ¼ mile of 15-minute all-day weekday service . Over 8,000 jobs in Walker now have transit access . Over 9,000 jobs in Broadmoor now have better transit access The Preferred Alternative system map and service frequency map are shown in Figure ES-3 and Figure ES-4, respectively. Specific route descriptions, service spans, and frequencies are shown in Figure ES-5.

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Figure ES-3 The Rapid Preferred Alternative System Map

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Figure ES-4 Preferred Alternative Frequency Map

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Figure ES-5 Preferred Alternative Service Summary

Frequency: Frequency: Proposed Proposed Service Span: Preferred Route Service Summary Weekday Night/Weekend Alternative Silver Line Central Station to Medical Mile, Spectrum Health, and Mercy Health. Operates along 5:30 AM – 10:00 PM (Mon-Sat) 15 30 Division St to the 60th Street Park-and-Ride. 6:00 AM – 7:00 PM (Sun) Laker Line Lafayette Ave & Michigan St to Central Station and Grand Valley State University 5:30 AM – 1:00 AM (Mon-Thu) along Monroe Ave, Fulton St, and Lake Michigan Dr. 5:30 AM – 3:00 AM (Fri) 10/20 45 7:00 AM – 3:00 AM (Sat) 10:00 AM – 8:00 PM (Sun) Route 1 Central Station to 54th St Walmart and Metro Health. Operates along Division Ave, 5:30 AM – 10:00 PM (Mon-Sat) Madison Ave, and Gezon Pkwy. Offset with Silver Line along Division Ave between 30 30/60 6:00 AM – 7:00 PM (Sun) 54th St & Burton St and Franklin St & Wealthy St. Route 2 All day 15-minute service between Central Station, Mercy Health, 28th St Meijer, and 5:30 AM – 10:00 PM (Mon-Sat) Gaines Township Meijer. Operates along Cherry St, Jefferson Ave, Franklin St, 15 30/60 6:00 AM – 7:00 PM (Sun) Fuller Ave, and Kalamazoo Ave. Route 4 Central Station to Woodfield Apartments and Gaines Township Meijer. Operates on 5:30 AM – 10:00 PM (Mon-Sat) Cherry St, Eastern Ave, 60th St, and Kalamazoo Ave. Provides all day 15-minute 15 30 6:00 AM – 7:00 PM (Sun) service. Route 5 All day 30-minute service between Central Station, Breton Village, and Woodland 5:30 AM – 10:00 PM (Mon-Fri) Mall, schedule is offset with Route 6. Operates on Wealthy St, Fuller Ave, Hall St, 30 60 6:30 AM – 10:00 PM (Sat) Plymouth Ave, Boston St, Breton Ave, and 28th St. Route 6 All day 30-minute service between Central Station, Breton Village, Calvin University, and Woodland Mall, schedule is offset with Route 5. Operates on a one-way couplet 5:30 AM – 10:00 PM (Mon-Sat) 30 30/60 on Lyon St & Union Ave and Fountain St & College Ave. Also operates on Lake Dr, 6:30 AM – 7:00 PM (Sun) Wealthy St, Breton Ave, Burton St, and Beltline Ave. Route 7 Central Station to Grand Valley State University Pew Campus, Walker Village, and Ferndale Meijer. Operates on Market Ave, Fulton St, Seward Ave, Leonard St, 5:30 AM – 10:00 PM (Mon-Sat) 30 60 Remembrance Rd, Walker Village Dr, and Wilson Ave. Route 7 would provide a 6:30 AM – 7:00 PM (Sun) fixed-route connection with the proposed Walker On-Demand Service Zone.

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Frequency: Frequency: Proposed Proposed Service Span: Preferred Route Service Summary Weekday Night/Weekend Alternative Route 8 Central Station to Rivertown Crossings Mall. Operates on Market Ave, Oxford St, 5:30 AM – 10:00 PM (Mon-Sat) Dorchester Ave, Hall St, Godfery Ave, Chicago Dr, Burlingame Ave, Prairie Pkwy, 30 60 7:00 AM – 7:00 PM (Sun) and Wilson Ave. Route 9 Central Station to Alpine Township along Market Ave, Bridge St, Stocking Ave, and Alpine Ave. Operates with 15-minute frequency south of the Green Ridge 5:30 AM – 10:00 PM (Mon-Sat) Apartments and with 30-minute frequency north of the Green Ridge Apartments. 15/30 30/60 6:30 AM – 7:00 PM (Sun) Route 9 would provide a fixed-route connection with the proposed Walker On- Demand Service Zone. Route 10 Central Station to Clyde Park Meijer, Spectrum Health South Pavilion and 60th St Park-and-Ride. Provides 30-minute service along Grandville Ave, Clyde Park Ave, 5:30 AM – 10:00 PM (Mon-Sat) 30 60 54th St, Division Ave, and 68th St. Route 10 and Route 16 combine to provide 15- 8:00 AM – 7:00 PM (Sun) minute service on Grandville Ave north of Burton St. Central Station to Medical Mile, Spectrum Health, and Plainfield Ave. Route 11 provides 15-mintue service along Market Ave, Monroe Ave, Michigan St, Lafayette 5:30 AM – 10:00 PM (Mon-Sat) Route 11 Ave, Leonard St, and the Plainfield Ave corridor south of Elmdale St. There is an 15 30/60 6:30 AM – 7:00 PM (Sun) opportunity to extend Route 11 to reach the Plainfield Township Meijer approximately ½ mile north of Elmdale St.1 Central Station to Standale Meijer along Market Ave, Wealthy St, Front Ave, Butterworth St, Lane Ave, Bridge St, and Lake Michigan Dr. Route 12 operates every Route 12 30 minutes and provides supplemental service to the Laker Lane along Lake 30 30/60 5:30 AM – 10:00 PM (Mon-Sat) Michigan Dr, including service at Collindale Ave, Family Fare, and the Marsh Ridge Senior Community. Central Station to Medical Mile, Spectrum Health, Kent Community Hospital, and Route 13 Grand Rapids Home for Veterans. Route 13 operates along Market Ave, Michigan 30/60 60 5:30 AM – 10:00 PM (Mon-Sat) St, Fuller Ave, and Three Mile Rd every 30-60 minutes.

1 There is an identified opportunity to extend Route 11 north to the Plainfield Township Meijer with 20 minute service frequency pending ongoing discussions regarding township service policy.

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Frequency: Frequency: Proposed Proposed Service Span: Preferred Route Service Summary Weekday Night/Weekend Alternative Central Station to Aquinas College and Oak Industrial. Route 14 operates every 30- Route 14 60 minutes along Monroe Ave, Fulton St, Lakeside Ave, Michigan St, Maryland Ave, 30/60 60 5:30 AM – 10:00 PM (Mon-Sat) Oak Industrial Dr, Plymouth Ave, Leonard St, Ball Ave, and Service Rd. Central Station to Knapp’s Corner and Knapp St Meijer. Route 15 operates along 6:00 AM – 10:00 PM (Mon-Sat) Route 15 30 60 Monroe Ave, Fulton St, College Ave, Leonard St, Leffingwell Ave, and Knapp St. 6:30 AM – 7:00 PM (Sun) Central Station to Wyoming City Hall, 44th St Meijer, and Rivertown Crossing Mall along Grandville Ave, Burton St, DeHoop Ave, Michael Ave, 36th St, Byron Center 5:30 AM – 10:00 PM (Mon-Sat) Route 16 30 60 Ave, and 44th St. Route 16 and Route 10 combine to provide 15-minute service on 7:30 AM – 7:00 PM (Sun) Grandville Ave north of Burton St. Woodland Mall to Calvin University, Breton Village, and Rivertown Crossings Mall. 6:00 AM – 10:00 PM (Mon-Fri) Route 24 Route 24 provides 30-minute east-west crosstown service along Camelot Dr, Paris 30 60 Ave, Burton St, Burlingame Ave, Porter St, Chicago Dr, and Ivanrest Ave. 6:30 AM – 10:00 PM (Sat) Woodland Mall to GRR Airport. Route 27 provides 30-minute peak period and 60- minute off-peak period service along 29th St, Paris Ave, 36th St, Patterson Ave, 33rd Route 27 30/60 60 6:30 AM – 9:30 PM (Mon-Fri) St, Kraft Ave, 44th St, and Broadmoor Ave. Route 27 provides a supplemental fixed- route connection within the proposed Kentwood On-Demand Service Zone. Woodland Mall to 28th St Meijer, Wyoming City Hall, and Visser Family YMCA. Route 6:00 AM – 10:00 PM (Mon-Fri) Route 28 28 provides an east-west crosstown service every 15 minutes on weekdays west of 15 30/60 7:00 AM – 10:00 PM (Sat) Woodland Mall along 28th St, Chicago Dr, Canal Ave, 36th St, and Fairlanes Ave. 7:00 AM – 7:00 PM (Sun) Woodland Mall to Cascade Township. Route 29 provides east-west service every 30 6:00 AM – 10:00 PM (Mon-Fri) Route 29 minutes east of Woodland Mall along 28th St to Cascade Rd, serving Meijer and 30 30/60 7:00 AM – 10:00 PM (Sat) Walmart on 28th St. 7:00 AM – 7:00 PM (Sun) Woodland Mall to Kentwood City Hall, Rivertown Crossings Mall, Grandville Marketplace, and Kenowa Ave Walmart. Route 44 provides an east-west crosstown Route 44 30 60 5:30 AM – 10:00 PM (Mon-Sat) service every 30 minutes along Shaffer Ave, 32nd St, Breton Ave, Walma Ave, 44th St, Canal Ave, and Kenowa Ave.

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1 INTRODUCTION In 2019, the Rapid initiated a Comprehensive Operational Analysis (COA). The COA is intended to serve as a roadmap for the next five years to position the agency for continued financial and operational success. This report summarizes the background conditions in which The Rapid operates, provides a comprehensive evaluation of existing service characteristics and system performance, and makes recommendations for the future. The planning processes included examining the existing market and operating conditions, engaging in public and stakeholder outreach, developing and refining alternative service scenarios, and recommending a series of next steps necessary for implementing the findings of this analysis. PROJECT GOALS The overall focus of this study is to provide practical and sustainable recommendations to improve the productivity and reliability of The Rapid system, as well as to further enhance the agency’s image throughout the Grand Rapids metropolitan area. Specific goals and objectives established at the outset of the Comprehensive Operational Analysis are summarized as follows: . Emphasize convenience and system accessibility. Create a system that’s easier to use, less confusing, and a low barrier to entry for existing customers and the broader community. The Rapid should be a system that works for everyone. . Create a reliable system that meets the expectations of customers. Grand Rapids is experiencing unprecedented population growth, and with that growth comes more vehicles, higher vehicle miles traveled (VMT), and congestion. This evaluation should consider on-time performance and develop recommendations to improve the overall reliability of the system. . Evaluate the effectiveness of the current route structure and increase ridership. Given the region’s population growth, there is an opportunity to attract new riders to the system. Travel time competitiveness will be a critical component to consider. The COA should evaluate the existing radial pulse system, which was designed 15 years ago. . Develop priorities related to coverage, cost effectiveness, and equity. The region is growing faster than funding to support transit, and employment clusters continue to expand geographically. At the same time, housing affordability is a concern, and many people with high transit need are being pushed further from the urban core. The COA process should help develop a path forward for determining the right balance of service to meet the region’s needs. . Evaluate opportunities for innovative service and vehicles. Transportation throughout the region should be seamless, and there is opportunity for The Rapid to function as a true coordinator for mobility options. In addition to innovative service and

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new vehicle types, this study should also consider the role of technology in improving mobility. REPORT ORGANIZATION In addition to this Introduction, the document consists of five chapters, as well as five appendices, which are summarized below: . Chapter 2 considers a variety of local planning efforts for The Rapid’s service area. . Chapter 3 evaluates socioeconomic and demographic conditions within The Rapid service area to better understand transit demand and service gaps. . Chapter 4 provides an overview of trends in The Rapid fixed-route service, including recent operational and performance data. . Chapter 5 provide detailed information for existing The Rapid routes. . Chapter 6 presents the three preliminary service scenarios and the findings from Phase II outreach. . Chapter 7 includes a discussion of on-demand service, where there are opportunities in The Rapid service area, and identifies preferred operating models and locations that are likely to be successful. . Chapter 8 presents the fiscally-constrained Preferred Alternative, which includes recommended changes in service and alignment for individual routes. . Appendix A provides route maps for every route in the system which show the alignment, bus stop locations, and the average daily weekday boardings and alightings in the inbound and outbound direction. . Appendix B provides route summary tables and charts that give insight into passenger loads, boardings, and alightings. . Appendix C provides charts that show the riders per trip for every route in the system on Saturdays and Sundays in both the inbound and outbound direction. . Appendix D provides a supplemental ridership assessment for Route 18, Route 6, and Route 15 to ensure school related ridership was accounted for, using APC data collected while schools were in session. . Appendix E provides a summary of Phase I, Phase II, and Phase III public outreach efforts.

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2 DOCUMENT REVIEW Current transit planning efforts in the Grand Rapids area exist within a broader planning context that has evolved over time. This chapter reviews that planning context, beginning with the Grand Valley Metropolitan Council (GVMC) 2040 Transportation Plan, The Rapid’s short- and long- range transit plans, recent transit improvement plans, and feasibility studies for new services including Grand Rapids Streetcar and the Laker Line Bus Rapid Transit (BRT) project. The seven primary documents reviewed in this chapter include: . The Rapid Transit Master Plan (2010) . Grand Rapids Streetcar Route Refinement Study (2014) . GVMC 2040 Metropolitan Transportation Plan (2015) . Laker Line Study Locally Preferred Alternative Report (2015) . The Rapid Short-Range Plan (2016) . City of Walker: Latent Transit Demand Analysis (2017) Align: The Rapid’s Transit Improvement Plan (2018) . GR Forward Downtown & River Action Plan (2015) Findings from this chapter contextualize future transit planning work in Grand Rapids by enumerating the region’s planning goals, highlighting consistent visions, and identifying unfulfilled objectives of the planning process. KEY FINDINGS The following are key findings from the document review: . The Rapid is committed to providing new types of transit service. Following the implementation of the Silver Line BRT in 2014, A second BRT route, the Laker Line opened in in 2020. A Grand Rapids Streetcar has also been under discussion. . The City of Walker may be underserved. Both The Rapid’s Transit Master Plan and the city of Walker’s Latent Transit Demand Analysis identified a growing need for crosstown and local transit service in the 3 Mile and 4 Mile Road corridor in the City of Walker. . The highest priorities for passengers are extending service hours in the evenings and weekends, as well as improving service frequency. . Expanding service to key corridors outside of the six-cities area is a priority for the region. Byron Township, Gaines Township, Ada Township, and Alpine Township are all identified in the Transit Master Plan as potential areas for expansion of fixed-route services.

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PLAN REVIEW The Rapid Transit Master Plan (2010) The Transit Master Plan (TMP) was envisioned as a tool that would provide strategic direction for The Rapid over the next 20 years by identifying current and future transit needs, examining alternative courses of action, and targeting transit improvements to accommodate regional growth. The TMP also includes an update of the 2005 Comprehensive Operational Analysis (COA), a review of the GO!Bus paratransit service, and prescribes transit-supportive land use policies for corridors identified for possible BRT or streetcar service. Based on comments received during community workshops, online surveys, and visioning sessions, five transit priorities were identified: . Expand span of service, particularly on routes that end in the early evening or do not have weekend service . Improve service frequency . Provide customers with new types of transit service, such as BRT and streetcar . Extend service beyond the current service area on major corridors, such as Alpine Avenue, Plainfield Avenue, and 28th Street . Improve service for currently underserved areas within The Rapid service area, such as northern Walker and southwest Wyoming

Preferred Scenario The TMP project team developed three scenarios of service enhancements for public review before developing a single preferred scenario. The preferred scenario incorporated span of service improvements, frequency improvements, BRT on The Rapid’s two most highly-used corridors, and a streetcar network that would connect the West Side, downtown Grand Rapids, and Medical Mile. The preferred scenario also includes extending GO!Bus paratransit service to new areas and calls for the development of an Accessibility Improvement Plan. The improvements contained in the preferred scenario call for the millage rate to be increased from 1.12 mills to 2.00 mills. Specific recommendations contained in the TMP preferred scenario are shown in Figure 2-1.

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Figure 2-1 Improvements Recommended in the Transit Master Plan Preferred Scenario

Improvement Category Recommendations Expanded Span of Service . Weekdays: 5:00 am to 12:00 am (Systemwide) . Saturdays: 6:00 am to 12:00 am . Sundays: 7:00 am to 9:00 pm Improved Service Frequencies . 15-minute service on Eastern, Kalamazoo, Eastown, Alpine, and Plainfield . 30-minute service nights and weekends on most routes Other Fixed-Route . Extend routes outside of The Rapid service area along major Improvements corridors . Extend routes outside of The Rapid service area into Byron and Gaines townships GO!Bus Improvements . Expand GO!Bus for new local bus corridors . Develop Accessibility Improvement Plan . Implement Same Day Booking New Services Bus Rapid Transit . Silver Line (Division Ave) . Laker Line (Lake Michigan Dr) Express Bus . Downtown to Gerald R. Ford International Airport . Cedar Springs/Rockford (US 131 North) . Walker (I-96 West) . Georgetown Township/Hudsonville (I-196 West/Chicago Dr) . Byron/Gaines Townships (US 131 South) . Cascade/Caledonia Townships (I-96 East) . Ada Township (East Fulton St) Modern Streetcar . North/South (Rapid Central Station to North Monroe) . East/West (West Side to Medical Mile via downtown Grand Rapids) New Routes Crosstown Service . Leonard Ave . 3 Mile Rd Local Service . Georgetown Township/Hudsonville . Walker Ave/3 Mile Rd . Rockford/Knapp St . Comstock Park/Belmont (W River Dr/Jupiter Ave)

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Comprehensive Operational Analysis Update The COA update component of the TMP concentrates on identifying additional service improvements that could be implemented over the next five years. Findings from this review include: . Since the 2005 COA, the following routes experienced significant performance improvements. The success of these routes indicates that they may be good candidates for additional service enhancements: − Route 2 – Kalamazoo − Route 4 – Eastern − Route 8 – Grandville / Rivertown Crossings − Route 9 – Alpine − Route 11 – Plainfield . The lack of evening and weekend service is most notable in the areas north and northwest of downtown Grand Rapids; additionally, there is no evening or weekend crosstown service available in the southern portion of the service area.

Transit-Supportive Land Use Policy Recommendations The TMP project team analyzed the Grand Rapids region’s master plans to identify the current policies and plans that may impact transit-oriented development (TOD). . City of Grand Rapids – land use recommendations focus on increasing housing density, mixed-use centers, and major job centers near transit routes. The plan also supports assessing the feasibility of fixed-guideway transit routes and supporting transit related enhancements. . City of Wyoming – focus on transit and TOD along major commercial corridors, including Division Avenue, M-6 interchange areas, and employment clusters. . City of Kentwood – recommends targeted redevelopment of high-density residential properties that are supported by adjacent transit routes. . City of Walker –includes several subarea plans accommodating high-density residential in the Standale Subarea, the Alpine Avenue Subarea, and the area surrounding the I-96 corridor. . City of East Grand Rapids – the Gaslight Village subarea plan calls for high-density, mixed-use development, including commercial, mixed-density residential, and business/office. . City of Grandville – downtown Grandville is planning for mixed-use redevelopment as is the area surrounding the intersection of Ivanrest Avenue and 44th Street.

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Grand Rapids Streetcar Route Refinement Study (2014) In January 2008, The Rapid initiated a Modern Streetcar study. Through its Public Transportation Tomorrow Taskforce and evaluation of several route options, a specific streetcar alignment was proposed. The 2008 study recommended further review and development of the proposed route, which is the primary focus of the Route Refinement study. The study was conducted by the Streetcar Advisory Committee (SAC), which included representatives of the city of Grand Rapids, downtown businesses, institutions, civic organizations and developers. The SAC provided the following support: . Technical-level input into the various work items throughout the study. . Unique perspectives combining detailed knowledge of the project with respective partner agencies, residents, businesses, and organizations within the study area. . Identified key implementation challenges such as the development of a feasible financial plan. Additionally, the SAC adopted a streetcar Mission Statement to help guide development and evaluation of alternatives, and selection of a preferred route. The Mission Statement is as follows: “The Grand Rapids Streetcar will advance the City’s image as a progressive and robust community by adding a unique alternative transportation mode Figure 2-2 Initial Streetcar Alternatives which expands the boundaries of downtown, enriches the community’s sense of place, stimulates private investment, expands walkability options, and strengthens a vibrant and dense urban environment where more people can live, work, visit and enjoy the community.”

Alignment As seen in Figure 2-2, a broad range of potential streetcar routes were considered by the SAC; however, Alternatives 1 and 2 were the only ones carried forward for additional analysis. While Alternative 2 provided better service to existing retail development along Monroe Center, the committee ultimately selected Alternative 1 due to its superior development opportunities. Alternative 1 runs along the edge of a retail and entertainment district and provides a balance between existing and future streetcar

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markets. The recommended route is approximately 1.8 miles in length, totaling 3.88 miles of track. Service would operate at 10 to 15-minute headways depending on the time of day and day of the week.

Funding Options All streetcar projects in the U.S. have had a unique mix of funding sources. A number of projects have used federal funding, decreasing the amount of necessary local funding. However, using federal funds generally increases implementation time, which in turn tends to increase overall costs. State governments have supported streetcar implementation in other cities. The State of Michigan does have some state funding, which may be available to offset capital and operating costs. Local funding options range from donations to assessment districts. A specific funding option has yet to be identified for the streetcar project; however, there is an interest in advancing the project quickly to avoid cost impacts associated with federal funding.

Governance The organizational structure to build, operate, and maintain the streetcar is identified by role below: . Owner: Responsible for all capital, operating, and maintenance needs being met – City of Grand Rapids. . Sponsor: Responsible for securing funding and satisfying federal funding requirements if federal funding is pursued (NEPA, Grants Management, oversight) – The Rapid or Non-Profit Organization. . Implementer: Responsible for design, right of way, permitting, construction, procurement – Partnership between City of Grand Rapids and The Rapid. . Operator: Responsible for day to day management of operations, maintenance, fare collection, training, marketing – The Rapid. GVMC 2040 Metropolitan Transportation Plan (2015) GVMC is the Metropolitan Planning Organization (MPO) for Kent County and eastern Ottawa County. The purpose of the Metropolitan Transportation Plan (MTP) is to establish a sustainable multimodal transportation system for the mobility and accessibility of people, goods, and services within the region. The MTP is a fiscally constrained, project-specific plan, without which federal transportation funding could not be allocated in the region. Early in the planning process, GVMC conducted a survey to determine public priorities for transportation system improvements by asking respondents to select their three highest priority transportation enhancements from a list of nine options. The top priorities identified were: . Improve the road condition (83%) . Widen busy roads and intersections (36%) . Use technology to reduce congestion (34%) . Enhance transit service (30%) Based on public feedback, GVMC determined that the primary transportation investment needs for the region include congestion mitigation, non-motorized transportation, pavement condition improvements, safety improvements, and transit service improvements. Regionally, the MTP

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identified a $2.47 billion need for these investments and $1.50 billion in dedicated funding, leaving an unmet need of $970 million over the 15-year planning horizon. The MTP includes a financially-constrained prioritized project list to address identified deficiencies in the transportation system within the $1.50 billion in dedicated funding for the region. Major projects included in the project list for The Rapid include vehicle replacement and preventative maintenance, park-and-ride lot development, BRT implementation, bus shelters and bus stop signage, and facility rehabilitation and maintenance. Laker Line Study Locally Preferred Alternative Report (2015) The Laker Line Study represents a crucial step towards developing a higher quality transit service along one of the most important corridors in The Rapid’s service area. The Locally Preferred Alternative (LPA) is a combination mixed traffic and dedicated lane BRT, which will connect the Grand Valley State University (GVSU) Allendale campus to the GVSU Center for Health Sciences (CHS) campus. The new route will operate more frequently, more days per week, and for more months per year than the existing services (Route 50 and Route 51). As demand continues to increase among GVSU students, the LPA will better serve these riders and may encourage local residents to consider taking transit instead of driving. The LPA is reflective of technical analyses, outcomes, and community input. Additionally, the LPA is responsive to the five-corridor transportation needs as defined in the project Purpose and Need Statement: . Provide additional corridor capacity to reduce overcrowding. . Create high-capacity service with room to accommodate additional transit trip-making in the future. . Support economic revitalization at corridor station locations. . Increase multimodal access to key regional destinations, including downtown and the Medical Mile. . Connect with Silver Line service, providing access to high-capacity transit serving Central Station and Division Street Corridor.

Key Findings Key findings from the Laker Line study related to operational improvements and future planning efforts include: . Use higher-capacity buses. Using larger buses while maintaining six-minute peak headways will provide additional capacity to meet current demand while accommodating increased ridership along the corridor. . Optimize station locations. By reducing the number of stations, removing route deviations from the main corridor, and the integration of dedicated lanes and transit signal priority, the LPA will offer measurable time savings for transit trips along the corridor. . Target use of dedicated lanes. Along certain segments of the corridor, dedicated lanes were not found to be cost effective (not a significant ridership gain for significantly higher capital costs) or were found to result in significant negative traffic or parking impacts. Mixed-traffic operations in these segments will generate ridership and economic benefits while minimizing or avoiding negative impacts.

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. Operate on Monroe Street through Downtown. The LPA will operate along Monroe Street through downtown Grand Rapids rather than along a north-south route on the western side of the Grand River. Service on Monroe Street will generate higher levels of ridership, will provide connectivity to the recently opened Silver Line BRT service, and will offer the opportunity to co-locate with some of the Silver Line stations and dedicated lane operations. . Consider future extensions. The LPA will operate from the Kirkhof Center on GVSU’s Allendale Campus to the GVSU CHS Campus on the northeast side of downtown Grand Rapids. Future Laker Line extensions westward to downtown Allendale and eastward to Plymouth Avenue may be considered as a second phase or extension of the Laker Line. The Rapid Short-Range Plan (2016) The Rapid Short-Range Plan serves as the agency’s guiding document for services and capital projects through the 2016-2020 planning horizon. The Short-Range Plan includes forecasts for revenue and ridership, prioritized service improvements, and a five-year capital plan.

Ridership and Revenue Forecast . The operating budget for The Rapid is forecast to increase by 18.3% over this planning horizon, increasing from $42.5 million in 2016 to $48.6 million in 2020. . Ridership on The Rapid has been declining since it reached a peak of 12.5 million in 2014; however, the agency forecasts ridership to rebound and increase through 2020 due to planned service increases and implementation of the Laker Line.

Service Improvements The Short-Range Transit Plan prioritizes service improvements that were previously identified in the TMP but have not yet been implemented. The plan also bases service improvements on identified public priorities and data analysis. These service priorities include: . Expand service hours . Increase frequency of service . Additional modes (BRT & Streetcar) . Extend service outside the six-city area . Improve access to and service in under-served areas

Five-Year Capital Plan The five-year capital plan outlines the agency’s capital priorities, generally including fleet replacement, facility needs, technology needs, and capital projects to reduce operating expenses. Key capital expenditure priorities include: . Replace existing diesel fueled fixed-route vehicles with CNG fueled vehicles . Renovate Wealthy Operations Center for CNG compatibility . Construct a new CNG fueling station . Replace the existing magnetic paper ticket fare system with an electronic smart card . Complete Laker Line BRT

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City of Walker: Latent Transit Demand Analysis (2017) The Rapid is the primary transit agency serving Kent County and the six cities area surrounding Grand Rapids, including the city of Walker. Walker, which has a population of roughly 25,000 people, is growing along with the rest of the region. As the city continues to grow, the city’s board members requested The Rapid explore the possibility of expanding services based on latent demand within the city. Currently, The Rapid routes 7, 9, 12, and 50 provide service in the city of Walker; however, no transit service is available in the 3 Mile and 4 Mile Road corridor. This corridor contains several key employment centers and trip generators, including light industrial facilities, the Meijer Corporation Headquarters, and Kenowa Hills High School. The aim of this study was to determine transit demand within the City of Walker and develop recommendations for transit service around the 3 Mile and 4 Mile Road area. Eleven public transit providers were analyzed along with two supplemental transportation providers (ride hailing & taxis).

Transportation Provider Analysis Not all transportation providers would be able to provide service along the 3 Mile and 4 Mile Road corridor. Service in this area would primarily serve those traveling to and from work in the study area. Employers along this corridor are growing and are interested in expanding affordable and reliable transportation options for their employees. The study found that many employees are already creating their own internally-organized rideshare programs. Specialized transportation providers such as GO!Bus, RideLink, Hope Network Transportation, and Health Care Associates have operating programs that are required to ensure mobility options for seniors and people with disabilities. These providers do not have the capacity to provide additional services in the study area. According to the study, carpool and vanpool services would not be ideal service providers in this area because these services are tailored to longer commutes, are less cost efficient, and would not function well picking up and dropping of large number of people. Identified services that could properly serve this corridor include fixed-route service, a more localized demand response service in the specific study area, or a hybrid version of the two services. Further analysis needs to be conducted to determine the need for and type of additional services along the corridor. Commuting patterns, employment concentrations, transit propensity, employer surveys, public outreach data, and overall service needs must be analyzed to determine the type of service, number of vehicles, operating times, and route options that may be needed to properly serve this corridor.

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Align: The Rapid’s Transit Improvement Plan (2018) The Align transit improvement plan was a year-long planning initiative that identified, analyzed, and prioritized a set of transit improvements for The Rapid system. The project goal was to improve the overall transit experience for those living in Grand Rapids and the surrounding communities. The study took place from June 2017 to June 2018 and built upon previous BRT studies to explore potential BRT improvements and expansions within the Grand Rapids area. This study explored infrastructure enhancements to improve speed and reliability, as well as amenity enhancements to improve the rider experience while increasing the visibility of public transit in the community. The Rapid currently provides service in the six incorporated cities of Grand Rapids, Walker, East Grand Rapids, Kentwood, Wyoming, and Grandville. The Align study focused on these six cities while pursuing a regional transit investment approach that considers service throughout the entire Grand Rapids Urbanized Area (UZA) boundary. Throughout the last decade, The Rapid significantly increased the amount of transit service operating within the UZA. As transit service has increased, growth in ridership has followed, by nearly 4 million passengers between 2008 and 2018. While The Rapid has seen an overall increase in ridership, there has been a slight decrease since 2014, consistent with other transit agencies throughout the country. This decrease in ridership can be attributed to low gas prices, improved economic conditions, and the rise of other transportation modes. Two recent successes seen by The Rapid include the implementation of the Silver Line BRT service and the Laker Line, which is set to open in 2020.

Implementation Phasing The Align plan includes elements that should be immediate priorities, as well as others that may take years of planning or new funding resources.

Now (2018-2020): Make the best use of the current system . Conduct a COA to explore service enhancements within the current system budget: extended peak period service levels, expanded weekend service, and additional cross- town routes. . Continue to encourage use of new Wave Fare Card to speed up passenger boarding. . Leverage recent and upcoming investments in BRT through corridor land-use planning. . Implement Transit Signal Prioritization (TSP) in key corridors including Eastern Avenue, Alpine Avenue, 28th Street, Fulton Street, and Grandville/Clyde Park Avenue. . Enhance dedicated-lane markings and visibility in downtown corridors (Monroe, Ransom, Fulton). . Prioritize amenity enhancements in high-need equity neighborhoods with transit- supportive land use and accessibility improvements. . Partner with municipalities and road agencies on priority pedestrian accessibility improvements along high-ridership service corridors. . Pilot mobility on-demand service for employment growth zones within Walker and Kentwood.

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Next (2021-2023): Carefully consider service expansion priorities . Extend Laker Line BRT service east to Plymouth to serve growing Michigan Street corridor and commuter trips to hospitals. . Implement service changes and restructuring based on results of COA. . Strengthen amenities, operations, and ridership in high-frequency, high-ridership corridors. . Create mobility hubs and super stop amenities to boost profile and connectivity of transit at key regional destinations. . Establish commuter and park-and-ride bus services.

Future (2024+): Continue expanding BRT network Based on evolution of service and ridership, identify next opportunities for BRT network expansion, commuter lines, or mobility on demand services.

Performance Metrics In the coming years, the success of the Align study will be dependent upon how well the agency meets the following core goals. Figure 2-3 includes metrics that the agency will use to track and measure impacts of the enhancement strategy. Figure 2-3 Align Goals and Performance Metrics

Goal Performance Metric Provide enhanced transit service options to grow . Total Ridership ridership and improve reliability . Ridership per service hour and mile . Ridership on high frequency corridors . Average transit travel speeds . On-time performance Improve equitable access to transit services . System accessibility to high-need populations . High frequency service accessibility to high- need populations . Amenities and investment in high-need areas Prioritize future transit enhancement projects that . Regional and community mode shift maximize positive regional impact . Employment accessibility by transit system . Employment accessibility by high-frequency transit Foster transit supportive land use policies and . Amount of new development within the station encourage economic development areas . Percent of regional development near station areas Develop and select implementable investments that . Customer satisfaction surveys have community support . Community and stakeholder satisfaction surveys

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Grand Rapids Forward: Downtown & River Action Plan (2015) Grand Rapids Forward (GR Forward) is a roadmap that envisions the future of Downtown Grand Rapids and the Grand River, two of the greatest assets of the city and region. The plan was facilitated by Downtown Grand Rapids Inc., the City of Grand Rapids, and Grand Rapids Public Schools. The project was launched in April 2014 with the intention of creating a community- driven plan by gathering public input through surveys, focus groups, neighborhood meetings, public forums, and an active online presence. Through public input and collaboration among facilitators of the plan, the following six goals were established: . Goal 1: Restore the river as the draw and create a connected and equitable river corridor . Goal 2: Create a true downtown neighborhood that is home to a diverse population . Goal 3: Implement a 21st century mobility strategy . Goal 4: Expand job opportunities and ensure continued vitality of the local economy . Goal 5: Reinvest in public space, culture, and inclusive programming . Goal 6: Retain and attract families, talent, and job providers with high quality public schools Figure 2-4 Existing DASH Service Transportation improvements were primarily focused within Goal 3. Due to the geography and size of Downtown Grand Rapids, a primary connectivity issue is a lack of simple and reliable transit service that links all downtown destinations. To better compliment the city’s existing BRT investments, a DASH service revision was recommended to ensure the service functions as a circulator to complete a high-frequency Downtown Grand Rapids transit network. Existing DASH service operated as four separate routes including Dash North, Dash West, Dash Hill, and Dash South as seen in Figure 2-4.

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The improved service would Figure 2-5 Proposed DASH Service consist of two simple routes connecting parking facilities to downtown destinations operating on all weekdays except holidays. The East- West Line would connect destinations west of the Grand River, including the GVSU Pew Campus. The North-South Line would connect areas to the north of downtown Grand Rapids with DeVos Place, the Convention Center, and Central Station, as seen in Figure 2-5. Another improvement identified in Goal 3 was to incentivize transit use through the provision of free or reduced transit fares among Downtown employees. Additionally, it was recommended that existing paratransit service be reviewed to identify opportunities of improved service for users. Technological improvements such as monitors, screens, and real-time bus arrivals in the downtown area were also included because the uncertainty of bus arrivals was noted as one of the main reasons for not using public transportation in Downtown. Implementation Approach Implementation of the improvements laid out within Goal 3 will help transform Downtown Grand Rapids into a place that provides a more balanced set of transportation options. Transformations such as these will encounter growing pains therefore projects must be extremely well- implemented and continually monitored and internal and external communication must be kept clear and concise.

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3 MARKET ANALYSIS This market analysis presents demographic characteristics associated with the market for transit ridership in the Grand Rapids area. The purpose of this analysis is twofold: (1) to identify gaps in transit service in areas with high demand and (2) to identify overserved areas where transit demand is weak. To do so, it uses a set of nine demographic indicators typically associated with transit ridership. Several of the indicators provide the basis for two composite assessments, the Transit Demand Index (TDI) and the Transit Propensity Index (TPI). The TDI assesses the level of transit service that can be supported by different ranges of combined population and employment densities. The TPI assesses relative densities of specific demographic characteristics associated with transit ridership and transit dependency, which in turn highlights the potential for transit use and areas that are more likely to rely on transit. Figure 3-1 lists each indicator included in this analysis, and (1) whether the data is linked to the place of residence or place of work, (2) the unit of measure, (3) the data source, and (4) the geographic level of the analysis. Figure 3-1 Market Analysis Indicators

Indicator By place of Unit Source Geography TPI/TDI Population Residence People per Acre 2010 Census Block Group TDI Employment Work Jobs per Acre 2015 LEHD1 Block Group TDI Low-Wage Work Jobs paying $1,250/ month or less 2015 LEHD Block Group -- Employment per square mile Low-Income Residence People earning less than 100% of the 2013-2017 Block Group TPI federal poverty level per square mile ACS2 People with Residence People with disabilities per square 2009-2013 Block Group TPI Disabilities mile ACS Young Adults Residence Population age 18-24 per square mile 2010 Census Block Group -- Seniors Residence Population age 65 and over per 2010 Census Block Group TPI square mile Rental Units Residence Rental units per square mile 2013-2017 Block Group TPI ACS Zero-Vehicle Residence Households without access to a 2013-2017 Block Group TPI Households vehicle per square mile ACS

1 Job data was taken from the US Census Bureau’s Longitudinal Employer-Household Dynamics database. 2 American Community Survey, five-year estimates

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KEY FINDINGS This market analysis assesses nine demographic characteristics that are commonly associated with demand for transit. The analysis shows where people who are likely to use transit live and work. Key findings from this analysis include: . Downtown Grand Rapids and inner neighborhoods are a major existing market for transit. High and moderate density residential, employment hubs, and industrial and manufacturing areas located in or adjacent to downtown Grand Rapids make up the core of transit demand in The Rapid’s network. . The Rapid does a good job serving areas with high transit demand. In addition to the downtown core, there are also high transit demand areas on the periphery of the service area, most notably around the southern area of the city of Grand Rapids, continuing into the cities of Kentwood and Wyoming. The Rapid’s network currently provides connections to nearly all of these high transit demand areas and provides a robust service network within the downtown core. . There may be opportunities to expand service to additional areas. Located to the west of the existing service area, there appears to be moderately high transit demand in the unincorporated community of Jenison and Georgetown Township in Ottawa County. There may be an opportunity to expand service across county lines to reach the population and employment concentrated in this area. Also, there appears to be some transit demand in Plainfield Township, just north of the exiting Route 11’s terminus. . Low-wage employment is concentrated along the 28th Street SE and 44th Street SW corridors. Downtown Grand Rapids is the primary employment hub for the region; however, low-wage employment is concentrated around the 28th Street SE corridor in Grand Rapids and Kentwood and the 44th Street SW corridor in Grandville. Employees working in these low-wage employment hubs are more likely to rely on transit to reach their jobs than other, higher-wage employees. . Transit propensity is concentrated in downtown Grand Rapids and relatively dense inner neighborhoods. There is both high transit demand and propensity throughout the downtown core of the city of Grand Rapids and the moderate-density inner neighborhoods adjacent to the south, as well as the Swan, West Grand, and Belknap Lookout neighborhoods to the west, northwest, and north of downtown. Additional areas with high demand for transit include the Clyde Park Avenue SW Corridor, Calvin University, the city of Kentwood, south Grand Rapids, and the Alpine Center and Alpine Township area.

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POPULATION Population density is a key determinant of transit demand. Higher density residential areas have more people within walking distance of streets that buses can operate along. Therefore, these areas are more likely to support frequent service than lower density areas. Additionally, studies have shown that a doubling of population density is correlated with as much as a 30% decrease in driving.3 Many of these driving trips are replaced with transit trips. In the Grand Rapids area, the highest population densities, 16 or more people per acre, exist in several inner neighborhoods surrounding downtown Grand Rapids, most notably the Swan and West Grand neighborhoods to the northwest of downtown. Additionally, the following areas have moderately high population density: . The Midtown and East Hills neighborhoods immediately to the east and south of downtown Grand Rapids. . The apartment complexes located in the northeast area of the city of Walker and Alpine Township north of I-96 and west of US 131. . The Roosevelt Park neighborhood located south of downtown Grand Rapids, east of the Grand River, and west of US 131, near the border of the city of Grand Rapids and the city of Wyoming. . The Calvin University campus area and surrounding neighborhoods located west of I-96 and north of 28th Street SE. . The Clyde Park corridor in the city of Wyoming, located west of US 131, south of Burton Street SW, and north of 44th Street SW. . The neighborhoods along Burton Street SE in the of the city of Grand Rapids and the northern portion of the city of Wyoming. Figure 3-2 presents population density for block groups in the Grand Rapids metropolitan area.

3 Patterns of Automobile Dependence in Cities. Newman and Kenworthy, 1989

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Figure 3-2 Population Density

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EMPLOYMENT

Employment density shares a similar nexus with transit demand as population density. Areas with a higher density of jobs are more popular destinations and have a higher demand for transit trips, particularly during the am and pm peak periods. Employment density, shown in Figure 3-3, is primarily clustered in downtown Grand Rapids and the Medical Mile, extending north of downtown along the eastern bank of the Grand River until Leonard Street NE. There are also a few disparate employment hubs to the south and east of downtown. There are additional areas with moderately high employment density in the following locations: . North of downtown Grand Rapids in the industrial areas surrounding the Grand River. . Along the 28th Street SE corridor between Breton Road SE and Patterson Avenue SE, including the Woodland Mall in the northern portion of the city of Kentwood and in the southeastern portion of the city of Grand Rapids. . Along Kalamazoo Avenue SE and Eastern Avenue SE between 28th Street SE and 44th Street SE in the southern portion of the city of Grand Rapids. . The commercial and administrative complexes in the city of Grandville located south of 28th Street SW and north of Prairie Street SW.

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Figure 3-3 Employment Density

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TRANSIT DEMAND INDEX The single most important factor influencing demand for transit service is the combined metric of population and employment density. Each metric, population density and employment density, has been shown to be capable of supporting a certain level of transit service, shown in Figure 3-4. Figure 3-4 Level of Transit Service Supported by Population and Employment Density

Population Employment Buses Frequency per Acre per Acre per Hour Very low demand Less than 2.5 Less than 2 0 Less than 60 minutes 2.5 – 8 2 – 4 0.5 60 minutes 8 – 16 4 – 8 1 30 minutes 16 – 31 8 – 16 2 15 minutes 31 – 47 16 – 24 4 10 minutes 47 – 92 24 – 48 6 5 minutes 92 or more 48 or more 12 Combining the transit service supported by both of these factors into a single Transit Demand Index indicates what levels of service may be supported throughout the Grand Rapids area, shown in Figure 3-5. In general, the central core of downtown shows the highest demand for transit service. Areas adjacent to downtown Grand Rapids, including the Swan, West Grand, Belknap Outlook, and Eastown neighborhoods, also show moderate demand for transit service. Transit service is supported throughout several corridors. East-west corridors include Burton Street, 3 Mile Road NW, 28th Street, and 44th Street. North-south corridors include Clyde Park Avenue, Byron Center Avenue, Division Avenue, Eastern Avenue, and M-44.

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Figure 3-5 Transit Demand Index

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LOW-WAGE EMPLOYMENT Low-wage employment, shown in Figure 3-6, follows a similar pattern as total employment, with the bulk of low-wage jobs located in downtown Grand Rapids and north along the Grand River. However, there are several areas in which low-wage employment is more pronounced than total employment: . The concentration of low-wage employment along the 28th Street SE corridor, particularly the area surrounding the intersection of Kalamazoo Ave SE and 28th Street SE, is more pronounced than for total employment, making this a key area for low-wage employment accessibility. . The shopping centers along 44th Street SW in the southern portion of the city of Grandville, including Bucktown Shopping Center, Wilson Town Center, RiverTown Crossings, and Grandville Marketplace, also represent a key cluster of low-wage jobs.

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Figure 3-6 Low-Wage Employment Density h

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LOW-INCOME POPULATIONS Low-income populations, shown in Figure 3-7, are generally clustered in neighborhoods just outside of downtown Grand Rapids, including: . Belknap Lookout, located north of I-196 and east of the Grand River. . The Burton Heights and Roosevelt Park neighborhoods located adjacent to US 131 between Hall Street SE and Burton Street SE. . The neighborhood surrounding the intersection of Fuller Avenue SE and Franklin Street SE in the eastern portion of the city of Grand Rapids. Additionally, there are clusters of moderately low-income populations located in Alpine Township and the Grand Valley State University campus area.

Figure 3-7 Low-Income Population Density

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PEOPLE WITH DISABILITIES People with disabilities, shown in Figure 3-8, are generally clustered in a few neighborhoods on the periphery of downtown Grand Rapids and in several communities toward the edge of the service area. These neighborhoods and communities include: . The neighborhoods located generally between Eastern Avenue SE, Plymouth Avenue SE, Franklin Street SE, and Hall Street SE. . The Swan and West Grand neighborhoods located east of US 131 and adjacent to both the north and south of I-196, generally northeast of downtown Grand Rapids. . The apartment complexes located in the northeast area of the city of Walker and Alpine Township, north of I-96 and west of US 131. . The apartment and townhome communities located in the city of Kentwood around the interchange of M-6 and Kalamazoo Avenue SE.

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Figure 3-8 Density of People with Disabilities

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YOUNG ADULTS Adults between the ages of 18 and 24 are more likely to take transit than adults over the age of 24. Young adults, shown in Figure 3-9, are concentrated around the Grand Valley State University campus area; in the eastern neighborhoods within the city of Grand Rapids, generally between Fulton Street SE, Plymouth Avenue SE, Franklin Street SE, and Madison Avenue SE; and the Calvin University campus area located just south of the city of East Grand Rapids. Figure 3-9 Density of Adults Age 18 to 24

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SENIORS Similar to young adults, people ages 65 and older are more likely to take transit than those age 64 and younger. The highest concentrations of senior populations in the service area, shown in Figure 3-10, are located in: . The neighborhood to the southwest of the intersection of Burton Street SE and M-44. . The Ottawa Hills neighborhood near the intersection of Franklin Street SE and Plymouth Avenue SE, around the border between the city of Grand Rapids and the city of East Grand Rapids. . The neighborhood near the intersection of 3 Mile Road NE and Coit Avenue NE in the northern portion of the City of Grand Rapids. . The neighborhood located to the northeast of the intersection of 44th Street SE and Breton Road SE in the city of Kentwood. There are additional concentrated populations of seniors in Jenison and Georgetown Township located to the west of the existing service area in Ottawa County.

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Figure 3-10 Density of Adults Age 65 and Older

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RENTAL UNITS There is also a relationship between rental units and transit ridership, with higher concentrations of rental units correlating with higher transit ridership. The highest concentrations of rental units are generally located in the downtown Grand Rapids area and in large apartment complexes toward the periphery of the service area, including: . The apartment complexes located in the northeast area of the city of Walker and Alpine Township, north of I-96 and west of US 131. . The apartment complexes located south of Burton Street SE and east of M-44 in the eastern portion of the city of Grand Rapids. . The apartment complexes located along Byron Center Avenue SW near 44th Street SE and near Prairie Street SW in the city of Wyoming.

Figure 3-11 Density of Rental Units

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ZERO-VEHICLE HOUSEHOLDS Many households in the service area have access to a motor vehicle. However, some areas, particularly in the neighborhoods surrounding downtown Grand Rapids, have more than 1,000 households per square mile without access to a motor vehicle, shown in Figure 3-12. The areas with the highest density of zero-vehicle households include: . The apartment complexes located south of Burton Street SE and east of M-44 in the eastern portion of the city of Grand Rapids . The West Grand neighborhood to the northwest of downtown Grand Rapids . Along the Hall Street SE corridor between Madison Avenue SE and Plymouth Avenue SE

Figure 3-12 Density of Households without Access to a Motor Vehicle

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TRANSIT PROPENSITY INDEX For the purposes of this analysis, propensity to take transit is based on the density of five combined indicators: seniors (age 65 and up), people with low-incomes (under 100% of the federal poverty level), people with disabilities, rental units, and zero-vehicle households. Based on this index, the largest demand for transit is clustered into eight general areas: . Downtown Grand Rapids. There is high transit demand throughout the downtown core of the city of Grand Rapids and the moderate-density inner neighborhoods adjacent to the south. This area, which is generally bound by Division Avenue S, I-196, Plymouth Avenue S, and Burton Street SE, ranks highly for almost every transit propensity indicator. While it is not included as a factor in the Transit Propensity Index, downtown Grand Rapids also ranks among the highest in terms of employment density and low- wage employment density. . Belknap Lookout. This high transit propensity neighborhood is located north of downtown Grand Rapids, generally bound by I-196, Monroe Avenue NW, Knapp Street NE, and College Avenue NE. It is a moderately dense neighborhood located adjacent to industrial and manufacturing land uses on the eastern bank of the Grand River. . West Grand Rapids. Similar to Belknap Lookout, the John Ball Area and West Grand neighborhoods, generally bound by US 131, Richmond Street NW, Covell Avenue NW, and Butterworth Street SW, are also relatively dense residential neighborhoods with adjacent industrial land uses on the western bank of the Grand River. . Alpine Township. Located around the intersection of 4 Mile Road NW and M-37 in the northern portion of the service area, this neighborhood is characterized by high density apartment complexes and several big box retailers, including Walmart and Meijer. This area ranks highly for population density, low-income populations, people with disabilities, and rental units. . The Clyde Park Avenue SW Corridor. This corridor runs north-south through the city of Grand Rapids and the city of Wyoming and is located adjacent to the west of US 131. The corridor includes moderate density residential development throughout the corridor, industrial and manufacturing at the northern end, and big box retail to the south. This corridor ranks highly in terms of population density and low-income populations and ranks moderately high for rental units. . South Grand Rapids. Located north of M-6 and east of US 131, this area is both within the city of Grand Rapids and the city of Kentwood. This neighborhood is characterized by large apartment complexes and several big box retailers including Walmart and Home Depot. . Kentwood. The central area of the city of Kentwood, generally around the intersection of Breton Road SE and 44th Street SE, contains high density apartment complexes and a retail corridor. . North Kentwood and Calvin University. The area surrounding this intersection includes numerous high-density apartment complexes, Calvin University, Woodland Mall, and the Shops at CenterPoint. It also ranks highly in zero-vehicle households, seniors, population density, and rental units. Figure 3-13 shows the TPI for block groups in the Grand Rapids area.

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Figure 3-13 Transit Propensity Index

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BICYCLE INFRASTRUCTURE Another potential indicator for transit performance is the presence of bicycle infrastructure. Safe, comfortable bicycling and pedestrian networks provide the first- and last-mile connections needed for people to access the transit network. Areas of The Rapid service area with a higher concentration of quality bicycle infrastructure, including separated bike trails and dedicated bike lanes, are shown in Figure 3-14. Dedicated bike lanes are concentrated in the downtown core and inner neighborhoods of Grand Rapids and East Grand Rapids. Key bike corridors include Diamond Avenue, Ball Avenue, Jefferson Avenue, Franklin Street, Robinson Road, Lake Drive, Plymouth Avenue, Fulton Street, and Market Avenue. Most routes in The Rapid network intersect at least one dedicated bike lane in the downtown core; however, Routes 2, 5, 6, 11, 13, 41, and 18 operate near or adjacent to dedicated bike lanes for a significant portion of their alignment. Bike trails tend to be located on the periphery of the service area. However, multiple east-west bike trails in the southern portion of the service area provide connections to the Silver Line and Routes 1, 4, 10, and 16. Additional routes with connections to bike trails include Routes 7, 9, 12, 13, 15, 24, and 28.

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Figure 3-14 Bicycle Infrastructure and Transit Network Overlay

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4 TREND ANALYSIS This trend analysis compares The Rapid’s current performance with past performance. The trends in this section paint a data-driven picture of performance relative to previous years, which in turn helps to shape recommendations for future service improvements. This section assesses 10 fixed-route performance indicators for the 10-year period from FY 2008 through FY 2017. The ten indicators are:

. Annual passenger trips . Total annual operating expenses . Annual revenue hours . Operating expense per passenger . Passengers per revenue hour . Operating expense per revenue hour . Annual revenue miles . Annual farebox revenue . Passengers per revenue mile . Farebox recovery ratio Figure 4-1 through Figure 4-10 present these performance indicators for the years specified. KEY FINDINGS . The Rapid underwent a period of significant expansion between 2011 and 2014. During this time, the agency increased annual revenue hours by 19%, annual revenue miles by 24%, annual operating expenses by 24%, and annual passenger trips by 17%. . Since 2014, The Rapid has generally continued increasing service levels in terms of annual revenue hours and annual revenue miles; however, annual passenger trips have been decreasing over this time period. Despite providing more service, The Rapid has been unsuccessful in generating new ridership. This suggests that service investments may not have been made in areas of highest transit demand or that external factors such as low gasoline prices, increased use of Transportation Network Company (TNC) services, or larger economic trends may be contributing to declining ridership. . Total annual operating expense per revenue hour has been steadily decreasing since 2014, while annual revenue hours have increased. This suggests that while the agency has not been successful in generating new ridership, it has been able to provide service more efficiently.

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RIDERSHIP Ridership on The Rapid, measured in annual passenger trips, increased steadily between 2008 and 2014, accounting for a 40% increase in ridership over the seven-year period. A ridership decline began in 2015 following a $0.25 base fare increase, and annual passenger trips have continued to decrease through 2017. Overall ridership has decreased by 12% since reaching a peak of 12.1 million annual passenger trips in 2014. This decrease in ridership occurred despite increasing annual revenue hours and the implementation of the Silver Line BRT. Figure 4-1 shows the annual passenger trips between 2008 and 2017. Figure 4-1 Annual Passenger Trips

14,000,000

12,093,097 12,122,619 11,519,239 11,574,413 12,000,000 11,079,769 10,617,715 10,339,515 10,000,000 9,331,950 8,657,281 8,897,440 8,000,000

6,000,000

4,000,000

2,000,000

0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Source: iNTD Interurban Transit Partnership, FY2008 – FY2017

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REVENUE HOURS Revenue hours have been generally increasing since 2008, aside from slight decreases in 2010 and 2011. Over the past 10 years, revenue hours have increased by 38% to approximately 459,000 annual revenue hours in 2017. Passenger trips per revenue hour decreased slightly from 2008 to 2009, before increasing to a peak of 29.77 trips per revenue hour in 2012. Since 2012, passenger trips per revenue hour have continued to decrease, reaching a low of 23.11 trips per revenue hour in 2017. This represents a 22% decrease over the six-year period and also corresponds with steadily declining annual passenger trips since 2014. The data suggests that ridership generally increased while transit service was expanding until around 2013 or 2014, at which point service continued to expand and ridership began to decrease. Figure 4-2 shows annual revenue hours and Figure 4-3 shows passenger trips per revenue hour between 2008 and 2017. Figure 4-2 Annual Revenue Hours

500,000 450,809 450,882 459,370 432,871 450,000 420,188 386,945 375,013 400,000 366,979 364,039 350,000 332,388 300,000 250,000 200,000 150,000 100,000 50,000 0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Source: iNTD Interurban Transit Partnership, FY2008 – FY2017

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Figure 4-3 Annual Passenger Trips per Revenue Hour

35

29.77 28.78 30 28.4 28.01 26.05 25.43 25.67 24.57 25 23.73 23.11

20

15

10

5

0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Source: iNTD Interurban Transit Partnership, FY2008 – FY2017

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REVENUE MILES Annual revenue miles, shown in Figure 4-4, were relatively stable between 2008 and 2011, before steadily increasing between 2011 and 2015. Over this five-year period, annual revenue miles increased from 4.8 million to 6.1 million, a 29% increase. Since 2015, annual revenue miles have generally flattened. Annual passenger trips per revenue mile, shown in Figure 4-5, reached a peak of 2.17 trips per revenue mile in 2012 before steadily decreasing to a 10-year low of 1.72 trips per revenue mile in 2017. This represents a 21% decrease over the six-year period. Figure 4-4 Annual Revenue Miles

7,000,000 6,185,138 6,131,566 6,177,871 5,947,472 6,000,000 5,718,442 5,302,882

4,883,998 4,760,541 4,787,524 5,000,000 4,546,745

4,000,000

3,000,000

2,000,000

1,000,000

0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Source: iNTD Interurban Transit Partnership, FY2008 – FY2017

Figure 4-5 Annual Passenger Trips per Revenue Mile

2.5

2.16 2.17 2.11 2.04 1.96 2 1.9 1.87 1.82 1.81 1.72

1.5

1

0.5

0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Source: iNTD Interurban Transit Partnership, FY2008 – FY2017

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OPERATING EXPENSES Annual operating expenses, shown in Figure 4-6, follow the same general trend as annual revenue hours and annual revenue miles—steadily increasing from 2008 until 2015 before stabilizing. Annual operating costs have increased by approximately 38% during the ten-year period between 2008 and 2017 to approximately $35 million annually. As operating costs increased and stabilized, ridership began decreasing. This trend has resulted in an increasing operating expense per passenger since 2013, as shown in Figure 4-7. Operating expense per passenger has increased by 22% over this five-year period. Operating expense per revenue hour, shown in Figure 4-8, fluctuated significantly from year to year between 2008 and 2013. From 2014 through 2017, operating expense per revenue hour decreased steadily. This data suggests that over the past four years, The Rapid has been able to provide more revenue hours at a lower cost per revenue hour. At the same time, declining ridership has led to increasing operating costs per passenger over time.

Figure 4-6 Total Annual Operating Expenses

$40,000,000 $35,947,679 $35,207,838 $34,892,010 $34,958,265 $35,000,000 $32,898,544 $31,866,404 $30,000,000 $28,132,584 $26,601,312 $27,015,950 $25,601,637 $25,000,000

$20,000,000

$15,000,000

$10,000,000

$5,000,000

$0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Source: iNTD Interurban Transit Partnership, FY2008 – FY2017

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Figure 4-7 Operating Expense per Passenger

$3.50 $3.32 $3.11 $3.16 $2.96 $2.99 $3.00 $2.90 $2.88 $2.72 $2.77 $2.72

$2.50

$2.00

$1.50

$1.00

$0.50

$0.00 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Source: iNTD Interurban Transit Partnership, FY2008 – FY2017

Figure 4-8 Operating Expense per Revenue Hour

$84.00 $82.35

$82.00 $80.61 $79.74 $80.00 $78.29 $77.28 $77.53 $78.00 $77.02 $76.64 $76.00 $74.00 $73.62

$72.00 $70.93 $70.00 $68.00 $66.00 $64.00 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Source: iNTD Interurban Transit Partnership, FY2008 – FY2017

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FAREBOX REVENUE Annual farebox revenue, the revenue collected by the agency as fares paid by passengers, and the farebox recovery ratio, the ratio of operating expenses met by farebox revenue, both generally increased from 2008 through 2013. In 2014, both the annual farebox revenue and the farebox recovery ratio increased dramatically—by 55% and 45%, respectively. This increase is due to a change in reporting by The Rapid to include service contract revenue from partners like Grand Valley State University as farebox revenue. Since this reporting change, farebox revenue and farebox recovery have been relatively stable. Farebox recovery ratio has been between 25.1% and 27.4%, and farebox revenue has been between $8.8 million and $9.4 million. Figure 4-9 shows annual farebox revenue and Figure 4-10 shows farebox recovery ratio for The Rapid between 2008 and 2017.

Figure 4-9 Annual Farebox Revenue

$10,000,000 $9,412,729 $9,260,806 $9,071,194 $9,000,000 $8,798,212 $8,000,000 $7,000,000 $5,854,338 $6,000,000 $5,501,676 $4,992,338 $4,404,701 $5,000,000 $4,283,127 $3,875,365 $4,000,000 $3,000,000 $2,000,000 $1,000,000 $0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Source: iNTD Interurban Transit Partnership, FY2008 – FY2017

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Figure 4-10 Farebox Recovery Ratio

30.0% 27.4% 26.7% 26.7% 25.1% 25.0%

20.0% 18.4% 18.1% 17.7% 16.6% 16.6% 15.6% 15.0%

10.0%

5.0%

0.0% 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Source: iNTD Interurban Transit Partnership, FY2008 – FY2017

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5 ROUTE PROFILES This chapter describes The Rapid’s fixed routes, including alignment characteristics, service span, headway, destinations served, ridership, and schedule adherence. Figure 5-1 shows the existing system map for The Rapid, Figure 5-2 presents average daily weekday ridership for each route, Figure 5-3 shows boardings per revenue hour for each route. Figure 5-4 and Figure 5-5 present the average daily ridership for each route on Saturdays and Sundays, respectively. Figure 5-6 shows a system map of boardings by stop. Ridership maps accompany each route profile and can be found in Appendix A. These maps depict boardings and alightings at each stop for each direction based on Automatic Passenger Count (APC) data provided by The Rapid for the time period between June 4, 2019 and July 14, 2019. Appendix B provides more detailed information associated with each route, including the following charts and tables for reference: . Weekday load by stop . Weekday boarding/alighting profile . Weekday ridership and maximum load by trip . Tables summarizing boardings, alightings, and maximum load by direction, segment, and time of day Appendix C provides ridership charts for each route providing Saturday and Sunday service, including the average number of riders per trip in both the inbound and outbound directions.

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Figure 5-1 2019 The Rapid System Map

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Figure 5-2 Weekday Riders by Route

Silver Line 2,895 Route 2 - Kalamazoo 1,910 Route 9 - Alpine 1,786 Route 28 - 28th Street Crosstown 1,630 Route 4 - Eastern 1,560 Route 1 - Division 1,476 Route 19 - Michigan Crosstown 1,229 Average 1,034 Route 6 - Eastown/Woodland 1,032 DASH North 992 Route 8 - Grandville/Rivertown 971 Route 44 - 44th Street Crosstown 971 Route 11 - Plainfield 951 Route 15 - East Leonard 944 Route 5 - Wealthy/Woodland 927 DASH West 798 Route 10 - Clyde Park 785 Route 16 - Wyoming/Metro Health 747 Route 7 - West Leonard 711 Route 24 - Burton Crosstown 709 Route 3 - Madison 682 Route 13 - Michigan/Fuller North 664 Route 14 - East Fulton 551 Route 12 - West Fulton 544 Route 18 - Westside 523 Route 17 - Woodland Mall/Airport 324 0 500 1,000 1,500 2,000 2,500 3,000 3,500

Source: The Rapid System Overview, APC data analysis, October-May 2019

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Figure 5-3 Weekday Boardings per Revenue Hour

Silver Line 37.3 Route 9 - Alpine 34.1 Route 19 - Michigan Crosstown 33.7 Route 2 - Kalamazoo 33.4 Route 10 - Clyde Park 32.7 Route 1 - Division 30.7 Route 3 - Madison 28 Route 11 - Plainfield 26.5 Route 18 - Westside 24.9 DASH West 24 Route 15 - East Leonard 23.7 Average 23.4 Route 4 - Eastern 22.9 Route 13 - Michigan/Fuller North 22.6 Route 14 - East Fulton 21.2 Route 8 - Grandville/Rivertown 21.1 Route 16 - Wyoming/Metro Health 20.3 Route 12 - West Fulton 20.3 Route 28 - 28th Street Crosstown 19 DASH North 18.9 Route 17 - Woodland Mall/Airport 18.6 Route 5 - Wealthy/Woodland 18.4 Route 7 - West Leonard 17.5 Route 6 - Eastown/Woodland 17.4 Route 44 - 44th Street Crosstown 17 Route 24 - Burton Crosstown 14 Route 50 - GVSU Campus Connector 9.8 0 5 10 15 20 25 30 35 40

Source: The Rapid System Overview, APC data analysis, October-May 2019

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Figure 5-4 Saturday Riders by Route

Silver Line 1,537 Route 9 - Alpine 1,328 Route 1 - Division 1,097 Route 2 - Kalamazoo 1,073 DASH North 1,062 Route 28 - 28th Street 956 Route 4 - Eastern 773 DASH West 658 Average 607 Route 6 - Eastown 547 Route 8 - Rivertown 534 Route 44 - 44th Street 469 Route 15 - East Leonard 447 Route 10 - Clyde Park 397 Route 16 - Wyoming/Metro Health 395 Route 11 - Plainfield 394 Route 5 - Wealthy 376 Route 24 - Burton 360 Route 12 - West Fulton 307 Route 7 - West Leonard 290 Route 13 - Michigan North 286 Route 14 - East Fulton 249 Route 3 - Madison 240 Route 18 - Westside 198 0 500 1,000 1,500 2,000

Source: The Rapid System Overview, APC data analysis, October-May 2019

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Figure 5-5 Sunday Riders by Route

Silver Line 893

Route 1 - Division 679

Route 2 - Kalamazoo 651

Route 28 - 28th Street 560

Route 9 - Alpine 547

DASH North 535

Average 440

Route 6 - Eastown 403

DASH West 392

Route 16 - Wyoming/Metro Health 356

Route 4 - Eastern 346

Route 8 - Rivertown 294

Route 15 - East Leonard 290

Route 11 - Plainfield 250

Route 10 - Clyde Park 229

Route 7 - West Leonard 181

0 200 400 600 800 1,000

Source: The Rapid System Overview, APC data analysis, October-May 2019

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Figure 5-6 The Rapid System Ridership, Average Weekday Boardings by Stop

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WEEKEND SERVICE The Rapid system provides different levels of service on weekdays, Saturdays, and Sundays. The Saturday service map, shown in Figure 5-7, covers much of the same area as weekday service. Only Routes 17 and 19 do not provide Saturday service. While coverage remains relatively consistent, service frequency and span are reduced. Saturday service frequency, shown in Figure 5-8, drops to 30-minute frequency on core routes and 60-minute frequency on coverage routes. Additionally, all service ends before 10:30 pm on Saturdays. Sunday service coverage and frequency, shown in Figure 5-9 and Figure 5-10, respectively, are further reduced from Saturday levels. Less than 60% of routes in The Rapid system provide Sunday service, and only the Silver Line, Route 1, Route 2, and the combined alignment of Route 10 and Route 16 north of Burton Street operate with 30-minute frequencies. The remainder of the Sunday network operates hourly. Additionally, all Sunday service ends before 7:30 pm. This reduction in late night service on both Saturdays and Sundays makes it difficult for some workers to rely on transit for their commute needs.

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Figure 5-7 Saturday Service Map

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Figure 5-8 Saturday Service Frequency

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Figure 5-9 Sunday Service Map

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Figure 5-10 Sunday Service Frequency

SILVER LINE The Silver Line is the only Bus Rapid Transit (BRT) route in the system. The route alignment, shown in Figure 5-11, travels between Central Station in downtown Grand Rapids and the 60th Street Park-and-Ride lot on Division Avenue & 60th Street. The route alignment includes an out- of-direction loop through downtown Grand Rapids, designed to directly serve major employers in downtown rather than facilitating transfers at Central Station with a faster, more direct trip. The Silver Line also operates in a fare free zone within downtown Grand Rapids, shown as the inset map in Figure 5-11. The Silver Line operates on the same alignment as Route 1 outside of downtown, along Division Avenue south of Wealthy Street and north of 60th Street. Despite running along the same alignments, the Silver Line and Route 1 do not share stops, making it difficult for discretionary

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riders to choose between the two services. Stops served by the Silver Line are spaced approximately every half mile to mile, while stops served by Route 1 are spaced approximately every 500 to 1,000 feet. The relatively far stop spacing for the Silver Line compared to Route 1 generally results in faster travel times on the Silver Line but makes Route 1 more accessible to a larger number of passengers. The Silver Line provides connections to Grand Rapids Community College, DeVos Place, Medical Mile and Spectrum Health-Butterworth, and Mercy Health. In addition to the routes serving Central Station, the Silver Line also enables transfers with Routes 3, 4, 5, 11, 14, 15, 19, 24, 28, 44 and 50. Major Destinations . Central Station . Van Andel Arena . DeVos Place . Medical Mile . Grand Rapids Community College . Mercy Health . 60th Street Park-and-Ride Ridership The Silver Line averages approximately 2,895 riders per weekday, making it the highest ridership route in the system. Route 1 operates along the same alignment as the Silver Line south of Wealthy Street and is the 6th highest ridership route in the system, averaging 1,476 riders per weekday. The combined ridership on the shared alignment outside of the downtown area averages approximately 2,683 riders per weekday. Peak headways are every 10 minutes, 20 minutes during the midday period, and 30 minutes during the evening. The first outbound trip in the morning has higher ridership than the next several trips, indicating that there may be demand for earlier service. This pattern also exists for Route 1, indicating demand for earlier service along the Division corridor. The Silver Line averages 37.3 boardings per revenue hour, making it the most productive route in the system. Productivity between Franklin Street Station and Mercy Health Station (69.2 boardings per revenue hour) is nearly double the route’s average productivity. Productivity is below average at the southern end of the route between 60th Street Station and 44th Street Station (28.1 boardings per revenue hour) and between 44th Street Station and 28th Street Station (17.9 boardings per revenue hour). Ridership and productivity on the Silver Line are highest during the midday period when the service frequency is reduced from every 10 minutes to every 20 minutes. This indicates that there may be sufficient demand for the Silver Line to operate more frequently during the midday period. Additionally, the 20-minute headways during the midday period make transfer timing at Central Station more difficult since all other routes are operating at 30- or 60-minute frequency. The Silver Line is also the highest ridership route in terms of weekend service, averaging approximately 1,537 Saturday riders and 893 Sunday riders. This represents a 47% and 69% decrease from weekday ridership, respectively.

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Figure 5-11 Route Map, Silver Line

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Schedule Adherence Silver Line Characteristics Weekday The Silver Line’s on-time performance (OTP) varies significantly by the time of day. Between June of Start Time 5:07 AM 2018 and June of 2019, the route arrived on-time End Time 12:33 AM 96.2% of the time during the early morning, 90.0% of the time during the morning peak, 77.9% of the Average Daily Boardings 2,8951 time during the midday period, 45.1% of the time Peak Headway (mins)2 10 during the afternoon peak, and 80.0% of the time Off-Peak Headway (mins) 20 during the evening period. On average, the OTP for the Silver Line is 77.8%, the 2nd lowest average OTP Evening Headway (mins) 30 in the system. Schedule On Time 77.8%3 During the afternoon peak, the inbound Silver Line Adherence is over five minutes late entering the Monroe & Louis Saturday stop, on average. This indicates that the inbound Start Time 5:37 AM Silver Line is not able to meet its scheduled time points in the downtown area may result in End Time 10:03 PM passengers missing their transfers at Central Station. Headway (mins) 30 During the afternoon peak, the outbound Silver Line is over five minutes late on average to the transfer Sunday points at Division & Burton, Division & 28th, and Start Time 6:07 AM th Division & 44 . This indicates that the outbound End Time 7:03 PM Silver Lane is not able to meet its scheduled timepoints and may result in passengers missing Headway (mins) 30 their transfers with Routes 24, 28, and 44. Scheduled travel times for the Silver Line are consistent across different times of day. Thus, it is likely that as traffic congestion ebbs and flows throughout the day, OTP similarly improves and worsens since the schedule does not allow for additional travel time during heavily congested time periods. This is particularly evident during afternoon peaks, when downtown Grand Rapids traffic slows down the Silver Line. Summary The Silver Line is among the highest ridership and productivity routes in The Rapid system, despite running duplicative service with Route 1 along Division Avenue. The high frequency service and relatively large spaces between stops allow the Silver Line BRT route to operate like an express route, while Route 1 provides more local service along the highest ridership corridor in the service area. However, because the two routes do not share any stops, passengers are likely to use whichever service is closest to their origin or destination, rather than walking out of their way to choose the fastest or most direct service. The Silver Line and Route 1 both represent two of the top six highest ridership routes in the system, but allowing shared stops between the two services would provide passengers with more choices and improve accessibility to the transit network. The

1 Average daily boardings is drawn from The Rapid APC data between June 2019 and July 2019 and represents ‘Weekday Riders’. 2 Peak hours defined as 6:00AM-10:00AM and 3:00PM-7:00PM. 3 On-time performance (OTP) is drawn from The Rapid provided weekly on-time performance data collected between June 2018 and June 2019.

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Silver Line also has the second lowest average OTP in the system, especially low in the afternoon peak period. Operating earlier morning service, tailoring running times to specific times of day, and improving OTP and service reliability on The Rapid’s only BRT route may make the service more attractive to discretionary riders and increase ridership on the system.

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ROUTE 1 – DIVISION Route 1 travels between Central Station in downtown Grand Rapids and the Meijer located in the City of Wyoming via Division Avenue. The route alignment, shown in Figure 5-12, includes an out-of-direction loop through downtown Grand Rapids along Division Avenue, Fulton Street, Ottawa Avenue, Oakes Street, and Grandville Avenue. This loop operates on a different alignment than the Silver Line downtown loop. Unlike the Silver Line, the route alignment also makes a loop between Division Avenue, 68th Street, Clyde Park Avenue, and 54th Street. This loop allows Route 1 to provide service to several shopping centers in addition to the Meijer located at the intersection of Clyde Park Avenue and 54th Street. Route 1 operates on the same alignment as the Silver Line outside of downtown along Division Avenue, south of Wealthy Street and north of 60th Street. Despite running along the same alignments, the Silver Line and Route 1 do not share stops, making it difficult for discretionary riders to choose between the two services. Stops served by the Silver Line are spaced approximately every half mile to mile, while stops served by Route 1 are spaced approximately every 500 to 1,000 feet. The relatively far stop spacing for the Silver Line compared to Route 1 generally results in faster travel times on the Silver Line but makes Route 1 more accessible to a larger number of passengers. Route 1 provides connections to Grand Rapids Community College, Van Andel Arena, 60th Street Park-and-Ride, Meijer and, in addition to the routes serving Central Station, enables transfers with Routes 3, 4, 5, 11, 14, 15, 19, 24, 28, 44, and 50. Major Destinations . Central Station . Van Andel Arena . Grand Rapids Community College . 60th Street Park-and-Ride . Meijer Ridership Route 1 averages approximately 1,476 riders per weekday, making it the 6th highest ridership route in the system, despite sharing the majority if its alignment with the Silver Line. Service on Route 1 operates with 30-minute headways all day, including peak, off-peak, and evening time periods. The first inbound trip in the morning has higher ridership than the next three trips, indicating that there may be sufficient demand for earlier morning service. Route 1 averages 30.7 boardings per revenue hour, making it the sixth most productive route in the system. Productivity is highest on the segments between Division & Fulton and Central Station (69.1 boardings per revenue hour) and between Division & Burton and Division & Franklin (41.8 boardings per revenue hour). The southernmost segment, Meijer to Division & 54th, has the 3rd highest productivity of any segment on the route (29.3 boardings per revenue hour). Ridership and productivity on Route 1 are highest during the midday period, the afternoon peakafternoon peak, and the morning peak. The Silver Line also has high ridership and productivity during the midday period, which indicates that there may be demand for more

Nelson\Nygaard Consulting Associates, Inc. | 5-17 Comprehensive Operational Analysis | DRAFT Final Report The Rapid

frequent midday service for both routes operating on the Division Avenue corridor. While the Silver Line’s frequency is reduced from 15 minutes to 20 minutes during the midday period, Route 1’s frequency remains consistent at 30 minutes. This indicates that there may be demand for more frequent service on Route 1 during the midday period and during the afternoon peak period. Route 1 is the third highest ridership route on Saturdays and the second highest ridership route on Sundays, averaging approximately 1,097 Saturday riders and 679 Sunday riders. This represents a 26% and 54% decrease from weekday ridership, respectively. Figure 5-12 Route Map, Route 1 – Division

Route 1 Characteristics Weekday Start Time 4:48 AM End Time 12:49 AM Average Daily Boardings 1,476 Peak Headway (mins) 30 Off-Peak Headway (mins) 30 Evening Headway (mins) 30 Schedule On Time 77.5% Adherence Saturday Start Time 5:23 AM End Time 10:28 PM Headway (mins) 30 Sunday Start Time 6:32 AM End Time 7:19 PM Headway (mins) 30

Schedule Adherence Route 1’s OTP varies significantly by time of day, similar to the Silver Line. Between June of 2018 and June of 2019, the route arrived on-time 96.5% of the time during the early morning, 85.6% of the time during the morning peak, 72.8% of the time during the midday period, 42.6% of the time during the afternoon peak, and 90.1% of the time during the evening period. On average, the OTP for the Route 1 is 77.5%, the lowest average OTP in the system.

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Much like the Silver Line, Route 1’s schedule does not vary throughout the day, but traffic levels and the associated delays do impact the route, particularly in downtown Grand Rapids during the afternoon peak. On average during the afternoon peak, inbound trips arrive over five minutes late to all timepoints except the starting point of the route, the 54th Street Meijer. The average trip arrives over eight minutes late to the downtown stops located at Division & Burton, Division & Fulton, and Central Station. The average outbound trip during the afternoon peak arrives over five minutes late to all timepoints, including the starting point at Central Station. The afternoon peak delays on Route 1 are so severe that the average passenger is likely to miss their transfer opportunities along the entire alignment of the route. Summary Route 1 is the sixth highest ridership and sixth most productive route in the system, despite running somewhat duplicative service with the Silver Line on Division Avenue. While the Silver Line operates with higher frequency, the relatively dense stop spacing on Route 1 makes it a slower but more accessible service. Dense stop spacing, every 500 to 1,000 feet, allows more people to live or work within walking distance of the service than the wider stop spacing, every half mile to a mile, on the Silver Line. Because the two routes do not share any stops, passengers are likely to use whichever service is closest to their origin or destination, rather than walking out of their way to choose the fastest or most direct service. This makes the Silver Line and Route 1 complementary services, rather than supplemental. Route 1 and the Silver Line both represent two of the top six highest ridership and productivity routes in the system, but allowing shared stops between the two services would provide passengers with more choices and improve accessibility to the transit network. The low on-time performance for Route 1 during the afternoon peak make it a highly unreliable service, particularly for passengers who rely on transfers at Central Station.

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ROUTE 2 – KALAMAZOO Route 2 travels between Central Station in downtown Grand Rapids and Kentwood City Hall via Iona Avenue, Franklin Street, Fuller Avenue, Kalamazoo Avenue, and 44th Street, as shown in Figure 5-13. Route 2 operates a loop through 44th Street, Walma Avenue, and Breton Road to provide service to several apartment complexes and the municipal building campus for the City of Kentwood. Route 2 also operates a deviation on Kalamazoo Avenue south of 44th Street to provide service to the Kent County Health Department’s Kentwood office in the outbound direction only. Route 2 operates a short turn service between Central Station and the Meijer located at Kalamazoo & 28th every 30 minutes, operating in tandem with the full route between Central Station and Kentwood City Hall. This enables the route to provide 15-minute peak service between Central Station and Kalamazoo & 28th and 30-minute all day service on the full route alignment. In addition to providing connections to the City of Kentwood City Hall and other municipal buildings, Route 2 Characteristics Route 2 provides service to Meijer and the State of Weekday Michigan Department of Human Services. Route 2 Start Time 4:48 AM also enables transfer opportunities with all the routes serving Central Station, as well as with the End Time 12:50 AM Silver Line and Routes 1, 3, 4, 5, 24, 28, and 44. Average Daily Boardings 1,910 Major Destinations Peak Headway (mins) 15 Off-Peak Headway (mins) 30 . Central Station Evening Headway (mins) 30 . State of Michigan Department of Human Schedule Services On Time 85.3% Adherence . Grand Rapids Housing Commission . Kentwood City Hall and Municipal Buildings Saturday . Kent County Health Department Start Time 5:20 AM . Spectrum Health-Kalamazoo Center End Time 9:50 PM . Meijer Headway (mins) 15-60 Ridership Sunday Start Time 6:27 AM Route 2 averages approximately 1,910 riders per End Time 7:20 PM weekday, making it the second highest ridership route in the system. Peak headways are every 15 Headway (mins) 30 minutes, while off-peak and evening headways are every 30 minutes. Route 2 averages 33.4 boardings per revenue hour, making it the fourth most productive route in the system. Productivity between Franklin & Division and Central Station is significantly higher than any other segment in the route (84.5 boardings per revenue hour). Productivity between Meijer and Kalamazoo & Burton (36.7 boardings per revenue hour) and on Franklin between Eastern and Division (37.5 boardings per revenue hour) were also above the average productivity for the route. Aside from ridership at the Meijer near Kalamazoo & 28th, productivity is generally lower for the southern portion of the route and higher for the northern portion.

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Ridership and productivity on Route 2 are highest during the midday period when the route’s headways are reduced from 15 minutes to 3o minutes. This indicates that there may be sufficient midday demand for Route 2 to operate more frequently during the midday period. Route 2 is the fourth highest ridership route on Saturdays and the third highest ridership route on Sundays, averaging approximately 1,073 Saturday riders and 651 Sunday riders. This represents a 44% and 66% decrease from weekday ridership, respectively. Figure 5-13 Route Map, Route 2 – Kalamazoo

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Schedule Adherence Route 2’s OTP varies somewhat by time of day. Between June of 2018 and June of 2019, the route arrived on-time 95.5% of the time during the early morning, 88.7% of the time during the morning peak, 77.1% of the time during the midday period, 72.1% of the time during the afternoon peak, and 93.2% of the time during the evening period. On average, the OTP for Route 2 is 85.3%, slightly below average for the system. On-time performance appears relatively consistent throughout the corridor, however, the average outbound trip arrives at Kent City Hall over five minutes late during the midday period and over seven minutes late during the afternoon peak period. This trend is not observed in other segments of the route or in the inbound direction. These delays may be a result of traffic congestion in the vicinity of the Kent County South Clinic stop, which is only served in the outbound direction. Summary Route 2 provides a north-south connection between downtown Grand Rapids and the City of Kentwood along Kalamazoo Avenue and has the second highest ridership and productivity in The Rapid system. Route 2 is one of the core north-south services in The Rapid system, along with the Silver Line, Route 1, and Route 4. The route operates with 15-minute headways from 28th Street to Downtown Grand Rapids during peak periods and 30-minute headways during off-peak periods. The midday productivity strongly suggests that there may be sufficient demand during the midday period to increase frequency. During peak hours, the Route 2 short-turns (the trips that only go between 28th and Downtown Grand Rapids) are not as productive as the trips that go the full length of Route 2. Less than 10 riders a day use the Kent County South Clinic stop on Kalamazoo south of 44th which is served by the Route 2 deviation and may result in the most significant on-time performance issues for the route.

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ROUTE 3 – MADISON Route 3 provides a north-south connection between Central Station in downtown Grand Rapids and Mercy Health, Hope Network, and the industrial and manufacturing area along R.B. Chafee Boulevard located south of 32nd Street. The route alignment, shown in Figure 5-14, operates on Cherry Street, Jefferson Avenue, Franklin Street, Madison Avenue, and R.B. Chaffee Boulevard. Route 3 Characteristics Route 3 also operates an extension on 36th Street to Weekday provide direct service to the West Michigan Hope Start Time 5:45 AM Network, a job training and support services center. End Time 12:05 AM Route 3 provides north-south service on Madison Avenue, operating parallel with The Silver Line and Average Daily Boardings 682 Route 1 on Division Avenue and Route 4 on Eastern Peak Headway (mins) 30 Avenue. The route provides connections to Mercy Off-Peak Headway (mins) 30 Health, Kent County Health Services, and West Michigan Hope Network. In addition to the routes Evening Headway (mins) 60 serving Central Station, Route 3 also enables Schedule On Time 89.2% transfers to the Silver Line and Routes 2, 4, 5, 24, Adherence 28. Saturday Major Destinations Start Time 5:45 AM . Central Station End Time 10:05 PM . Mercy Health Headway (mins) 60 . Kent County Health Services . West Michigan Hope Network Ridership Route 3 averages approximately 682 riders per weekday, making it the sixth lowest ridership route in the system. Peak and off-peak headways on Route 3 are every 30 minutes, and evening headways are reduced to every 60 minutes. Route 3 averages 28.0 boardings per revenue hour, the seventh highest productivity in the system. Both ridership and productivity are highest toward the northern end of the route, with the highest productivity occurring on Madison between Hall and Franklin (46.7 boardings per revenue hour) and between Madison & Franklin and Central Station (42.9 boardings per revenue hour). Only 10 percent of total route boardings happen south of 28th Street. Route 3 carries less than 10 passengers per hour south of 28th Street, with the majority of those riders having a destination at Hope Network. Productivity is highest during the midday period (33.7 boardings per revenue hour) but is relatively consistent with productivity during the morning and afternoon peak periods (29.5 boardings per revenue hour and 30.1 boardings per revenue hour, respectively). This suggests that demand for service on Route 3 is consistent throughout the day. Route 3 has the second lowest Saturday ridership of any route and does not provide Sunday service. The route averages approximately 240 Saturday riders, representing a 65% decrease from weekday ridership.

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Schedule Adherence The OTP for Route 3 varies slightly by time of day. Between June of 2018 and June of 2019, the route arrived on-time 92.5% of the time during the early morning, 85.9% of the time during the morning peak, 90.7% of the time during the midday period, 81.2% of the time during the afternoon peak, and 95.7% of the time during the evening period. On average, the OTP for Route 3 is 89.2%, slightly above average for the system. Summary Route 3 is among the lower ridership routes in The Figure 5-14 Route Map, Route 3 – Madison Rapid system but has above average productivity. The alignment for Route 3 is located approximately half a mile to the east of Division Avenue, served by Route 1 and the Silver Line, and half a mile west of Eastern Avenue, served by Route 4. Both the Division Avenue and Eastern Avenue corridors operate service with higher peak frequencies than Route 3 along Madison Avenue. However, north of 28th Street, Route 3 serves one of the lowest income areas in Grand Rapids and productivity is high. Productivity is very low south of 28th Street.

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ROUTE 4 – EASTERN Route 4 provides a north-south connection between Central Station in downtown Grand Rapids and the City of Kentwood along Eastern Avenue. The route operates a loop through the City of Kentwood along 52nd Street, Kalamazoo Avenue, 60th Street, and Eastern Avenue, with two deviations to provide service to the Gaines Marketplace Meijer and the Woodfield apartment complex, as shown in Figure 5-15. Route 4 operates a short turn between Central Route 4 Characteristics Station and 28th Street which allows the route to operate with 15-minute headways between Central Weekday th Station and 28 Street during the peak period and Start Time 4:35 AM 30-minute headways during all day for the full route alignment. Route 4 provides connections to End Time 1:00 AM the Davenport College Career Center, West Average Daily Boardings 1,560 Michigan Hope Network, the Woodfield Peak Headway (mins) 15 apartment complex, and several shopping centers, including Gaines Marketplace, Meijer, and Clock Off-Peak Headway (mins) 30 Tower Center. In addition to the routes serving Evening Headway (mins) 30 Central Station, Route 4 also enables transfers to Schedule Routes 2, 5, 24, 28, and 44. On Time 84.0% Adherence Major Destinations Saturday Start Time 5:20 AM . Central Station . Davenport College Career Center End Time 10:00 PM . West Michigan Hope Network Headway (mins) 30-60 . Woodfield Apartments Sunday . The Crossings Apartments Start Time 6:54 AM . Clock Tower Center End Time 7:00 PM . Gaines Marketplace Headway (mins) 60 . Meijer Ridership Route 4 averages approximately 1,560 boardings per weekday, making it the fifth highest ridership route in the system. However, Route 4 also averages approximately 22.9 boardings per weekday, making it an average route in terms of productivity. Ridership is consistently lower south of 44th Street, where all segments average less than 19 passengers per hour. The short-turn trips that only operate between 28th Street and Central Station typically carry less than 7 passengers per trip and are much less utilized than the trips going further south. Productivity is highest during the midday and afternoon peak periods (29.3 boardings per revenue hour and 28.5 boardings per revenue hour, respectively). The higher productivity during the midday period indicates that there may be sufficient demand for Route 4 to operate with higher frequencies during the midday period. Ridership on the first inbound trip has higher ridership than the second inbound trip, indicating potential demand for earlier service.

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Route 4 is an above average ridership route on Saturdays and below average on Sundays, averaging approximately 773 Saturday riders and 346 Sunday riders. This represents a 50% and 78% decrease from weekday ridership, respectively. Schedule Adherence Figure 5-15 Route Map, Route 4 – Eastern Route 4’s OTP varies significantly by time of day. Between June of 2018 and June of 2019, the route arrived on-time 92.6% of the time during the early morning, 87.9% of the time during the morning peak, 83.5% of the time during the midday period, 64.3% of the time during the afternoon peak, and 91.6% of the time during the evening period. On average, the OTP for Route 4 is 84.0%, the fifth lowest in the system. Delays in the afternoon peak are concentrated in the second half of the route alignment in both directions. Inbound trips begin experiencing significant delays of approximately five minutes at Eastern & Franklin and get progressively worse through downtown Grand Rapids with the average trip arriving at Central Station over seven minutes late. Outbound trips generally arrive on time through downtown Grand Rapids but start experiencing significant delays around Kalamazoo & 52nd, arriving over four minutes late. Outbound trips, on average, arrive at the Woodfield Place Apartments over eleven minutes late, indicating that there may be significant delays associated with the route turning around at Meijer and traveling through Clock Tower Center. Summary Route 4 is among the highest ridership routes in the system but is only average in terms of productivity. Route 4 is one of the core north-south services in The Rapid system, along with the Silver Line, Route 1, and Route 2. The highest productivity segment of Route 4 is located in downtown Grand Rapids near Central Station. Aside from this high productivity segment, the next highest productivity segments are those that enable transfers with east-west crosstown Routes 24 and 28. The remaining segments all have below average productivity, indicating that demand for Route 4 may be concentrated around transfer opportunities and access to downtown Grand Rapids. In the outbound direction, Route 4 travels out of direction to provide service to the Gaines Meijer before backtracking north on Kalamazoo Avenue to serve Clock Tower Center, The Crossings Apartments, and the Woodfield Place Apartments. This segment is associated with significant delays during the afternoon peak, arriving at the Woodfield Place Apartments eleven minutes late on average.

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ROUTE 5 – WEALTHY/WOODLAND Route 5 provides service between Central Station in downtown Grand Rapids, the City of East Grand Rapids, Woodland Mall, and the industrial employment center located near 36th Street & Patterson Avenue. The alignment of Route 5 (shown in Figure 5-16) stairsteps through southeast Grand Rapids and East Grand Rapids to Woodland Mall. Route 5 operates with peak headways of 15 minutes between Central Station and Burton Street & Breton Road, off-peak headways of 30 minutes, and evening headways of 60 minutes. Seventeen trips, all peak hour, extend from Woodland Mall to 36th Street and Patterson Avenue. The route provides service to Mercy Health, the Grand Rapids Board of Education, Breton Village, Woodland Mall, Eastbrook Apartments, Camelot Woods Apartments, Kentwood Towne Center, and Woodbridge Apartments before operating a loop between 36th Street, Kraft Avenue, 33rd Street, and Patterson Avenue. Route 5 operates an underutilized peak period short turn service between Central Station and Burton & Breton, averaging fewer than 10 boardings per revenue hour. The trips serving the extension between Woodland Mall and 33rd & Patterson are also less productive than the trips ending at Woodland Mall. In addition to all routes serving Central Station, Route 5 also enables transfers with Routes 2, 4, 6, 17, 24, 28, and 44.

Major Destinations Route 5 Characteristics . Central Station Weekday . Mercy Health Start Time 4:31 AM . Grand Rapids Board of Education End Time 12:06 AM . Breton Village Average Daily Boardings 927 . Woodland Mall . Eastbrook Apartments Peak Headway (mins) 15 . Camelot Woods Apartments Off-Peak Headway (mins) 30 . Kentwood Towne Center Evening Headway (mins) 60 . Woodbridge Apartments Schedule On Time 93% Adherence Ridership Saturday Route 5 averages approximately 927 riders per Start Time 6:34 AM weekday, making it a generally average ridership End Time 10:15 PM route. However, Route 5 averages 18.4 boardings per revenue hour, making it the fifth least productive Headway (mins) 60 route in the system. Productivity is significantly higher during the midday period (26.3 boardings per revenue hour) than all other time periods. The segments ending at Central Station and Woodland Mall have significantly higher productivity than any other segments of the route (57.3 boardings per revenue hour and 45.1 boardings per revenue hour, respectively). This indicates that these two stops are key destinations for the route. Additionally, the loop near Patterson Avenue has very low productivity with fewer than 10 boardings per revenue hour. There are approximately 29 passengers served by the seventeen trips that loop on 33rd and 36th Streets.

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Between Central Station and Burton Street & Breton Road in the peak periods, there is a bus trip every 15 minutes. The five morning and three afternoon round trips that travel only to Burton Street & Bretton Road are not well utilized and average less than four passengers per trip. Route 5 is a below average route in terms of Saturday ridership and does not provide Sunday service. The route averages approximately 376 Saturday riders, representing a 59% decrease from weekday ridership. Schedule Adherence Route 5’s OTP is among the highest in the system and varies slightly by time of day. Between June of 2018 and June of 2019, the route arrived on-time 97.0% of the time during the early morning, 93.9% of the time during the morning peak, 93.2% of the time during the midday period, 83.5% of the time during the afternoon peak, and 97.5% of the time during the evening period. On average, the OTP for Route 5 is 93.0%, the fifth highest OTP of any route in the system. On-time performance is relatively stable in both directions throughout the day. The average inbound trip in the afternoon peak arrives at Central Station three minutes late and the average outbound trip arrives at Woodland Mall about three minutes late and at 33rd & Patterson about three minutes late. Summary Route 5 is an average route in terms of ridership and below average in terms of productivity. While the route serves some high ridership areas, it also travels through parts of the service area that are not generating much demand. Ridership on Route 5 is primarily driven by boardings at Central Station and Woodland Mall. Route 6 also provides a connection between these two major destinations. The peak 15-minute service is not warranted based on ridership levels. The extension past Woodland Mall and the short turn at Burton & Breton are both unproductive, with few riders being carried.

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Figure 5-16 Route Map, Route 5 – Wealthy

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ROUTE 6 – EASTOWN/WOODLAND Route 6 provides a connection between Central Station in downtown Grand Rapids and Woodland Mall. Route 6 operates north of Central Station and along a one-way couplet traveling eastbound on Fountain Street and westbound on Lyon Street between Ottawa Avenue and Union Avenue. Route 6 also operates along Lake Drive, Wealthy Street, Breton Road, Burton Street, and Beltline Avenue, as shown in Figure 5-17. Route 6 provides connections to Van Andel Arena, Grand Rapids Community College, Spectrum Health-Butterworth, Spectrum Health-Blodgett, Gaslight Village, East Grand Rapids City Hall, East Grand Rapids High School, Breton Village, Calvin University, and Woodland Mall. In addition to the routes serving Central Station, Route 6 also enables transfers with Routes 4, 5, 14, 15, 17, 24, 28, and 44. Figure 5-17 Route Map, Route 6 – Eastown

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Major Destinations . Central Station . Grand Rapids Community College . Van Andel Arena . Spectrum Health-Butterworth . Spectrum Health-Blodgett . Gaslight Village . East Grand Rapids City Hall . East Grand Rapids High School . Breton Village . Calvin University . Woodland Mall Ridership Route 6 averages approximately 1,032 riders per Route 6 Characteristics weekday, making it the eighth highest ridership Weekday route but slightly below average for the system. Peak headways are every 15 minutes, and both off-peak Start Time 4:31 AM and evening headways are every 30 minutes. Route 6 End Time 12:49 AM averages 17.4 boardings per service hour, making it Average Daily Boardings 1,032 the third least productive route in the system. Productivity on Route 6 is significantly higher at the Peak Headway (mins) 15 route’s termini, averaging 29.1 boardings per Off-Peak Headway (mins) 30 revenue hour on the segment from Lyon & Bostwick to Central Station and 20.7 boardings per revenue Evening Headway (mins) 30 hour on the segment from Woodland Mall to Burton Schedule On Time 87.2% & Breton. Productivity for the remaining segments Adherence on the route are below average, ranging from 7.0 Saturday boardings per revenue hour to 16.3 boardings per revenue hour. Start Time 5:30 AM End Time 10:19 PM Route 6 deviates from Burton Street and Beltline Avenue to directly serve Claystone Street and Headway (mins) 30 Raybrook Avenue. Approximately 20 boardings Sunday happen along this deviation, most of which is within a ¼ mile walk of Burton Street. Start Time 6:30 AM Productivity is highest during the afternoon peak End Time 6:49 PM period (20.9 boardings per revenue hour) and the Headway (mins) 60 midday period (20.6 boardings per revenue hour). The relatively consistent ridership and productivity between midday service and afternoon peak service indicate that the headways are adequately meeting demand for service. Route 6 is a slightly below average ridership route on both Saturdays and Sundays, averaging approximately 574 Saturday riders and 403 Sunday riders. This represents a 44% and 61% decrease from weekday ridership, respectively.

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Schedule Adherence Route 6’s OTP varies somewhat by the time of day. Between June of 2018 and June of 2019, the route arrived on-time 95.4% of the time during the early morning, 87.8% of the time during the morning peak, 88.9% of the time during the midday period, 71.1% of the time during the afternoon peak, and 92.9% of the time during the evening period. On average, the OTP for Route 6 is 87.2%, an average route for the system. Summary Route 6 is an average ridership route with low productivity. The 15-minute peak period service is not warranted given the average ridership and low productivity of the route, particularly outside of downtown Grand Rapids and the East Hills neighborhood. Route 6 primarily serves riders traveling between Central Station in downtown Grand Rapids and Woodland Mall in southeast Grand Rapids. Similar to Route 5, Route 6 provides local circulator service between two high ridership anchor destinations. While local service through East Grand Rapids may provide benefits to the community, the high ridership at Central Station and Woodland Mall may be sufficient to warrant additional service between these two anchor destinations.

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ROUTE 7 – WEST LEONARD Route 7 provides service between Central Station in downtown Grand Rapids, the City of Walker, and Meijer via Leonard Street. The route alignment, shown in Figure 5-18, operates on a one-way loop, traveling on Remembrance Road and Wilson Avenue north of Leonard Street in the westbound direction and traveling on Leonard Street in the eastbound direction. The route also operates on a couplet between Central Station and Leonard Street, traveling north on Schriber Avenue and south on Tumer Avenue. The route operates with 15-minute peak headways, 30-minute off-peak headways, and 60-minute evening headways. Route 7 provides connections to Central Station, Grand Valley State University (GVSU) Pew Campus, Walker City Hall and municipal campus, Walker Meadow Retirement Community, and Meijer. In addition to the routes serving Central Station, Route 7 also enables transfers with Routes 9, 12, 19, and 50. Figure 5-18 Route Map, Route 7 – West Leonard

Major Destinations . Central Station . GVSU Pew Campus . Walker City Hall . Walker Meadow Retirement Community . Meijer

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Ridership Route 7 averages approximately 711 riders per Route 7 Characteristics weekday, making it the eighth lowest ridership route in the system. Route 7 is also the fourth Weekday least productive route in the system, with an Start Time 4:49 AM average boardings per revenue hour of 17.5. End Time 11:14 PM Productivity on Route 7 is highest during the midday period (23.1 boardings per revenue Average Daily Boardings 711 hour) and is lowest during the morning peak Peak Headway (mins) 15 (14.3 boardings per revenue hour) and afternoon peak (15.1 boardings per revenue Off-Peak Headway (mins) 30 hour). Given the relatively low productivity for Evening Headway (mins) 60 the route, this indicates that peak period service Schedule frequencies may be higher than demand for the On Time 82.5% Adherence service. Saturday Productivity on Route 7 is also highest on segments closer to downtown Grand Rapids and Start Time 5:28 AM the West Grand neighborhood. The highest End Time 10:08 PM productivity occurs on the segment from Headway (mins) 60 Leonard & Alpine to Central Station (29.3 boardings per revenue hour) and on Leonard Sunday between Walker and Alpine (17.4 boardings per Start Time 7:43 AM revenue hour). Productivity west of Leonard Street & Walker Avenue is poor, at 8.7 End Time 7:08 PM passengers per hour. Without the 60 boardings Headway (mins) 60 at the Meijer stop, this figure would be much lower. Route 7 is the fifth lowest ridership route on Saturdays and the lowest ridership route on Sundays, averaging approximately 290 Saturday riders and 181 Sunday riders. This represents a 59% and 75% decrease from weekday ridership, respectively. Schedule Adherence Route 7’s OTP varies significantly by time of day. Between June of 2018 and June of 2019, the route arrived on-time 88.2% of the time during the early morning, 89.5% of the time during the morning peak, 79.4% of the time during the midday period, 68.0% of the time during the afternoon peak, and 87.7% of the time during the evening period. On average, the OTP for Route 7 is 82.5%, the 4th lowest average OTP in the system. On-time performance is worse in the outbound direction than in the inbound direction. In the afternoon peak, the average outbound trip is over four minutes late arriving at all timepoints beyond Central Station, including nearly six minutes late at the Meijer. The average outbound tip in the midday time period arrives approximately four minutes late to the Meijer. These delays appear to be related to traffic congestion on the Leonard Street corridor.

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Summary Route 7 is a relatively low ridership, low productivity route that provides service between downtown Grand Rapids and the City of Walker. Productivity on the route is particularly low outside of downtown Grand Rapids and the West Grand neighborhood. Peak period service on Route 7 operates with high frequencies, every 15 minutes, and has relatively low productivity. This indicates that the 15-minute peak period service frequency is too high for the level of ridership demand along the route, particularly west of Walker Avenue NW. The existing service design with one-way service to Walker City Hall and also on Leonard Street between Walker Village Drive and Wilson Avenue provides prospective riders with poor choices, as it guarantees any rider will need to spend more than 20 minutes travelling out of direction.

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ROUTE 8 – GRANDVILLE/RIVERTOWN Route 8 provides service between Central Station in downtown Grand Rapids, the City of Wyoming, and the City of Grandville. The route alignment, shown in Figure 5-19, deviates to provide service to the Black Hills neighborhood, Adelante High School, and Oxford Food Center. Route 8 makes an additional deviation to provide service to Grandville City Hall (and connections to Route 24 and 28) before continuing south, connecting to Meijer and RiverTown Crossings Mall. Route 8 operates with 15-minute peak headways between Prairie Street & Ivanrest Avenue and Central Station, 30-minute off-peak headways, and 60-minute evening headways. Route 8 operates ten round trip short turn routes between Prairie Street & Ivanrest Avenue and Central Station, allowing the route to provide peak period 15-minute service for this portion of the route and 30-minute off peak service for the full alignment. Productivity on the short turn trips are slightly lower than the full route, about four fewer passengers per hour than the route average. Route 8 provides service to Central Station, Grand Rapids Community College M-TEC building, Goodwill Industries, Grandville City Hall, Meijer, and RiverTown Crossings Mall. In addition to the routes serving Central Station, Route 8 also enables transfers with Routes 24, 28, and 44.

Major Destinations Route 8 Characteristics . Central Station Weekday . GRCC M-TEC Building Start Time 5:00 AM . Goodwill Industries End Time 11:52 PM . Grandville City Hall Average Daily Boardings 971 . Meijer Peak Headway (mins) 15 . RiverTown Crossings Mall Off-Peak Headway (mins) 30 Evening Headway (mins) 60 Schedule On Time 88.7% Adherence Saturday Start Time 6:00 AM End Time 9:52 PM Headway (mins) 60 Sunday Start Time 7:00 AM End Time 6:52 PM Headway (mins) 60

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Figure 5-19 Route Map, Route 8 – Rivertown

Ridership Route 8 averages approximately 971 riders per weekday, making it an average ridership route. The highest ridership stops on the route are the two termini, Central Station and Meijer. Route 8 also averages 21.1 boardings per revenue hour, making it a slightly below average route in terms of productivity. Productivity is relatively consistent throughout the day on Route 8, ranging from 20.0 boardings per revenue hour in the morning peak period to 24.4 boardings per hour in the midday period. The morning and afternoon peak hour trips that only connect Central Station and the Goodwill underperform. Most of these trips carry less than 5 passengers.

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Several route segments have very little ridership. Prairie Street between Ivanrest Avenue and Wilson Avenue as well as Wilson Avenue between Prairie Street and Rivertown Parkway have almost no riders. By segment, productivity is highest on the segments between Meijer and the Grandville Library (21.8 boardings per revenue hour) and between the Grandville Library and Prairie & Ivanrest (22.3 boardings per revenue hour). High ridership stops on these segments include the Grandville Library and the Oldebrook Apartment complex at Prairie Parkway & Byron Center Avenue. Route 8 is a below average ridership route on both Saturdays and Sundays, averaging approximately 534 Saturday riders and 294 Sunday riders. This represents a 45% and 70% decrease from weekday ridership, respectively. Schedule Adherence Route 8’s OTP is relatively consistent throughout the day. Between June of 2018 and June of 2019, the route arrived on-time 92.2% of the time during the early morning, 90.8% of the time during the morning peak, 87.8% of the time during the midday period, 82.2% of the time during the afternoon peak, and 90.6% of the time during the evening period. On average, the OTP for Route 8 is 88.7%—an average route for the system. Inbound on-time performance is generally consistent with trips arriving to most timepoints with less than a two-minute delay. However, the average inbound trip arrives at Central Station nearly five minutes late during the morning peak and nearly six minutes late during the afternoon peak. This level of delay reduces the reliability of the service and makes it difficult for passengers to make transfers during the peak periods. On-time performance in the outbound direction is generally worst during the afternoon peak and evening periods. During the afternoon peak, outbound trips arrive over five minutes late to the Rivertown Mall and Meijer stops, on average. Summary Route 8 is below average in terms of ridership and average in terms of productivity. The route provides relatively indirect, circuitous service between downtown Grand Rapids, Wyoming, and Grandville. Route 8 provides direct service to the Black Hills neighborhood, which is isolated due to former rail lines. In Black Hills, Route 8 uses Dorchester Avenue, which is unsuited for full size buses. The indirect routing increases travel times and makes the service less attractive to potential riders. Ridership on the route is highest at Central Station, Meijer, and the RiverTown Crossings Mall. Given the ridership, the peak-hour 15-minute service may not be warranted.

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ROUTE 9 – ALPINE Route 9 provides service between Central Station in downtown Grand Rapids and the Walmart in Alpine Township, north of Grand Rapids. The route also provides connections to the Swan and West Grand neighborhoods before traveling north on Alpine Avenue. The route alignment, shown in Figure 5-20, takes a relatively direct route north from downtown until it crosses I-96. North of I-96, Route 9 makes two out of direction deviations to provide direct service to Green Ridge Square, The Orchards at Four Mile, and Highpoint Center. Route 9 also makes an out of direction loop to serve the York Creek Apartments, Alpine Slope Apartments, Daily Deals Food Outlet, and ALDI before serving Walmart. Other key destinations served by Route 9 include the Alpine Center Meijer and Spectrum Health Urgent Care, both located on Alpine Avenue south of I-96. Route 9 operates short turns between Central Station and Greenridge Mall to provide 15-minute service during the peak period and 30-minute service all day for the full route alignment. The short turns cover most of the full route alignment, but do not provide service to Walmart or the apartment complexes located north of 4 Mile Road. The route operates with 15-minute peak headways between Central Station and Greenridge Mall and 30-minute headways in the off-peak and evening periods. In addition to the routes serving Central Station, Route 9 also enables transfers with Routes 7, 18, 19, and 50. Route 9 Characteristics Major Destinations Weekday Start Time 4:37 AM . Central Station End Time 12:46 AM . Van Andel Arena Average Daily Boardings 1,786 . GVSU Pew Campus . Alpine Center Meijer Peak Headway (mins) 15 . Spectrum Health Urgent Care Off-Peak Headway (mins) 30 . Green Ridge Square Shopping Center Evening Headway (mins) 30 . Green Ridge Apartments Schedule On Time 85.1% . The Orchards at Four Mile Adherence . Highpoint Center Saturday . York Creek Apartments Start Time 5:06 AM . Alpine Slopes Apartments End Time 10:23 PM . Comstock Park Walmart Headway (mins) 30-60 Sunday Start Time 6:36 AM End Time 7:14 PM Headway (mins) 60

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Figure 5-20 Route Map, Route 9 – Alpine

Ridership Route 9 averages approximately 1,786 riders per weekday, making it the second highest ridership route in the system. Route 9 also averages 34.1 boardings per revenue hour, making it the third highest productivity route in the system. Ridership and productivity on Route 9 are highest during the midday and afternoon peak periods (46.1 boardings per revenue hour and 40.3 boardings per revenue hour, respectively). The relatively high midday ridership and productivity indicate that there may be sufficient demand to increase service frequency during this time period. Increasing midday frequency would spread the existing passengers across more trips and make the route more attractive to passengers.

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During the morning and afternoon peaks, ridership on the trips ending at Greenridge Mall have significantly lower ridership than the trips extending further north, approximately 12 fewer passengers per revenue hour. The existing ridership pattern north of the Greenridge Mall, along with destinations such as Walmart and the large number of apartments, suggest that extending 15-minute peak service further north may be warranted. Productivity by segment is highest from Seward & Lake Michigan to Central Station (64.0 boardings per revenue hour), from Meijer to Alpine & Leonard (32.5 boardings per revenue hour), and from Walmart to the Old Orchard Apartments (29.3 boardings per revenue hour). The highest ridership stops along Route 9 include Central Station, Walmart, Weatherford at Greenridge Mall, Meijer, and Alpine & Leonard (a transfer point with Route 7). Route 9 is the second highest ridership route on Saturdays and an above average route on Sundays, averaging approximately 1,328 Saturday riders and 547 Sunday riders. This represents a 26% and 69% decrease from weekday ridership, respectively. Schedule Adherence Route 9’s OTP varies somewhat throughout the day, particularly during the midday and afternoon peak period. Between June of 2018 and June of 2019, the route arrived on-time 92.7% of the time during the early morning, 94.0% of the time during the morning peak, 81.5% of the time during the midday period, 64.9% of the time during the afternoon peak, and 92.4% of the time during the evening period. On average, the OTP for Route 9 is 85.1%, slightly below average for the system. In the outbound direction, on-time performance is worst during the midday and evening periods. During these periods, two to three-minute delays generally begin at Seward & Lake Michigan and continue until Alpenhorn & Lamoreaux and Walmart, where delays worsen. On average, midday trips arrive at Walmart about four minutes late, afternoon peak trips arrive about five minutes late, and evening trips arrive about six minutes late. Inbound trips typically have better on-time performance than outbound trips throughout the route alignment. The exception is the segment between Seward & Lake Michigan and Central Station in the afternoon peak. On average, afternoon peak trips arrive at Seward & Lake Michigan less than three minutes late but arrive at Central Station over seven minutes late. This trend suggests that congestion along the Alpine corridor is relatively low until the route enters downtown, at which point on-time performance declines significantly. Summary Route 9 is among the highest ridership and productivity routes in The Rapid system, providing the only service option through north Grand Rapids into Alpine Township and the nearby shopping centers and apartment complexes. Route 9 provides relatively direct service between downtown Grand Rapids and the shopping centers and apartment complexes located in Alpine Center, Comstock Park, and Alpine Township, near Alpine Avenue and I-96. The high ridership and productivity during the midday period indicate that there may be sufficient midday demand for Route 9 to operate more frequently during the midday period. Peak period 15-minute service that ends at the Greenridge Mall does not operate as effectively as trips that extend the full route length.

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ROUTE 10 – CLYDE PARK Route 10 provides direct service between Central Station in downtown Grand Rapids and the Meijer located at the intersection of Clyde Park Avenue and 54th Street. Route 10 operates on Grandville Avenue and Clyde Park Avenue without any notable deviations, as shown in Figure 5-21. The route provides access to the Roosevelt Park neighborhood, Rogers Plaza Town Center, ALDI, the Wyoming Community Education Center, and the Clyde Park Avenue Meijer. Route 10 operates along the same alignment as Route 16 north of Burton Street and terminates at the same Meijer location as Route 1. The route operates with 30-minute headways during peak and off-peak periods and with 60- minute headways during the evening period. Route 16 operates with the same headways as Route 10, offset by 15-minute intervals. This allows the two routes to operate at 30-minute headways but provide consistent 15-minute service along the shared corridor, north of Burton Street. In addition to the routes serving Central Station, Route 10 also enables transfers with Routes 1, 16, 24, 28, and 44. Route 10 Characteristics Major Destinations Weekday . Central Station Start Time 5:11 AM . Rogers Plaza Town Center End Time 11:36 PM . ALDI Average Daily Boardings 785 . Wyoming Community Education Center Peak Headway (mins) 30 . Meijer Off-Peak Headway (mins) 30 Ridership Evening Headway (mins) 60 Schedule Route 10 averages approximately 785 riders per On Time 89.3% Adherence weekday, making it a below average route in terms of ridership. Despite being below average in ridership, Saturday Route 10 has the 5th highest productivity of any route Start Time 5:27 AM in the system, averaging 32.7 boardings per revenue End Time 10:05 PM hour. Productivity on Route 10 is relatively high throughout all times of day but is highest during the Headway (mins) 60 afternoon peak period (39.0 boardings per revenue Sunday hour) and the midday period (36.0 boardings per revenue hour). Start Time 7:41 AM More than half of the boardings on Route 10 occur on End Time 7:05 PM its highest productivity segment, located between Headway (mins) 60 Clyde Park & Crofton and Central Station (53.1 boardings per revenue hour), which shares its alignment with Route 16. This suggests the 15- minute all-day service is warranted along the Grandville Avenue corridor south of downtown Grand Rapids. Ridership is also high at both Clyde Park Avenue & 36th and Clyde Park Avenue & 28th Street, a transfer point with Route 28. Route 10 is a below average ridership route on Saturdays and the second lowest ridership route on Sundays, averaging approximately 397 Saturday riders and 229 Sunday riders. This represents a 49% and 71% decrease from weekday ridership, respectively.

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Schedule Adherence Figure 5-21 Route Map, Route 10 – Clyde Park The OTP for Route 10 is generally consistent, except during the afternoon peak period. Between June of 2018 and June of 2019, the route arrived on-time 99.1% of the time during the early morning, 93.7% of the time during the morning peak, 92.8% of the time during the midday period, 67.5% of the time during the afternoon peak, and 93.2% of the time during the evening period. On average, the OTP for Route 10 is 89.3%, above average for the system. On-time performance is relatively consistent throughout the route alignment however, delays are most common at the termini of the route, Central Station for inbound trips and Meijer for outbound trips. Arrival times at these termini are most delayed during the morning peak, arriving five minutes late on average for inbound trips and over six minutes late for outbound trips. During all time periods, outbound trips arrive at Meijer more than three minutes late on average, regardless of how much delay is observed at the previous timepoint. This indicates that the schedule may not be allowing sufficient travel times to reach the route terminus. Summary Route 10 is a high productivity, below average ridership route that provides a direct north-south connection between downtown Grand Rapids and the Clyde Park Avenue Meijer in the southern portion of Grand Rapids. Route 10 shares an alignment with Route 16 on Grandville Avenue and Clyde Park Avenue north of Burton Street. The two routes operate with alternating 30-minute headways during the peak and off-peak time periods, which effectively functions as all day 15-minute service frequency on the corridor north of Burton Street. The portion of Route 10 that shares an alignment with Route 16 is also the most productive segment of the route. The 15-minute service frequency is warranted by the high ridership on this segment which operates through a high transit demand neighborhood. The route consistently arrives at Meier over three minutes late on average, regardless of how much delay was observed at previous timepoints. Indicating that the schedule may not allow sufficient travel time to complete the route.

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ROUTE 11 – PLAINFIELD Route 11 provides service between Central Station in downtown Grand Rapids and the Michigan Unemployment Insurance Agency and nearby shopping center located at Plainfield Avenue & 4 Mile Road on the northeast side of Grand Rapids. Route 11 travels out of direction to provide service to Medical Mile and Spectrum Health-Butterworth on Michigan Street, and provide service along Lafayette Avenue through the Belknap Lookout neighborhood. Route 11 operates with 15-minute headways during the peak period and 30-minute headways during the off-peak and evening periods. In addition to the routes serving Central Station, Route 11 also enables transfers with Routes 13, 19, and 50. Figure 5-22 Route Map, Route 11 – Plainfield

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Major Destinations Route 11 Characteristics . Central Station Weekday . Medical Mile Start Time 5:13 AM . Spectrum Health-Butterworth End Time 12:37 AM . Creston Plaza Apartments Average Daily Boardings 951 . Michigan Unemployment Insurance Agency Peak Headway (mins) 15 . Home Instead Senior Care Off-Peak Headway (mins) 30 . Northtown Shopping Center Evening Headway (mins) 30 Schedule On Time 84.9% Ridership Adherence Route 11 averages approximately 951 riders per Saturday weekday and 26.5 boardings per revenue hour, Start Time 5:27 AM making it an average ridership route and the eighth most productive route in the system. The End Time 10:05 PM first three inbound trips of the day, departing at Headway (mins) 60 5:13 am, 5:43 am, and 6:13 am, have higher Sunday average ridership than any other trips in that direction. This indicates that there may be Start Time 6:43 AM demand for additional inbound trips earlier in the End Time 7:05 PM morning. Headway (mins) 60 The highest ridership and productivity for Route 11 occurs during the midday period (36.0 boardings per revenue hour), followed by the early morning period (29.5 boardings per revenue hour). This indicates that there may be sufficient demand to consider increased service frequency during the midday period. Route 11 is a below average ridership route on Saturdays and the third lowest ridership route on Sundays, averaging approximately 394 Saturday riders and 250 Sunday riders. This represents a 59% and 74% decrease from weekday ridership, respectively. Schedule Adherence Route 11’s OTP varies significantly by time of day, particularly in the afternoon peak period. Between June of 2018 and June of 2019, the route arrived on-time 95.8% of the time during the early morning, 88.0% of the time during the morning peak, 88.0% of the time during the midday period, 60.5% of the time during the afternoon peak, and 92.3% of the time during the evening period. On average, the OTP for Route 11 is 84.9%, the 6th lowest in the system. On-time performance appears to worsen significantly on Michigan Street. Outbound and inbound trips average about one to two minutes of delay after operating on Michigan Street. Delays are also worst in the afternoon peak, with inbound trips arriving at Central Station over six minutes late. This reduces the reliability of the route and makes transfers more difficult during the afternoon peak period.

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Summary Route 11 is a relatively high productivity, average ridership route providing service between downtown Grand Rapids, Belknap Lookout, Creston, and northeast Grand Rapids via Plainfield Avenue. Ridership is high and steady until Knapp Street and there is little activity from there until north of I-96. Ridership is high at the end of the line and anecdotal evidence suggests that many passengers are walking to the Meijer which is located just over a half mile away. There is an opportunity to extend Route 11 further north to terminate at the Plainfield Township Meijer. There appears to be demand for additional inbound trips during the early morning period, likely due to the commute patterns of the residents in these neighborhoods. Afternoon traffic on Michigan Street appears to be severely affecting Route 11’s ability to stay on time.

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ROUTE 12 – WEST FULTON Route 12 provides east-west service between Central Station in downtown Grand Rapids and the Wilson Avenue Meijer via Fulton Street, Bridge Street, and Lake Michigan Drive. The route alignment, shown in Figure 5-23, makes a slight deviation onto Valley Avenue, instead of the more direct alignment on Garfield Avenue, to provide service to John Ball Park and the John Ball Zoo. Route 12 operates with 30-minute headways during the peak and off-peak time periods and 60-minute headways during the evening time period. Route 12 operates along the same alignment as Route 50 on Fulton Street between Seward Avenue and Valley Avenue and on Lake Michigan Drive between Covell Avenue and Wilson Avenue. Route 50 is an express connector route providing service between GVSU’s main campus in Allendale Township and the Pew Campus in downtown Grand Rapids. Route 12 provides local service with stops located approximately every ¼ mile compared to the express connector service offered by Route 50 with stops located approximately every ½ mile to mile. Route 50 will be replaced by the upcoming Laker Line BRT and underlying local service on Lake Michigan Drive west of Covell Avenue may become unnecessary. Route 12 provides connections to John Ball Park and Zoo and Lincoln Park in the Swan neighborhood, the Marsh Ridge Senior Community, the Lincoln Square Retirement Community, Apple Ridge Apartments, and the Wilson Avenue Meijer. In addition to the routes serving Central Station, Route 12 also enables transfers with Routes 7, 12, 18, and 50. Figure 5-23 Route Map, Route 12 – West Fulton

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Major Destinations . Central Station . John Ball Park and Zoo . Lincoln Park . Marsh Ridge Senior Community . Lincoln Square Retirement Community . Apple Ridge Apartments . Grandview Apartments . Meijer Ridership Route 12 averages approximately 544 riders per weekday, making it the third lowest ridership route in the system. Route 12 averages approximately 20.3 boardings per revenue hour, making it a below average productivity route. Ridership and productivity on Route 12 are highest during the midday period (23.4 boardings per revenue hour) and the afternoon peak period (22.2 boardings per hour). Route 12 Characteristics Higher productivity during the midday period, Weekday despite consistent service frequencies during the peak Start Time 5:06 AM period, indicates that Route 12 is likely used to access services throughout the day rather than as a End Time 11:39 PM commuter route to access employment centers during Average Daily Boardings 544 the peak periods. Peak Headway (mins) 30 Productivity is above average on the two segments Off-Peak Headway (mins) 30 closest to downtown Grand Rapids, Fulton & Lane to Fulton & Mt. Vernon (24.4 boardings per revenue Evening Headway (mins) 60 hour) and Fulton & Vernon to Central Station (38.3 Schedule On Time 95.0% boardings per revenue hour). Route 12 operates along Adherence the same alignment as Route 50 between Lake Saturday Michigan Drive & Covell Avenue and Meijer and share a combined six stops on Lake Michigan Drive. Start Time 5:43 AM At these shared stops, Route 12 averages a combined End Time 10:08 PM 22.5 boardings and 32.5 alightings per weekday, while Route 50 averages a combined 23.1 boardings Headway (mins) 60 and 21.7 alightings per weekday. Boardings and alightings between the two routes is relatively similar, with slightly more alightings on Route 12. This indicates that passengers are utilizing both Route 12 and Route 50 at about the same level. Route 12 is a below average ridership route on Saturdays and does not provide service on Sundays. The route averages approximately 307 Saturday riders, representing a 44% decrease from weekday ridership. Schedule Adherence Route 12’s OTP is relatively consistent throughout the day. Between June 2018 and June 2019, the route arrived on-time 96.2% of the time during the early morning, 96.8% of the time during

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the morning peak, 97.1% of the time during the midday period, 88.0% of the time during the afternoon peak, and 96.9% of the time during the evening period. On average, the OTP for Route 12 is 95.0%, the second best OTP in the system. On-time performance is generally consistent and high across the route alignment in the inbound direction. The only exception is through downtown Grand Rapids in the afternoon peak period, when the average trip arrives four minutes late to Central Station. In the outbound direction, on- time performance is also relatively high and consistent except during the afternoon peak period. The average outbound trip arrives between two and four minutes late to all time points during the afternoon peak with delays getting progressively worse throughout the corridor. Summary Route 12 is a relatively low ridership and low productivity route providing east-west service between downtown Grand Rapids and the Meijer located on Wilson Avenue. Route 12 operates along a similar alignment as Route 50 through the Swan neighborhood and along Lake Michigan Drive between Wilson Avenue and Covell Avenue. Route 50 has limited stops. On Lake Michigan Drive, 136 riders on Route 12 are not served by Route 50 or the upcoming Laker Line. Likewise, on Fulton Street, 162 riders on Route 12 are not served by Route 50 or the upcoming Laker Line. Many Route 12 riders may be within a short walk of a proposed Lake Line stop.

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ROUTE 13 – MICHIGAN/FULLER NORTH Route 13 provides service between Central Station in downtown Grand Rapids and the Michigan Route 13 Characteristics Veterans Facility in north Grand Rapids via Ottawa Weekday Avenue, Michigan Street, Fuller Avenue, and 3 Mile Road, as shown in Figure 5-24. Start Time 5:22 AM End Time 11:42 PM The route operates along the same alignment as Route 19 on Michigan Street between Ottawa Average Daily Boardings 664 Avenue and Fuller Avenue. Route 13 operates with Peak Headway (mins) 30 30-minute headways during the peak and off-peak periods and 60-minute headways during the Off-Peak Headway (mins) 30 evening period. However, Route 19 operates with Evening Headway (mins) 60 15-minute headways during the peak, off-peak, and Schedule On Time 87.7% evening periods. These services are scheduled to Adherence facilitate transfers between the two routes along Michigan Street. Saturday Route 13 provides connections to Grand Rapids Start Time 5:42 AM Community College, Medical Mile and Spectrum End Time 10:08 PM Health-Butterworth, Kent County Veteran Services, Headway (mins) 60 Kent County Health Department, Kent County Sheriff’s Office, Spectrum Health Rehabilitation and Nursing Center, Orchard Place Apartments, QCI Healthcare, and the Michigan Veterans Facility. In addition to the routes serving Central Station, Route 13 also enables transfers with Routes 11, 15, 19, and 50. Major Destinations . Central Station . Van Andel Arena . Grand Rapids Community College . Spectrum Health-Butterworth . Kent County Veteran Services . Kent County Health Department . Kent County Sherriff and Jail . Spectrum Health Rehabilitation and Nursing Center . QCI Healthcare . Michigan Veterans Facility Ridership Route 13 averages approximately 664 riders per weekday, making it the fifth lowest ridership route in the system. Route 13 also averages approximately 22.6 boardings per revenue hour, making it a slightly below average productivity route. Productivity on Route 13 is relatively consistent during the peak and midday periods, averaging 24.3 boardings per revenue hour in the morning peak, 25.6 boardings per revenue hour in the midday period, and 24.5 boardings per revenue hour in the afternoon peak.

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Productivity by segment is much less consistent than by time of day. Over half of the boardings on the route occur in the segment between Central Station and Michigan & Lafeyette. The productivity on this segment (42.1 boardings per revenue hour) is also nearly double the average productivity for the route. Ridership is much weaker north of Leonard Street, with just 121 boardings, 30 of which are at the Michigan Veterans Facility. Productivity north of Leonard Street is just over 10 passengers per hour. High ridership stops on Route 13 include Central Station, Spectrum Health-Butterworth, Michigan & Fuller, Fuller & Leonard (a transfer point with Route 15), Orchard Place, and the Michigan Veterans Facility. Route 13 is the fourth lowest ridership route on Saturdays and does not provide service on Sundays. The route averages approximately 286 Saturday riders, representing a 57% decrease from weekday ridership. Figure 5-24 Route Map, Route 13 – Michigan North

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Schedule Adherence The OTP for Route 13 varies somewhat by time of day. Between June 2018 and June 2019, the route arrived on-time 97.6% of the time during the early morning, 90.4% of the time during the morning peak, 88.0% of the time during the midday period, 69.1% of the time during the afternoon peak, and 93.4% of the time during the evening period. On average, the OTP for Route 13 is 87.7%, average for the system. Michigan Street congestion levels are likely responsible for the poor afternoon peak on-time performance, particularly for outbound trips during the afternoon peak period. Outbound trips arrive at Michigan & Lafayette nearly eight minutes late during the afternoon peak and continue to be delayed throughout the remainder of the corridor, arriving at every timepoint more than six minutes late. Summary Route 13 is a generally low ridership, below average productivity route. On weekdays, Route 13 duplicates Route 19 service along Michigan Street, and Route 19 is more frequent and free. Most of the ridership and productivity on Route 13 is driven by the service between Central Station and Spectrum Health-Butterworth in downtown Grand Rapids. North of Leonard Street, Route 13 is underperforming, carrying very few passengers. On-time performance on Route 13 is significantly reduced while operating on Michigan Street in the afternoon peak.

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ROUTE 14 – EAST FULTON Route 14 provides service between Central Station in downtown Grand Rapids to the Grand Rapids Community College Occupational Training Center located at Ball Avenue & Leonard Street. The route alignment, shown in Figure 5-25, operates on Ottawa Avenue and Fulton Street through downtown Grand Rapids and makes an out-of-direction deviation onto Lakeside Avenue, Michigan Street, Maryland Avenue, and Oak Industrial Drive to provide service to the Marywood Health Center, the Maryland Park Apartments, the Bel Air Condominiums, and the industrial employment hub along Oak Industrial Drive. This route alignment results in longer travel times but increases coverage in the service area. Route 14 also operates a loop on Plymouth Avenue, Leonard Street, and Ball Avenue. Route 14 operates with 30-minute headways during the peak and off-peak periods and 60-minute headways during the evening period. In addition to the routes serving Central Station, Route 14 also enables transfers with the Silver Line and Routes 4, 6, and 15. Figure 5-25 Route Map, Route 14 – East Fulton

Major Destinations . Central Station . Van Andel Arena . Marywood Health Center . Aquinas College . GRCC Occupational Training Center . Kent County Jail

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Ridership

Route 14 averages approximately 551 riders per Route 14 Characteristics weekday, making it the fourth lowest ridership route Weekday in the system. Route 14 also averages 21.2 boardings per revenue hour, making it a slightly below average Start Time 5:12 AM productivity route. Productivity on Route 14 is End Time 11:39 PM highest during the morning peak (26.1 boardings per revenue hour) and the afternoon peak (23.6 Average Daily Boardings 551 boardings per revenue hour) periods. Productivity Peak Headway (mins) 30 during the midday period (21.2 boardings per Off-Peak Headway (mins) 30 revenue hour) is not significantly lower than the peak period productivity, indicating that riders commonly Evening Headway (mins) 60 use the route to access health and social services. Schedule On Time 91.1% Productivity by segment is highest at the ends of the Adherence route. The segment on Leonard between Plymouth Saturday and Ball averages 77.0 boardings per revenue hour. Start Time 5:42 AM Additionally, the segment between Central Station and Fulton & Sheldon averages 37.5 boardings per End Time 10:06 PM revenue hour. Productivity on these segments is Headway (mins) 60 driven by boardings at the GRCC Occupational Training Center, Central Station, and Fulton & Sheldon in downtown Grand Rapids, with relatively low ridership in between. Route 14 is the third lowest ridership route on Saturdays and does not provide service on Sundays. The route averages approximately 249 Saturday riders, representing a 55% decrease from weekday ridership. Schedule Adherence Route 14’s OTP is somewhat consistent throughout the day, with reliability dropping during the afternoon peak time. Between June of 2018 and June of 2019, the route arrived on-time 99.1% of the time during the early morning, 93.6% of the time during the morning peak, 94.6% of the time during the midday period, 73.4% of the time during the afternoon peak, and 94.9% of the time during the evening period. On average, the OTP for Route 14 is 91.1%, the 8th highest in the system. On-time performance is worst at the end point of the route for both directions in the morning peak period. Outbound trips arrive at Ball & Leonard over five minutes late on average and inbound trips arrive at Central Station over five minutes late on average. This makes transfer timing more difficult for passengers during this peak period and reduces the reliability of the service. Summary Route 14 is a low ridership, below average productivity route providing service east of downtown Grand Rapids through the Midtown and Fulton Heights neighborhood. The route’s alignment makes an out of direction deviation to provide additional coverage service to several large apartment complexes, a medical facility, and an industrial employment hub. More than half of

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Route 14’s alignment is within walking distance of other routes; Route 14 does not have a large unique ridership market. ROUTE 15 – EAST LEONARD Route 15 provides service between Central Station in downtown Grand Rapids and the Meijer located on Knapp Street in northeast Grand Rapids. The route alignment, shown in Figure 5-26, operates along Fulton Street, College Avenue, and Leonard Street. Route 15 also operates a couplet around the GRCC DeVos Campus with eastbound service operating on Fountain Street and westbound service operating on Fulton Street between Lafayette Avenue and College Avenue. The route also operates a loop between Leonard Street, Beltline Avenue, Knapp Street, and Leffingwell Avenue, making additional deviations within this loop to provide direct service to Priority Health, Meijer, ALDI, the Social Security Administration, and the Kent Career Technical Center. Route 15 operates with 15-minute peak headways, 30-minute off-peak headways, and 60-minute evening headways. In addition to the routes serving Central Station, Route 15 also enables transfers with the Silver Line and Routes 4, 6, 13, 14, 15, and 19. Figure 5-26 Route Map, Route 15 – East Leonard

Major Destinations . Central Station . GRCC DeVos Campus . Priority Health . Mercy Health Urgent Care – East Beltline

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. Meijer . Kent Career Technical Center Route 15 Characteristics Ridership Weekday Start Time 4:52 AM Route 15 averages approximately 944 riders per weekday, making it a slightly below average End Time 11:43 PM ridership route. Route 15 also averages 23.7 Average Daily Boardings 944 boardings per revenue hour, making it average in terms of productivity. Productivity on Route 15 is Peak Headway (mins) 15 highest during the midday period (31.9 boardings Off-Peak Headway (mins) 30 per revenue hour), although productivity remains Evening Headway (mins) 60 relatively high during the afternoon peak (23.6 Schedule boardings per revenue hour) and the evening period On Time 87.4% (24.4 boardings per revenue hour). The high Adherence productivity during the midday and evening periods, Saturday when service frequency is reduced to 30 and 60 Start Time 6:07 AM minutes, respectively, indicates that there may be demand for higher frequency service during the off- End Time 10:18 PM peak and evening time periods, particularly in the Headway (mins) 60 inbound direction. Productivity in the morning is only 16 boardings per revenue hour, and there are Sunday multiple trips carrying 5 or less passengers. Despite Start Time 6:37 AM this low productivity, the first inbound trip in the End Time 7:13 PM morning has higher ridership than the next trips, indicating potential demand for earlier morning Headway (mins) 60 service. Productivity is highest at the termini of the route, averaging 81.6 boardings per revenue hour between the Knapp Corner Meijer and the Kent Career Technical Center and averaging 45.0 boardings between Central Station and Fulton & Sheldon. There is also relatively high productivity on the segments operating on Leonard between Ball and Fuller (33.8 boardings per revenue hour) and between Fuller and College (22.6 boardings per revenue hour). Ridership on the route is primarily driven by Central Station, Meijer, and Fulton & Sheldon in downtown Grand Rapids. Route 15 is a below average ridership route on Saturdays and the fourth lowest ridership route on Sundays, averaging approximately 447 Saturday riders and 290 Sunday riders. This represents a 53% and 69% decrease from weekday ridership, respectively. Schedule Adherence Route 15’s OTP is somewhat consistent throughout the day, but gets worse during the afternoon peaks time. Between June of 2018 and June of 2019, the route arrived on-time 97.3% of the time during the early morning, 88.3% of the time during the morning peak, 84.6% of the time during the midday period, 74.2% of the time during the afternoon peak, and 92.8% of the time during the evening period. On average, the OTP for Route 15 is 87.4%, average for the system. On-time performance is relatively consistent and high for outbound trips. Inbound trips are also relatively consistent and high except in downtown Grand Rapids during the afternoon peak

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period. The average inbound trip during the afternoon peak arrives at Fulton & Sheldon nearly five minutes late and arrives at Central Station over seven minutes late. This level of delay may result in passengers missing their transfers and reduces the reliability of the service. Summary Route 15 is slightly below average route in terms of ridership and average in terms of productivity. The deviation to Priority Health (Waters Circle) serves 6 boardings while adding travel time to the route. Likewise, ridership at Kent Career Technical Center is low, with only 10 daily passengers. The peak nature of this route may be different than others due to the heavy retail nature of the Knapps Corner area. The morning service is underperforming, whereas the remainder of the day has good productivity.

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ROUTE 16 – WYOMING/METRO HEALTH

Route 16 provides service between Figure 5-27 Route Map, Route 16 – Wyoming/Metro Health Central Station in downtown Grand Rapids and Metro Health Village in Wyoming. The route alignment, shown in Figure 5-27, operates along Grandville Avenue, Clyde Parke Avenue, Burton Street, De Hoop Avenue, Michael Avenue, 36th Street, and Byron Center Avenue. The route makes a deviation to fully enter the Metro Healthy Village and Hospital facility and to provide direct service to the Kent District Library – Wyoming Branch on Michael Avenue. Route 16 operates along the same alignment as Route 10 between Central Station and Burton Street, through the Black Hills and Roosevelt Park neighborhoods. Route 16 operates with the same 30-minute headways in the peak and off-peak periods as Route 10, offset by 15-minute intervals. This allows the two routes to operate at 30-minute headways and provide consistent 15-minute service along the shared corridor, north of Burton Street. Route 16 also shares an alignment with Route 24 on Burton Street between Clyde Park Avenue and Cleveland Avenue. In addition to the routes serving Central Station, Route 16 also enables transfers with Routes 10, 16, 24, 28, and 44. Major Destinations . Central Station . Wyoming Senior Citizens Center . Wyoming Policy and Courthouse . Wyoming City Hall . Kent District Library – Wyoming Branch . Metro Health Village and Hospital

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Ridership Route 16 averages 747 riders per weekday and 20.6 boardings per revenue hour, making it a below average route in terms of both ridership and productivity. Productivity on Route 16 is highest during the midday period (24.4 boardings per revenue hour) and the afternoon peak period (23.7 boardings per revenue hour). The Route 16 Characteristics segments with the highest productivity are between Clyde Park & Crofton and Central Station (42.6 Weekday boardings per revenue hour) and between the Start Time 5:16 AM Wyoming Library and De Hoop & 28th (29.1 boardings per revenue hour). End Time 11:21 PM Average Daily Boardings 747 Ridership on the route is driven by Metro Health Hospital, Central Station, and De Hoop & 28th (a Peak Headway (mins) 30 transfer point with Route 28). Ridership on Byron Off-Peak Headway (mins) 30 Center Avenue is low, except at the end of line and areas where transfers can take place. Evening Headway (mins) 60 Schedule Route 16 is a below average ridership route on both On Time 91.9% Adherence Saturdays and Sundays, averaging approximately 395 Saturday riders and 356 Sunday riders. This Saturday represents a 47% and 52% decrease from weekday Start Time 5:31 AM ridership, respectively. End Time 10:21 PM Schedule Adherence Headway (mins) 60 Route 16’s OTP is relatively consistent throughout Sunday the day. Between June of 2018 and June of 2019, the Start Time 7:31 AM route arrived on-time 98.0% of the time during the End Time 7:05 PM early morning, 95.0% of the time during the morning peak, 93.0% of the time during the midday Headway (mins) 60 period, 78.9% of the time during the afternoon peak, and 94.8% of the time during the evening period. On average, the OTP for Route 16 is 91.9%, the 6th highest in the system. On-time performance is relatively consistent throughout the route alignment and across different time periods, except outbound trips during the afternoon peak. Outbound trips appear to experience significant delays in downtown Grand Rapids, arriving at Grandville & Clyde Park nearly five minutes late on average. Delays continue throughout the corridor, with the average trip arriving between two and five minutes late at the remaining timepoints. Summary Route 16 is a below average ridership and productivity route. Metro Health Village is a high ridership stop at the end of the line, but there are long stretches of low-density residential areas that have limited ridership potential on the route. The ridership along the shared segment with Route 10 north of Burton Street seems to support the effective all-day 15-minute service.

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ROUTE 17 – WOODLAND MALL/AIRPORT Route 17 provides service between Woodland Mall and Gerald R. Ford International Airport via 29th Street, Paris Avenue, Broadmoor Avenue, and 44th Street, shown in Figure 5-28. The route also provides service to multiple large apartment complexes located on Paris Avenue between 29th Street and 36th Street. Route 17 operates with 30-minute headways in the peak and off-peak periods and 60-minute headways in the evening period. Route 17 is one of only five routes that do not provide service to Central Station in downtown Grand Rapids. The route enables transfers with Routes 5, 6, 24, 28, and 44 and is the only route providing service the airport. Major Destinations . Woodland Mall . Gerald R. Ford International Airport Figure 5-28 Route Map, Route 17 – Woodland/Airport

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Ridership Route 17 averages approximately 324 riders per weekday, making it the lowest ridership route in the system. Route 17 also averages 18.6 boardings per revenue hour, making it the 6th least productive route in the system. The morning peak period has the highest Route 17 Characteristics productivity of the route (22.5 boardings per revenue Weekday hour). Additionally, the first outbound trip in the morning has significantly higher ridership than any Start Time 6:23 AM other trip in that direction, which suggests service to End Time 11:40 PM a particular shift change. This first trip in the Average Daily Boardings 324 morning also has high alightings at the Aerotech Industrial Park. Peak Headway (mins) 30 Ridership on Route 17 does not appear to be driven Off-Peak Headway (mins) 30 by trips to the airport. There are only 18 daily Evening Headway (mins) 60 boardings at the Airport. Instead, destinations along Schedule the industrial 44th Street corridor appear to be the On Time 95.1% Adherence biggest ridership generator. More than one quarter of trips carry less than 5 passengers. Route 17 does not provide Saturday or Sunday service. Schedule Adherence Route 17’s OTP is generally consistent throughout the day. Between June of 2018 and June of 2019, the route arrived on-time 98.3% of the time during the early morning, 94.5% of the time during the morning peak, 95.2% of the time during the midday period, 89.9% of the time during the afternoon peak, and 97.8% of the time during the evening period. On average, the OTP for Route 17 is 95.1%, the highest average OTP in the system. On-time performance is consistently high in the outbound direction. Delays are most significant in the inbound direction during the afternoon peak period when the average trip arrives at Woodland Mall five minutes late. This level of delay may result in passengers missing transfer opportunities, making the service less reliable for passengers. Summary Route 17 connects the Woodland Mall Transit Center with the Gerald R. Ford International Airport. Virtually everyone using Route 17 is transferring to or from another route at the Woodland Mall. Route 17 operates primarily in a low-density industrial area. Its outbound alignment has two Michigan left turns that cause long travel times for a route this length. Route 17 is the lowest ridership route in the system and ranks relatively low in terms of productivity. Few passengers are actually going to the airport; most passengers have destinations in the industrial parks. Requiring a transfer to travel between downtown Grand Rapids and the airport may make this service less attractive to potential riders.

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ROUTE 18 – WESTSIDE Route 18 operates on a circuitous alignment, shown in Figure 5-29, providing local coverage service between Central Station in downtown Grand Rapids and the Swan and West Grand neighborhoods. Route 18 was designed to fill in the gaps between Route 12 and 9 service in West Grand Rapids, which leads to an indirect alignment. Route 18 operates with 30-minute headways during the peak and off-peak periods and 60-minute headways during the evening period. In addition to the routes serving Central Station, Route 18 also enables transfers with Routes 8, 9, 12, 19, and 50. Figure 5-29 Route Map, Route 18 – Westside

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Major Destinations

. Central Station Route 18 Characteristics . Vention Medical Weekday . Grand Rapids Public Library – West Side Start Time 5:11 AM Branch End Time 11:37 PM . Hope Network Average Daily Boardings 523 . Union High School Peak Headway (mins) 30 . Edison Plaza Shopping Center Off-Peak Headway (mins) 30 Ridership Evening Headway (mins) 60 Schedule Route 18 averages approximately 523 riders per On Time 93.5% weekday, making it the 2nd lowest ridership route Adherence in the system. Despite the low ridership, Route 18 Saturday averages approximately 24.9 boardings per Start Time 5:41 AM revenue hour, making it a slightly above average route in terms of productivity. Route 18 operates End Time 10:05 PM over a relatively small area and provides service to Headway (mins) 60 the high transit propensity neighborhoods on the west side of Grand Rapids connecting to Central Station in downtown Grand Rapids. The ridership patterns for the route indicate that most passengers are using Route 18 to reach downtown Grand Rapids or to access other connecting routes at Central Station. In the inbound direction, boardings are relatively consistent and evenly distributed throughout the route, while nearly all alightings occur at Central Station. In the outbound direction, nearly all of the boardings occur at Central Station and the alightings are relatively consistent and evenly distributed throughout the route. However, the APC data used for this analysis was collected during the summer months, when high schools were out of session. A supplemental review of ridership data from October 2019 indicated that there is relatively high ridership at Union High School.4 Productivity is highest during the midday and pm peak periods (23.7 boardings per revenue hour and 23.0 boardings per revenue hour, respectively). By segment, productivity is highest from Central Station to Market & Wealthy (51.7 boardings per revenue hour) and from Market & Wealthy to Butterworth & Straight (22.7 boardings per revenue hour). Ridership west of Walker & Van Buren is low, with only 45 daily riders, most of which board within walking distance of Route 12. Route 18 is the lowest ridership route on Saturdays and does not provide service on Sundays. The route averages approximately 198 Saturday riders, representing a 62% decrease from weekday ridership.

4 Route profile data analyzed in Appendix B does not include the supplemental ridership data collected in October 2019. The Ridership data shown in Appendix A was collected during the time period between October 11 and October 17 2019.

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Schedule Adherence Route 18’s OTP is relatively consistent throughout the day. Between June of 2018 and June of 2019, the route arrived on-time 98.6% of the time during the early morning, 93.0% of the time during the morning peak, 93.6% of the time during the midday period, 87.1% of the time during the afternoon peak, and 95.3% of the time during the evening period. On average, the OTP for Route 18 is 93.5%, the 3rd highest in the system. In the inbound direction, delays appear to be concentrated at Market & Wealthy. During all time periods, average delays across the route alignment are under two minutes except at the Market & Wealthy timepoint, where delays are between two and three minutes during the early morning, morning peak, midday, and afternoon peak periods. The average trip is able to make up time following these delays and generally arrive at Central Station on time. Outbound trips experience the most delay during the afternoon peak, arriving at Walker & Valley nearly four minutes late and arriving at Tremont & Union three minutes late on average. Despite these delays, the average outbound trip in the afternoon peak period reaches the route terminus at Lake Michigan & Covell one minute late. Summary Route 18 is a coverage route that provides service throughout the Swan and West Grand neighborhoods and connects to Central Station in downtown Grand Rapids. Ridership on the route is highly concentrated at the Central Station terminus and relatively dispersed throughout the rest of the route alignment, suggesting there are few major destinations on the route other than Central Station. Rather than connecting directly to major destinations, this route provides a connection to Central Station, where passengers may transfer to other routes serving major destinations. Route 18 is a low ridership route but has slightly above average productivity due to its relatively short alignment and the high transit propensity area that it serves. Ridership is much lower in the less dense areas west of Walker.

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ROUTE 19 – MICHIGAN CROSSTOWN Route 19 was a high frequency, fare free, crosstown connector route that operates along Michigan Street through downtown Grand Rapids and the John Ball Area, Midtown, and Fulton Heights neighborhoods. Route 19 was funded through a partnership with Spectrum Health and the City of Grand Rapids. The service was suspended at the outset of the Covid-19 pandemic and its future is uncertain. Route 19 operated a deviation onto Lafayette Avenue, Lyon Street, and Barclay Avenue, shown in Figure 5-30. Outbound service made the deviation for every trip until the early afternoon, and some outbound trips made the deviation in the afternoon peak. The route provided connections to the West Michigan Center for Arts and Technology, Bridgewater Place, the Gerald R. Ford Federal Building, Medical Mile, Spectrum Health – Butterworth, and the Spectrum Health Park-and-Ride Lot on Plymouth Avenue. Route 19 only operates on weekdays. Route 19 operated with 15-minute headways all day. During the morning peak, Spectrum Health supplemented Route 19 service with shuttle vehicles, so that the effective morning frequency is 7.5 minutes. Route 19 was one of only five routes that do not provide service to Central Station in downtown Grand Rapids. The route enabled transfers with the Silver Line and Routes 7, 9, 11, 13, 15, and 50. Figure 5-30 Route Map, Route 19 – Michigan Crosstown

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Major Destinations

. West Michigan Center for Arts and Route 19 Characteristics Technology Weekday . Bridgewater Place . The Gerald R. Ford Federal Building Start Time 5:47 AM . Medical Mile End Time 10:22 PM . Spectrum Health – Butterworth Average Daily Boardings 1,229 . Spectrum Health Park-and-Ride Peak Headway (mins) 15 Ridership Off-Peak Headway (mins) 15 Evening Headway (mins) 15 Route 19 averaged approximately 1,229 riders Schedule per weekday, making it the seventh highest On Time 89.6% Adherence ridership route in the system. The route also averaged approximately 33.7 boardings per revenue hour, making it the third highest productivity route in the system. Route 19 had the highest productivity during the morning and afternoon peak periods (42.8 boardings per revenue hour and 64.0 boardings per revenue hour, respectively). In the outbound direction, most riders boarded at Michigan & Barclay, outside of Spectrum Health – Butterworth, and alighted at the Plymouth Avenue Spectrum Health park-and-ride lot. The opposite is true for the inbound direction, most riders boarded at the Spectrum Health park-and- ride lot and alighted at the Spectrum Health – Butterworth Hospital, ridership west of the Butterworth Hospital was much lower. Route 19 appeared to have one of the only traditionally peak-oriented ridership patterns in the system, likely due to the commute patterns of Spectrum Health employees using the service. In the outbound direction, ridership was highest during the early afternoon between approximately 2:00 pm and 4:00 pm and in the evening between approximately 7:00 pm and 8:00 pm. Conversely, inbound ridership was highest during the morning from approximately 6:30 am to 8:00 am. This ridership trend suggests that Route 19 was primarily used as a shuttle service connecting employees from the Spectrum Health – Butterworth Hospital and Medical Mile to and from the Spectrum Health park-and-ride lot. There also appears to be potential demand for earlier morning service due to higher ridership on the first inbound trip than the next few trips. Route 19 does not provide Saturday or Sunday service. Schedule Adherence Route 19’s OTP was somewhat consistent throughout the day with the biggest decrease occurring in the afternoon peak period. Between June of 2018 and June of 2019, the route arrived on-time 98.0% of the time during the early morning, 93.1% of the time during the morning peak, 95.5% of the time during the midday period, 77.4% of the time during the afternoon peak, and 93.2% of the time during the evening period. On average, the OTP for Route 19 is 89.6%, above average for the system. Traffic congestion on Michigan Avenue may be a major contributor to the reduced afternoon on-time performance.

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Summary Route 19 ranks among the highest ridership routes in the system. Route 19 was an attractive route for many riders because it is fare free, high frequency, and operates through the relatively dense areas of downtown Grand Rapids and the inner neighborhoods of John Ball Area, Midtown and Fulton Heights. The route also provided fast, direct service between the Spectrum Health park- and-ride lot and the Spectrum Health – Butterworth Hospital, making it a very attractive service for Spectrum Health employees. Demand for service on Route 19 was highly directional. Demand was much higher for outbound service in the afternoon and evening and demand for inbound service is much higher in the morning.

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ROUTE 24 – BURTON CROSSTOWN Route 24 provides east-west crosstown service between Woodland Mall and the Visser Family YMCA in Grandville. The alignment for Route 24, shown in Figure 5-31Figure 5-30, operates along Burton Street, Burlingame Avenue, Porter Street, and Chicago Drive. Much of the route travels through mostly residential areas. The route travels out of direction to provide direct service to the Shops at Centerpoint as well as the numerous apartment complexes located north of Woodland Mall, including Springbrook Flats, Camelot Woods Apartments, Addington Place at East Paris, The Fountains Apartments, and Ridgewood Apartments. Route 24 operates with 30-minute headways during the peak and off-peak periods and with 60- minute headways during the evening period. Route 24 is one of only five routes that do not provide service to Central Station in downtown Grand Rapids. The route enables transfers with the Silver Line and Routes 1, 2, 3, 4, 5, 6, 8, 10, 16, 17, 28, and 44. Figure 5-31 Route Map, Route 24 – Burton Crosstown

Major Destinations . Woodland Mall Route 24 Characteristics . The Shops at Centerpoint Weekday . Calvin University Start Time 5:30 AM . Breton Village Shopping Center End Time 11:50 PM . Kent District Library – Grandville Average Daily Boardings 709 Branch Peak Headway (mins) 30 . Visser Family YMCA Off-Peak Headway (mins) 30 Ridership Evening Headway (mins) 60 Route 24 averages approximately 709 riders per Schedule On Time 93.1% weekday, making it a below average ridership Adherence route. Additionally, the route averages 13.9 Saturday boardings per revenue hour, making it the least productive route in the system. Route 24 has Start Time 6:00 AM high morning and night ridership with morning End Time 10:50 PM passengers arriving at Woodland Mall and night Headway (mins) 60 passengers leaving Woodland Mall. This indicates that the high ridership during these time periods are likely employees commuting to and from work at the mall.

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Route 24 has the highest productivity during the early morning period (21.7 boardings per revenue hour) however, the service only operates for 0.8 revenue hours during that time period, skewing the average productivity. The highest productivity segments on the route are all east of Clyde Park. These higher productivity segments all contain key transfer opportunities with the Silver Line and Routes 1, 2, 3, 4, and 10. West of Clyde Park, the route averages less than 10 boardings per revenue hour, which is low. Route 24 is a below average ridership route on Saturdays and does not provide service on Sundays. The route averages approximately 360 Saturday riders, representing a 49% decrease from weekday ridership. Schedule Adherence Route 24’s OTP is relatively consistent throughout the day. Between June of 2018 and June of 2019, the route arrived on-time 96.5% of the time during the early morning, 93.1% of the time during the morning peak, 94.7% of the time during the midday period, 83.8% of the time during the afternoon peak, and 97.6% of the time during the evening period. On average, the OTP for Route 24 is 93.1%, the 4th highest in the system. During the afternoon peak period, inbound delays of about three minutes begin at Burton & Clyde Park and continue through the remainder of the route alignment, resulting in the average trip arriving at Woodland Mall four minutes late. In the outbound direction, trips have relatively little delay until Burton & Clyde Park, where the average trip arrives nearly four minutes late. The average outbound trip during the afternoon peak arrives at the Grandville Library nearly three minutes late. Summary Route 24 is a crosstown coverage route that operates about one mile north of 28th Street. It has much fewer retail destinations than 28th Street and is the worst performing route of the three crosstown services. Correspondingly, ridership is low. Ridership between Clyde Park and Grandville is low. Of the existing 150 boardings in this segment, approximately 35 are not directly served or within walking distance of Routes 8, 16, or 28. The Grandville Library does not appear to be a strong anchor for Route 24, with only 50 boardings all day, which is much lower than the 150 boardings at Kentwood Station.

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ROUTE 28 – 28TH STREET CROSSTOWN Route 28 operates an east-west crosstown service between the Grandville Branch of the Kent District Library, located near Chicago Drive & Wilson Avenue, to the shopping center located near 28th Street & Cascade Road. The route makes two out of direction loop, shown in Figure 5-32, in the inbound direction. The first loop is to provide direct service to the Kraft Avenue Meijer, Mary Free Bed YMCA, and Patterson Ice Center. The second loop deviates onto 29th Street east of East Paris Avenue, operating behind the Kentwood Towne Center and providing service to the Poplar Creek Condominiums, the adjacent residential neighborhood, and Meijer. Route 19 also operates on Lake Eastbrook Boulevard to provide direct service to the Shops at Centerpoint and Woodland Mall. Route 28 operates peak period short turns between the Grandville Library and 28th & Acquest which allow the route to provide 15-minute service in the peak period for this segment and 30-minute all day service between the Grandville Library and the Cascade Retail Center. Route 28 operates with 15-minute headways during the peak period and 30 minute-headways during the off-peak and evening periods. The peak 15-minute frequency extends as far east as Paris Avenue. Route 28 is one of only five routes that do not provide service to Central Station in downtown Grand Rapids. The route enables transfers with the Silver Line and Routes 1, 2, 3, 4, 5, 6, 8, 10, 16, 17, 24, and 44. Figure 5-32 Route Map, Route 28 – 28th Street Crosstown

Major Destinations . Kent District Library – Grandville Branch . Rogers Plaza Town Center . ALDI . Meijer – Kalamazoo Avenue . Woodland Mall . The Shops at Centerpoint . Kentwood Towne Center . Meijer – Kraft Avenue . Costco . Walmart . Mary Free Bed YMCA . Patterson Ice Center . Kent District Library – Cascade Township Branch

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Ridership Route 28 averages approximately 1,630 riders per weekday, making it the fourth highest ridership route in the system, the highest ridership of the three crosstown routes. Despite this high ridership, Route 28 averages 19.0 boardings per revenue hour, making it a below average productivity route. Productivity is highest during the midday period (26.4 boardings per revenue hour) when the Route 28 Characteristics headways are reduced from 15-minutes to 30- Weekday minutes. During the periods when the route is operating every 15-minutes, many trips carry less Start Time 5:32 AM than 5 passengers. End Time 12:28 AM Productivity by segment is highly concentrated on Average Daily Boardings 1,630 four segments in the middle of the route, from 28th Peak Headway (mins) 15 & Burlingame to 28th & Clyde Park (26.6 boardings per revenue hour), from 28th & Clyde Park to 28th & Off-Peak Headway (mins) 30 Division (38.4 boardings per revenue hour), from Evening Headway (mins) 30 28th & Division to 28th & Eastern (43.6 boardings Schedule per revenue hour), and from 28th & Eastern to 28th On Time 78.6% Adherence & Kalamazoo (22.9 boardings per revenue hour). These higher productivity segments all contain key Saturday transfer opportunities with the Silver Line and Start Time 6:47 AM Routes 1, 2, 3, 4, and 10. End Time 10:28 PM Route 28 is the fifth highest ridership route on Headway (mins) 30-60 Saturdays and the fourth highest ridership route on Sundays, averaging approximately 956 Saturday Sunday riders and 560 Sunday riders. This represents a 41% Start Time 6:52 AM and 66% decrease from weekday ridership, respectively. End Time 6:58 PM Headway (mins) 60 Schedule Adherence Route 28’s OTP varies significantly by time of the day, with the midday period and afternoon peak period experiencing the most delays. Between June of 2018 and June of 2019, the route arrived on-time 97.9% of the time during the early morning, 91.5% of the time during the morning peak, 65.3% of the time during the midday period, 49.1% of the time during the afternoon peak, and 89.2% of the time during the evening period. On average, the OTP for Route 28 is 78.6%, the 3rd lowest in the system. Traffic congestion increases throughout the afternoon and into the afternoon peak, which may contribute to the poor on-time performance. Route 28 experiences significantly delays across the entire route alignment for inbound trips during the midday and afternoon peak. After departing Grandville Library, the average trip is over three minutes late to every time point. These delays worsen further at 28th & Acquest, Meijer, and 28th & Cascade. During the afternoon peak, the average trip arrives at 28th & Acquest nine minutes late, Meijer nine minutes late, and 28th & Cascade seventeen minutes late. These delays are less severe during the midday period, but the average trip still arrives between six and eight minutes late. Outbound trips during the afternoon peak arrive to all timepoints over three minutes late on average, including over eight minutes late to 28th & Cascade and Meijer and over seven minutes

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late to 28th & Clyde Park and the Grandville Library. This level of delay makes the route highly unreliable for passengers, particularly at transfer points at Clyde Park, Division, Eastern, and Kalamazoo. Summary Route 28 is a crosstown route that has high ridership. Much of the ridership on Route 28 appears to be related to transfers with other north-south operating routes, Woodland Mall, Meijer, and Walmart. The outbound deviation into Meijer at Kalamazoo Avenue adds approximately 4 minutes of travel time to Route 28, while the inbound deviation adds at least 2 minutes of travel time. On 28th Street, inbound Route 28 passes within 20 feet of the existing bus stop in the Meijer parking lot. Route 28’s morning peak does not appear to be strong enough to support 15-minute service. Before 9 a.m., much of the retail that is spread along the entire corridor is not open, which reduces some of the demand for service. On-time performance issues on the corridor are significant during the midday and afternoon peak periods and are likely to result in passengers missing transfers to other routes.

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ROUTE 44 – 44TH STREET CROSSTOWN Route 44 provides an east-west running crosstown service operating between Woodland Mall, Kentwood City Hall, and the Grandville Walmart. Route 44 operates several out of direction loops and deviations, shown in Figure 5-33, to provide service to additional destinations including the Wingate Apartments on 32nd Street, the Kentwood City Hall and municipal campus between Breton Road, Walma Avenue, and 44th Street, the RiverTown Crossings Shopping Center, and Grandville Marketplace. The eastern end of Route 44 runs adjacent to the western end of Route 17. There is potential to combine these services into a more direct east-west crosstown route, however, Woodland Mall serves as a major destination and is a strong route terminus for both Route 44 and Route 17. Route 44 operates with 30-minute headways during the peak and off-peak periods and 60-minute headways during the evening period. Route 44 is one of only five routes that do not provide service to Central Station in downtown Grand Rapids. The route enables transfers with Routes 1, 2, 5, 6, 8, 10, 16, 17, 24, and 28. Figure 5-33 Route Map, Route 44 – 44th Street Crosstown

Major Destinations . Woodland Mall . The Shops at Centerpoint . Wingate Apartments . Kentwood City Hall and Police Department . Kent District Library – Kentwood Branch . Meijer . RiverTown Crossings Shopping Center . Grandville Marketplace

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. Grandville High School . Walmart Ridership Route 44 averages approximately 971 riders per weekday, making it a slightly below average ridership route. Additionally, Route 44 averages 17.0 boardings per revenue hour, making it the 2nd Route 44 Characteristics least productive route in the system. Weekday Productivity on Route 44 is highest during the Start Time 5:22 AM early morning period (24.4 boardings per revenue End Time 12:21 AM hour), however, this time period only operates for 0.9 revenue hours, skewing the productivity. Average Daily Boardings 971 Outside of the early morning period, productivity Peak Headway (mins) 30 is relatively consistent throughout the day, ranging between 17.0 boardings per revenue hour in the Off-Peak Headway (mins) 30 morning peak period and 19.5 boardings per Evening Headway (mins) 60 revenue hour in the afternoon peak period. After Schedule On Time 91.6% 9:30 pm, every Route 44 trip carries less than 10 Adherence passengers. Saturday The highest productivity segments on the route Start Time 5:22 AM include those that connect with Woodland Mall and enable transfers with other north-south End Time 10:13 PM operating routes. These high productivity segments Headway (mins) 60 include from 32nd & Breton to Woodland Mall (27.3 boardings per revenue hour), from 44th & Eastern to 44th & Division (34.0 boardings per revenue hour), and from 44th & Division to 44th & Clyde Park (21.8 boardings per revenue hour). The highest ridership stops on the route include Woodland Mall, Walmart, Meijer, 44th & Division, and 44th & Eastern. Route 44 is a below average ridership route on Saturdays and does not provide service on Sundays. The route averages approximately 469 Saturday riders, representing a 52% decrease from weekday ridership. Schedule Adherence Route 44’s OTP is relatively consistent throughout the day. Between June of 2018 and June of 2019, the route arrived on-time 96.3% of the time during the early morning, 91.5% of the time during the morning peak, 91.8% of the time during the midday period, 81.7% of the time during the afternoon peak, and 96.6% of the time during the evening period. On average, the OTP for Route 44 is 91.6%, above average for the system. On-time performance for Route 44 is worst during the afternoon peak in the outbound direction. Intersections with delays of over four minutes include 32nd & Breton, 44th & Byron Center, and the Rivertown Meijer. These delays make the route less reliable for passengers, particularly at transfer points at Clyde Park, Division, Eastern, and Kalamazoo.

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Summary Route 44 is a low-productivity crosstown service that is the southern-most east-west route operated by The Rapid. It is primarily a coverage route and its ridership pattern is focused on either transfer locations to other routes, such as Division, or at retail establishments such as Walmart or Meijer. The deviation to Kentwood City Hall is low ridership and duplicates service with Route 2, which has significantly higher ridership to those stops.

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CAMPUS CONNECTOR – ROUTE 50 Route 50 is a campus connector service providing connections between GVSU’s main campus in Allendale Township, the GVSU’s Pew Campus in downtown Grand Rapids, and the Medical Mile and Spectrum Health-Butterworth Hospital. Route 50 operates along the same alignment as Route 12 on Fulton Street between Seward Avenue and Valley Avenue and on Lake Michigan Drive between Covell Avenue and Wilson Avenue. Route 50 is a express route connecting GVSU’s main campus in Allendale Township with the Pew Campus in downtown Grand Rapids, while Route 12 provides more local service with stops located approximately every ¼ mile compared to the express service offered by Route 50 with stops located approximately every ½ mile or mile. Route 50 provides a high frequency service, operating with 6 to 12-minute headways in the peak period, 6 to 30-minute headways in the off-peak period, and 12 to 30-minute headways in the evening period. Route 50 enables transfers with the Silver Line and Routes 7, 9, 11, 12, 13, 19 and the Route 37, 48, and 85 campus circulator services. The APC data used to assess the ridership and productivity of the routes in The Rapid’s system were collected during the summer, when Route 50 was operating at a reduced service level and when fewer students were commuting to campus. There was insufficient data to conduct an in- depth analysis on the performance of these routes, however, historical ridership data for October 2019-May 2019 yielded an average of 5,471 riders per weekday. Figure 5-34 Route Map, Route 50 – GVSU Campus Connector

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GRAND VALLEY STATE UNIVERSITY CAMPUS ROUTES The Rapid operates several circulator and connector routes within the GVSU Main Campus and connecting to the GVSU Pew Campus in downtown Grand Rapids. These campus routes include: . Route 37 – North Campus . Route 48 – South Campus . Route 85 – Combined 37/48 Campus Circulators – Routes 37, 48, and 85 Routes 37, 48, and 85 provide circulator service throughout the GVSU Main Campus in Allendale Township, shown in Figure 5-35, and are open to the general public. Route 37 operates through the northern portion of the campus in a loop between Lake Michigan Drive, North Campus Drive, West Campus Drive, and 48th Avenue. Route 37 provides service to the Campus West Apartments, 48 West, The Enclave, Boltwood Apartments, High Tree Apartments, Alumni House, Mackinac Hall, Kirkhof Center, and Children’s Center. Route 37 operates every 6-10 minutes all day. Route 48 operates similarly to Route 37 but provides service to the southern portion of the campus in a loop between West Campus Drive, South Campus Drive, Pierce Street, and Lodge Drive. Route 48 provides service to The Lodge at Allendale, Campus West Apartments, Children’s Center, Kirkhof Center, The Connection Dining, TRIO Townhomes and Apartments, and Evolve Student Living. Route 48 operates every 4-10 minutes all day. Route 85 is a combined hybrid service of Routes 37 and 48 that operates as a loop around campus on Lake Michigan Drive, North Campus Drive, South Campus Drive, Pierce Street, and 48th Avenue. Route 85 only operates three trips on weekday mornings at 5:45 am, 6:10 am, and 6:35 am, but operates every 12 to 25 minutes between 6:00 pm and 3:00 am on Fridays. Route 85 operates when Routes 37 and 48 are out of service, on weekday mornings, Friday nights, and weekends. The APC data used to assess the ridership and productivity of the routes in The Rapid’s system were collected during the summer, when campus circulator routes were not operating. There was insufficient data to conduct an in-depth analysis on the performance of these routes, however, historical ridership data for October 2019-May 2019 yielded an average of 2,366 weekday riders on Route 48 and an average of 3,143 weekday riders on route 37.

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Figure 5-35 Route Map, Routes 37 and 48 – Campus Circulator Service

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DASH ROUTES The Rapid also operates two Downtown Area Shuttles (DASH), known as DASH West and DASH North. DASH routes operate fare free, similar to Route 19 and the Silver Line through downtown Grand Rapids. DASH routes are planned and funded by the City of Grand Rapids and are operated by The Rapid. The alignments for the two DASH routes are shown in Figure 5-36. Both DASH North and DASH West operate as high frequency routes with 8-minute headways all day. DASH service operates from 6:30 AM-10:30 PM Monday-Wednesday, 6:30 AM-1:00 AM Thursday-Friday, 10:00 AM – 1:00 AM Saturday, and 10:00 AM – 8:00 PM Sunday. Major destinations served by the DASH routes include City Hall, DeVos Place, Grand Rapids Community College, GVSU Pew Campus, and Van Andel Arena. DASH North DASH North provides north-south service along Monroe Avenue, Market Avenue, Cherry Street, and Ionia Avenue. DASH North operates on two loops at either end of the route, between Monroe Avenue, Leonard Street, Iona Avenue, and Coldbrook Street to the north, and between Ionia Avenue, McConnel Street, Division Avenue, and Logan Street to the South. Ridership on DASH North is highest at Downtown Market, Ionia & Leonard, Monroe & Pearl, and Monroe & Louis. DASH North averages approximately 992 riders per weekday and 18.9 boardings per revenue hour, making it a below average route in terms of ridership and productivity. The route is most productive during the midday and afternoon peak period, averaging 21.5 and 27.0 boardings per revenue hour, respectively. DASH West DASH West operates as two loops connected by Pearl Street. The eastern loop operates between Pearl Street, Division Avenue, Ottawa Avenue, Fulton Street, and Iona Avenue. The western loop operates between Lake Michigan Street, Seward Avenue, Bridge Street, and Turner Avenue. Ridership on DASH West is highest at Lake Michigan & Seward, driven by the multiple park-and- ride lots located adjacent to the GVSU Pew Campus. Additional high ridership stops include the Area 7 parking lot and Oaks & Commerce. DASH West averages approximately 798 riders per weekday and 24 boardings per revenue hour, making it a below average ridership route and an average productivity route. Productivity is highest during the morning and afternoon peak periods, averaging approximately 34.9 and 25.0 boardings per revenue hour, respectively.

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Figure 5-36 Route Map, DASH Routes

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6 PRELIMINARY SERVICE SCENARIOS Convenient and cost-effective transit service requires an appropriate balance of coverage, frequency, and service span. As detailed in the preceding chapters, this analysis assessed existing ridership patterns, on-time performance, travel patterns, and demographic data. In addition, a public outreach process was conducted to understand community priorities for improving transit. Public meetings and an online survey indicated that improving weekend service frequency, service span, and addressing on-time performance are some of the highest priority improvements for members of the community. Based on these findings, three preliminary service scenarios were developed to improve The Rapid service. All three scenarios were cost- constrained, staying within the anticipated pre-pandemic operating budget of The Rapid. Changes to agency budget resulting from the pandemic are incorporated into the Preferred Alternative discussed in Chapter 8. . Scenario 1 – Frequency seeks to improve the quality of service throughout the system by improving the all-day service freuqency of key routes and retain downtown Grand Rapids access. . Scenario 2 – Coverage creates new east-west crosstown routes, improves all-day frequency of key routes, and maintains shorter walks to transit service. . Scenario 3 – Weekend presents limited frequency improvements on select corridors and includes a longer span of service and improved service frequency on Saturdays and Sundays. A summary of each of the three scenarios follows.

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SCENARIO 1 – FREQUENCY Scenario 1 – Frequency, as shown in Figure 6-1 and Figure 6-2, seeks to improve the quality of service throughout the system by improving the all-day service frequency on key routes. Specific improvements include: . Improves service frequency to operate every 15 minutes all day on weekdays on eight routes. . Simplifies service by eliminating trips that operate only on part of the route. . Schedule adjustments are made to keep buses on time in the afternoon. . Forty-foot buses are replaced by smaller, flexible on-demand vehicles in three lower- ridership areas. . Service levels are adjusted in lower-ridership areas. . Six routes are consolidated into other routes, including: Route 3, Route 5, Route 12, Route 13, Route 16, and Route 17.

Benefits of Scenario 1 – Frequency . Simplified routing in downtown Grand Rapids that is easier to understand. . 15-minute all day weekday service on eight routes (Silver Line, Route 2, Route 4, Route 6, Route 9, Route 10, Route 11, and Route 19). . More direct service for most passengers. . Additional service to Knapp’s Corner and Rivertown Crossing areas. . An additional 92,000 residents and 61,000 jobs are within ¼ mile of all day 15-minute service. . Overall system ridership would likely increase over today’s levels.

Drawbacks of Scenario 1 – Frequency . Longer walks for some existing passengers to continue accessing The Rapid. . Some areas would no longer have service. . Service would no longer pull into Hope Network or 28th Street Meijer.

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Figure 6-1 Service Scenario 1 – Frequency, System Map

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Figure 6-2 Service Scenario 1 – Frequency, Frequency Map

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SCENARIO 2 – COVERAGE This scenario, as shown in Figure 6-3 and Figure 6-4, creates new east-west crosstown routes, improves the all-day frequency of key routes, and maintains shorter walks to transit service. The focus on Central Station in downtown Grand Rapids is reduced, as several areas that currently have one trip would need to transfer. Improvements can be funded within the existing budget. Specific improvements include: . Improves service frequency to operate every 15-minutes all day on weekdays on nine routes. . Simplifies service by eliminating trips that operate only on part of the route. . Schedule adjustments are made to keep buses on time in the afternoon. . Forty-foot buses are replaced by smaller, flexible on-demand vehicles in two lower- ridership areas. . Service levels are adjusted in lower-ridership areas. . Six routes are consolidated into other routes, including: Route 3, Route 5, Route 12, Route 13, Route 16, and Route 17.

Benefits of Scenario 2 – Coverage . Simplified routing in downtown Grand Rapids that is easier to understand. . 15-minute all day weekday service on nine routes (Silver Line, Route 2, Route 4, Route 6, Route 9, Route 10, Route 11, Route 19, and Route 28). . Additional service to Knapp's Corner. . An additional 123,000 residents and 92,000 jobs are within 1/4 mile of all day 15-minute service on weekdays. . Overall system ridership would likely increase over today's levels.

Drawbacks of Scenario 2 - Coverage . Passengers on parts of Michigan Street, Leonard Street, Bridge Street, 36th Street, Michael Avenue, and Byron Center Avenue no longer have a direct connection to downtown Grand Rapids. . Longer walks for some existing passengers to continue accessing The Rapid. . Some residential and employment areas would no longer have service. . Service would no longer pull into Hope Network or 28th Street Meijer.

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Figure 6-3 Service Scenario 2 – Coverage, System Map

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Figure 6-4 Service Scenario 2 – Coverage, Frequency Map

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SCENARIO 3 – WEEKEND This scenario includes limited frequency improvements on select corridors and focuses on improving how often and how early or late buses operate on Saturdays and Sundays. Improvements can be funded within the existing budget. Specific improvements include: . Saturday service frequency improved on 6 routes: − 30-minute frequency added on Route 2, Route 4, Route 9, Route 10, Route 11, and Route 15. . Adds or extends Sunday service span on 12 routes: − Silver Line, Route 1, Route 2, Route 4, Route 5, Route 6, Route 9, Route 10, Route 11, Route 15, Route 24, and Route 28. . Initiates a new late-night partnership with taxi/Uber/Lyft/etc. to provide subsidized trips between 12:00 am and 5:00 am to provide better employment access. . Service levels are adjusted in lower-ridership areas. . Three routes are consolidated into other routes, including Route 3, Route 16, and Route 18. Benefits of Scenario 3 – Weekend . Least amount of change from today's network. . Weekend service is more consistent and reliable. . Additional service to Rivertown Crossing. . An additional 10,000 residents and 14,000 jobs are within 1/4 mile of all day 15-minute service. . More residents and jobs are served on weekends. − 29,000 more people and 23,000 more jobs are within 1/4 mile of 30-minute service on Saturdays. − 25,000 more people and 42,000 more jobs are within 1/4 mile of 30-minute service on Sundays.

Drawbacks of Scenario 3 – Weekend . Routes 5, 7, 8, and 15 would only operate every 30-minutes during weekday peaks, instead of every 15-minutes. . Routes 7, 12, and 17 would operate hourly during weekday midday, instead of every 30- minutes. . System ridership would likely go down over today's levels. . Service would no longer pull into Hope Network or 28th Street Meijer.

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Figure 6-5 Service Scenario 3 – Weekend, System Map

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Figure 6-6 Service Scenario 3 – Weekend, Frequency Map

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PHASE II PUBLIC OUTREACH Following the development of the three service scenarios, Phase II public outreach sought feedback on the public perceptions and preferences for these service alternatives, including a public open house, stakeholder group meetings, and an online survey. Central Station Open House The Central Station Open House, held in February 2020, and corresponding stakeholder meetings provided both broad feedback on the three service scenarios as well as specific feedback to the route changes and solutions proposed in each scenario. Many of the conversations centered around helping people understand the tradeoffs of each scenario and explaining the emerging mobility solutions being proposed in Walker and Kentwood. A main takeaway from the open house was that people have a strong allegiance to their route and needed time to process route changes and the potential benefits of any change. Stakeholder Meetings The Open House was followed by specific stakeholder group meetings with local municipalities, economic development groups and social service agencies to gather additional feedback on the service scenarios with much of the discussion focused on how to best serve employment hubs with emerging mobility, the shift in the City of Grand Rapids priority from downtown to serving more transit needs of Neighborhoods of Focus and ensuring certain proposed route changes didn’t adversely impact a specific community. Online Survey The Preliminary Service Options online survey had 140 responses that provided feedback on the three service scenarios and gathered feedback on specific route changes and solutions proposed in each scenario and was open between February 2020 and March 2020 . Scenario One: Frequency – 72% of respondents had an overall positive reaction to this scenario. Respondents liked that it simplified routes, especially through downtown, and people acknowledged this scenario appeared to work the best for the most people based on population and employment. The tradeoff respondents saw was possibly less coverage to certain areas of the service area due to consolidation of routes. . Scenario Two: Coverage – 64% of respondents had a positive reaction to this scenario. Respondents liked that it was more familiar in terms of route alignment and it appeared to better serve Metro Health. Respondents saw some of the streamlining of routes, like not entering the Hope Network and Meijer parking lots, might be an issue. There was also concern over having to potentially navigate more transfers instead of coming to Central Station. . Scenario Three: Weekend – 50% of respondents had a positive reaction to this scenario. Respondents liked the idea of a private/public partnership for late-night service. Current transit riders are the most interested in weekend and late-night service. Respondents did not like that it came at the cost of scaling back weekday service and that there would be longer wait times.

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While no single scenario is meant to be implemented in its entirety, respondents ranked the service scenarios from most preferred to lease preferred: #1 Frequency (47%) #2 Weekend (28%) #3 Coverage (19%).

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7 ON-DEMAND SERVICE The past few years have been a time of rapid change for transportation in American cities. The menu of travel options has been growing, and more people are choosing how to travel based on each trip’s needs rather than driving by default. Some of the largest changes to the transportation landscape include: . The rise of ride-hailing companies (sometimes called transportation network companies or TNCs) like Lyft and Uber, thanks to the popularity of smartphones, mobile payments, and peer-to-peer networking. . Transit agencies deploying on-demand services (sometimes called microtransit), using the same technologies noted above. This is typically operated using a paratransit-style van that serves same-day trip requests within an established service boundary, while also making scheduled connections with the fixed-route transit network. . The emerging market for micromobility options such as bikeshare and shared scooters. This has been sparked by a resurgence of urban neighborhoods with pedestrian and bicycle-friendly design. . On the horizon, many companies are developing electric vehicles and autonomous vehicles that could change the urban landscape further. . The COVID-19 pandemic has also disrupted travel demand, adding even more uncertainty around the future of mobility. Most transit agencies have responded cautiously to emerging mobility options. The impacts of new mobility options on traditional transit services have been hotly debated. In urban areas, there may be concerns that TNCs and micromobility users slow down buses by causing traffic congestion. There may also be concerns about micromobility options competing with transit for short trips, and about TNCs competing with transit for off-peak trips. However, on the other hand there are opportunities for emerging mobility to link the first mile/last mile to transit stations, enhancing ridership near the edges of the network. Modes such as on-demand microtransit have been embraced as cost-effective solutions for areas where transit demand is low and the service priority is to provide coverage. Not every technology is a fit for every agency. Differences such as agency priorities, fiscal resources, travel markets, operations, climate, and environmental conditions will influence the appetite for technical changes. LOCAL CONTEXT FOR ON-DEMAND SERVICE The Rapid has a history of innovation, so it is little surprise that it is now considering how best to leverage new mobility technologies. After the agency expanded and reorganized in 2000, it opened the nation’s first LEED certified transit center in 2004. It has been a leader in Bus Rapid Transit, launching the Sliver Line in 2014 and the Laker Line in 2020. Furthermore, The Rapid is already using new mobility programs: The Passenger Adaptive Suburban Service (PASS) program provides suburban customers an on-demand connections to the nearest bus stop. The Rapid On

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Demand pilot program similarly provides on-demand trips, using the company Via, for eligible seniors and persons with disabilities. And The Rapid’s partnership with May Mobility to pilot autonomous vehicles on the DASH West route is helping to socialize customers to cutting-edge technology. In December 2019, The Rapid’s Board of Directors participated in a workshop to discuss how New Mobility strategies can best support public transit services. The presentation described various concepts and trends, including the rise of smartphones, peer-to-peer sharing of services, and treating mobility as an on-demand service, which have enabled the emergence of New Mobility options. Three specific modes were introduced and discussed: on-demand microtransit, ridesharing/TNCs, and micromobility options such as bikeshare and scooters. Board members were generally excited about the potential of these new modes. There was broad agreement that The Rapid should be considering innovative options beyond traditional city buses. Some board members suggested that new modes could help address first mile/last mile access challenges. Given the dynamic nature of emerging modes, The Rapid could adopt experimental pilot projects and should be willing for them to fail. The Rapid should consider the potential for unintended consequences of new modes. Board members also highlighted the importance of ensuring equitable access to any new services, including ADA access, options for unbanked populations, and options for customers without smartphones. Following that discussion, the project team conducted further analysis of potential markets for emerging mobility modes. As Figure 7-1 summarizes, we evaluated transit-supportive applications including first-and-last mile transit connections, replacing or enhancing struggling transit services, and supplemental late-night transportation, for emerging mobility modes. Based on the goals of the COA and budgetary constraints, our analysis focused on opportunities to enhance/replace struggling transit services and to cover outlying employers with first-and-last mile connections to the core transit network. On-demand microtransit is considered the most feasible solution for these purposes. It involves operations similar to existing demand-response services and without significant legal or jurisdictional barriers. However, we should note that separate projects involving other emerging modes are also proceeding, including the Grand Rapids Scooter and Bike Share Pilot and the GO!Bus partnership offering rides from TNCs. Following the onset of the COVID-19 pandemic, our team also evaluated how the roles of emerging mobility services might be impacted. Travelers seeking to maintain social distancing and avoid enclosed spaces generally shifted away from public transit and TNC services. In cities with micromobility options, their usage generally grew for similar social distancing reasons. Some transit agencies used on-demand microtransit service to temporarily replace fixed-route bus service during the pandemic, though this was not considered appropriate for The Rapid’s level of demand.

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Figure 7-1 – Summary of emerging mobility modes and potential transit-supportive applications

PEER EXPERIENCE WITH ON-DEMAND MICROTRANSIT Transit agencies across the United States have long faced Figure 7-2: On-Demand Service Diagram pressure to serve growing communities in the urban fringe. This is the source of many circuitous “coverage” bus routes through low-demand areas. In recent years, public transportation ridership across the nation has been declining and agency budgets have been mostly static. Within this context, transit agencies have been experimenting with on-demand, shared, and dynamic service models as an alternative coverage solution to traditional fixed-route bus services. These services, commonly referred to as microtransit, are enabled by similar smartphone technology platforms used by private transportation network companies (TNCs). Vehicles are typically paratransit-style vans, but can range from large SUVs to shuttle buses. They are operated by professional drivers. Services are generally curb-to-curb, but some operations models provide corner-to-corner services that require customers to walk to nearby “virtual bus stops” to improve the system’s operational efficiency and avoid any curbside challenges with other roadway users. From the customer perspective, on-demand service involves the following key steps: 1. Request on-demand trip at least an hour in advance using online form, mobile application, or phone. 2. Agency confirms reservation and indicates estimated time of arrival (via same methods), sending updates if needed when vehicle is on the way. 3. Track vehicle as it makes progress prior to pick-up (as user technology allows). 4. Pay fare using pre-paid card, transit fare media, or cash. 5. The ride may be shared as other passengers get picked-up and dropped-off.

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6. Arrive at requested drop-off point. 7. In some cases (typically at a high-demand destination or transfer point) the service may have scheduled stops, such that customers can board the vehicle without a reservation. Also, some zones may allow standing reservations for trips that repeat on a daily basis. Austin Mobility Innovation Zones Mobility Innovation Zones are areas where Capital Metro is piloting on-demand mobility options. These zones serve areas where the land use and road network create challenges to providing cost- effective service with a traditional bus. Pilot projects leverage emerging technology and transportation options, including on-demand services like Capital Metro’s Pickup, flex routes, partnerships with TNCs or other options. Pilot service plans must be flexible to evolve with and respond to technologies and tools as they are developed. Figure 7-3: (L) Capital Metro Service Diagram (R) Pickup service vehicle

Launched in 2019, the program represents a strategy for Capital Metro to transition from low- productivity fixed-route service to on-demand Innovation Zones. Innovation Zones ensure that communities served by low-ridership fixed-route segments can still have service in a different form. Their bus route may transition to a Mobility Innovation Zone pilot project after study, public input and approval from the agency’s board. On-demand Mobility Innovation Zones use Capital Metro’s Pickup app and are operated through a partnership with the private sector (Via). The agency dictates service characteristics, such as minimum 15-minute wait times, access via both smartphone and phone, and multiple payment options including prepaid credit cards and cash. This program has allowed Capital Metro to replace low performing bus routes so it could reassign full-size buses to high-demand corridors as part of its bus system overhaul. West Sacramento On-Demand Rideshare Pilot In May 2018, the City of West Sacramento began piloting an innovative on-demand service in partnership with NoMad Transit (a subsidiary of Via) called “Via Rideshare.” Customers can ride to or from any location within the city boundaries. The Via Rideshare service uses a dedicated fleet of 10 vans (six-passenger) that are dynamically routed in real-time to provide corner to corner shared rides throughout the city. Customers that require a Wheelchair Accessible Vehicle (WAV) will be picked up at their curb (two WAV vans are available).

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Via Rideshare offers a flat-rate public transit option and schedules trips with the convenience of ride-hailing services. By Fall 2018, the ridership was at least 300 average daily rides. The initial pilot was designed to operate six days a week, but in May 2019, Saturday and Sunday hours were introduced. Surveys of 521 customers were completed online and in hard copy, which amounted to 14% of all registered customers.1 The survey found that the most common trip purposes were “social or recreational” and “commuting to school or work,” which were followed by “groceries & shopping” & “bars and restaurants.” Customers of all ages, incomes, educational backgrounds and genders were found to be utilizing the service. People under the age of 21 were the most frequent users, followed by older adults (age 50+). Customers were more likely to come from households with a household income between $15,000 and $35,000 and were slightly more likely to be women. POTENTIAL ON-DEMAND SERVICE ZONES During the COA process, our team identified several different areas where on-demand transit might achieve transit-supportive goals. As noted earlier, we are prioritizing on-demand microtransit in lower-demand areas, where the existing transit service struggles and passengers might benefit from a new, more responsive service model. We also prioritize this model in areas with significant employment clusters that could benefit from improved coverage linking the first- and-last mile to the core transit network. After studying many parts of the service area, two potential markets for on-demand microtransit stood out as having the strongest opportunities for success. These were the Walker/Three Mile area and the Broadmoor/Airport area. Both of these markets have a significant amount of employment and existing fixed-route service with relatively low ridership and productivity. The description below summarizes the key objectives that on-demand service would serve in these areas; further detail about the proposed operations can be found in the Recommendations section. Walker/Three Mile Area – This zone could cover about 17,500 jobs and 7,300 residents situated along 3 Mile Road and Highway 96. Today the area is partially served by a one-way segment of Route 7, but it sees very little ridership. The proposed zone (7.5 mi2 large) could replace that segment of Route 7, including service to Walker City Hall, while significantly expanding coverage. Customers could connect with the core transit network on the east at Alpine Ave/Hillside Meijer and on the south along Remembrance Rd. Origin-destination analysis showed that many travelers to this area come from Comstock Park to the northeast; they would have a relatively direct connection via Route 9. The design of this zone has been coordinated with local stakeholders to ensure key destinations will be served.

1 City of West Sacramento (2019). West Sacramento’s On-Demand Rideshare Pilot: A Summary of 6-Month User Survey Findings. https://www.cityofwestsacramento.org/home/showdocument?id=8637

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Figure 7-4 - Map of proposed Walker/Three Mile On-Demand Zone

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Broadmoor/Airport Area – This zone could cover about 27,500 jobs and 7,600 residents in the areas west of Gerald Ford Airport. Today the area is served by Route 17 and part of Route 5, but ridership is generally light. The proposed zone (8.6 mi2 large) could replace Route 17 while expanding coverage considerably. Customers could connect with the core transit network on the north at Woodland Mall and to the west at Kentwood City Hall. Origin-destination analysis showed that many travelers to this area come from areas immediately north and west; they would have a relatively direct connection to this zone. The design of this zone has been coordinated with local stakeholders to ensure key destinations will be served. Figure 7-5 – Map of proposed Broadmoor/Airport On-Demand Zone

Additional information about the two proposed on-demand zones is included Chapter 8.

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ON-DEMAND OPERATING MODEL Implementing new on-demand services requires several practical decisions about how the service will function. As part of the COA process, The Rapid has evaluated the tradeoffs involved in these decisions to refine its preferred operating model. Vehicle Choice – The Rapid has decided to operate new on-demand service using transit vans owned by the agency. This comes with various benefits and tradeoffs compared with other vehicle options such as cutaway minibuses or accessible SUVs, as shown in Figure 7-6 below. All of these vehicle types provide appropriate passenger capacity for on-demand service, as peak utilization will be 4 or 5 customers at a time. One distinguishing factor is the potential relationship with The Rapid’s existing fleet of cutaway-style paratransit vehicles. From a maintenance standpoint it would be easiest to use a consistent vehicle type, but from a branding standpoint it might be preferable to use a distinct vehicle type. (Some level of branding for new on-demand services would be recommended regardless.) Also note that all on-demand vehicles will require after- market technologies to accommodate automatic vehicle location (AVL), mobile data terminal (MDT), and fare payment.2 Figure 7-6 – Examples of vehicle types that could be used for on-demand microtransit operations

Maintenance Passenger ADA Purchase Cost Branding Potential Cost Capacity Accessible

Moderate branding Transit Van Low Moderate 10 Yes recommended

Need wrap to Cutaway Low Low distinguish from 15 Yes Minibus (current fleet) GO!Bus

Accessible Moderate branding Moderate Moderate 4-6 Yes SUV recommended

Service Operator – The Rapid has decided to operate this service itself rather than contracting it to a private operator. While a private operator might allow more flexibility in terms of service changes, internal operations will give The Rapid more control of service quality. This represents a similar model to how GO!Bus service is operated, using direct service operation and contracting the back-end software.

2 TCRP Synthesis 141: Microtransit or General Public Demand Response Transit Services: State of the Practice. 2019.

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Software Provider – The Rapid is investigating options for private software that can be used to take customer requests and dispatch on-demand vehicles. The on-demand software as a service market is growing increasingly competitive. Legacy paratransit scheduling and reservation companies (Trapeze, Routematch, Ecolane, and others) are updating their pricing models, feature set, responsiveness, and customer interface options to match the services provided by emerging mobility companies (Via, TransLoc, and others). Call-in Option – The Rapid is committed to providing a call-in option for customers who may not be able to place requests using a smartphone application. Other agencies have used a few different approaches to make a call-in option possible. One solution is to send trip request calls to an existing call center or dispatcher – Rock Region Metro in Little Rock uses this approach. This can work well, as long as staff has capacity to process the requests. Another solution is to send trip request calls directly to the vehicle operator – Pace Suburban Bus in the Chicago suburbs does this. The operator will not be able to answer calls while driving, but they can process messages between trips as long as the volume of calls is manageable. A third solution is to send trip request calls to an outside call center – this is often done when agencies select a turnkey on-demand operation. An outside call center should minimize impacts on operations, but it does add cost. Stop Policy – The most flexible form of on-demand service is one that stops at any safe location within a zone. This can be described as door-to-door or curb-to-curb service. In areas where walkability is low (such as the zones The Rapid is considering), this is generally preferred by customers. It is also possible for agencies to designate stop locations within a zone. This can enhance safety and efficiency, but it requires additional staff effort for implementation and communication. It also requires a walkable area where customers can comfortably access the designated locations. Another aspect of on-demand stop policy is how boundary roads are treated. To avoid customer confusion, it may be appropriate to serve destinations on both sides of boundary roads. This is especially valuable in areas that have poor pedestrian infrastructure that could make it difficult to cross boundary roads. Level of Service – The responsiveness of an on-demand service can be controlled through the number of vehicles provided and the size of the zone they are asked to serve. A typical-sized zone with one vehicle can accommodate almost all customer requests with acceptable wait times, so this is the approach of many peer agencies whose focus is coverage. However, when agencies want to serve larger zones (over 9 square miles) or ensure shorter customer wait times, adding a second vehicle may be justified.3 Performance Monitoring – New on-demand service will also require new approaches to performance monitoring. The Rapid has an internal team developing the specific performance monitoring standards that will be utilized, but there are several factors that peer agencies often consider. First, agencies commonly monitor service efficiency in terms of passengers per service hour. Low values might suggest that a zone could be expanded, while high values might suggest that increased capacity be considered. Agencies also may measure performance in terms of the coverage of population or jobs in the zone. This will not change much over time, but it addresses a key service goal. Finally, agencies may evaluate the customer experience in various ways such as

3 Baumgartner, David. Evaluation of a Demand-Responsive Transit Service and Analysis of its Applicability in Other Locations. 2009.

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the average wait time. As with any new service, a probationary period of 6-12 months may be appropriate before service is subject to normal performance evaluation. The Rapid is carefully considering the choices that will represent the operating model for its new on-demand service. As The Rapid’s first two on-demand zones are implemented and the agency gains experience with this service, elements of the operating model may develop and evolve accordingly.

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8 PREFERRED ALTERNATIVE Short-term recommendations for The Rapid were developed using public input, market conditions, and existing ridership patterns. Initially, three scenarios were developed that represent different principles of route planning and areas of emphasis (see Chapter 6 and Appendix E for additional information about the three scenarios). Following a public outreach and comment period, a fiscally constrained Preferred Alternative was developed to address operational issues, future growth, industry standard best practices for route design, and meet established project goals. Covid-19 Impacts During the Phase II Outreach process, the Covid-19 pandemic forced a pause in the Preferred Alternative development to allow The Rapid staff and the project team to effectively assess the financial implications for The Rapid and potential changes to demand for transit in the region. The Preferred Alternative is based on May 2021 revenue hours, which is a reduction from what was operated pre-Covid-19. The preferred alternative uses approximately 10 percent less revenue hours than was operated in 2019. As a result, some of the public’s priorities, such as later evening service and improved weekend service, were not fiscally feasible. KEY ATTRIBUTES OF THE PREFERRED ALTERNATIVE The Preferred Alternative will help position The Rapid to recover from the Covid-19 pandemic and size the network for future growth. The preferred alternative: . Addresses on-time performance with less deviations, shortening some routes, and reducing time-consuming and dangerous deviations into parking lots . Improves frequency of service on key corridors, with 15-minute all-day weekday service on the Rapid’s most popular routes, including the Silver Line, Laker Line, and Routes 2, 4, 9, 11, and 28 . Provides more direct service to popular destinations, including Rivertown Crossing, Ivanrest Avenue, and Gezon Parkway . Includes innovative service to expand service area, including smaller vehicles providing on-demand service to key employment clusters in Walker and Kentwood

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The Preferred Alternative gives higher quality service to more people and gives higher access to growing employment clusters. Ridership and mobility in the Grand Rapids urbanized area should increase as a result. The benefits of the Preferred Alternative include: . Over 32,000 additional people are within ¼ mile of all-day 15-minute service. . Over 7,000 additional jobs are within ¼ mile of all-day 15-minute service. . Over 14,000 people served with two on-demand zones. . Over 45,000 jobs served with two on-demand zones. The Preferred Alternative system map and service frequency map are shown in Figure 8-1 and Figure 8-2, respectively. Specific route descriptions, service spans, and frequencies are shown in Figure 8-3. Figure 8-1 The Rapid Preferred Alternative System Map

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Figure 8-2 Preferred Alternative Frequency Map

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INDIVIDUAL ROUTE RECOMMENDATIONS Most routes have a recommendation in alignment, span of service, or frequency. In some cases, frequency changes on key routes have already been implemented as part of The Rapid’s response to Covid-19. A brief description of each route change is described below. A summary of frequency and span of service is located in in Figure 8-3. Silver Line The Silver Line would be unchanged in the Preferred Alternative. Laker Line The Laker Line would be unchanged in the Preferred Alternative. Route 1 In the Preferred Alternative, the alignment of Route 1 would be altered to deviate from Division Ave onto Franklin St, Madison Ave, and Burton St. This deviation replaces service that is currently provided by Route 3 and reduces redundant service with the Silver Line on Division Ave. Route 1 would also no longer operate a one-way loop between Division Ave, 68th St, Clyde Park Ave, and 54th St at its southern terminus. Instead, Route 1 would operate on 54th St and Gezon Parkway, providing service to the 54th St Walmart, 54th St Meijer, and Metro Health Village. The southern terminus loop would continue to be served by Route 10 in the Preferred Alternative. Service span and frequency on Route 1 would be unchanged in the Preferred Alternative. Route 2 In the Preferred Alternative, the alignment of Route 2 would be altered to enter and exit downtown Grand Rapids on Cherry St and Jefferson Ave instead of Ionia Ave. Route 2 would continue to operate on Franklin St, Fuller Ave, and Kalamazoo Ave to 44th St but would no longer operate on 44th St to Kentwood City Hall. Instead, Route 2 would continue operating on Kalamazoo Ave to the Gaines Township Meijer. Service to Kentwood City Hall would continue to be provided by Route 44 and the Kentwood On-Demand Zone. Service span and frequency on Route 2 would be unchanged in the Preferred Alternative. Route 3 Route 3 would be removed and partially replaced by a combination of Route 1 and Route 2 in the Preferred Alternative. North of Burton Street, a restructured Route 1 would serve Madison Ave. This segment of Madison Ave would have more frequent service and weekend service, which improves service for this neighborhood. South of Burton St, Route 3 would be deleted due to low ridership. Removed stops on Route 3 account for approximately 44 average daily riders and all stops would continue to be within approximately ½ mile from service provided by the Silver Line, Route 1, Route 4, and Route 28.

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Route 4 In the Preferred Alternative, Route 4 would be revised to enter and exit downtown Grand Rapids on Cherry St, rather than operate on Fulton St, Jefferson Ave, and State St. The route would be largely unchanged south of Cherry St but would provide bi-directional service on Eastern Ave south of 52nd St rather than operating on 52nd St and Kalamazoo Ave in the southbound direction. Two stops would be removed from service on 52nd St accounting for approximately three average daily boardings. These stops would continue to be within approximately ½ mile from service provided by Route 2 and Route 4. Operate Route 4 every 15-minutes during weekday daytime on the entire route. Route 5 The alignment of Route 5 would be mostly unchanged in the Preferred Alternative. Service west of Woodland Mall would be unchanged on Route 5. The peak only service extension to 33rd St and Patterson Ave would no longer be served by Route 5 but would continue to be served by a new Route 27 in the Preferred Alternative. All areas currently served by Route 5 would continue to have fixed-route transit service in the Preferred Alternative. Service span and frequency on Route 5 would be unchanged in the Preferred Alternative. Route 5 and Route 6 would continue combining to provide 15-minute service between Central Station and Woodland Mall. Route 6 Route 6 would be unchanged in the Preferred Alternative. Route 7 The alignment of Route 7 would be altered to cross the Grand River on Fulton St and provide north-south service on Seward Ave instead of Turner Ave and Scribner Ave. Moving service to Seward Ave improves the pedestrian accessibility for Route 7 by focusing service in the neighborhood rather than around US-131. Service on Seward Ave is dependent on installing sidewalks or other pedestrian infrastructure for bus stops on the east side of the roadway between First St and Leonard St. About 46 riders on Turner Ave and Scribner Ave may have to walk further to access service. Route 7 would continue operating along Leonard St and Wilson Ave to the Standale Meijer and deviating onto Remembrance Rd to serve Walker Village. Service on the low-ridership one-way loop on remembrance Rd and Wilson Ave north of Leonard St would be replaced by the new Walker On-Demand Zone, which will affect approximately 18 riders. Service span and frequency would be unchanged on Route 7 in the Preferred Alternative. Route 8 In the Preferred Alternative, the alignment of Route 8 would be unchanged east of Wilson Ave. The route would no longer deviate to serve the Grandville Library Branch, which would continue to be served by Route 28 in the Preferred Alternative. Route 8 would also have simplified routing

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through Rivertown Crossings Mall, operating only on Century Center St, not on Rivertown Pkwy or 44th St. Removing stops on 44th St affects approximately eight riders. Service span and frequency would be unchanged on Route 8 in the Preferred Alternative. Route 9 Route 9 would be mostly unchanged in the Preferred alternative. The route would cross the Grand River on Bridge St instead of Pearl St, but the rest of the alignment would be unchanged. Using Bridge Street would allow for quicker connections to other routes in downtown Grand Rapids and replaces the high-frequency service previously offered by Route 19. Service span and frequency would also be unchanged on Route 9 in the Preferred Alternative. The route would continue providing 15-minute service south of the Greenridge Mall and 30-minute service north of the Greenridge Mall in accordance with existing contractual agreements with Alpine Township. Route 10 In the Preferred Alternative, Route 10 would be unchanged north of 54th St. Route 10 would be extended to operate a one-way loop on 54th St, Division Ave, 68th St, and Clyde Park Ave, replacing Route 1. Service span and frequency on Route 10 would be unchanged in the Preferred alternative. Route 10 and Route 16 would continue combining to provide 15-minute service on Grandville Ave north of Burton St. Route 11 The alignment of Route 11 would be unchanged in the Preferred Alternative. However, service frequency would be improved to provide 15-minute service all day on weekdays. An extension to the Plainfield Meijer should be considered if resources allow, as this is the single most-requested unserved destination in the Grand Rapids region. Route 12 In the Preferred Alternative, the alignment of Route 12 would be revised to better supplement the Laker Line and replace service currently provided by the restructured Route 18. Route 12 would now operate on Market Ave, Wealthy St, Front Ave, Butterworth St, and Lane Ave. The alignment along Bridge St and Lake Michigan Dr would be unchanged in the Preferred Alternative. Service span would be unchanged from current conditions. Route 13 The alignment of Route 13 would be unchanged north of Michigan St in the Preferred Alternative. The route would now enter and exit downtown Grand Rapids on Monroe Ave instead of the one- way couplet on Ottawa Ave and Ionia Ave. This change should enhance the ability to transfer to other routes in downtown without needing to travel to Central Station. Service span and frequency would be unchanged in the Preferred Alternative. Midday service is reduced to hourly service due to low utilization and to more efficiently allocate agency resources.

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Route 14 The alignment of Route 14 would be unchanged in the Preferred Alternative. Midday service is reduced to hourly service due to low utilization and to more efficiently allocate agency resources. Route 15 Route 15 would be largely unchanged in the Preferred Alternative. The route would now provide bi-directional service on Leffingwell Ave through Kent Career Technical center to Knapp’s Corner. This change will also avoid the highly congested Beltline Ave segment, which has been contributing to running time and on-time performance challenges for Route 15. Removing service from Beltline Ave would affect approximately 12 riders, including several at Priority Health. Service span and frequency on Route 15 would be unchanged in the Preferred Alternative. Route 16 In the Preferred Alternative, Route 16 would be unchanged north of 44th St. South of 44th St, Route 16’s alignment would be adjusted to serve RiverTown Crossings, a more robust all-day destination. A restructured Route 1 would continue to serve Metro Health Village and also serve the growing destinations on Gezon Pkwy. Approximately 7 riders on Byron Center Ave would have a longer walk to service. Service span and frequency on Route 16 would be unchanged in the Preferred Alternative. Route 16 would continue to combine with Route 10 to provide 15-minute service on Grandville Ave north of Burton St. Route 16 may also be renumbered to Route 3 to maintain numerical consistency with other routes in the system. Route 17 In the Preferred Alternative, Route 17 would be replaced with a new Route 27. All areas currently served by Route 17 would continue to be served by Route 27 during the morning and afternoon rush hour. A new Kentwood On-Demand Zone would replace Route 17 service at all other times. Route 18 Route 18 would be consolidated with Route 12 in the Preferred Alternative. Some lower ridership areas would no longer have service, including Stocking Ave west of Alpine Ave, Walker Ave, Valley Ave, Tremont Blvd, or Covell Ave. This would affect approximately 32 riders. Service to Union High School would be maintain with stops on Bridge Street. Route 19 Route 19 was a fare free demonstration route that was funded by multiple partners. Due to ongoing complications related to the Covid-19 pandemic, Route 19 is no longer operating. Route 13 will continue to provide service on Michigan Street west of Fuller Ave. Route 9 will provide service on Bridge Street between the Grand River and Stocking Ave.

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Route 24 Service on Route 24 would be simplified in the Preferred Alternative to enter and exit Woodland Mall on Mall Service Dr, Woodland Dr, and Lake Eastbrook Blvd instead of on 28th St. Route 24 would also no longer operate west of Ivanrest Ave to the Visser Family YMCA. Instead, the route would operate on Ivanrest Ave to Rivertown Crossings Mall. This would add a stronger destination to the end of Route 24, which should increase ridership. Stops on Chicago Dr, Canal Ave, 36th St, and Fairlanes Ave would continue have service at the stop or close by provided by an extended Route 28. All areas currently served by Route 24 would continue to have service in the Preferred Alternative. Service span and frequency on Route 24 would be unchanged in the Preferred Alternative. Route 27 Route 27 would be a new route in the Preferred Alternative replacing Route 17 and the peak only extension to 36th St and Patterson Ave currently served by Route 5. The route would operate between Woodland Mall and GRR airport along 29th St, Paris Ave, 36th St, Patterson Ave, 44th St, and Broadmoor Ave every 30-minutes during weekday rush hour times only. Route 28 In the Preferred Alternative Route 28 would be split into two routes, Route 28 operating west of Woodland Mall and Route 29 operating east of Woodland Mall. Route 28 would continue operating along 28th St, directly serving the Meijer located at 28th St & Kalamazoo Ave. Route 28 would extend further west from the Grandville Branch Library to serve the Visser Family YMCA along Chicago Dr, Canal Ave, 36th St, and Fairlanes Ave. Service span would be unchanged on Route 28 but service frequency would be improved to provide 15-minute service for most of the day on weekdays. Route 29 Route 29 is a new route in the Preferred Alternative, replacing service east of Woodland Mall currently provided by Route 28. In order to speed service, simplify the service, and improve reliability, Route 29 would remain on 28th St. Deviations to 29th St, Patterson Ave, or Burton St would be removed. Route 29 would continue to deviate onto Kraft Ave to serve Meijer. Stops removed from service account for approximately three average daily boardings. Route 29 would operate every 30 minutes on weekdays and hourly at other times. Route 44 The Route 44 alignment would be unchanged in the Preferred Alternative. Sunday service would be provided.

Nelson\Nygaard Consulting Associates, Inc. | 8-8 Comprehensive Operational Analysis | DRAFT Final Report The Rapid Figure 8-3 Preferred Alternative Service Summary

Frequency: Frequency: Proposed Proposed Service Span: Preferred Route Service Summary Weekday Night/Weekend Alternative Silver Line Central Station to Medical Mile, Spectrum Health, and Mercy Health. Operates along Division 5:00 AM – 11:00 PM (Mon-Sat) 15 30 St to the 60th Street Park-and-Ride. 6:00 AM – 7:00 PM (Sun) Laker Line Lafayette Ave & Michigan St to Central Station and Grand Valley State University along 5:30 AM – 1:00 AM (Mon-Thu) Monroe Ave, Fulton St, and Lake Michigan Dr. 5:30 AM – 3:00 AM (Fri) 10/20 45 7:00 AM – 3:00 AM (Sat) 10:00 AM – 8:00 PM (Sun) Route 1 Central Station to 54th St Walmart and Metro Health. Operates along Division Ave, Madison 5:00 AM – 10:45 PM (Mon-Sat) Ave, and Gezon Pkwy. Offset with Silver Line along Division Ave between 54th St & Burton St 30 30/60 6:00 AM – 7:00 PM (Sun) and Franklin St & Wealthy St. Route 2 All day 15-minute service between Central Station, Mercy Health, 28th St Meijer, and Gaines 5:00 AM – 10:45 PM (Mon-Sat) Township Meijer. Operates along Cherry St, Jefferson Ave, Franklin St, Fuller Ave, and 15 30/60 6:00 AM – 7:00 PM (Sun) Kalamazoo Ave. Route 4 Central Station to Woodfield Apartments and Gaines Township Meijer. Operates on Cherry St, 5:00 AM – 10:45 PM (Mon-Sat) 15 30 Eastern Ave, 60th St, and Kalamazoo Ave. Provides all day 15-minute service on weekdays. 6:00 AM – 7:00 PM (Sun) Route 5 All day 30-minute service between Central Station, Breton Village, and Woodland Mall, 5:00 AM – 10:45 PM (Mon-Fri) schedule is offset with Route 6. Operates on Wealthy St, Fuller Ave, Hall St, Plymouth Ave, 30 60 6:30 AM – 10:00 PM (Sat) Boston St, Breton Ave, and 28th St. Route 6 All day 30-minute service between Central Station, Breton Village, Calvin University, and Woodland Mall, schedule is offset with Route 5. Operates on a one-way couplet on Lyon St & 5:00 AM – 10:45 PM (Mon-Sat) 30 30/60 Union Ave and Fountain St & College Ave. Also operates on Lake Dr, Wealthy St, Breton Ave, 6:30 AM – 7:00 PM (Sun) Burton St, and Beltline Ave. Route 7 Central Station to Grand Valley State University Pew Campus, Walker Village, and Ferndale Meijer. Operates on Market Ave, Fulton St, Seward Ave, Leonard St, Remembrance Rd, 5:15 AM – 10:15 PM (Mon-Sat) 30 60 Walker Village Dr, and Wilson Ave. Route 7 would provide a fixed-route connection with the 6:30 AM – 7:00 PM (Sun) proposed Walker On-Demand Service Zone. Route 8 Central Station to Rivertown Crossings Mall. Operates on Market Ave, Oxford St, Dorchester 5:00 AM – 10:45 PM (Mon-Sat) 30 60 Ave, Hall St, Godfery Ave, Chicago Dr, Burlingame Ave, Prairie Pkwy, and Wilson Ave. 7:00 AM – 7:00 PM (Sun) Route 9 Central Station to Alpine Township along Market Ave, Bridge St, Stocking Ave, and Alpine Ave. Operates with 15-minute frequency south of the Green Ridge Apartments and with 30-minute 5:00 AM – 10:45 PM (Mon-Sat) 15/30 30/60 frequency north of the Green Ridge Apartments. Route 9 would provide a fixed-route 6:30 AM – 7:00 PM (Sun) connection with the proposed Walker On-Demand Service Zone.

Nelson\Nygaard Consulting Associates, Inc. | 8-9 Comprehensive Operational Analysis | DRAFT Final Report The Rapid Frequency: Frequency: Proposed Proposed Service Span: Preferred Route Service Summary Weekday Night/Weekend Alternative Route 10 Central Station to Clyde Park Meijer, Spectrum Health South Pavilion and 60th St Park-and- Ride. Provides 30-minute service along Grandville Ave, Clyde Park Ave, 54th St, Division Ave, 5:15 AM – 10:30 PM (Mon-Sat) 30 60 and 68th St. Route 10 and Route 16 combine to provide 15-minute service on Grandville Ave 8:00 AM – 7:00 PM (Sun) north of Burton St. Central Station to Medical Mile, Spectrum Health, and Plainfield Ave. Route 11 provides 15- mintue service along Market Ave, Monroe Ave, Michigan St, Lafayette Ave, Leonard St, and 5:15 AM – 10:30 PM (Mon-Sat) Route 11 15 30/60 the Plainfield Ave corridor south of Elmdale St. There is an opportunity to extend Route 11 to 6:30 AM – 7:00 PM (Sun) reach the Plainfield Township Meijer approximately ½ mile north of Elmdale St.1 Central Station to Standale Meijer along Market Ave, Wealthy St, Front Ave, Butterworth St, Lane Ave, Bridge St, and Lake Michigan Dr. Route 12 operates every 30 minutes and provides Route 12 30 30/60 5:15 AM – 10:30 PM (Mon-Sat) supplemental service to the Laker Lane along Lake Michigan Dr, including service at Collindale Ave, Family Fare, and the Marsh Ridge Senior Community. Central Station to Medical Mile, Spectrum Health, Kent Community Hospital, and Grand Route 13 Rapids Home for Veterans. Route 13 operates along Market Ave, Michigan St, Fuller Ave, and 30/60 60 5:15 AM – 10:45 PM (Mon-Sat) Three Mile Rd every 30-60 minutes. Central Station to Aquinas College and Oak Industrial. Route 14 operates every 30-60 minutes Route 14 along Monroe Ave, Fulton St, Lakeside Ave, Michigan St, Maryland Ave, Oak Industrial Dr, 30/60 60 5:15 AM – 10:45 PM (Mon-Sat) Plymouth Ave, Leonard St, Ball Ave, and Service Rd. Central Station to Knapp’s Corner and Knapp St Meijer. Route 15 operates along Monroe Ave, 5:15 AM – 10:45 PM (Mon-Sat) Route 15 30 60 Fulton St, College Ave, Leonard St, Leffingwell Ave, and Knapp St. 6:30 AM – 7:00 PM (Sun) Central Station to Wyoming City Hall, 44th St Meijer, and Rivertown Crossing Mall along Grandville Ave, Burton St, DeHoop Ave, Michael Ave, 36th St, Byron Center Ave, and 44th St. 5:15 AM – 10:15 PM (Mon-Sat) Route 16 30 60 Route 16 and Route 10 combine to provide 15-minute service on Grandville Ave north of 7:30 AM – 7:00 PM (Sun) Burton St. Woodland Mall to Calvin University, Breton Village, and Rivertown Crossings Mall. Route 24 5:30 AM – 10:30 PM (Mon-Fri) Route 24 provides 30-minute east-west crosstown service along Camelot Dr, Paris Ave, Burton St, 30 60 Burlingame Ave, Porter St, Chicago Dr, and Ivanrest Ave. 6:30 AM – 10:00 PM (Sat) Woodland Mall to GRR Airport. Route 27 provides 30-minute peak period service along 29th St, Paris Ave, 36th St, Patterson Ave, 33rd St, Kraft Ave, 44th St, and Broadmoor Ave. Route 27 6:00 AM – 8:30 AM Route 27 30 peak only - provides a supplemental fixed-route connection within the proposed Kentwood On-Demand 3:00 PM – 6:00 PM (Mon-Fri) Service Zone.

1 There is an identified opportunity to extend Route 11 north to the Plainfield Township Meijer with 20 minute service frequency pending ongoing discussions regarding township service policy.

Nelson\Nygaard Consulting Associates, Inc. | 8-10 Comprehensive Operational Analysis | DRAFT Final Report The Rapid Frequency: Frequency: Proposed Proposed Service Span: Preferred Route Service Summary Weekday Night/Weekend Alternative Woodland Mall to 28th St Meijer, Wyoming City Hall, and Visser Family YMCA. Route 28 6:00 AM – 10:45 PM (Mon-Fri) Route 28 provides an east-west crosstown service every 15 minutes on weekdays west of Woodland 15 30/60 7:00 AM – 10:00 PM (Sat) Mall along 28th St, Chicago Dr, Canal Ave, 36th St, and Fairlanes Ave. 7:00 AM – 7:00 PM (Sun) Woodland Mall to Cascade Township. Route 29 provides east-west service every 30 minutes 6:00 AM – 10:30 PM (Mon-Fri) Route 29 east of Woodland Mall along 28th St to Cascade Rd, serving Meijer and Walmart on 28th St. 30 30/60 7:00 AM – 10:00 PM (Sat) 7:00 AM – 7:00 PM (Sun)

Woodland Mall to Kentwood City Hall, Rivertown Crossings Mall, Grandville Marketplace, and 5:30 AM – 11:30 PM (Mon-Sat) Route 44 Kenowa Ave Walmart. Route 44 provides an east-west crosstown service every 30 minutes 30 60 7:00 AM – 7:00 PM (Sun) along Shaffer Ave, 32nd St, Breton Ave, Walma Ave, 44th St, Canal Ave, and Kenowa Ave. On-Demand zone bound by Four Mile Rd, English Hills Dr, I-96, Alpine Ave, Three Mile Rd, Bristol Ave, Waldorf St, Indian Mill Creek, Elmridge Dr, Richmond St, and Remembrance Rd. Walker On- This zone would serve the City of Walker and includes fixed-route connections with Route 7 -- -- 5:00 AM – 10:00 PM (Mon-Fri) Demand Zone and Route 9. This zone would operate with two vehicles during the peak period and one vehicle at all other times of the day on weekdays. On-Demand zone bound by 28th St, Patterson Ave, 52nd St, Broadmoor Ave, 60th St, Paris Ave, Kentwood On- 52nd St, Breton Rd, Walma Ave, 44th St, and Shaffer Ave. This zone includes service to 5:00 AM – 10:00 PM (Mon-Fri) -- -- Demand Zone Woodland Mall, GRR Airport, and Kentwood City Hall. This zone would operate with one 7:00 AM – 7:00 PM (Sat-Sun) vehicle all day on weekdays and weekends.

Nelson\Nygaard Consulting Associates, Inc. | 8-11 Comprehensive Operational Analysis | State of the System The Rapid

Appendix A Ridership Maps Figure 1 The Rapid System Ridership, Average Weekday Boardings by Stop

Nelson\Nygaard Consulting Associates, Inc. | 1 Comprehensive Operational Analysis | State of the System The Rapid

Figure 2 Average Daily Weekday Ridership, Silver Line, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 2 Comprehensive Operational Analysis | State of the System The Rapid

Figure 3 Average Daily Weekday Ridership, Silver Line, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 3 Comprehensive Operational Analysis | State of the System The Rapid

Figure 4 Average Daily Weekday Ridership, Route 1, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 4 Comprehensive Operational Analysis | State of the System The Rapid

Figure 5 Average Daily Weekday Ridership, Route 1, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 5 Comprehensive Operational Analysis | State of the System The Rapid

Figure 6 Average Daily Weekday Ridership, Route 2, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 6 Comprehensive Operational Analysis | State of the System The Rapid

Figure 7 Average Daily Weekday Ridership, Route 2, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 7 Comprehensive Operational Analysis | State of the System The Rapid

Figure 8 Average Daily Weekday Ridership, Route 3, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 8 Comprehensive Operational Analysis | State of the System The Rapid

Figure 9 Average Daily Weekday Ridership, Route 3, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 9 Comprehensive Operational Analysis | State of the System The Rapid

Figure 10 Average Daily Weekday Ridership, Route 4, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 10 Comprehensive Operational Analysis | State of the System The Rapid

Figure 11 Average Daily Weekday Ridership, Route 4, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 11 Comprehensive Operational Analysis | State of the System The Rapid

Figure 12 Average Daily Weekday Ridership, Route 5, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 12 Comprehensive Operational Analysis | State of the System The Rapid

Figure 13 Average Daily Weekday Ridership, Route 5, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 13 Comprehensive Operational Analysis | State of the System The Rapid

Figure 14 Average Daily Weekday Ridership, Route 6, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 14 Comprehensive Operational Analysis | State of the System The Rapid

Figure 15 Average Daily Weekday Ridership, Route 6, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 15 Comprehensive Operational Analysis | State of the System The Rapid

Figure 16 Average Daily Weekday Ridership, Route 7, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 16 Comprehensive Operational Analysis | State of the System The Rapid

Figure 17 Average Daily Weekday Ridership, Route 7, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 17 Comprehensive Operational Analysis | State of the System The Rapid

Figure 18 Average Daily Weekday Ridership, Route 8, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 18 Comprehensive Operational Analysis | State of the System The Rapid

Figure 19 Average Daily Weekday Ridership, Route 8, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 19 Comprehensive Operational Analysis | State of the System The Rapid

Figure 20 Average Daily Weekday Ridership, Route 9, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 20 Comprehensive Operational Analysis | State of the System The Rapid

Figure 21 Average Daily Weekday Ridership, Route 9, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 21 Comprehensive Operational Analysis | State of the System The Rapid

Figure 22 Average Daily Weekday Ridership, Route 10, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 22 Comprehensive Operational Analysis | State of the System The Rapid

Figure 23 Average Daily Weekday Ridership, Route 10, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 23 Comprehensive Operational Analysis | State of the System The Rapid

Figure 24 Average Daily Weekday Ridership, Route 11, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 24 Comprehensive Operational Analysis | State of the System The Rapid

Figure 25 Average Daily Weekday Ridership, Route 11, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 25 Comprehensive Operational Analysis | State of the System The Rapid

Figure 26 Average Daily Weekday Ridership, Route 12, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 26 Comprehensive Operational Analysis | State of the System The Rapid

Figure 27 Average Daily Weekday Ridership, Route 12, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 27 Comprehensive Operational Analysis | State of the System The Rapid

Figure 28 Average Daily Weekday Ridership, Route 13, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 28 Comprehensive Operational Analysis | State of the System The Rapid

Figure 29 Average Daily Weekday Ridership, Route 13, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 29 Comprehensive Operational Analysis | State of the System The Rapid

Figure 30 Average Daily Weekday Ridership, Route 14, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 30 Comprehensive Operational Analysis | State of the System The Rapid

Figure 31 Average Daily Weekday Ridership, Route 14, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 31 Comprehensive Operational Analysis | State of the System The Rapid

Figure 32 Average Daily Weekday Ridership, Route 15, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 32 Comprehensive Operational Analysis | State of the System The Rapid

Figure 33 Average Daily Weekday Ridership, Route 15, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 33 Comprehensive Operational Analysis | State of the System The Rapid

Figure 34 Average Daily Weekday Ridership, Route 16, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 34 Comprehensive Operational Analysis | State of the System The Rapid

Figure 35 Average Daily Weekday Ridership, Route 16, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 35 Comprehensive Operational Analysis | State of the System The Rapid

Figure 36 Average Daily Weekday Ridership, Route 17, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 36 Comprehensive Operational Analysis | State of the System The Rapid

Figure 37 Average Daily Weekday Ridership, Route 17, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 37 Comprehensive Operational Analysis | State of the System The Rapid

Figure 38 Average Daily Weekday Ridership, Route 18, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 38 Comprehensive Operational Analysis | State of the System The Rapid

Figure 39 Average Daily Weekday Ridership, Route 18, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 39 Comprehensive Operational Analysis | State of the System The Rapid

Figure 40 Average Daily Weekday Ridership, Route 19, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 40 Comprehensive Operational Analysis | State of the System The Rapid

Figure 41 Average Daily Weekday Ridership, Route 19, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 41 Comprehensive Operational Analysis | State of the System The Rapid

Figure 42 Average Daily Weekday Ridership, Route 24, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 42 Comprehensive Operational Analysis | State of the System The Rapid

Figure 43 Average Daily Weekday Ridership, Route 24, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 43 Comprehensive Operational Analysis | State of the System The Rapid

Figure 44 Average Daily Weekday Ridership, Route 28, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 44 Comprehensive Operational Analysis | State of the System The Rapid

Figure 45 Average Daily Weekday Ridership, Route 28, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 45 Comprehensive Operational Analysis | State of the System The Rapid

Figure 46 Average Daily Weekday Ridership, Route 44, Inbound

Nelson\Nygaard Consulting Associates, Inc. | 46 Comprehensive Operational Analysis | State of the System The Rapid

Figure 47 Average Daily Weekday Ridership, Route 44, Outbound

Nelson\Nygaard Consulting Associates, Inc. | 47 Comprehensive Operational Analysis | State of the System The Rapid

Figure 48 Average Daily Weekday Ridership, DASH North

Nelson\Nygaard Consulting Associates, Inc. | 48 Comprehensive Operational Analysis | State of the System The Rapid

Figure 49 Average Daily Weekday Ridership, DASH West

Nelson\Nygaard Consulting Associates, Inc. | 49 Comprehensive Operational Analysis | State of the System The Rapid

Appendix B Route Profiles

Nelson\Nygaard Consulting Associates, Inc. | 1

Route Productivity Summary Route Operations Summary Silver Line Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 2,895 2,874 77.6 37.3 708 Wealthy Street Station O Inbound 1,427 1,442 38.5 37.1 675 Franklin Street Station I Outbound 1,468 1,431 39.1 37.6 708 Wealthy Street Station O By Segment 1 60th Street Station to 44th Street Station 331 417 11.8 28.1 2 44th Street Station to 28th Street Station 232 243 12.9 17.9 3 28th Street Station to Burton Street Station 253 242 7.1 35.8 4 Burton Street Station to Franklin Street Station 459 413 11.8 39.1 5 Franklin Street Station to Mercy Health Station & 488 408 7.0 69.2 6 Mercy Health Station & to Medical Mile Station 483 480 10.6 45.7 7 Medical Mile Station to Central Station 650 671 16.5 39.5 By Time Period Early AM 52 53 2.2 23.8 13 28th Street Station O AM 564 572 19.8 28.5 186 Wealthy Street Station I Midday 1,097 1,078 20.9 52.5 259 Franklin Street Station I PM 675 659 16.5 40.9 212 Wealthy Street Station O Eve 289 294 10.5 27.7 76 Wealthy Street Station O Night 218 218 7.7 28 72 Wealthy Street Station O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

50 50 Boardings Max Load Boardings Max Load 45 45 40 40 35 35 30 30 25 25 20 20 Passengers Passengers 15 15 10 10 5 5 0 0 5:07 AM 5:47 AM 6:07 AM 6:27 AM 6:47 AM 7:07 AM 7:27 AM 7:47 AM 8:07 AM 8:27 AM 8:47 AM 9:17 AM 9:57 AM 1:17 PM 1:57 PM 2:37 PM 3:17 PM 3:47 PM 4:07 PM 4:27 PM 4:47 PM 5:07 PM 5:27 PM 5:47 PM 6:27 PM 7:07 PM 7:47 PM 8:27 PM 9:07 PM 5:10 AM 5:50 AM 6:10 AM 6:30 AM 6:50 AM 7:10 AM 7:30 AM 7:50 AM 8:10 AM 8:30 AM 8:50 AM 9:20 AM 1:20 PM 2:00 PM 2:40 PM 3:20 PM 3:50 PM 4:10 PM 4:30 PM 4:50 PM 5:10 PM 5:30 PM 5:50 PM 6:10 PM 6:50 PM 7:30 PM 8:10 PM 9:00 PM 10:37 AM 11:17 AM 11:57 AM 12:37 PM 10:07 PM 11:07 PM 10:00 AM 10:40 AM 11:20 AM 12:00 PM 12:40 PM 10:00 PM 11:00 PM 12:00 AM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

300 300

250 250

200 200

150 150

100 100 Board Riders Board Riders - - 50 50 On On

0 0

-50 -50 Central Station Central Central Station Central Hall Street Station Hall Street Station 28th Street Station 36th Street Station 44th Street Station 54th Street Station 60th Street Station 60th Street Station 54th Street Station 44th Street Station 36th Street Station 28th Street Station Kroc Center Station Kroc Center Station Medical Mile Station Medical Mile Station Devos Place Station Place Devos Devos Place Station Place Devos Fulton Street Station Fulton Street Station Mercy Health Station Mercy Health Station Burton Street Station Burton Street Station Franklin Street Station Franklin Street Station Wealthy Street Station Wealthy Street Station Monroe / Louis Station Monroe / Louis Station GRCC / Spectrum Station GRCC / Spectrum Station Cottage Grove Street Station Cottage Grove Street Station

Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

500 750 500 750 400 600 400 600 300 450 300 450 200 300 200 300 100 150 100 150 0 0 0 0 Board Load -

Board Load -100 -150 -100 -150 - On

On -200 -300 -200 -300 -300 -450

-300 -450 Boarding/Alighting Passengers Boarding/Alighting Passengers -400 -600 -400 -600

-500 -750 -500 -750 Central Station Central Central Station Central Hall Street Station 28th Street Station 36th Street Station 44th Street Station 54th Street Station 60th Street Station Hall Street Station 60th Street Station 54th Street Station 44th Street Station 36th Street Station 28th Street Station Kroc Center Station Medical Mile Station Devos Place Station Place Devos Fulton Street Station Kroc Center Station Mercy Health Station Burton Street Station Medical Mile Station Devos Place Station Place Devos Fulton Street Station Mercy Health Station Burton Street Station Franklin Street Station Wealthy Street Station Monroe / Louis Station Franklin Street Station Wealthy Street Station Monroe / Louis Station GRCC / Spectrum Station GRCC / Spectrum Station Cottage Grove Street Station Cottage Grove Street Station

Boardings Alightings On-Board Load Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route 1 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 1,476 1,420 48.1 30.7 410 Division & Buckley O Inbound 608 640 21.5 28.4 337 Division & Delaware I Outbound 868 780 26.6 32.6 410 Division & Buckley O By Segment 1 54th & Clyde Park - Meijer to Division & 54th 191 192 6.5 29.3 2 Division & 54th to Division & 44th 163 175 8.5 19.0 3 Division & 44th to Division & 35th 90 82 4.2 21.3 4 Division & 35th to Division & Burton 200 217 9.0 22.2 5 Division & Burton to Division across from Graham & 277 241 6.6 41.8 6 Division across from Graham & to Division & Fulton 118 155 6.6 17.9 7 Division & Fulton to Central Station 437 359 6.3 69.1 By Time Period Early AM 42 46 2.5 17.0 17 Division & Wealthy I AM 242 226 7.6 31.8 60 Division & Highland I Midday 599 571 15.2 39.4 162 Division & Buckley O PM 282 270 7.6 37.1 80 Division & McConnell O Eve 162 164 6.8 23.7 55 Division & Buckley O Night 149 143 8.4 18 57 Division & McConnell O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

40 40 Boardings Max Load Boardings Max Load 35 35

30 30

25 25

20 20

15 15 Passengers Passengers

10 10

5 5

0 0 5:02 AM 5:32 AM 6:02 AM 6:32 AM 7:02 AM 7:32 AM 8:02 AM 8:32 AM 9:02 AM 9:32 AM 1:02 PM 1:32 PM 2:02 PM 2:32 PM 3:02 PM 3:32 PM 4:02 PM 4:32 PM 5:02 PM 5:32 PM 6:02 PM 6:32 PM 7:02 PM 7:32 PM 8:02 PM 8:32 PM 9:02 PM 9:32 PM 4:48 AM 5:23 AM 5:45 AM 6:15 AM 6:45 AM 7:15 AM 7:45 AM 8:15 AM 8:45 AM 9:15 AM 9:45 AM 1:15 PM 1:45 PM 2:15 PM 2:45 PM 3:15 PM 3:45 PM 4:15 PM 4:45 PM 5:15 PM 5:45 PM 6:15 PM 6:45 PM 7:15 PM 7:45 PM 8:15 PM 8:45 PM 9:15 PM 9:45 PM 10:02 AM 10:32 AM 11:02 AM 11:32 AM 12:02 PM 12:32 PM 10:02 PM 10:32 PM 11:02 PM 11:32 PM 12:02 AM 10:15 AM 10:45 AM 11:15 AM 11:45 AM 12:15 PM 12:45 PM 10:15 PM 10:45 PM 11:15 PM 11:45 PM 12:15 AM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

180 180

160 160

140 140

120 120

100 100

80 80 Board Riders Board Riders

- 60 - 60 On On 40 40

20 20

0 0 54th & Clay 54th & Clay Fulton & Ionia Fulton & Louis Division & Hall Division & Hall Division & Burt Central Station Central Central Station Central Division & 54th Division & 48th Division & 44th Division & 60th Division & 44th Division & 68th Division & 35th Division & 34th Division & Eola Division & 52nd Division & 32nd Division & 32nd Division & Celia Division & Rose Division & Alger Division & Floyd Division & Aztec & Division 54th at 330 54th 54th at 180 54th 54th at 165 54th Division & Andre Division & Andre Division & Fulton Division & Walter Division & Griggs Division & Burton Division & Cherry Division & Jordan Division & Bartlett Division & Labelle Division & Melville & Division Division & Garden Division and Alger 68th & Clyde Park Division & Garden Ottawa and Fulton Division & Buckley Division & Buckley 68th & Creekstone Division & Wealthy Division & Pleasant Division & Highland Division & Delaware Division & Delaware Division & Dickinson Division & Dickinson Division & Maplelawn Division & Spanish Ct Division & Montebello Division & Ken-O-Sha Division & Canterberry Division & Kroc Center Division at 4940 Division Division at 2601 Division Division at 3375 Division Division at 5151 Division Division at 6217 Division Oakes east of Grandville Division & Cottage Grove Division Across From 48th 54th & Clyde Park Meijer - 54th & Clyde Park Meijer - Division Across From Rose Division Across From Nancy Division across from Graham

Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

400 450 400 450 300 350 300 350 250 250 200 200 150 150 100 100 50 50 0 0 -50 Board Load

-50 - Board Load

- -100

-100 -150 On -150 On -200 -200 -250 -250 Boarding/Alighting Passengers Boarding/Alighting Passengers -300 -300 -350 -350

-400 -450 -400 -450 54th & Clay 54th & Clay Fulton & Ionia Division & Hall Central Station Central Division & 60th Division & 44th Division & 68th Fulton & Louis Division & Hall Division & 32nd Division & Burt Central Station Central Division & Rose Division & 54th Division & 48th Division & 44th Division & 35th Division & 34th Division & Eola Division & Floyd Division & Aztec & Division 54th at 165 54th Division & 52nd Division & 32nd Division & Andre Division & Celia Division & Alger 54th at 330 54th 54th at 180 54th Division & Jordan Division & Andre Division & Bartlett Division & Fulton Division & Walter Division and Alger Division & Garden 68th & Clyde Park Division & Griggs Division & Burton Division & Cherry Division & Buckley 68th & Creekstone Division & Labelle Division & Melville & Division Division & Garden Ottawa and Fulton Division & Buckley Division & Wealthy Division & Delaware Division & Pleasant Division & Dickinson Division & Highland Division & Delaware Division & Dickinson Division & Maplelawn Division & Canterberry Division & Spanish Ct Division & Montebello Division & Ken-O-Sha Division & Kroc Center Division at 2601 Division Division at 3375 Division Division at 5151 Division Division at 6217 Division Oakes east of Grandville Division at 4940 Division Division & Cottage Grove Division Across From 48th 54th & Clyde Park Meijer - 54th & Clyde Park Meijer - Division Across From Rose Division Across From Nancy Division across from Graham

Boardings Alightings On-Board Load Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route 2 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 1,910 1,863 57.2 33.4 530 Franklin & Madison O Inbound 868 875 30.0 28.9 469 Franklin & College I Outbound 1,042 988 27.1 38.4 530 Franklin & Madison O By Segment 1 Walma at Kentwood City Hall to Kalamazoo & 44th 207 238 11.2 18.5 2 Kalamazoo & 44th to Kalamazoo & 28th - Meijer 203 270 9.8 20.6 3 Kalamazoo & 28th - Meijer to Kalamazoo & Burton 294 195 8.0 36.7 4 Kalamazoo & Burton to Franklin & Fuller 231 225 10.1 23.0 5 Franklin & Fuller to Franklin & Eastern & 99 123 4.4 22.7 6 Franklin & Eastern & to Franklin & Division 224 188 6.0 37.5 7 Franklin & Division to Central Station 652 623 7.7 84.5 By Time Period Early AM 38 46 2.4 16.3 19 Franklin & Jefferson I AM 366 363 11.6 31.6 116 Franklin & Lafayette I Midday 758 723 14.9 50.9 200 Franklin & Henry I PM 369 359 11.9 31.1 126 Franklin & Jefferson O Eve 201 196 7.4 27.4 70 Franklin & Division O Night 178 176 9.1 20 64 Franklin & Division O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

45 45 Boardings Max Load Boardings Max Load 40 40

35 35

30 30

25 25

20 20

Passengers 15 Passengers 15

10 10

5 5

0 0 4:57 AM 5:55 AM 6:25 AM 6:55 AM 7:25 AM 7:55 AM 8:25 AM 8:57 AM 9:57 AM 1:56 PM 2:54 PM 3:24 PM 3:54 PM 4:24 PM 4:54 PM 5:24 PM 5:56 PM 6:57 PM 7:57 PM 8:57 PM 9:57 PM 4:48 AM 5:45 AM 6:30 AM 7:00 AM 7:30 AM 8:00 AM 8:30 AM 9:15 AM 1:15 PM 2:15 PM 3:15 PM 3:45 PM 4:15 PM 4:45 PM 5:15 PM 5:45 PM 6:45 PM 7:45 PM 8:45 PM 9:45 PM 10:57 AM 11:56 AM 12:56 PM 10:57 PM 11:57 PM 10:15 AM 11:15 AM 12:15 PM 10:45 PM 11:45 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night 225 225

175 175

125 125

75 75 Board Riders Board Riders - - On On 25 25

-25 -25 Fuller & Hall Fuller & Hall Fuller & Fisk Fuller & Fisk Walma & 44th Fuller & Prince Central Station Central Central Station Central 44th & Stauffer Fuller & Adams Franklin & Ionia Fuller & Temple Ionia & Williams Franklin & Fuller Franklin & Fuller Ionia & Pleasant 44th & Plymouth Franklin & Henry Franklin & Henry 44th & Callender Fuller & Ramona Franklin & Dolbie Ionia at 650 Ionia 44th & Eastcastle 44th at 1750 44th 44th at 1820 44th 44th at 2186 44th 44th at 2589 44th Franklin & Neland Franklin & Neland Ionia & McConnell Ionia & McConnell Franklin & College Franklin & College Kalamazoo & 44th Kalamazoo & 44th Kalamazoo & 36th Fuller & Alexander Franklin & Eastern Franklin & Eastern Fuller & Alexander Franklin & Division Franklin & Division 44th & Walnut Hills Kalamazoo & 32nd Franklin & Madison Franklin & Madison Kalamazoo & Alger Kalamazoo & Edna Kalamazoo & Elliott Franklin & Jefferson Franklin & Jefferson Breton & Mapleview Franklin & Lafayette Franklin & Lafayette Fuller at 1320 Fuller Kalamazoo & Orville Kalamazoo & Orville Breton & Drummond Kalamazoo & Burton Kalamazoo & Griggs Kalamazoo & Griggs Kalamazoo & Burton Breton & N Breton Ct Kalamazoo & Belmar Kalamazoo & Kendall Kalamazoo & Kendall Kalamazoo & Loralee Kalamazoo & Langley Kalamazoo & Langley Franklin & Kalamazoo Franklin at 68 Franklin Kalamazoo & Millbank Kalamazoo & Millbank Kalamazoo & Linwood Breton & Countrywood Walma & Hunters Ridge Fuller Across From Prince Ionia across from Williams Kalamazoo & 28th Meijer - Kalamazoo & 28th Meijer - Fuller Across From Boston Kalamazoo & Southampton 44th just east of Kalamazoo Walma at Kentwood City Hall Walma at Kentwood City Hall 44th At Breton Meadows Mall Kalamazoo Across From 36th Kalamazoo Across From 32nd Kalamazoo at 2317 Kalamazoo Kalamazoo at 2619 Kalamazoo Walma At Pineview Apartments Fuller & Adams Park Apartments Kalamazoo across from Glenhaven Kalamazoo Across From Southampton

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

600 600 560 560 400 400 360 360 200 200 160 160 0 0 -40

-40 Board Load - Board Load -

-200 On On -240 -200 -240 Boarding/Alighting Passengers Boarding/Alighting Passengers -400 -400 -440 -440

-600 -640 -600 -640 Fuller & Hall Fuller & Fisk Fuller & Hall Fuller & Fisk Fuller & Prince Central Station Central 44th & Stauffer Walma & 44th Fuller & Adams Central Station Central Fuller & Temple Franklin & Fuller Ionia & Pleasant Franklin & Ionia Franklin & Henry Ionia & Williams Franklin & Fuller 44th & Plymouth 44th at 1750 44th 44th at 1820 44th 44th at 2186 44th Franklin & Henry 44th & Callender Fuller & Ramona Franklin & Neland Franklin & Dolbie Ionia at 650 Ionia Ionia & McConnell Franklin & College Kalamazoo & 44th Kalamazoo & 36th 44th & Eastcastle 44th at 2589 44th Franklin & Eastern Fuller & Alexander Franklin & Division Franklin & Neland Ionia & McConnell Franklin & Madison Kalamazoo & Alger Kalamazoo & Edna Franklin & College Kalamazoo & 44th Franklin & Eastern Fuller & Alexander Franklin & Division 44th & Walnut Hills Kalamazoo & 32nd Franklin & Jefferson Breton & Mapleview Franklin & Lafayette Franklin & Madison Kalamazoo & Orville Kalamazoo & Elliott Breton & Drummond Kalamazoo & Griggs Kalamazoo & Burton Kalamazoo & Pickett Franklin & Jefferson Franklin & Lafayette Fuller at 1320 Fuller Breton & N Breton Ct Kalamazoo & Belmar Kalamazoo & Orville Kalamazoo & Kendall Kalamazoo & Burton Kalamazoo & Griggs Kalamazoo & Langley Franklin & Kalamazoo Franklin at 68 Franklin Kalamazoo & Millbank Kalamazoo & Kendall Kalamazoo & Loralee Breton & Countrywood Kalamazoo & Langley Kalamazoo & Millbank Kalamazoo & Linwood Cherry at RCS Entrance Walma & Hunters Ridge Ionia across from Williams Kalamazoo & 28th Meijer - Fuller Across From Boston Fuller Across From Prince Kalamazoo & 28th Meijer - Kalamazoo & Southampton 44th just east of Kalamazoo Walma at Kentwood City Hall Walma at Kentwood City Hall Kalamazoo Across From 32nd 44th At Breton Meadows Mall Kalamazoo Across From 36th Kalamazoo at 2619 Kalamazoo Kalamazoo at 2317 Kalamazoo Walma At Pineview Apartments Fuller & Adams Park Apartments Kalamazoo across from Glenhaven

Boardings Alightings On-Board Load Kalamazoo Across From Southampton Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route 3 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 682 660 24.4 28.0 214 Cherry & Commerce O Inbound 309 315 11.2 27.7 198 Cherry & Lagrave I Outbound 373 345 13.2 28.2 214 Cherry & Commerce O By Segment 1 36th At Hope Network to Madison & 32nd 66 71 5.9 11.1 2 Madison & 32nd to Madison & 28th 11 32 2.2 5.0 3 Madison & 28th to Madison & Ardmore 36 25 2.2 16.6 4 Madison & Ardmore to Madison & Hall 97 110 3.2 29.9 5 Madison & Hall to Madison & Franklin & 101 49 2.2 46.7 6 Madison & Franklin & to Central Station 372 373 8.7 42.9 By Time Period Early AM 14 15 0.8 19.0 7 Jefferson & Logan I AM 133 129 4.5 29.5 50 Cherry & Commerce O Midday 303 294 9.0 33.7 95 Cherry & Commerce I PM 136 126 4.5 30.1 41 Cherry & Lagrave I Eve 56 59 3.3 16.8 21 Jefferson across from St Marys O Night 40 36 2.3 18 19 Jefferon & Franklin O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

20 20 Boardings Max Load Boardings Max Load 18 18 16 16 14 14 12 12 10 10 8 8 Passengers Passengers 6 6 4 4 2 2 0 0 5:45 AM 6:15 AM 6:45 AM 7:15 AM 7:45 AM 8:15 AM 8:45 AM 9:15 AM 9:45 AM 1:15 PM 1:45 PM 2:15 PM 2:45 PM 3:15 PM 3:45 PM 4:15 PM 4:45 PM 5:15 PM 5:45 PM 6:15 PM 6:45 PM 7:15 PM 8:15 PM 9:15 PM 5:45 AM 6:15 AM 6:45 AM 7:15 AM 7:45 AM 8:15 AM 8:45 AM 9:15 AM 9:45 AM 1:15 PM 1:45 PM 2:15 PM 2:45 PM 3:15 PM 3:45 PM 4:15 PM 4:45 PM 5:15 PM 5:45 PM 6:15 PM 6:45 PM 7:15 PM 7:45 PM 8:45 PM 9:45 PM 10:15 AM 10:45 AM 11:15 AM 11:45 AM 12:15 PM 12:45 PM 10:15 PM 11:15 PM 10:15 AM 10:45 AM 11:15 AM 11:45 AM 12:15 PM 12:45 PM 10:45 PM 11:45 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

100 100

80 80

60 60

40 40 Board Riders Board Riders

- 20 - 20 On On

0 0

-20 -20 Central Station Central Central Station Central Madison & Hall Madison & Hall Madison & 28th Madison & 28th Madison & Hoyt Madison & 32nd Madison & 32nd 36th at 609 36th Madison & Alger Madison & Alger Cherry & Lagrave Cherry & Lagrave Madison & Griggs Madison & Burton Madison & Gilbert Madison & Griggs Madison & Aurora Jefferson & Logan Jefferson & Logan Madison & Colrain Madison & Garden Jefferon & Franklin Madison & Franklin Franklin & Madison Madison & Oakdale Madison & Ardmore Franklin & Jefferson Franklin & Lafayette Franklin & Lafayette Madison & Highland Madison & Highland Cherry & Commerce Cherry & Commerce Madison & Delaware Madison & Delaware Pleasant & Jefferson Jefferson & Pleasant Madison & Dickinson Madison & Dickinson Madison & Rosemary Madison & Rosemary Jefferson at St Mary's 36th At Hope Network 36th At Hope Network Roger B Chaffee & 36th Cherry at RCS Entrance Madison at 2890 Madison Madison & Cottage Grove Madison & Cottage Grove Roger B Chaffee & Lousma Madison Across From Elliott Madison Across From Gilbert Roger B Chaffee at 3504 RBC Roger B Chaffee at 3400 RBC Roger B Chaffee at 3300 RBC Roger B Chaffee at 3457 RBC Roger B Chaffee at 3707 RBC Roger B Chaffee at 3859 RBC Roger B Chaffee at 4005 RBC Roger B Chaffee at 4220 RBC Roger B Chaffee at 3910 RBC Jefferson across from St Marys

Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

250 250 250 250 200 200 200 200 150 150 150 150 100 100 100 100 50 50 50 50 0 0 0 0 Board Load -

Board Load -50 -50 -50 -50 - On

On -100 -100 -100 -100 -150 -150

-150 -150 Boarding/Alighting Passengers Boarding/Alighting Passengers -200 -200 -200 -200

-250 -250 -250 -250 Central Station Central Madison & Hall Madison & 28th Central Station Central Madison & Hall Madison & 32nd Madison & Alger Madison & 28th Madison & Hoyt Madison & 32nd 36th at 609 36th Madison & Alger Cherry & Lagrave Madison & Griggs Madison & Burton Madison & Aurora Jefferson & Logan Madison & Colrain Cherry & Lagrave Madison & Garden Madison & Gilbert Madison & Griggs Jefferon & Franklin Jefferson & Logan Franklin & Madison Franklin & Lafayette Madison & Highland Madison & Franklin Cherry & Commerce Madison & Oakdale Madison & Delaware Jefferson & Pleasant Madison & Ardmore Franklin & Jefferson Franklin & Lafayette Madison & Dickinson Madison & Highland Cherry & Commerce Madison & Rosemary Madison & Delaware Pleasant & Jefferson Madison & Dickinson 36th At Hope Network Madison & Rosemary Jefferson at St Mary's 36th At Hope Network Roger B Chaffee & 36th Cherry at RCS Entrance Madison & Cottage Grove Madison at 2890 Madison Madison & Cottage Grove Roger B Chaffee & Lousma Madison Across From Elliott Madison Across From Gilbert Roger B Chaffee at 3457 RBC Roger B Chaffee at 3707 RBC Roger B Chaffee at 3859 RBC Roger B Chaffee at 4005 RBC Roger B Chaffee at 4220 RBC Roger B Chaffee at 3910 RBC Jefferson across from St Marys Roger B Chaffee at 3504 RBC Roger B Chaffee at 3400 RBC Roger B Chaffee at 3300 RBC

Boardings Alightings On-Board Load Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route 4 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 1,560 1,507 68.0 22.9 389 State & Jefferson O Inbound 705 708 31.2 22.6 335 Cherry & Madison I Outbound 855 799 36.8 23.2 389 State & Jefferson O By Segment 1 Kalamazoo at Gaines Meijer to Woodfield & Woodfield Place 49 6 3.9 12.7 2 Woodfield & Woodfield Place to Eastern & 52nd 97 84 6.3 15.6 3 Eastern & 52nd to Eastern & 44th 85 70 4.7 18.3 4 Eastern & 44th to Eastern & 36th 86 66 6.0 14.4 5 Eastern & 36th to Eastern & 28th & 108 141 4.0 27.0 6 Eastern & 28th & to Eastern & Merritt 176 215 6.7 26.2 7 Eastern & Merritt to Eastern & Franklin 165 137 10.1 16.3 8 Eastern & Franklin to Cherry & Eastern 165 199 12.6 13.1 9 Cherry & Eastern to Fulton & Sheldon 186 183 8.2 22.6 10 Fulton & Sheldon to Central Station 443 407 4.2 104.1 By Time Period Early AM 38 39 2.9 13.2 19 Cherry & Madison I AM 283 277 13.8 20.6 86 Eastern & Ottillia O Midday 547 514 18.7 29.3 144 Cherry & Madison I PM 381 376 13.4 28.5 106 State & Jefferson O Eve 165 161 9.0 18.4 58 State & Jefferson O Night 146 139 10.3 14 59 State & Lafayette O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

35 35 Boardings Max Load Boardings Max Load 30 30

25 25

20 20

15 15 Passengers Passengers 10 10

5 5

0 0 4:35 AM 5:45 AM 6:30 AM 7:00 AM 7:30 AM 8:00 AM 8:30 AM 9:15 AM 1:15 PM 2:15 PM 3:15 PM 3:45 PM 4:15 PM 4:45 PM 5:15 PM 5:45 PM 6:45 PM 7:45 PM 8:45 PM 9:45 PM 4:50 AM 5:50 AM 6:20 AM 6:50 AM 7:20 AM 7:50 AM 8:20 AM 8:50 AM 9:50 AM 1:58 PM 2:58 PM 3:28 PM 3:58 PM 4:28 PM 4:58 PM 5:28 PM 6:28 PM 7:00 PM 8:00 PM 9:00 PM 10:15 AM 11:15 AM 12:15 PM 10:45 PM 11:45 PM 10:50 AM 11:50 AM 12:58 PM 10:00 PM 11:00 PM 12:00 AM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

150 150

130 130

110 110

90 90

70 70

50 50 Board Riders Board Riders

- 30 - 30 On On 10 10

-10 -10

-30 -30 Fulton & Ionia 52nd & Burgis Eastern & Hall Eastern & Hall Central Station Central Eastern & 48th Eastern & 44th Eastern & 28th Eastern & 36th Eastern & 40th Cherry & Union Eastern & 52nd Eastern & 32nd Eastern & 32nd Eastern & Lyles Eastern & Ottillia Eastern & Logan Eastern & Prince Cherry & College Cherry & Eastern State & Jefferson State & Lafayette Fulton & Sheldon 60th at 1009 60th 60th at 1233 60th Eastern & Crofton Cherry & Madison Kalamazoo & 60th Ottawa and Fulton Eastern & Franklin Eastern & Wealthy Ridgebrook & 60th 52nd & Kalamazoo Eastern & Ardmore Eastern & Ardmore Eastern & Billantou Eastern & Sherman Eastern & Alexander Eastport & Saffron Ln Kalamazoo & Gentian Eastern & Springwood Kalamazoo & Eastport Eastport & Ridgebrook Eastern & South Ottillia Eastern at 5820 Eastern Eastern at 4100 Eastern Eastern at 3800 Eastern Eastern at 3530 Eastern Eastern at 2600 Eastern Eastern at 4247 Eastern Eastern at 4637 Eastern Oakes east of Grandville Eastport at 1515 Eastport Eastern across from Crofton Kalamazoo at Gaines Meijer Kalamazoo at Gaines Meijer Woodfield & 6100 Woodfield Woodfield & Woodfield Place Eastern Across From Laraway 60th Across From Leisure South

Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

350 400 350 400

250 300 250 300 200 200 150 150 100 100 50 50 0 0

-50 Board Load -

-50 Board Load - -100

-100 On On -150 -150 -200 -200 Boarding/Alighting Passengers Boarding/Alighting Passengers -250 -250 -300 -300

-350 -400 -350 -400 Fulton & Ionia 52nd & Burgis Eastern & Hall Central Station Central Eastern & 36th Eastern & 40th Eastern & Hall Cherry & Union Eastern & 32nd Eastern & Lyles Eastern & 48th Eastern & 44th Eastern & 28th Eastern & 52nd Eastern & 32nd Eastern & Ottillia Eastern & Prince State & Jefferson 60th at 1009 60th Eastern & Logan Eastern & Crofton Cherry & Madison Cherry & College Cherry & Eastern State & Lafayette Fulton & Sheldon Kalamazoo & 60th 60th at 1233 60th Eastern & Wealthy Ridgebrook & 60th 52nd & Kalamazoo Eastern & Ardmore Eastern & Billantou Ottawa and Fulton Eastern & Franklin Eastern & Sherman Eastern & Ardmore Eastport & Saffron Ln Eastern & Alexander Kalamazoo & Gentian Kalamazoo & Eastport Eastern & Springwood Eastport & Ridgebrook Eastern & South Ottillia Eastern at 4247 Eastern Eastern at 4637 Eastern Oakes east of Grandville Eastern at 5820 Eastern Eastern at 4100 Eastern Eastern at 3800 Eastern Eastern at 3530 Eastern Eastern at 2600 Eastern Eastport at 1515 Eastport Kalamazoo at Gaines Meijer Woodfield & Woodfield Place Eastern across from Crofton Kalamazoo at Gaines Meijer Woodfield & 6100 Woodfield Eastern Across From Laraway 60th Across From Leisure South

Boardings Alightings On-Board Load Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route 5 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 927 915 49.6 18.7 300 Wealthy & Union O Inbound 430 430 25.7 16.7 285 Wealthy & College I Outbound 497 485 23.9 20.8 300 Wealthy & Union O By Segment 1 33rd & Patterson to 36th & East Paris 25 38 3.3 7.4 2 36th & East Paris to East Paris & Camelot 18 21 2.7 6.7 3 East Paris & Camelot to Kentwood Station - Woodland 32 185 3.2 10.0 4 Kentwood Station - Woodland to 28th & Breton 198 70 4.4 45.1 5 28th & Breton to Breton & Burton & 26 38 3.8 6.9 6 Breton & Burton & to Boston & Plymouth 28 28 4.9 5.8 7 Boston & Plymouth to Fuller & Sigsbee 135 110 11.7 11.5 8 Fuller & Sigsbee to Wealthy & Division 156 125 9.6 16.2 9 Wealthy & Division to Central Station 309 301 5.4 57.3 By Time Period Early AM 20 21 2.2 9.0 7 Hall & Giddings O AM 195 194 13.8 14.2 76 Hall & Plymouth O Midday 347 331 12.5 27.7 118 Wealthy & Union I PM 208 222 11.9 17.5 72 Plymouth & Kreiser I Eve 99 89 5.9 16.8 35 Wealthy & Union O Night 59 60 3.4 17 25 Wealthy & Diamond O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

25 25 Boardings Max Load Boardings Max Load

20 20

15 15

10 10 Passengers Passengers

5 5

0 0 5:14 AM 5:44 AM 6:14 AM 6:27 AM 6:44 AM 6:57 AM 7:14 AM 7:27 AM 7:44 AM 7:57 AM 8:14 AM 8:27 AM 8:44 AM 9:34 AM 1:04 PM 1:34 PM 2:04 PM 2:34 PM 3:04 PM 3:14 PM 3:44 PM 4:14 PM 4:27 PM 4:44 PM 4:57 PM 5:14 PM 5:27 PM 5:44 PM 6:14 PM 6:44 PM 6:59 PM 8:04 PM 9:04 PM 4:31 AM 5:01 AM 5:45 AM 6:15 AM 6:30 AM 6:45 AM 7:00 AM 7:15 AM 7:30 AM 7:45 AM 8:00 AM 8:15 AM 8:30 AM 8:45 AM 9:15 AM 9:45 AM 1:15 PM 1:45 PM 2:15 PM 2:45 PM 3:15 PM 3:45 PM 4:00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5:30 PM 5:45 PM 6:15 PM 6:45 PM 7:45 PM 8:45 PM 9:45 PM 10:04 AM 10:34 AM 11:04 AM 11:34 AM 12:04 PM 12:34 PM 10:04 PM 11:04 PM 11:40 PM 10:15 AM 10:45 AM 11:15 AM 11:45 AM 12:15 PM 12:45 PM 10:45 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

140 140

120 120

100 100

80 80

60 60

40 40 Board Riders Board Riders - -

On 20 On 20

0 0

-20 -20 33rd & Kraft Fuller & Fisk 33rd & Kraft 28th & Breton Fuller & Fisk Hall & Cadillac & Hall Hall & Sylvan 36th & Raleigh Central Station Central 28th & Breton Hall & Giddings Breton & Burton Boston & Laurel Fuller & Prince 36th & Raleigh Central Station Central Wealthy & Barth Boston & Lotus Hall & Giddings Wealthy & Henry 33rd & Patterson Wealthy & Cass Breton & Burton East Paris & 29th 36th & East Paris Fuller & Sherman 36th at 4461 36th 28th at 3031 28th 28th at 2649 28th Wealthy & Barth 33rd & Innovation Wealthy & Eureka Wealthy & Henry 33rd & Patterson Wealthy & College East Paris & 28th Fuller & Sherman 36th at 4300 36th 28th at 2880 28th 33rd & Innovation Breton & Okemos Boston & Plymouth Boston & Gorham Plymouth & Kreiser Wealthy & Eureka Wealthy & Divison Wealthy & College East Paris At 2525 Wealthy & Lafayette Grandville & Goodrich East Paris & Embassy Fuller Across From Prince Camelot & Charring Cross Camelot & Lake Eastbrook Camelot At Lake Eastbrook Plymouth at 1303 Plymouth Breton Across From Okemos 36th At Cascade Engineering East Paris at 3035 East Paris East Paris at 3425 East Paris 36th At Cascade Engineering

Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Camelot Across From Charring Cross Evening Night East Paris At Woodland Creek Apartments

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

300 300 280 280

200 200 180 180

100 100 80 80

0 0 -20 -20 Board Load Board Load - - On -100 -120 On -100 -120 Boarding/Alighting Passengers Boarding/Alighting Passengers -200 -220 -200 -220

-300 -320 -300 -320 33rd & Kraft Fuller & Fisk 33rd & Kraft Fuller & Fisk 28th & Breton Hall & Sylvan 28th & Breton Hall & Cadillac & Hall 36th & Raleigh Central Station Central Fuller & Prince 36th & Raleigh Central Station Central Hall & Giddings Boston & Lotus Breton & Burton Boston & Laurel Hall & Giddings Wealthy & Barth Wealthy & Cass Breton & Burton Wealthy & Barth Wealthy & Henry 33rd & Patterson East Paris & 29th 36th & East Paris Wealthy & Henry 33rd & Patterson Fuller & Sherman 36th at 4461 36th 28th at 3031 28th 28th at 2649 28th 33rd & Innovation East Paris & 28th Wealthy & Eureka Fuller & Sherman 36th at 4300 36th 28th at 2880 28th 33rd & Innovation Breton & Okemos Boston & Gorham Wealthy & College Wealthy & Eureka Wealthy & Divison Wealthy & College Boston & Plymouth East Paris At 2525 Plymouth & Kreiser Wealthy & Lafayette Grandville & Goodrich East Paris & Embassy Fuller Across From Prince Camelot & Charring Cross Camelot & Lake Eastbrook Camelot At Lake Eastbrook Plymouth at 1303 Plymouth Breton Across From Okemos 36th At Cascade Engineering East Paris at 3035 East Paris East Paris at 3425 East Paris 36th At Cascade Engineering Camelot Across From Charring Cross Boardings Alightings On-Board Load Boardings Alightings On-Board Load East Paris At Woodland Creek Apartments

Route Productivity Summary Route Operations Summary Route 6 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 1,032 1,013 59.3 17.4 368 Lake Dr & Dwight I Inbound 522 465 30.4 17.2 368 Lake Dr & Dwight I Outbound 510 549 28.9 17.6 316 Lake Dr & Eastern O By Segment 1 Kentwood Station - Woodland to Burton & Breton 320 311 15.4 20.7 2 Burton & Breton to Breton & Lake Dr 53 46 7.5 7.0 3 Breton & Lake Dr to Wealthy & Lake Dr 77 82 8.3 9.3 4 Wealthy & Lake Dr to Lake Dr & Eastern 100 98 7.5 13.3 5 Lake Dr & Eastern to Lyon & Bostwick & 149 115 9.1 16.3 6 Lyon & Bostwick & to Central Station 333 362 11.5 29.1 By Time Period Early AM 8 10 1.5 5.3 5 Lyon & Lafayette I AM 201 198 13.2 15.2 85 Lyon & Union I Midday 301 293 14.6 20.6 107 Lake Dr & Carlton O PM 284 280 13.6 20.9 90 Lake Dr & Carlton I Eve 132 134 7.8 16.9 60 Wealthy & Rosewood I Night 105 99 8.6 12 48 Lake Dr & Carlton I

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

20 20 Boardings Max Load Boardings Max Load 18 18 16 16 14 14 12 12 10 10 8 8 Passengers Passengers 6 6 4 4 2 2 0 0 4:31 AM 5:45 AM 6:30 AM 7:00 AM 7:30 AM 8:00 AM 8:30 AM 9:15 AM 1:15 PM 2:15 PM 3:15 PM 3:45 PM 4:15 PM 4:45 PM 5:15 PM 5:45 PM 6:45 PM 7:45 PM 8:45 PM 9:45 PM 5:00 AM 6:00 AM 6:30 AM 7:00 AM 7:30 AM 8:00 AM 8:30 AM 9:30 AM 1:27 PM 2:27 PM 3:12 PM 3:42 PM 4:12 PM 4:42 PM 5:12 PM 5:42 PM 6:27 PM 7:30 PM 8:30 PM 9:30 PM 10:15 AM 11:15 AM 12:15 PM 10:45 PM 11:45 PM 10:27 AM 11:27 AM 12:27 PM 10:30 PM 11:30 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night 120 120

100 100

80 80

60 60

40 40 Board Riders Board Riders - - 20 20 On On

0 0

-20 -20 Breton & Hall Breton & Hall Lyon & Union Ionia & Fulton Ionia & & Oakes Ionia Lyon & Ottawa Central Station Central Breton & ElliottBreton Central Station Central Lyon & Barclay Ottawa & Pearl Lyon & College Lake Dr & Atlas Burton & Breton Lake Dr & Fuller Lake Dr & Luton Breton & BostonBreton Breton & BostonBreton Lyon & Bostwick Burton & Conlon Fulton & College Lake Dr & Fulton Lake Dr & Fulton Lyon & Lafayette Breton & Lake Dr Breton & Lake Dr Union & Fountain Lake Dr & Dwight Division & Library Lake Dr & Carlton Lake Dr & Carlton Lake Dr & Auburn Lake Dr & Calkins Lake Dr & Eastern Lake Dr & Eastern Ottawa and Fulton Breton & Burchard Breton & Elmwood Breton & Elmwood Wealthy & Lake Dr Wealthy & Lake Dr Lake Dr & Packard Lake Dr & Packard Raybrook & Burton Burton & Raybrook Breton & Argentina Fountain & Division Wealthy & Croswell Lake Dr & Diamond Lake Dr & Diamond Burton & Woodlawn Burton & Woodlawn Wealthy & Lakeside Wealthy & Lakeside Wealthy & Plymouth Burton & Ridgemoor Burton & Ridge Park Fountain & Lafayette Wealthy & Edgemere Wealthy & Rosewood Wealthy & Rosewood Breton at 1038 Breton Burton at 3190 Burton Raybrook & Claystone & Raybrook Burton & Calvin College Cherry at RCS Entrance Lakeside at EGR Library Fountain & Library Plaza Ottawa & Monroe Center Wealthy at 1927 Wealthy Wealthy at 2006 Wealthy Fountain at 450 Fountain Claystone & East Beltline Claystone & East Beltline Burton Across From Conlon Breton & Breton Village Mall Lake Dr Across From Dwight Fountain & Spectrum Theater Kentwood Station - Woodland Kentwood Station - Woodland Burton across from Ridgemoor Wealthy Across From Croswell Wealthy & Spectrum Blodgett - ClaystoneRaybrook Across From Lake Dr & Post Office Parking Lot Lakeside Across From EGR Library Lyon Across From Central High School

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

300 400 300 400 300 300 200 200 200 200 100 100 100 100 0 0 0 0 Board Load - Board Load - -100

-100 -100 On -100 On -200 -200 Boarding/Alighting Passengers Boarding/Alighting Passengers -200 -200 -300 -300

-300 -400 -300 -400 Breton & Hall Ionia & Fulton Ionia & & Oakes Ionia Breton & Hall Lyon & Union Central Station Central & ElliottBreton Lake Dr & Atlas Lyon & Ottawa Central Station Central Lyon & Barclay Ottawa & Pearl Lyon & College Lake Dr & Fuller Breton & BostonBreton Fulton & College Lake Dr & Fulton Burton & Breton Lake Dr & Luton Breton & Lake Dr Breton & BostonBreton Lyon & Bostwick Burton & Conlon Division & Library Lake Dr & Fulton Lyon & Lafayette Lake Dr & Carlton Lake Dr & Calkins Breton & Lake Dr Union & Fountain Lake Dr & Eastern Lake Dr & Dwight Breton & Burchard Breton & Elmwood Wealthy & Lake Dr Lake Dr & Carlton Lake Dr & Auburn Lake Dr & Packard Burton & Raybrook Breton & Argentina Lake Dr & Eastern Ottawa and Fulton Fountain & Division Wealthy & Croswell Breton & Elmwood Lake Dr & Diamond Wealthy & Lake Dr Lake Dr & Packard Burton & Woodlawn Wealthy & Lakeside Raybrook & Burton Wealthy & Plymouth Burton & Ridge Park Lake Dr & Diamond Fountain & Lafayette Burton & Woodlawn Wealthy & Lakeside Burton & Ridgemoor Wealthy & Rosewood Burton at 3190 Burton Wealthy & Edgemere Raybrook & Claystone & Raybrook Wealthy & Rosewood Breton at 1038 Breton Cherry at RCS Entrance Fountain & Library Plaza Burton & Calvin College Wealthy at 2006 Wealthy Fountain at 450 Fountain Claystone & East Beltline Lakeside at EGR Library Ottawa & Monroe Center Wealthy at 1927 Wealthy Claystone & East Beltline Burton Across From Conlon Lake Dr Across From Dwight Breton & Breton Village Mall Fountain & Spectrum Theater Kentwood Station - Woodland Burton across from Ridgemoor Kentwood Station - Woodland Wealthy & Spectrum Blodgett - Wealthy Across From Croswell ClaystoneRaybrook Across From Lake Dr & Post Office Parking Lot Lakeside Across From EGR Library

Lyon Across From Central High School Boardings Alightings On-Board Load Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route 7 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 711 707 40.6 17.5 242 Turner across from Third & Broadway I Inbound 336 352 19.7 17.1 242 Turner across from Third & Broadway I Outbound 375 355 20.9 17.9 235 Scribner & Pearl O By Segment 1 Wilson & Lake Michigan - Meijer to Walker Village & Remembrance 128 128 12.1 10.6 2 Walker Village & Remembrance to Leonard & Walker 52 56 8.4 6.2 3 Leonard & Walker to Leonard & Alpine 86 72 4.9 17.4 4 Leonard & Alpine to Central Station 446 451 15.2 29.3 By Time Period Early AM 23 29 1.5 15.6 10 Turner & Eleventh I AM 159 147 11.1 14.3 65 Turner across from Third & Broadway I Midday 268 262 11.6 23.1 89 Turner across from Third & Broadway I PM 153 161 10.2 15.1 57 Scribner & Pearl O Eve 76 77 4.3 17.4 31 Scribner & Pearl O Night 32 31 1.9 16 13 Mt Vernon north of Pearl I

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

20 20 Boardings Max Load Boardings Max Load 18 18 16 16 14 14 12 12 10 10 8 8 Passengers Passengers 6 6 4 4 2 2 0 0 5:09 AM 5:39 AM 6:06 AM 6:21 AM 6:36 AM 6:51 AM 7:06 AM 7:21 AM 7:36 AM 7:51 AM 8:06 AM 8:21 AM 8:36 AM 9:06 AM 9:36 AM 1:06 PM 1:36 PM 2:06 PM 2:36 PM 3:06 PM 3:36 PM 3:51 PM 4:06 PM 4:21 PM 4:36 PM 4:51 PM 5:06 PM 5:21 PM 5:39 PM 6:06 PM 6:39 PM 7:39 PM 8:39 PM 9:39 PM 4:49 AM 5:19 AM 6:00 AM 6:15 AM 6:30 AM 6:45 AM 7:00 AM 7:15 AM 7:30 AM 7:45 AM 8:00 AM 8:15 AM 8:30 AM 8:45 AM 9:00 AM 9:30 AM 1:00 PM 1:30 PM 2:00 PM 2:30 PM 3:00 PM 3:30 PM 3:45 PM 4:00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5:30 PM 5:45 PM 6:00 PM 6:30 PM 7:00 PM 7:45 PM 8:45 PM 9:45 PM 10:06 AM 10:36 AM 11:06 AM 11:36 AM 12:06 PM 12:36 PM 10:39 PM 10:00 AM 10:30 AM 11:00 AM 11:30 AM 12:00 PM 12:30 PM 10:45 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night 100 100

80 80

60 60

40 40 Board Riders Board Riders

- 20 - 20 On On

0 0

-20 -20 Turner & First Leonard & Fay Central Station Central Central Station Central Scribner & Sixth Leonard & Divot Scribner & Pearl Leonard & Davis Leonard & White Scribner & Tenth Leonard & Valley Leonard & Covell Leonard & Covell Leonard & Alpine Leonard & Alpine Scribner & Bridge Scribner & Fourth Leonard & Turner Turner & Seventh Leonard & Wilson Leonard & Quarry Leonard & Edison Leonard & Kinney Leonard & Walker Leonard & Walker Turner & Eleventh Wilson & Faircrest Leonard & Powers Leonard & Powers Leonard & Lamont Leonard & Garfield Leonard and Davis Leonard & Fairfield Wilson & Wayberry Leonard & Fredrick Leonard & Fremont Cherry & Grandville Grandville & Cherry Leonard & Oakleigh Leonard & Oakleigh Leonard & Maplerow Leonard & Tamarack Leonard & Tamarack Leonard & Carpenter Wilson & West Grand Wilson & West Grand Wilson at 2231 Wilson Wilson at 1175 Wilson Leonard & Maplegrove Leonard & Sunset Hills Leonard & Van Portfliet Leonard and Broadway Leonard at 865 Leonard Leonard and Gezon WB Wilson and Leonard WB Remembrance & Kinney Mt Vernon north of Pearl Oakes west of Grandville Leonard at 3810 Leonard Leonard at 3206 Leonard Leonard at 3010 Leonard Leonard at 2840 Leonard Leonard at 1819 Leonard Leonard at 1859 Leonard Leonard at 2161 Leonard Leonard at 2715 Leonard Walker Village & Leonard Walker Village & Leonard Scribner at 1050 Scribner Remembrance & Van Portfliet Wilson north of Lake Michigan Walker Village & Remembrance Walker Village & Remembrance Wilson & Lake Michigan - Meijer Wilson & Lake Michigan - Meijer Remembrance across from Justin Remembrance at Walker City Hall Wlison just south of Remembrance Walker Village across from Linwood Walker Village across from Linwood Turner across from Third & Broadway

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

250 250 200 220 200 220 150 150 100 120 100 120 50 50 20 20 0 0 Board Load -

Board Load -50 -50 - -80 -80 On On -100 -100 -150

-150 Boarding/Alighting Passengers -180 Boarding/Alighting Passengers -180 -200 -200

-250 -280 -250 -280 Turner & First Leonard & Fay Central Station Central Central Station Central Scribner & Sixth Leonard & Divot Scribner & Pearl Scribner & Tenth Leonard & Valley Leonard & Covell Leonard & Alpine Leonard & Davis Scribner & Bridge Scribner & Fourth Leonard & White Leonard & Walker Leonard & Covell Leonard & Alpine Leonard & Powers Leonard & Lamont Leonard & Turner Turner & Seventh Leonard & Wilson Leonard & Quarry Leonard & Edison Leonard & Kinney Leonard & Garfield Leonard and Davis Leonard & Walker Turner & Eleventh Leonard & Fredrick Wilson & Faircrest Leonard & Powers Grandville & Cherry Leonard & Oakleigh Leonard & Fairfield Wilson & Wayberry Leonard & Fremont Cherry & Grandville Leonard & Oakleigh Leonard & Tamarack Wilson & West Grand Leonard & Maplerow Leonard & Tamarack Leonard & Carpenter Wilson at 2231 Wilson Wilson at 1175 Wilson Wilson & West Grand Leonard & Van Portfliet Leonard and Broadway Leonard & Maplegrove Leonard & Sunset Hills Leonard at 865 Leonard Leonard and Gezon WB Wilson and Leonard WB Remembrance & Kinney Oakes west of Grandville Leonard at 1859 Leonard Leonard at 2161 Leonard Leonard at 2715 Leonard Walker Village & Leonard Mt Vernon north of Pearl Scribner at 1050 Scribner Leonard at 3810 Leonard Leonard at 3206 Leonard Leonard at 3010 Leonard Leonard at 2840 Leonard Leonard at 1819 Leonard Walker Village & Leonard Wilson north of Lake Michigan Remembrance & Van Portfliet Walker Village & Remembrance Wilson & Lake Michigan - Meijer Walker Village & Remembrance Wilson & Lake Michigan - Meijer Remembrance across from Justin Remembrance at Walker City Hall Wlison just south of Remembrance Walker Village across from Linwood Walker Village across from Linwood Boardings Alightings On-Board Load Turner across from Third & Broadway Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route 8 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 971 954 46.0 21.1 347 Central Station O Inbound 398 441 22.9 17.4 258 Godfrey& Market I Outbound 573 513 23.1 24.8 347 Central Station O By Segment 1 Century Center at Rivertown Meijer to Wilson At Grandville Library 160 160 7.4 21.8 2 Wilson At Grandville Library to Prairie & Ivanrest 55 83 6.9 7.9 3 Prairie & Ivanrest to Burlingame & Prairie Pkwy 114 68 5.1 22.3 4 Burlingame & Prairie Pkwy to Burlingame & Burton 89 123 5.6 15.9 5 Burlingame & Burton to Central Station & 121 381 11.9 10.2 By Time Period Early AM 14 18 1.2 12.0 10 Godfrey& Market I AM 215 220 10.8 20.0 87 Central Station O Midday 357 332 14.6 24.4 133 Market & Wealthy O PM 220 219 10.4 21.1 71 Godfrey & Oxford O Eve 110 111 5.4 20.3 36 Godfrey & Oxford O Night 55 54 3.6 15 25 Market & Wealthy O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

35 35 Boardings Max Load Boardings Max Load 30 30

25 25

20 20

15 15 Passengers Passengers 10 10

5 5

0 0 5:00 AM 5:30 AM 6:00 AM 6:28 AM 6:30 AM 6:58 AM 6:59 AM 7:28 AM 7:29 AM 7:58 AM 7:59 AM 8:28 AM 8:29 AM 8:59 AM 9:29 AM 9:59 AM 1:29 PM 1:59 PM 2:29 PM 2:59 PM 3:29 PM 3:58 PM 3:59 PM 4:28 PM 4:29 PM 4:58 PM 4:59 PM 5:28 PM 5:29 PM 6:00 PM 6:30 PM 7:00 PM 8:00 PM 9:00 PM 5:45 AM 6:15 AM 6:30 AM 6:45 AM 7:00 AM 7:15 AM 7:30 AM 7:45 AM 8:00 AM 8:15 AM 8:30 AM 8:45 AM 9:15 AM 9:45 AM 1:15 PM 1:45 PM 2:15 PM 2:45 PM 3:15 PM 3:30 PM 3:45 PM 4:00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5:30 PM 5:45 PM 6:15 PM 6:45 PM 7:15 PM 8:15 PM 9:15 PM 10:29 AM 10:59 AM 11:29 AM 11:59 AM 12:29 PM 12:59 PM 10:00 PM 11:00 PM 10:15 AM 10:45 AM 11:15 AM 11:45 AM 12:15 PM 12:45 PM 10:15 PM 11:15 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night 140 140

120 120

100 100 80 80 60 60 40 40 Board Riders Board Riders

- 20 -

On On 20 0

-20 0

-40 -20 Prairie & Dixie Wilson & 42nd Wilson & 42nd Hall & Godfrey Central Station Central Central Station Central 44th & Valla Ct Prairie & Ottawa Prairie & Harvest Prairie & Nursery Prairie & Ivanrest Prairie & Ivanrest Godfrey & Liberty 44th and Piute Dr 44th at 3906 44th Oxford & Norwich Godfrey & Market Prairie & Vermont Market & Wealthy Market & Williams Wilson & Macrace Wilson & Pineview Burlingame & 28th Dorchester & Curve Dorchester & Curve Wilson & Cheyenne Chicago Dr & Nagel Burlingame & Engle Burlingame & Engle Prairie & Wentworth Burlingame & Porter Oxford & Dorchester Burlingame & Burton Burlingame & Burton Chicago Dr & Federal Chicago Dr & Federal Prairie Pkwy & Boone Wilson at 3231 Wilson Godfrey at 622 Godfrey Godfrey at 655 Godfrey Chicago Dr & Cleveland Godfrey at 1509 Godfrey Market Across From Ney Burlingame & Prairie Pkwy Potomac & Rivertown Point Wilson At Grandville Library Prairie Across From Wallace Burlingame at 2720 Burlingame Burlingame at 2275 Burlingame Burlingame at 2555 Burlingame Godfrey just north of Chicago Dr Prairie Pkwy east of Byron Center Wilson Across From N. Big Springs Century Center at Rivertown Meijer Century Center at Rivertown Meijer Prairie Pkwy across from Swiss Valley Swiss from across Pkwy Prairie Prairie Pkwy At Prairie Creek Apartments

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

400 400 400 400 300 300 300 300 200 200 200 200 100 100 100 100

0 0 0 0 Board Load - Board Load - -100 -100

-100 -100 On On

-200 -200 -200 -200 Boarding/Alighting Passengers Boarding/Alighting Passengers -300 -300 -300 -300

-400 -400 -400 -400 Prairie & Dixie Wilson & 42nd Hall & Godfrey Central Station Central Wilson & 42nd Central Station Central 44th & Valla Ct Prairie & Ottawa Prairie & Harvest Prairie & Nursery Prairie & Ivanrest 44th at 3906 44th Godfrey & Market Prairie & Ivanrest Godfrey & Liberty 44th and Piute Dr Oxford & Norwich Wilson & Pineview Burlingame & 28th Prairie & Vermont Market & Wealthy Market & Williams Wilson & Macrace Dorchester & Curve Chicago Dr & Nagel Burlingame & Engle Oxford & Dorchester Dorchester & Curve Wilson & Cheyenne Burlingame & Engle Burlingame & Burton Prairie & Wentworth Burlingame & Porter Burlingame & Burton Chicago Dr & Federal Prairie Pkwy & Boone Wilson at 3231 Wilson Chicago Dr & Federal Godfrey at 655 Godfrey Godfrey at 622 Godfrey Godfrey at 1509 Godfrey Chicago Dr & Cleveland Market Across From Ney Potomac & Rivertown Point Burlingame & Prairie Pkwy Wilson At Grandville Library Prairie Across From Wallace Burlingame at 2275 Burlingame Burlingame at 2555 Burlingame Burlingame at 2720 Burlingame Godfrey just north of Chicago Dr Prairie Pkwy east of Byron Center Wilson Across From N. Big Springs Century Center at Rivertown Meijer Century Center at Rivertown Meijer Boardings Alightings On-Board Load Boardings Alightings On-Board Load Valley Swiss from across Pkwy Prairie Prairie Pkwy At Prairie Creek Apartments

Route Productivity Summary Route Operations Summary Route 9 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 1,786 1,791 52.3 34.1 571 Pearl & Front O Inbound 715 813 23.7 30.2 407 Pearl & Summer I Outbound 1,071 978 28.6 37.4 571 Pearl & Front O By Segment 1 Henze & Alpine - Walmart to Old Orchard at Rental Office 277 316 9.5 29.3 2 Old Orchard at Rental Office to Weatherford at Greenridge Mall 86 153 4.3 20.1 3 Weatherford at Greenridge Mall to Alpine & Hillside - Meijer 164 130 8.4 19.6 4 Alpine & Hillside - Meijer to Alpine & Leonard 223 187 6.9 32.5 5 Alpine & Leonard to Seward & Lake MIchigan & 301 332 11.9 25.4 6 Seward & Lake MIchigan & to Central Station 736 673 11.5 64.0 By Time Period Early AM 47 45 2.7 17.4 17 Seward & Lake MIchigan I AM 277 266 11.4 24.3 98 Central Station O Midday 633 654 13.7 46.1 197 Pearl & Front O PM 421 420 10.5 40.3 134 Seward & Lake Michigan O Eve 221 225 6.4 34.6 75 Stocking & Second O Night 187 180 7.6 24 77 Pearl & Summer O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

45 45 Boardings Max Load Boardings Max Load 40 40

35 35

30 30

25 25

20 20 Passengers Passengers 15 15

10 10

5 5

0 0 4:37 AM 5:32 AM 6:00 AM 6:30 AM 7:00 AM 7:30 AM 8:00 AM 8:30 AM 9:15 AM 1:15 PM 2:15 PM 3:15 PM 3:45 PM 4:15 PM 4:45 PM 5:15 PM 5:45 PM 6:45 PM 7:45 PM 8:45 PM 9:45 PM 5:02 AM 5:32 AM 6:02 AM 6:32 AM 7:02 AM 7:32 AM 8:02 AM 8:32 AM 9:32 AM 1:32 PM 2:32 PM 3:32 PM 4:02 PM 4:32 PM 5:02 PM 5:32 PM 6:32 PM 7:32 PM 8:32 PM 9:32 PM 10:15 AM 11:15 AM 12:15 PM 10:45 PM 11:45 PM 10:32 AM 11:32 AM 12:32 PM 10:32 PM 11:32 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

200 200

150 150

100 100

50 50 Board Riders Board Riders

- 0 - 0 On On

-50 -50

-100 -100 Alpine & Ann Alpine & Ann Pearl & Front Pearl & Front Alpine & Fifth Alpine & Ferris Alpine & Ferris Central Station Central Central Station Central Alpine & Sylvia & Alpine Alpine & Myrtle Alpine & Myrtle Alpine & Roger Pearl & Monroe Pearl & Monroe Stocking & First & Stocking Monroe & Louis Monroe & Louis Market & Fulton Market & Fulton Market & Cherry Pearl & Summer Pearl & Summer Alpine & Harding Market & Weston Alpine & Seventh Alpine & Leonard Alpine & Leonard Alpine & Seventh Alpine & Eleventh Alpine & Eleventh Bridge & Stocking Stocking & Fourth Stocking & Fourth Four Mile & AlpineFour Mile Alpine At Menards Seward & Douglas Seward & Douglas Seward & Jackson Stocking & Second Alpine & Richmond Walmart North Side Cherry & Grandville Alpine & Three Mile Alpine at 715 Alpine Old Orchard & Alpine Alpine at 2360 Alpine North Center & Alpine Alpenhorn & Lamoreaux Alpine & Hillside - Meijer Alpine & Hillside - Meijer Old Orchard & Four Mile Old Orchard & Four Mile Alpenhorn east of Alpine Seward & Lake Michigan Seward & Lake MIchigan Menards at Discount Tire North Center & Kingsbury Alpine south of Richmond Henze & Alpine - Walmart Alpine & Avaster Parkway Henze & Alpine - Walmart Lamoreaux & Berkenshire Alpine Across From Sylvia Old Orchard at Rental Office Old Orchard at Rental Office Alpenhorn at 4240 Alpenhorn Alpenhorn At 4196 Alpenhorn Alpine just south of Lamoreaux Weatherford at Greenridge Mall Weatherford at Greenridge Mall Weatherford at 3372 Weatherford Alpenhorn Across From York Creek Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

600 600 600 600

400 400 400 400

200 200 200 200

0 0 0 0 Board Load - Board Load -

-200 -200 On -200 -200 On Boarding/Alighting Passengers Boarding/Alighting Passengers -400 -400 -400 -400

-600 -600 -600 -600 Alpine & Ann Pearl & Front Alpine & Fifth Alpine & Ann Pearl & Front Alpine & Ferris Central Station Central Alpine & Myrtle Pearl & Monroe Alpine & Ferris Monroe & Louis Central Station Central Market & Fulton Alpine & Sylvia & Alpine Alpine & Myrtle Alpine & Roger Market & Cherry Pearl & Summer Pearl & Monroe Stocking & First & Stocking Monroe & Louis Market & Fulton Market & Weston Alpine & Seventh Alpine & Leonard Pearl & Summer Alpine & Eleventh Alpine & Harding Bridge & Stocking Stocking & Fourth Alpine & Leonard Alpine & Seventh Alpine At Menards Seward & Douglas Alpine & Eleventh Stocking & Fourth Stocking & Second Alpine & Richmond Four Mile & AlpineFour Mile Seward & Douglas Seward & Jackson Walmart North Side Alpine & Three Mile Cherry & Grandville Alpine at 715 Alpine Alpine at 2360 Alpine Old Orchard & Alpine North Center & Alpine Alpenhorn & Lamoreaux Alpine & Hillside - Meijer Old Orchard & Four Mile Alpenhorn east of Alpine Seward & Lake Michigan Menards at Discount Tire Alpine & Hillside - Meijer Old Orchard & Four Mile North Center & Kingsbury Alpine & Avaster Parkway Henze & Alpine - Walmart Seward & Lake MIchigan Lamoreaux & Berkenshire Alpine Across From Sylvia Alpine south of Richmond Henze & Alpine - Walmart Old Orchard at Rental Office Alpenhorn at 4240 Alpenhorn Old Orchard at Rental Office Alpenhorn At 4196 Alpenhorn Alpine just south of Lamoreaux Weatherford at Greenridge Mall Weatherford at Greenridge Mall Weatherford at 3372 Weatherford Alpenhorn Across From York Creek Boardings Alightings On-Board Load Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route 10 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 785 772 24.0 32.7 265 Grandville & Wealthy O Inbound 362 380 12.8 28.3 233 Grandville & Pleasant I Outbound 423 391 11.2 37.8 265 Grandville & Wealthy O By Segment 1 54th & Clyde Park - Meijer to Clyde Park at 4350 Clyde Park 123 140 4.3 28.9 2 Clyde Park at 4350 Clyde Park to Clyde Park & 36th 57 60 3.7 15.2 3 Clyde Park & 36th to Clyde Park & 28th 89 85 3.2 27.7 4 Clyde Park & 28th to Clyde Park & Burton 97 73 3.2 30.4 5 Clyde Park & Burton to Clyde Park & Crofton & 23 29 2.1 10.9 6 Clyde Park & Crofton & to Central Station 396 385 7.5 53.1 By Time Period Early AM 28 30 1.2 24.6 11 Grandville & Graham I AM 129 130 4.5 28.6 51 Grandville & Graham I Midday 324 319 9.0 36.0 106 Central Station O PM 176 168 4.5 39.0 56 Central Station O Eve 84 83 3.0 27.9 33 Grandville & Graham SB O Night 45 43 1.9 24 23 Grandville & Wealthy O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound Boardings Max Load 20 Boardings Max Load 20 18 18 16 16 14 14 12 12 10 10 8 8 Passengers Passengers 6 6 4 4 2 2 0 0 5:45 AM 6:15 AM 6:45 AM 7:15 AM 7:45 AM 8:15 AM 8:45 AM 9:15 AM 9:45 AM 1:15 PM 1:45 PM 2:15 PM 2:45 PM 3:15 PM 3:45 PM 4:15 PM 4:45 PM 5:15 PM 5:45 PM 6:15 PM 6:45 PM 7:15 PM 8:15 PM 9:15 PM 5:11 AM 5:41 AM 6:11 AM 6:41 AM 7:11 AM 7:41 AM 8:11 AM 8:41 AM 9:11 AM 9:41 AM 1:11 PM 1:41 PM 2:11 PM 2:41 PM 3:11 PM 3:41 PM 4:11 PM 4:41 PM 5:11 PM 5:41 PM 6:11 PM 6:41 PM 7:41 PM 8:41 PM 9:41 PM 10:15 AM 10:45 AM 11:15 AM 11:45 AM 12:15 PM 12:45 PM 10:15 PM 11:15 PM 10:11 AM 10:41 AM 11:11 AM 11:41 AM 12:11 PM 12:41 PM 10:41 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

120 120

100 100

80 80 60 60 40 Board Riders Board Riders

- - 40 20 On On

0 20

-20 0 Grandville & B Grandville & B Central Station Central Central Station Central Grandville & Hall Grandville & Hall Clyde Park & 47th Clyde Park & 28th Clyde Park & 26th Clyde Park & 28th Clyde Park & 44th Clyde Park & 47th Clyde Park & 54th Clyde Park & 36th Clyde Park & 36th Clyde Park & 32nd Clyde Park & 32nd Clyde Park & Alger Clyde Park & Floyd Clyde Park & Floyd Clyde Park & Aldon Grandville & Cherry Clyde Park & Cutler Clyde Park & Baylis Grandville & Martha Clyde Park & Byrant Clyde Park & Byrant Clyde Park & Target Clyde Park & Burton Clyde Park & Griggs Clyde Park & Burton Clyde Park & Marcia Clyde Park & Marcia Grandville & Beacon Clyde Park & Colrain Grandville & Franklin Grandville & Hughart Grandville & Franklin Grandville & Wealthy Grandville & Wealthy Grandville & Graham Clyde Park & Crofton Clyde Park & Belfield Grandville & Olympia Grandville & Olympia Clyde Park & Walcott Clyde Park & Dolphin Grandville & Pleasant Grandville & Pleasant Grandville & Goodrich Grandville & Goodrich Clyde Park & Kentfield Grandville & Roosevelt Clyde Park & Creekside Grandville & Clyde Park Clyde Park & Wisconsin Grandville & Van Raalte Grandville & Graham SB Clyde Park & Den Hertog Clyde Park & Den Hertog 54th & Clyde Park Meijer - 54th & Clyde Park Meijer - Clyde Park and Prairieville Dr Clyde Park and Prairieville Dr Clyde Park & 4900 Clyde Park Clyde Park Across From Aldon Clyde Park at 5316 Clyde Park Clyde Park at 4350 Clyde Park Clyde Park at 3320 Clyde Park Clyde Park at 2950 Clyde Park Clyde Park at 2617 Clyde Park Clyde Park at 4900 Clyde Park Clyde Park across from Crofton Grandville Across From Hughart Clyde Park Across From London Clyde Park Across From Dolphin Clyde Park Across From Creekside Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

300 300 280 280 200 200 180 180 100 100 80 80 0 0 -20

-20 Board Load - Board Load -

-100 On On -120 -100 -120 Boarding/Alighting Passengers Boarding/Alighting Passengers -200 -200 -220 -220

-300 -320 -300 -320 Grandville & B Central Station Central Grandville & B Central Station Central Grandville & Hall Grandville & Hall Clyde Park & 28th Clyde Park & 44th Clyde Park & 47th Clyde Park & 54th Clyde Park & 36th Clyde Park & 32nd Clyde Park & 47th Clyde Park & 28th Clyde Park & 26th Clyde Park & 36th Clyde Park & Floyd Clyde Park & Aldon Clyde Park & 32nd Grandville & Martha Clyde Park & Alger Clyde Park & Floyd Clyde Park & Byrant Clyde Park & Target Clyde Park & Burton Clyde Park & Marcia Grandville & Cherry Clyde Park & Cutler Clyde Park & Baylis Clyde Park & Colrain Grandville & Franklin Grandville & Wealthy Clyde Park & Belfield Grandville & Olympia Clyde Park & Byrant Clyde Park & Walcott Clyde Park & Burton Clyde Park & Griggs Clyde Park & Dolphin Clyde Park & Marcia Grandville & Beacon Grandville & Pleasant Grandville & Hughart Grandville & Franklin Grandville & Wealthy Grandville & Graham Grandville & Goodrich Clyde Park & Crofton Grandville & Olympia Clyde Park & Kentfield Grandville & Pleasant Grandville & Goodrich Grandville & Roosevelt Grandville & Clyde Park Clyde Park & Wisconsin Grandville & Van Raalte Grandville & Graham SB Clyde Park & Creekside Clyde Park & Den Hertog Clyde Park & Den Hertog 54th & Clyde Park Meijer - 54th & Clyde Park Meijer - Clyde Park and Prairieville Dr Clyde Park and Prairieville Dr Clyde Park at 2617 Clyde Park Clyde Park at 4900 Clyde Park Clyde Park & 4900 Clyde Park Clyde Park across from Crofton Clyde Park Across From Aldon Clyde Park at 5316 Clyde Park Clyde Park at 4350 Clyde Park Clyde Park at 3320 Clyde Park Clyde Park at 2950 Clyde Park Grandville Across From Hughart Clyde Park Across From London Clyde Park Across From Dolphin Clyde Park Across From Creekside Boardings Alightings On-Board Load Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route 11 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 951 945 35.8 26.5 362 Lafayette & Trowbridge I Inbound 476 475 18.0 26.5 362 Lafayette & Trowbridge I Outbound 475 470 17.9 26.6 356 Lafayette & Hastings O By Segment 1 Plainfield & Elmdale - MESC to Plainfield & Knapp 209 236 9.8 21.3 2 Plainfield & Knapp to Leonard & Lafayette 177 165 8.2 21.7 3 Leonard & Lafayette to Monroe & Michigan 181 149 8.2 22.1 4 Monroe & Michigan to Central Station 384 395 9.7 39.6 By Time Period Early AM 40 43 1.4 29.5 27 Lafayette & Trowbridge I AM 165 164 7.7 21.5 90 Lafayette & Trowbridge I Midday 317 301 8.8 36.0 119 Lafayette & Trowbridge I PM 211 215 8.4 25.0 87 Lafayette & Hastings O Eve 120 128 4.4 27.2 57 Michigan At Spectrum - Butterworth O Night 98 93 5.1 19 49 Lafayette & Hastings O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

20 20 Boardings Max Load Boardings Max Load 18 18 16 16 14 14 12 12 10 10 8 8 Passengers Passengers 6 6 4 4 2 2 0 0 5:13 AM 6:13 AM 6:43 AM 7:13 AM 7:43 AM 8:13 AM 9:13 AM 1:13 PM 2:13 PM 2:58 PM 3:28 PM 3:58 PM 4:28 PM 4:58 PM 5:28 PM 6:13 PM 7:13 PM 8:13 PM 9:13 PM 5:21 AM 6:15 AM 6:45 AM 7:15 AM 7:45 AM 8:15 AM 8:45 AM 9:45 AM 1:45 PM 2:45 PM 3:30 PM 4:00 PM 4:30 PM 5:00 PM 5:30 PM 6:15 PM 7:15 PM 8:15 PM 9:15 PM 10:13 AM 11:13 AM 12:13 PM 10:13 PM 11:13 PM 12:13 AM 10:45 AM 11:45 AM 12:45 PM 10:15 PM 11:15 PM 12:15 AM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

140 140

120 120

100 100

80 80

60 60

40 40 Board Riders Board Riders - -

On 20 On 20

0 0

-20 -20 Central Station Central Central Station Central Leonard & Coit Monroe & Lyon Monroe & Pearl Michigan & Coit Monroe & Louis Monroe & Louis Plainfield & Coit Market & Fulton Market & Fulton Market & Cherry Plainfield & Sligh Market & Weston Plainfield & Fuller Plainfield & Grove Plainfield & Grove Plainfield & Sweet Plainfield & Sweet Lafayette & Cedar Lafayette & Cedar Plainfield & Knapp Plainfield & Knapp Plainfield & Rupert Plainfield & Morley Plainfield & Evelyn Plainfield & Palmer Plainfield & Conger Monroe & Michigan Monroe & Michigan Cherry & Grandville Plainfield & Eleanor Plainfield & Quimby Leonard & Plainfield Plainfield & Lister Ct Leonard & Lafayette Leonard & Lafayette Lafayette & Bradford Lafayette & Hastings Plainfield & Arlington Plainfield & Cheshire Lafayette & Michigan Plainfield & Comstock Plainfield & Northlawn Plainfield & Three Mile Plainfield & Three Mile Plainfield & Lamberton Plainfield east of Fuller Lafayette & Trowbridge Lafayette & Trowbridge Monroe At DeVos Place Leonard across from Coit Lafayette at 751 Lafayette Lafayette & Creston Plaza Plainfield at 2860 Plainfield Plainfield & Plainfield Plaza Plainfield & Elmdale - MESC Plainfield & Elmdale - MESC Michigan just east of Monroe Lafayette & Mary Waters Park Plainfield Across From Palmer Plainfield Across From Lamberton Michigan At Spectrum Butterworth - Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

280 320 280 320

180 220 180 220 120 120 80 80 20 20 -20

-20 Board Load - Board Load -80 -80 - On

On -120 -120 -180 -180 Boarding/Alighting Passengers Boarding/Alighting Passengers -220 -220 -280 -280

-320 -380 -320 -380 Central Station Central Monroe & Lyon Monroe & Louis Central Station Central Market & Fulton Leonard & Coit Market & Cherry Monroe & Pearl Michigan & Coit Monroe & Louis Plainfield & Coit Market & Fulton Market & Weston Plainfield & Fuller Plainfield & Sligh Plainfield & Grove Plainfield & Sweet Lafayette & Cedar Plainfield & Knapp Plainfield & Evelyn Plainfield & Grove Plainfield & Sweet Lafayette & Cedar Plainfield & Knapp Monroe & Michigan Plainfield & Rupert Plainfield & Morley Plainfield & Eleanor Plainfield & Quimby Plainfield & Palmer Leonard & Plainfield Plainfield & Conger Leonard & Lafayette Monroe & Michigan Cherry & Grandville Lafayette & Bradford Plainfield & Arlington Lafayette & Hastings Plainfield & Lister Ct Leonard & Lafayette Plainfield & Cheshire Lafayette & Michigan Plainfield & Northlawn Plainfield & Three Mile Plainfield east of Fuller Plainfield & Comstock Lafayette & Trowbridge Plainfield & Three Mile Plainfield & Lamberton Lafayette & Trowbridge Monroe At DeVos Place Leonard across from Coit Lafayette at 751 Lafayette Plainfield at 2860 Plainfield Lafayette & Creston Plaza Plainfield & Plainfield Plaza Plainfield & Elmdale - MESC Michigan just east of Monroe Plainfield & Elmdale - MESC Lafayette & Mary Waters Park Plainfield Across From Palmer Plainfield Across From Lamberton Michigan At Spectrum Butterworth - Boardings Alightings On-Board Load Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route 12 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 544 547 26.8 20.3 209 Fulton & Seward I Inbound 281 259 13.3 21.0 209 Fulton & Seward I Outbound 263 288 13.4 19.6 175 Fulton & Mt Vernon O By Segment 1 Wilson & Lake Michigan - Meijer to Lake Michigan & Collindale 135 148 7.2 18.9 2 Lake Michigan & Collindale to Bridge at Grandview Apartments 35 38 4.4 7.9 3 Bridge at Grandview Apartments to Garfield & Bridge 49 51 3.3 14.8 4 Garfield & Bridge to Fulton & Lane 74 56 4.4 16.9 5 Fulton & Lane to Fulton & Mt Vernon & 68 47 2.8 24.4 6 Fulton & Mt Vernon & to Central Station 184 206 4.8 38.3 By Time Period Early AM 15 17 1.5 10.5 12 Fulton & Gold I AM 97 87 4.9 19.7 46 Fulton & Gold I Midday 229 228 9.8 23.4 94 Fulton & Mt Vernon I PM 109 124 4.9 22.2 37 Fulton & Mt Vernon O Eve 60 58 3.7 16.3 26 Fulton & Lexington O Night 34 33 2.0 17 20 Fulton & Mt Vernon O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

16 16 Boardings Max Load Boardings Max Load 14 14

12 12

10 10

8 8

6 6 Passengers Passengers

4 4

2 2

0 0 5:06 AM 5:36 AM 6:06 AM 6:36 AM 7:06 AM 7:36 AM 8:06 AM 8:36 AM 9:06 AM 9:36 AM 1:06 PM 1:36 PM 2:06 PM 2:36 PM 3:06 PM 3:36 PM 4:06 PM 4:36 PM 5:06 PM 5:36 PM 6:06 PM 6:43 PM 7:43 PM 8:43 PM 9:43 PM 5:13 AM 5:43 AM 6:00 AM 6:30 AM 7:00 AM 7:30 AM 8:00 AM 8:30 AM 9:00 AM 9:30 AM 1:00 PM 1:30 PM 2:00 PM 2:30 PM 3:00 PM 3:30 PM 4:00 PM 4:30 PM 5:00 PM 5:30 PM 6:00 PM 6:30 PM 7:00 PM 7:15 PM 8:15 PM 9:15 PM 10:06 AM 10:36 AM 11:06 AM 11:36 AM 12:06 PM 12:36 PM 10:43 PM 10:00 AM 10:30 AM 11:00 AM 11:30 AM 12:00 PM 12:30 PM 10:15 PM 11:15 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night 100 100

75 75

50 50

25 25 Board Riders Board Riders - - On On 0 0

-25 -25 Fulton & Gold Fulton & Lane Fulton & Lane Bridge & Scott Central Station Central Central Station Central Valley & Fulton Bridge & Valley Bridge & Valley Bridge & Bristol Market & Fulton Fulton & Marion Fulton & Marion Market & Cherry Fulton & Indiana Fulton & Indiana Fulton & Seward Fulton & Straight Fulton & Garfield Fulton & Garfield Garfield & Bridge Garfield & Bridge Market & Weston Fulton & National Fulton & Lexington Garfield & Jackson Garfield & Jackson Bridge & Mt. Mercy Fulton & Mt Vernon Fulton & Mt Vernon Cherry & Grandville Valley & Lake Michigan Lake Michigan & Covell Bridge & Lake Michigan Lake Michigan & Kinney Lake Michigan & Kinney Lake Michigan & Fairfield Lake Michigan & Fairfield Lake Michigan & Oakleigh Lake Michigan & Manzana Lake Michigan & Collindale Lake Michigan & Collindale Lake Michigan & Cummings Lake Michigan & Bona Vista Lake Michigan & Marshridge Lake Michigan & Sunset Hills Bridge & Mt. Mercy Apartments Lake Michigan & Lincoln Lawns Wilson & Lake Michigan - Meijer Wilson & Lake Michigan - Meijer Bridge at Grandview Apartments Bridge at Grandview Apartments Lake Michigan & Hampton Lakes Lake Michigan Across From Bayberry Lake Michigan at 4364 Lake Michigan Lake Michigan & Bayberry Apartments

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

200 250 200 250 200 200 150 150 150 150 100 100 100 100 50 50 50 50

0 0 0 0 Board Load Board Load - -50 - -50 -50 -50 On On -100 -100 -100 -100 -150 -150 Boarding/Alighting Passengers Boarding/Alighting Passengers -150 -150 -200 -200

-200 -250 -200 -250 Fulton & Gold Fulton & Lane Fulton & Lane Bridge & Scott Central Station Central Central Station Central Valley & Fulton Bridge & Valley Bridge & Valley Bridge & Bristol Fulton & Marion Market & Fulton Fulton & Marion Market & Cherry Fulton & Indiana Fulton & Indiana Fulton & Seward Fulton & Straight Fulton & Garfield Fulton & Garfield Garfield & Bridge Garfield & Bridge Market & Weston Fulton & National Fulton & Lexington Garfield & Jackson Garfield & Jackson Bridge & Mt. Mercy Fulton & Mt Vernon Fulton & Mt Vernon Cherry & Grandville Valley & Lake Michigan Lake Michigan & Covell Bridge & Lake Michigan Lake Michigan & Kinney Lake Michigan & Kinney Lake Michigan & Fairfield Lake Michigan & Fairfield Lake Michigan & Oakleigh Lake Michigan & Manzana Lake Michigan & Collindale Lake Michigan & Collindale Lake Michigan & Cummings Lake Michigan & Bona Vista Lake Michigan & Marshridge Lake Michigan & Sunset Hills Bridge & Mt. Mercy Apartments Lake Michigan & Lincoln Lawns Wilson & Lake Michigan - Meijer Wilson & Lake Michigan - Meijer Bridge at Grandview Apartments Bridge at Grandview Apartments Lake Michigan & Hampton Lakes Lake Michigan Across From Bayberry Lake Michigan at 4364 Lake Michigan Boardings Alightings On-Board Load Boardings Alightings On-Board Load Lake Michigan & Bayberry Apartments

Route Productivity Summary Route Operations Summary Route 13 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 664 688 29.3 22.6 273 Ionia & Pearl O Inbound 280 304 14.9 18.8 195 Michigan & Sinclair I Outbound 384 384 14.4 26.7 273 Ionia & Pearl O By Segment 1 Coit at GR Vets Facility to Three Mile & Fuller 38 59 4.8 8.0 2 Three Mile & Fuller to Fuller & Leonard 82 96 5.9 14.0 3 Fuller & Leonard to Fuller & Michigan 78 89 4.8 16.3 4 Fuller & Michigan to Michigan & Lafayette 106 105 5.3 19.9 5 Michigan & Lafayette to Central Station & 360 339 8.5 42.1 By Time Period Early AM 16 17 0.9 18.0 8 Ionia & Pearl O AM 134 132 5.5 24.3 61 Ionia & Fulton O Midday 282 264 11.0 25.6 117 Ionia & Fulton O PM 135 178 5.5 24.5 45 Michigan At Spectrum - Butterworth O Eve 61 62 4.1 14.8 24 Ionia & Michigan O Night 36 35 2.3 16 22 Ionia & Michigan O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

25 25 Boardings Max Load Boardings Max Load

20 20

15 15

10 10 Passengers Passengers

5 5

0 0 5:45 AM 6:15 AM 6:45 AM 7:15 AM 7:45 AM 8:15 AM 8:45 AM 9:15 AM 9:45 AM 1:15 PM 1:45 PM 2:15 PM 2:45 PM 3:15 PM 3:45 PM 4:15 PM 4:45 PM 5:15 PM 5:45 PM 6:15 PM 6:45 PM 7:15 PM 8:15 PM 9:15 PM 5:22 AM 5:52 AM 6:22 AM 6:52 AM 7:22 AM 7:52 AM 8:22 AM 8:52 AM 9:22 AM 9:52 AM 1:22 PM 1:52 PM 2:22 PM 2:52 PM 3:22 PM 3:52 PM 4:22 PM 4:52 PM 5:22 PM 5:52 PM 6:22 PM 6:42 PM 7:42 PM 8:42 PM 9:42 PM 10:15 AM 10:45 AM 11:15 AM 11:45 AM 12:15 PM 12:45 PM 10:15 PM 11:15 PM 10:22 AM 10:52 AM 11:22 AM 11:52 AM 12:22 PM 12:52 PM 10:42 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

Early AM Peak Midday PM Peak Evening Night 140 Early AM Peak Midday PM Peak Evening Night 140 120 120 100 100 80 80 60 60 40 40 20 Board Riders Board Riders

- 20 -

On On 0 0 -20 -20 -40 -40 Ionia & Pearl Ionia & Fulton Ionia & & Oakes Ionia Fuller & Travis Fuller & Cedar Central Station Central Fuller & Dorroll Fuller & Regina Fuller & Race Fuller & Malta Fuller & Leonard Ionia & Michigan Fuller & Bradford Fuller & Ellsmere Fuller & Sweet Ottawa & Lyon Three Mile & Coit Michigan & Fuller Central Station Central Fuller & Knapp Fuller & Dorroll Ottawa & Pearl Fuller & Aberdeen Fuller & Ridgeway Michigan & Coit Fuller & Northlawn Ionia north of Lyon Fuller & Three Mile Fuller & Leonard Michigan & College Michigan & Benson Michigan & Eastern Fuller & Ellsmere Fuller & Michigan Fuller at 1030 Fuller Fuller at 1250 Fuller Fuller & Beechwood Fuller & Aberdeen Michigan & Diamond Fuller & Kentwood Ottawa and Fulton Three Mile & Monroe Michigan & Lafayette Fuller & Northlawn Fuller & Coldbrook Fuller & Hollywood Three Mile & Belknap Three Mile & Fuller Michigan & Sinclair Michigan & Benson Michigan & Eastern Three Mile & Spring Three Mile & Plainfield Fuller at 1847 Fuller Fuller at 1443 Fuller Ionia & Monroe Center Monroe at Vets Facility Fuller at Orchard Place Coit atCoit Vets GR Facility Michigan & Diamond Michigan & Lafayette Three Mile & Belknap Cherry at RCS Entrance Three Mile & Plainfield Coit atCoit Vets GR Facility Fuller Across From Sweet Three Mile & Winston Way Michigan at 1100 Michigan Ottawa & Monroe Center Fuller Across From Mason Michigan at 1121 Michigan Coit Across From Wolverine Fuller across from Ridgeway Fuller & Northeast Middle School Fuller & Kent Community Hospital Three Mile across from Botsford Michigan At Spectrum Butterworth - Three Mile & St. Andrews Episcopal Church

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound 280 280 280 280 240 240 240 240 200 200 200 200 160 160 160 160 120 120 120 120 80 80 80 80 40 40 40 40 0 0 0 0 -40 -40 Board Load -

-40 -40 Board Load - -80 -80 On -80 -80 On -120 -120 -120 -120 -160 -160 -160 -160 Boarding/Alighting Passengers

Boarding/Alighting Passengers -200 -200 -200 -200 -240 -240 -240 -240 -280 -280 -280 -280 Ionia & Pearl Ionia & Fulton Ionia & & Oakes Ionia Fuller & Travis Fuller & Cedar Central Station Central Fuller & Dorroll Fuller & Regina Fuller & Race Fuller & Malta Fuller & Leonard Ionia & Michigan Fuller & Bradford Fuller & Ellsmere Fuller & Sweet Three Mile & Coit Michigan & Fuller Ottawa & Lyon Central Station Central Fuller & Knapp Fuller & Dorroll Ottawa & Pearl Fuller & Aberdeen Fuller & Ridgeway Michigan & Coit Fuller & Northlawn Ionia north of Lyon Fuller & Three Mile Fuller & Leonard Michigan & College Michigan & Benson Michigan & Eastern Fuller & Ellsmere Fuller at 1250 Fuller Fuller at 1030 Fuller Fuller & Michigan Fuller & Beechwood Michigan & Diamond Fuller & Aberdeen Three Mile & Monroe Michigan & Lafayette Fuller & Kentwood Ottawa and Fulton Fuller & Northlawn Fuller & Coldbrook Fuller & Hollywood Three Mile & Belknap Three Mile & Fuller Michigan & Sinclair Michigan & Benson Michigan & Eastern Three Mile & Plainfield Three Mile & Spring Ionia & Monroe Center Fuller at 1847 Fuller Fuller at 1443 Fuller Monroe at Vets Facility Fuller at Orchard Place Coit atCoit Vets GR Facility Michigan & Diamond Michigan & Lafayette Three Mile & Belknap Cherry at RCS Entrance Three Mile & Plainfield Fuller Across From Sweet Coit atCoit Vets GR Facility Three Mile & Winston Way Michigan at 1100 Michigan Ottawa & Monroe Center Fuller Across From Mason Michigan at 1121 Michigan Coit Across From Wolverine Fuller across from Ridgeway Fuller & Northeast Middle School Fuller & Kent Community Hospital Three Mile across from Botsford Michigan At Spectrum Butterworth - Boardings Alightings On-Board Load Boardings Alightings On-Board Load Three Mile & St. Andrews Episcopal Church

Route Productivity Summary Route Operations Summary Route 14 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 551 533 26.0 21.2 204 Fulton at 222 Fulton O Inbound 251 271 13.2 19.0 111 Fulton & Prospect I Outbound 300 262 12.8 23.4 204 Fulton at 222 Fulton O By Segment 1 Ball & Leonard to Oak Industrial Dr and Maryland EB 116 126 6.0 19.4 2 Oak Industrial Dr and Maryland EB to Lakeside & Fulton 39 19 4.3 9.0 3 Lakeside & Fulton to Fulton across from Auburn 58 64 3.8 15.3 4 Fulton across from Auburn to Fulton & Sheldon 119 71 6.5 18.4 5 Fulton & Sheldon to Central Station 219 252 5.4 40.4 By Time Period Early AM 22 21 1.2 18.3 9 Ottawa & Fulton O AM 125 119 4.8 26.1 50 Fulton at 222 Fulton O Midday 203 198 9.6 21.2 63 Fulton & Gay O PM 113 106 4.8 23.6 38 Fulton & Gay O Eve 48 53 3.6 13.5 19 Fulton & College O Night 38 36 2.0 19 26 Fulton at 222 Fulton O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

20 20 Boardings Max Load Boardings Max Load 18 18 16 16 14 14 12 12 10 10 8 8 Passengers Passengers 6 6 4 4 2 2 0 0 5:45 AM 6:15 AM 6:45 AM 7:15 AM 7:45 AM 8:15 AM 8:45 AM 9:15 AM 9:45 AM 1:15 PM 1:45 PM 2:15 PM 2:45 PM 3:15 PM 3:45 PM 4:15 PM 4:45 PM 5:15 PM 5:45 PM 6:15 PM 6:45 PM 7:15 PM 8:15 PM 9:15 PM 5:12 AM 5:42 AM 6:12 AM 6:42 AM 7:12 AM 7:42 AM 8:12 AM 8:42 AM 9:12 AM 9:42 AM 1:12 PM 1:42 PM 2:12 PM 2:42 PM 3:12 PM 3:42 PM 4:12 PM 4:42 PM 5:12 PM 5:42 PM 6:12 PM 6:42 PM 7:12 PM 7:42 PM 8:42 PM 9:42 PM 10:15 AM 10:45 AM 11:15 AM 11:45 AM 12:15 PM 12:45 PM 10:15 PM 11:15 PM 10:12 AM 10:42 AM 11:12 AM 11:42 AM 12:12 PM 12:42 PM 10:42 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night 80 80

60 60

40 40

20 20 Board Riders Board Riders

- 0 - 0 On On

-20 -20

-40 -40 Ball & Cedar Fulton & Gay Ball & Mason Fulton & Ionia Fulton & Alten Fulton & Louis Fulton & Fuller Ball & Leonard Central Station Central Fulton & Union Central Station Central Fulton & Grand Fulton & Lowell Fulton & Dwight Fulton & Dennis Ottawa & Fulton Fulton & Carlton Fulton & Auburn Fulton & Batavia Fulton & College Fulton & College Fulton & Eastern Fulton & Lake Dr Fulton & Packard Fulton & Sheldon Fulton & Sheldon Fulton & Prospect Fulton & Diamond Fulton & Diamond Fulton & Lakeside Lakeside & Fulton Fulton & Parkview Fulton & Lafayette Fulton & Plymouth Ottawa and Fulton Fulton & Plymouth Plymouth & Mason Fulton & Holmdene Cherry & Grandville Fulton at 222 Fulton Lakeside & Lonsdale Lakeside & Lonsdale Maryland & Michigan Fulton at 1415 Fulton Michigan & Somerset Lakeside & Romence Service Dr & Plymouth Ball at Kent County Jail Fulton & Holland Home Michigan and Maryland Oakes east of Grandville Fulton at Farmers Market Fulton & Aquinas College Lakeside at 111 Lakeside Lakeside at 148 Lakeside Maryland & 573 Maryland Fulton across from Auburn Oak Industrial & Dr Plymouth Oak Industrial & Dr Plymouth Fulton Across From Holmdene Lakeside across from Romence Maryland at Maryland Park Apts Oak Industrial and Maryland WB Oak Industrial andDr Maryland EB Plymouth & Stonebrook Apartments Oak Industrial atDr 2000 Oak Ind. EB Oak Industrial atDr 2200 Oak Ind. EB Oak Industrial atDr 2201 Oak Ind. WB Oak Industrial atDr 1995 Oak Ind. WB Service Dr Across From 1695 Service Dr

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

200 240 200 240 160 200 160 200 160 160 120 120 120 120 80 80 80 80 40 40 40 40 0 0 0 0 Board Load

-40 - Board Load -40 -40 -40 - -80 On -80 On -80 -80 -120 -120 -120

-120 Boarding/Alighting Passengers Boarding/Alighting Passengers -160 -160 -160 -160 -200 -200 -200 -240 -200 -240 Fulton & Gay Ball & Cedar Fulton & Ionia Ball & Mason Fulton & Fuller Central Station Central Fulton & Alten Fulton & Louis Ball & Leonard Central Station Central Fulton & Union Fulton & Dwight Fulton & Dennis Ottawa & Fulton Fulton & Grand Fulton & Carlton Fulton & Auburn Fulton & Lowell Fulton & College Fulton & Eastern Fulton & Lake Dr Fulton & Packard Fulton & Sheldon Fulton & Batavia Fulton & College Fulton & Diamond Fulton & Lakeside Fulton & Sheldon Fulton & Plymouth Fulton & Prospect Plymouth & Mason Fulton & Diamond Lakeside & Fulton Fulton & Parkview Fulton & Lafayette Ottawa and Fulton Fulton & Plymouth Cherry & Grandville Fulton at 222 Fulton Fulton & Holmdene Lakeside & Lonsdale Michigan & Somerset Lakeside & Romence Lakeside & Lonsdale Maryland & Michigan Fulton at 1415 Fulton Fulton & Holland Home Michigan and Maryland Service Dr & Plymouth Ball at Kent County Jail Oakes east of Grandville Fulton & Aquinas College Lakeside at 148 Lakeside Fulton at Farmers Market Lakeside at 111 Lakeside Maryland & 573 Maryland Fulton across from Auburn Oak Industrial & Dr Plymouth Oak Industrial & Dr Plymouth Fulton Across From Holmdene Maryland at Maryland Park Apts Oak Industrial and Maryland WB Lakeside across from Romence Oak Industrial andDr Maryland EB Plymouth & Stonebrook Apartments Oak Industrial atDr 2201 Oak Ind. WB Oak Industrial atDr 1995 Oak Ind. WB Oak Industrial atDr 2000 Oak Ind. EB Oak Industrial atDr 2200 Oak Ind. EB Boardings Alightings On-Board Load Boardings Alightings On-Board Load Service Dr Across From 1695 Service Dr

Route Productivity Summary Route Operations Summary Route 15 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 944 891 39.9 23.7 336 College at 510 College O Inbound 446 408 19.5 22.8 315 College & Hastings I Outbound 498 483 20.4 24.5 336 College at 510 College O By Segment 1 Knapps Corner to Leonard & Edith 260 285 13.6 19.2 2 Leonard & Edith to Leonard & Fuller 72 71 2.8 25.4 3 Leonard & Fuller to College & Barnett 108 102 4.3 25.2 4 College & Barnett to College & Michigan 87 70 5.0 17.2 5 College & Michigan to Fulton & Sheldon & 80 62 7.2 11.2 6 Fulton & Sheldon & to Central Station 337 300 7.0 48.2 By Time Period Early AM 21 21 1.7 12.2 9 College & Bradford I AM 178 189 10.7 16.6 73 College & Lyon O Midday 357 317 11.2 31.9 124 College & Michigan O PM 231 218 9.8 23.6 81 College at 510 College O Eve 91 88 3.7 24.4 37 College & Hastings I Night 65 58 2.7 24 25 College & Hastings I

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

25 25 Boardings Max Load Boardings Max Load

20 20

15 15

10 10 Passengers Passengers

5 5

0 0 5:22 AM 5:52 AM 6:07 AM 6:22 AM 6:37 AM 6:52 AM 7:07 AM 7:22 AM 7:37 AM 7:52 AM 8:07 AM 8:22 AM 8:37 AM 8:52 AM 9:22 AM 9:52 AM 1:22 PM 1:52 PM 2:22 PM 2:52 PM 3:22 PM 3:52 PM 4:07 PM 4:22 PM 4:37 PM 4:52 PM 5:07 PM 5:22 PM 5:37 PM 5:52 PM 6:22 PM 7:07 PM 8:07 PM 9:07 PM 4:52 AM 5:22 AM 5:45 AM 6:15 AM 6:30 AM 6:45 AM 7:00 AM 7:15 AM 7:30 AM 7:45 AM 8:00 AM 8:15 AM 8:30 AM 8:45 AM 9:15 AM 9:45 AM 1:15 PM 1:45 PM 2:15 PM 2:45 PM 3:15 PM 3:30 PM 3:45 PM 4:00 PM 4:15 PM 4:30 PM 4:45 PM 5:00 PM 5:15 PM 5:30 PM 5:45 PM 6:15 PM 6:45 PM 7:15 PM 8:15 PM 9:15 PM 10:22 AM 10:52 AM 11:22 AM 11:52 AM 12:22 PM 12:52 PM 10:07 PM 10:47 PM 10:15 AM 10:45 AM 11:15 AM 11:45 AM 12:15 PM 12:45 PM 10:15 PM 11:15 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night 140 140

120 120

100 100

80 80

60 60

40 40 Board Riders Board Riders - -

On 20 On 20

0 0

-20 -20 Waters Circle Fulton & Ionia Fulton & Louis Leonard & Ball Central Station Central Central Station Central Knapps Corner Knapps Corner College & Lyon College & Lyon College & Lydia Ottawa & Fulton Leonard & Edith Leonard & Penn College & Cedar College & Cedar Leonard & Fuller Leonard & Fuller Leonard & Union Leonard & Union College & Shirley College & Shirley Fulton & Sheldon Fulton & Sheldon College & Barnett Kent Career Tech Fulton & Prospect Fulton & Lafayette KCTC Dr & KnappKCTC Ottawa and Fulton Leonard & Perkins Leonard & Perkins College & Leonard College & Bradford College & Hastings College & Fountain Leonard & Lewison College & Michigan College & Michigan Leonard & Emerald Leonard & Edmund Cherry & Grandville Leonard & Beckwith Leonard & Beckwith Leonard & Diamond Fulton at 222 Fulton Leonard & Maryland Leonard & Plymouth Fountain & Lafayette Celebration Dr & Aldi Leonard & Worcester Leonard & Worcester Leonard and Diamond Leffingwell & KCTC Dr College at 510 College Leonard and Northfield Oakes east of Grandville Leonard & 1308 Leonard Fountain at 450 Fountain East Leonard & Leffingwell East Leonard & Leffingwell East Leonard & East Beltline I Leonard just west of Plymouth Leonard Across From Lewison Leonard Across From Maryland Leonard & Leonard Terrace Apartments

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

300 300 260 260 200 200 160 160 100 100 60 60 0 0 -40 Board Load

-40 - Board Load -

-100 On -100 On -140 -140 Boarding/Alighting Passengers Boarding/Alighting Passengers -200 -200 -240 -240

-300 -340 -300 -340 Fulton & Ionia Waters Circle Leonard & Ball Central Station Central Knapps Corner College & Lyon Fulton & Louis College & Lydia Central Station Central Knapps Corner Ottawa & Fulton College & Lyon College & Cedar Leonard & Fuller Leonard & Union Leonard & Edith Leonard & Penn College & Shirley Fulton & Sheldon College & Cedar Leonard & Fuller Kent Career Tech Leonard & Union College & Shirley Fulton & Sheldon KCTC Dr & KnappKCTC Leonard & Perkins College & Barnett College & Leonard Fulton & Prospect Fulton & Lafayette Ottawa and Fulton College & Michigan Leonard & Emerald Leonard & Edmund Leonard & Perkins Cherry & Grandville College & Bradford Leonard & Beckwith Leonard & Diamond Fulton at 222 Fulton College & Hastings College & Fountain Leonard & Lewison Leonard & Maryland College & Michigan Leonard & Plymouth Fountain & Lafayette Leonard & Beckwith Celebration Dr & Aldi Leonard & Worcester Leonard & Worcester Leffingwell & KCTC Dr College at 510 College Leonard and Diamond Leonard and Northfield Oakes east of Grandville Leonard & 1308 Leonard Fountain at 450 Fountain East Leonard & Leffingwell East Leonard & Leffingwell Leonard Across From Lewison East Leonard & East Beltline I Leonard just west of Plymouth Leonard Across From Maryland

Boardings Alightings On-Board Load Boardings Alightings On-Board Load Leonard & Leonard Terrace Apartments

Route Productivity Summary Route Operations Summary Route 16 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 747 747 36.7 20.3 229 Grandville & B I Inbound 364 350 18.1 20.1 229 Grandville & B I Outbound 383 396 18.6 20.6 216 Grandville & Franklin O By Segment 1 Metro Health Hospital to Byron Center & 52nd 107 116 6.3 17.1 2 Byron Center & 52nd to Byron Center & 44th 17 32 2.6 6.6 3 Byron Center & 44th to Byron Center & 36th 43 42 3.1 13.6 4 Byron Center & 36th to Micheal at Wyoming Library NB 81 69 6.3 12.8 5 Micheal at Wyoming Library NB to Dehoop & 28th & 76 100 2.6 29.1 6 Dehoop & 28th & to Clyde Park & Burton 91 64 6.3 14.5 7 Clyde Park & Burton to Clyde Park & Crofton 18 13 2.1 8.8 8 Clyde Park & Crofton to Central Station 313 311 7.4 42.6 By Time Period Early AM 6 9 0.6 11.2 5 Grandville & Graham I AM 129 131 7.0 18.5 50 Grandville & Beacon I Midday 342 331 14.0 24.4 105 Grandville & Franklin O PM 166 173 7.0 23.7 46 DeHoop north of Locksley I Eve 61 58 5.2 11.6 22 Grandville & Olympia I Night 43 46 2.9 15 20 Grandville & Goodrich O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

25 25 Boardings Max Load Boardings Max Load

20 20

15 15

10 10 Passengers Passengers

5 5

0 0 6:00 AM 6:30 AM 7:00 AM 7:30 AM 8:00 AM 8:30 AM 9:00 AM 9:30 AM 1:00 PM 1:30 PM 2:00 PM 2:30 PM 3:00 PM 3:30 PM 4:00 PM 4:30 PM 5:00 PM 5:30 PM 6:00 PM 6:30 PM 7:00 PM 7:45 PM 8:45 PM 9:45 PM 5:16 AM 5:46 AM 6:16 AM 6:46 AM 7:16 AM 7:46 AM 8:16 AM 8:46 AM 9:16 AM 9:46 AM 1:16 PM 1:46 PM 2:16 PM 2:46 PM 3:16 PM 3:46 PM 4:16 PM 4:46 PM 5:16 PM 5:46 PM 6:16 PM 6:40 PM 7:31 PM 8:31 PM 9:31 PM 10:00 AM 10:30 AM 11:00 AM 11:30 AM 12:00 PM 12:30 PM 10:45 PM 10:16 AM 10:46 AM 11:16 AM 11:46 AM 12:16 PM 12:46 PM 10:31 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

Early AM Peak Midday PM Peak Evening Night 120 Early AM Peak Midday PM Peak Evening Night 120 100 100 80 80 60 60 40 40 Board Riders Board Riders

- - 20 20 On On 0 0 -20 -20 36th & Perry 36th & Robin 36th & Hubal Grandville & B Central Station Central Michael & 36th Dehoop & 28th 36th & Gladiola 36th & Perry Grandville & Hall 36th & Hubal Michael and 34th Metro Way at ITT Burton & Godfrey Health Dr at 2093 Grandville & B 36th & Burlingame Central Station Central 36th & Michael Dehoop & 28th DeHoop & Madelyn Burton & Galewood Grandville & Martha Cleveland & Belfield Clyde Park & Burton Byron Center & 36th Byron Center & 38th Byron Center & 44th Byron Center & 56th 36th & Wyoming Grandville & Hall Grandville & Franklin Grandville & Wealthy Byron Center & 52nd Grandville & Olympia Metro Way at ITT 36th & Groveland Burton & DeHoop Health Dr at 2093 Metro Health Hospital Grandville & Pleasant Michael & Den Hertog Grandville & Goodrich 36th & Burlingame Burton & Denwood Michael & Prairie Pkwy Burton & Galewood Byron Center & Ancient Grandville & Clyde Park Grandville & Van Raalte Cleveland & Belfield Clyde Park & Burton Clyde Park & Griggs Byron Center & 38th Byron Center & 36th Byron Center & 44th Byron Center & Oaklane Grandville & Beacon Byron Center & Fox Run Grandville & Graham SB Grandville & Franklin Grandville & Hughart Byron Center & Easy Grandville & Wealthy Byron Center & 52nd Grandville & Graham Clyde Park & Crofton Grandville & Olympia Metro Health Hospital Grandville & Pleasant Byron Center & Windview Byron Center & Arden Michael & Den Hertog Grandville & Goodrich Byron Center & Woodlake Metro Way and Vets Clinic Michael at Family Fare Grandville & Roosevelt Metro Way across from ER 36th across from Robin Byron Center & Ancient 36th Across From Wyoming Health Dr at Family Fare Cleveland at 2029 Cleveland DeHoop at 2650 DeHoop DeHoop north of Locksley Metro Way and Vets Clinic Metro Way across from ER Clyde Park across from Crofton Michael at Wyoming Library SB Grandville Across From Hughart Metro Way east of Byron Center Clyde Park Across From London Cleveland at 2030 Cleveland Byron Center at 5539 Byron Center Byron Center at 5675 Byron Center Micheal at Wyoming Library NB Metro Way east of Byron Center Byron Center Across From Eden DeHoop & Wyoming Senior Center Bryon Center at 5456 Byron Center Byron Center Across From Fox Run Byron Center across from Woodlake DeHoop across from Wyoming Senior Center

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound 250 250

250 250 200 200

200 200 150 150

150 150 100 100

100 100 50 50

50 50 0 0 Board Load 0 0 -50 -50 - Board Load On -50 -50 - -100 -100 On -100 -100 -150 -150

-150 -150 Boarding/Alighting Passengers Boarding/Alighting Passengers -200 -200 -200 -200 -250 -250 -250 -250 36th & Perry 36th & Robin 36th & Hubal Grandville & B Central Station Central Dehoop & 28th Michael and 34th Metro Way at ITT Health Dr at 2093 36th & Michael Dehoop & 28th Burton & Galewood Byron Center & 44th Byron Center & 36th Byron Center & 56th 36th & Wyoming Grandville & Hall Grandville & Wealthy Byron Center & 52nd Grandville & Olympia 36th & Groveland Burton & DeHoop Michael & Den Hertog 36th & Burlingame Burton & Galewood Grandville & Clyde Park Cleveland & Belfield Byron Center & Oaklane Clyde Park & Griggs Byron Center & 44th Byron Center & 38th Grandville & Beacon Grandville & Graham SB Grandville & Franklin Byron Center & Easy Byron Center & 52nd Byron Center & Windview Metro Health Hospital Grandville & Pleasant Michael & Den Hertog Grandville & Goodrich Grandville & Roosevelt Health Dr at Family Fare Cleveland at 2029 Cleveland DeHoop north of Locksley Metro Way and Vets Clinic Metro Way across from ER Grandville Across From Hughart Metro Way east of Byron Center Clyde Park Across From London Byron Center Across From Fox Run Boardings Alightings On-Board Load Boardings Alightings On-Board Load DeHoop across from Wyoming Senior Center

Route Productivity Summary Route Operations Summary Route 17 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 324 306 17.5 18.6 152 Radcliff & 28th O Inbound 117 134 7.8 15.1 102 29th & Broadmoor I Outbound 207 172 9.7 21.4 152 Radcliff & 28th O By Segment 1 Gerald R Ford Airport to 44th & Broadmoor 72 91 5.7 12.7 2 44th & Broadmoor to East Paris & 36th 46 42 4.1 11.1 3 East Paris & 36th to Kentwood Station - Woodland 206 172 7.6 27.0 By Time Period AM 64 70 2.8 22.5 41 Radcliff & 28th O Midday 129 125 6.8 19.0 71 Radcliff & 28th O PM 59 43 3.4 17.4 31 29th & Broadmoor I Eve 33 35 2.8 11.6 15 29th & Shaffer O Night 39 34 1.6 25 12 29th & Shaffer I

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

20 20 Boardings Max Load Boardings Max Load 18 18 16 16 14 14 12 12 10 10 8 8 Passengers Passengers 6 6 4 4 2 2 0 0 6:42 AM 7:12 AM 7:42 AM 8:12 AM 8:42 AM 9:12 AM 9:42 AM 1:12 PM 1:42 PM 2:12 PM 2:42 PM 3:12 PM 3:42 PM 4:12 PM 4:42 PM 5:12 PM 5:42 PM 6:12 PM 6:42 PM 7:12 PM 7:37 PM 8:37 PM 9:37 PM 6:23 AM 6:53 AM 7:23 AM 7:53 AM 8:23 AM 8:53 AM 9:23 AM 9:53 AM 1:23 PM 1:53 PM 2:23 PM 2:53 PM 3:23 PM 3:53 PM 4:23 PM 4:53 PM 5:23 PM 5:53 PM 6:23 PM 6:53 PM 7:18 PM 8:18 PM 9:18 PM 10:12 AM 10:42 AM 11:12 AM 11:42 AM 12:12 PM 12:42 PM 10:37 PM 11:25 PM 10:23 AM 10:53 AM 11:23 AM 11:53 AM 12:23 PM 12:53 PM 10:18 PM 11:13 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night 80 80 70 70 60 60 50 50 40 40 30

20 30 Board Riders Board Riders - 10 - 20 On On 0 10

-10 0

-20 -10 29th & Shaffer Radcliff & 28th 44th & Danvers 29th & Shaffer Radcliff & 28th 44th & Brockton 44th & Patterson 44th & Brockton 40th & East Paris East Paris & 36th 29th & East Paris 44th & Patterson 29th & Broadmoor 44th & Broadmoor East Paris & 29th East Paris & 36th East Paris & 40th 44th at 4420 44th 29th & Broadmoor 44th & Broadmoor Gerald Ford R Airport Airport Dr At Amway 29th & Lake Eastbrook Gerald Ford R Airport 29th & Lake Eastbrook East Paris at 3760 East Paris Kentwood Station - Woodland East Paris at Allied Finishing East Paris & 3839 East Paris East Paris at 3035 East Paris East Paris at 3271 East Paris East Paris at 3425 East Paris Kentwood Station - Woodland West Michigan Aviation Academy East Paris At Woodbridge Apartments East Paris across from Allied Finishing East Paris At Forest Creek Apartments East Paris At Woodland Creek Apartments

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound Boardings Alightings On-Board Load Boardings Alightings On-Board Load 160 160 160 160

120 120 120 120

80 80 80 80

40 40 40 40

0 0 0 0 Board Load Board Load - -40 -40 -40 -40 - On On

-80 -80 -80 -80 Boarding/Alighting Passengers Boarding/Alighting Passengers -120 -120 -120 -120

-160 -160 -160 -160 29th & Shaffer Radcliff & 28th 29th & Shaffer Radcliff & 28th 44th & Danvers 44th & Brockton 44th & Brockton 44th & Patterson 44th & Patterson 40th & East Paris East Paris & 36th 29th & East Paris East Paris & 29th East Paris & 36th East Paris & 40th 44th at 4420 44th 29th & Broadmoor 44th & Broadmoor 29th & Broadmoor 44th & Broadmoor Airport Dr At Amway Gerald Ford R Airport Gerald Ford R Airport 29th & Lake Eastbrook 29th & Lake Eastbrook East Paris at Allied Finishing East Paris at 3760 East Paris East Paris & 3839 East Paris Kentwood Station - Woodland East Paris at 3035 East Paris East Paris at 3271 East Paris East Paris at 3425 East Paris Kentwood Station - Woodland West Michigan Aviation Academy East Paris At Woodbridge Apartments East Paris across from Allied Finishing East Paris At Forest Creek Apartments East Paris At Woodland Creek Apartments

Route Productivity Summary Route Operations Summary Route 18 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 523 514 24.9 21.0 220 Front & Wealthy I Inbound 260 268 13.2 19.7 220 Front & Wealthy I Outbound 262 246 11.7 22.4 209 Market & Wealthy O By Segment 1 Lake Michigan & Covell to Tremont at Union HS 26 39 2.7 9.8 2 Tremont at Union HS to Walker & VanBuren 19 15 3.7 5.0 3 Walker & VanBuren to Bridge & Lane 107 87 6.5 16.5 4 Bridge & Lane to Butterworth & Straight 72 74 4.3 16.7 5 Butterworth & Straight to Market & Wealthy & 74 56 3.3 22.7 6 Market & Wealthy & to Central Station 225 244 4.4 51.7 By Time Period Early AM 16 17 1.2 14.0 12 Front & Wealthy I AM 91 92 4.6 19.8 53 Front & Wealthy I Midday 218 210 9.2 23.7 89 Front & Wealthy I PM 106 104 4.6 23.0 46 Market & Wealthy O Eve 61 62 3.5 17.5 29 Market & Wealthy O Night 31 29 1.9 16 20 Market Across From Ney O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

16 16 Boardings Max Load Boardings Max Load 14 14

12 12

10 10

8 8

6 6 Passengers Passengers

4 4

2 2

0 0 5:45 AM 6:15 AM 6:45 AM 7:15 AM 7:45 AM 8:15 AM 8:45 AM 9:15 AM 9:45 AM 1:15 PM 1:45 PM 2:15 PM 2:45 PM 3:15 PM 3:45 PM 4:15 PM 4:45 PM 5:15 PM 5:45 PM 6:15 PM 6:45 PM 7:15 PM 8:15 PM 9:15 PM 5:11 AM 5:41 AM 6:11 AM 6:41 AM 7:11 AM 7:41 AM 8:11 AM 8:41 AM 9:11 AM 9:41 AM 1:11 PM 1:41 PM 2:11 PM 2:41 PM 3:11 PM 3:41 PM 4:11 PM 4:41 PM 5:11 PM 5:41 PM 6:11 PM 6:41 PM 7:11 PM 7:41 PM 8:41 PM 9:41 PM 10:15 AM 10:45 AM 11:15 AM 11:45 AM 12:15 PM 12:45 PM 10:15 PM 11:15 PM 10:11 AM 10:41 AM 11:11 AM 11:41 AM 12:11 PM 12:41 PM 10:41 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

100 100

80 80

60 60

40 40 Board Riders Board Riders

- 20 - 20 On On

0 0

-20 -20 Market & Ney Valley & Sixth Valley & Sixth Bridge & Gold Lane & Fulton Lane & Fulton Walker & Pine Bridge & Lane Walker & Pine Lane & Bridge Central Station Central Central Station Central Lane & Dayton Lane & Dayton Covell & Bridge & Covell Covell & Bridge & Covell Stocking & First & Stocking Lane & Jackson Lane & Jackson Wealthy & Front Front & Wealthy Stocking & Sixth Bridge & Indiana Walker & Lincoln Walker & Lincoln Bridge & Cadwell Covell & Tremont Tremont & Covell Valley & Eleventh Valley & Eleventh Market & Wealthy Market & Wealthy Stocking & Fourth Stocking & Fourth Market & Williams Walker & Fremont Walker & Fremont Bridge & Pettibone Stocking & Second Lane & Butterworth Butterworth & Lane Butterworth & Front Cherry & Grandville Cherry & Grandville Walker & VanBuren Walker & VanBuren Tremont & Simpson Stocking & Jennette Mt. Mercy & Tremont Mt. Mercy & Tremont Tremont at Union HS Market at 201 Market Butterworth & Straight Butterworth & Straight Lane & Lake Michigan Lane & Lake Michigan Lake Michigan & Covell Lake Michigan & Covell Butterworth & Lexington Butterworth & Lexington Market Across From Ney

Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

220 220 220 220 180 180 170 170 140 140 120 120 100 100 60 70 60 70 20 20 20 20 -20

-20 -30 Board Load -

-30 Board Load - -60 -60 -80 On -80 On -100 -100 -130 -130 -140 Boarding/Alighting Passengers Boarding/Alighting Passengers -140 -180 -180 -180 -180 -220 -230 -220 -230 Valley & Sixth Bridge & Gold Lane & Fulton Walker & Pine Lane & Bridge Market & Ney Valley & Sixth Central Station Central Lane & Dayton Lane & Fulton Walker & Pine Bridge & Lane Covell & Bridge & Covell Central Station Central Lane & Dayton Lane & Jackson Wealthy & Front Covell & Bridge & Covell Bridge & Indiana Stocking & First & Stocking Walker & Lincoln Lane & Jackson Front & Wealthy Stocking & Sixth Tremont & Covell Valley & Eleventh Market & Wealthy Walker & Lincoln Stocking & Fourth Walker & Fremont Bridge & Cadwell Covell & Tremont Valley & Eleventh Market & Wealthy Stocking & Fourth Market & Williams Stocking & Second Walker & Fremont Butterworth & Lane Cherry & Grandville Bridge & Pettibone Walker & VanBuren Tremont & Simpson Stocking & Jennette Lane & Butterworth Butterworth & Front Cherry & Grandville Walker & VanBuren Mt. Mercy & Tremont Market at 201 Market Mt. Mercy & Tremont Butterworth & Straight Tremont at Union HS Lane & Lake Michigan Butterworth & Straight Lane & Lake Michigan Lake Michigan & Covell Butterworth & Lexington Lake Michigan & Covell Market Across From Ney Butterworth & Lexington

Boardings Alightings On-Board Load Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route 19 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 1,229 1,193 36.5 33.7 657 Michigan & Lafayette O Inbound 433 439 19.6 22.1 341 Michigan & Benson I Outbound 796 754 16.9 47.0 657 Michigan & Lafayette O By Segment 1 Plymouth at 522 Plymouth to Michigan at 1121 Michigan 267 611 6.4 42.0 2 Michigan at 1121 Michigan to Barclay & Crescent 725 187 10.9 66.2 3 Barclay & Crescent to First & Stocking 237 395 10.6 22.3 By Time Period Early AM 4 4 0.2 19.1 3 Michigan & Barclay O AM 257 254 6.0 42.8 171 Michigan & Sinclair I Midday 280 275 12.0 23.3 111 Michigan & Benson O PM 468 445 7.3 64.0 360 Michigan & Lafayette O Eve 194 190 8.2 23.7 140 Michigan & Lafayette O Night 26 26 2.8 9 10 Michigan & Barclay O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

35 35 Boardings Max Load Boardings Max Load 30 30

25 25

20 20

15 15 Passengers Passengers 10 10

5 5

0 0 5:47 AM 6:17 AM 6:47 AM 7:17 AM 7:47 AM 8:17 AM 8:47 AM 9:17 AM 9:47 AM 1:17 PM 1:47 PM 2:17 PM 2:47 PM 3:17 PM 3:33 PM 3:47 PM 4:02 PM 4:17 PM 4:32 PM 4:47 PM 5:02 PM 5:17 PM 5:32 PM 5:47 PM 6:05 PM 6:25 PM 6:45 PM 7:05 PM 7:25 PM 7:45 PM 8:05 PM 8:35 PM 9:05 PM 9:35 PM 6:05 AM 6:35 AM 7:05 AM 7:35 AM 8:05 AM 8:35 AM 9:05 AM 9:35 AM 1:05 PM 1:35 PM 2:05 PM 2:35 PM 3:05 PM 3:35 PM 4:05 PM 4:35 PM 5:05 PM 5:35 PM 6:05 PM 6:23 PM 6:43 PM 7:03 PM 7:23 PM 7:43 PM 8:10 PM 8:38 PM 9:08 PM 9:38 PM 10:17 AM 10:47 AM 11:17 AM 11:47 AM 12:17 PM 12:47 PM 10:05 PM 10:05 AM 10:35 AM 11:05 AM 11:35 AM 12:05 PM 12:35 PM 10:05 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

400 400

350 350

300 300

250 250

200 200

150 150 Board Riders Board Riders - -

On 100 On 100

50 50

0 0 First & Stocking First & Stocking Bridge & Winter Michigan & Coit Michigan & Sinclair Barclay & Crescent Michigan & Barclay Michigan & Seward Michigan & College Michigan & Benson Michigan & Benson Michigan & Eastern Michigan & Eastern Michigan & Mayfield Crescent & Bostwick Michigan & Diamond Michigan & Diamond Michigan & Lafayette Lafayette & Michigan Michigan & Holmdene Bridge and Scribner EB Michigan and Monroe WB Plymouth at 522 Plymouth Plymouth at 522 Plymouth Michigan and Scribner WB Michigan at 1503 Michigan Michigan at 1121 Michigan Michigan just east of Monroe Michigan just east of Fuller EB Michigan just west of Plymouth WB Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

600 800 600 800 600 600 400 400 400 400 200 200 200 200 0 0 0 0 Board Load - Board Load - -200

-200 -200 On -200 On -400 -400 Boarding/Alighting Passengers Boarding/Alighting Passengers -400 -400 -600 -600

-600 -800 -600 -800 First & Stocking Bridge & Winter First & Stocking Michigan & Coit Michigan & Barclay Michigan & College Michigan & Benson Michigan & Eastern Michigan & Sinclair Michigan & Mayfield Barclay & Crescent Michigan & Seward Michigan & Benson Michigan & Eastern Crescent & Bostwick Michigan & Diamond Michigan & Lafayette Michigan & Diamond Lafayette & Michigan Michigan & Holmdene Bridge and Scribner EB Plymouth at 522 Plymouth Michigan and Monroe WB Plymouth at 522 Plymouth Michigan and Scribner WB Michigan at 1503 Michigan Michigan at 1121 Michigan Michigan just east of Monroe Michigan just east of Fuller EB Michigan just west of Plymouth WB Boardings Alightings On-Board Load Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route 24 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 709 719 50.9 13.9 197 Burton & Village Green Apartments O Inbound 322 374 26.1 12.3 144 Burton & Blaine I Outbound 387 345 24.8 15.6 197 Burton & Village Green Apartments O By Segment 1 Wilson at Grandville Library to Porter & Byron Center 69 69 7.4 9.4 2 Porter & Byron Center to Burton & Clyde Park 79 86 8.4 9.4 3 Burton & Clyde Park to Burton & Division 76 88 4.2 18.1 4 Burton & Division to Burton & Eastern 90 86 4.7 19.0 5 Burton & Eastern to Burton & Kalamazoo & 56 58 3.1 17.9 6 Burton & Kalamazoo & to Burton & Ridge Park 40 36 4.7 8.5 7 Burton & Ridge Park to Burton & East Paris 49 42 6.8 7.2 8 Burton & East Paris to Kentwood Station - Woodland 249 253 11.6 21.5 By Time Period Early AM 18 18 0.8 21.7 10 Burton & Buchanan I AM 125 129 9.7 12.9 35 Burton & Blaine I Midday 276 278 19.4 14.2 58 Burton & Chesaning I PM 153 160 9.7 15.8 49 Burton Across From Nelson O Eve 71 80 6.5 10.9 26 Burton & Concord O Night 67 53 4.9 14 41 Camelot at 3600 Camelot O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

25 Boardings Max Load 25 Boardings Max Load

20 20

15 15

10 10 Passengers Passengers

5 5

0 0 6:00 AM 6:30 AM 7:00 AM 7:30 AM 8:00 AM 8:30 AM 9:00 AM 9:30 AM 1:00 PM 1:30 PM 2:00 PM 2:30 PM 3:00 PM 3:30 PM 4:00 PM 4:30 PM 5:00 PM 5:30 PM 6:00 PM 6:30 PM 7:00 PM 8:00 PM 9:00 PM 5:23 AM 5:53 AM 6:23 AM 6:53 AM 7:23 AM 7:53 AM 8:23 AM 8:53 AM 9:23 AM 9:53 AM 1:23 PM 1:53 PM 2:23 PM 2:53 PM 3:23 PM 3:53 PM 4:23 PM 4:53 PM 5:23 PM 5:53 PM 6:23 PM 6:53 PM 7:53 PM 8:53 PM 9:53 PM 10:00 AM 10:30 AM 11:00 AM 11:30 AM 12:00 PM 12:30 PM 10:00 PM 11:00 PM 10:23 AM 10:53 AM 11:23 AM 11:53 AM 12:23 PM 12:53 PM 10:53 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

60 60

50 50

40 40

30 30

20 20

10 10 Board Riders Board Riders - -

On 0 On 0

-10 -10

-20 -20 Porter & Meyer Burton & Blaine Burton & Breton Burton & Keyhill Burton & Willard Porter & Beverly Burton & Nelson Burton & Towner Burton & Towner Burton & Berkley Burton & College Burton & Eastern Burton & Osceola Burton & Concord Burton & Madison Chicago Dr & Earl Burton & Johanna Burton & Rowland Porter & Wyoming Burton & Jefferson Burton & Jefferson Burton & Plymouth Burton & Cornelius Burton & Denwood Burton & Raybrook Porter & Glenbrook Burton & Cleveland Burton & Buchanan Burton & Buchanan Burton & Galewood Burton & Woodlawn Porter & Chicago Dr Porter & Burlingame Burton & Clyde Park Burton & Kalamazoo Burlingame & Burton Burton & East Beltline Chicago Dr & Ivanrest Porter & Byron Center Burton & Burton Ridge 28th & Lake Eastbrook Burton & Calvin College Burton west of Plymouth Camelot & Charring Cross Camelot & Lake Eastbrook PorterSharon Across From Camelot At Lake Eastbrook Wilson at Grandville Library Burton Across From Conlon Chicago Dr across from Vine East Paris & Whispering Way Kentwood Station - Woodland Burton across from Ridgemoor Chicago Dr across from Barrett Lake Eastbrook at DTE Energy Burlingame at 2275 Burlingame Lake Eastbrook and Sparks WB

Early AM Peak Midday PM Peak Evening Night Early Camelot Across From Charring Cross AM Peak Midday PM Peak Evening Night East Paris Across From Whispering Way

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

200 200 200 200 160 160 160 160 120 120 120 120 80 80 80 80 40 40 40 40 0 0 0 0 Board Load -

Board Load -40 -40 -40 -40 - On

On -80 -80 -80 -80 -120 -120

-120 -120 Boarding/Alighting Passengers Boarding/Alighting Passengers -160 -160 -160 -160

-200 -200 -200 -200 Burton & Blaine Burton & Breton Burton & Keyhill Porter & Meyer Burton & Willard Porter & Beverly Burton & Towner Burton & Berkley Burton & Nelson Burton & Towner Burton & Concord Burton & Madison Burton & College Burton & Eastern Burton & Osceola Burton & Jefferson Burton & Cornelius Chicago Dr & Earl Burton & Johanna Burton & Rowland Porter & Wyoming Burton & Cleveland Burton & Buchanan Burton & Galewood Burton & Jefferson Burton & Plymouth Burton & Denwood Burton & Woodlawn Burton & Raybrook Porter & Chicago Dr Porter & Glenbrook Burton & Buchanan Porter & Burlingame Burton & Clyde Park Burton & Kalamazoo Burlingame & Burton Burton & East Beltline Porter & Byron Center Chicago Dr & Ivanrest Burton & Burton Ridge 28th & Lake Eastbrook Burton & Calvin College Burton west of Plymouth Camelot & Charring Cross PorterSharon Across From Camelot At Lake Eastbrook Camelot & Lake Eastbrook Wilson at Grandville Library Burton Across From Conlon Chicago Dr across from Vine Kentwood Station - Woodland East Paris & Whispering Way Chicago Dr across from Barrett Burlingame at 2275 Burlingame Burton across from Ridgemoor Lake Eastbrook and Sparks WB Lake Eastbrook at DTE Energy

Boardings Alightings On-Board Load Camelot Across From Charring Cross Boardings Alightings On-Board Load East Paris Across From Whispering Way

Route Productivity Summary Route Operations Summary Route 28 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 1,630 1,593 83.9 19.4 347 28th & Eastern I Inbound 850 779 36.5 23.3 347 28th & Eastern I Outbound 779 814 47.5 16.4 238 28th & Grand Plaza O By Segment 1 Wilson at Grandville Library to 28th & Ivanrest 78 96 5.4 14.5 2 28th & Ivanrest to 28th & Burlingame 118 108 6.9 17.2 3 28th & Burlingame to 28th & Clyde Park 142 159 5.3 26.6 4 28th & Clyde Park to 28th & Division 175 123 4.6 38.4 5 28th & Division to 28th & Eastern & 203 166 4.6 43.6 6 28th & Eastern & to 28th & Kalamazoo - Meijer 159 152 7.0 22.9 7 28th & Kalamazoo - Meijer to Kentwood Station - Woodland 360 331 21.6 16.7 8 Kentwood Station - Woodland to 28th & Aquest 201 244 10.9 18.5 9 28th & Aquest to Kraft at Cascade Meijer 129 110 11.2 11.5 10 Kraft at Cascade Meijer to 28th and Cascade Rd 65 103 6.5 10.0 By Time Period Early AM 7 6 0.4 17.4 5 28th & Kalamazoo - Meijer I AM 320 313 19.8 16.1 95 28th & Kalamazoo - Meijer I Midday 613 596 23.2 26.4 143 28th & Kalamazoo - Meijer I PM 342 328 17.3 19.7 67 28th & Grand Plaza O Eve 187 188 11.6 16.1 31 28th at 624 28th I Night 161 162 11.6 14 40 28th & Grand Plaza O

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

45 45 Boardings Max Load Boardings Max Load 40 40

35 35

30 30

25 25

20 20 Passengers Passengers 15 15

10 10

5 5

0 0 5:32 AM 6:02 AM 6:02 AM 6:17 AM 6:32 AM 6:47 AM 7:02 AM 7:17 AM 7:32 AM 7:47 AM 8:02 AM 8:17 AM 8:32 AM 9:02 AM 9:32 AM 1:02 PM 1:32 PM 2:02 PM 2:32 PM 3:02 PM 3:32 PM 3:47 PM 4:02 PM 4:17 PM 4:32 PM 4:47 PM 5:02 PM 5:17 PM 5:32 PM 6:02 PM 6:32 PM 7:02 PM 7:32 PM 8:02 PM 8:32 PM 9:02 PM 9:32 PM 5:55 AM 6:02 AM 6:10 AM 6:22 AM 6:25 AM 6:52 AM 6:55 AM 7:22 AM 7:25 AM 7:52 AM 7:55 AM 8:22 AM 8:25 AM 8:52 AM 9:22 AM 9:52 AM 1:22 PM 1:52 PM 2:22 PM 2:52 PM 3:22 PM 3:52 PM 3:55 PM 4:22 PM 4:25 PM 4:52 PM 4:55 PM 5:22 PM 5:25 PM 5:52 PM 6:22 PM 6:52 PM 7:22 PM 7:52 PM 8:22 PM 8:52 PM 9:22 PM 9:52 PM 10:02 AM 10:32 AM 11:02 AM 11:32 AM 12:02 PM 12:32 PM 10:02 PM 10:32 PM 11:02 PM 11:32 PM 10:22 AM 10:52 AM 11:22 AM 11:52 AM 12:22 PM 12:52 PM 10:22 PM 10:52 PM 11:22 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night 160 160

140 140

120 120

100 100

80 80

60 60 Board Riders Board Riders

- 40 - 40 On On 20 20

0 0

-20 -20 28th & Dixie 28th & Dixie 28th & West 28th & Avon 28th & Hook 28th & Breton 28th & Breton 28th & Aquest 28th & Clydon 28th & Aquest 28th & Jenkins 28th & Eastern 28th & Michael 28th & Eastern 28th & Division 28th & Division 28th & Ivanrest 28th & Ivanrest 28th & DeHoop 28th & Madison 28th & Madison 28th & Vineland 28th & Highgate 28th at 921 28th 28th at 555 28th 28th at 141 28th 28th at 210 28th 28th at 624 28th 28th & Buchanan 28th & Buchanan 28th & East Paris 29th & East Paris 28th at 2880 28th 28th at 2450 28th 28th at 2300 28th 28th at 1779 28th 28th at 4155 28th 28th at 3031 28th 28th at 2825 28th 28th at 2649 28th 28th at 2525 28th 28th at 1292 28th 28th & Longstreet Chicago Dr & Earl 28th & Clyde Park 28th & Clyde Park 28th & Hazelwood 28th & Englewood 28th & Burlingame 28th & Burlingame 28th & Grand Plaza 29th & Poplar Creek 28th & Byron Center 28th & Sharpe Buick 28th & Rogers Plaza Chicago Dr & Barrett 28th & Schuler Books 28th and Cascade Rd 28th and Cascade Rd Patterson and 28th EB 28th & Lake Eastbrook 28th & Lake Eastbrook 28th west of East Paris 28th and Jacksmith EB Kraft at Cascade Meijer Kraft at Cascade Meijer 28th across from Hague 28th and Lucerne Dr EB 28th at 4550 28th Street 28th at 4515 28th Street 28th across from Clydon 28th and Northern Dr WB 28th Across From Aquest Lake Eastbrook at Sparks 28th across from Vineland 28th & Kalamazoo Meijer - 28th & Kalamazoo Meijer - 28th and Charlevoix Dr EB 28th and Charlevoix Dr WB 28th and Thornhills Ave EB 28th at Cascade Center EB Wilson at Grandville Library Wilson at Grandville Library 28th and Thornhills Ave WB Patterson at 2550 Patterson 28th east of Lake Eastbrook 28th across from Hazelwood Kentwood Station - Woodland Kentwood Station - Woodland 28th just west of Patterson WB Chicago Dr across from Barrett Lake Eastbrook at DTE Energy Burton at Mary Free Bed YMCA Chicago Dr across from Sanford 28th across from Lucerne Dr WB 28th and Charlevoix Woods WB Ct Lake Eastbrook across from Camelot

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

Boardings Alightings On-Board Load Boardings Alightings On-Board Load 200 400 200 400

150 300 150 300

100 200 100 200

50 100 50 100

0 0 0 0 Board Load Board Load - -50 -100 -50 -100 - On On -100 -200 -100 -200 Boarding/Alighting Passengers Boarding/Alighting Passengers -150 -300 -150 -300

-200 -400 -200 -400 28th & Dixie 28th & Avon 28th & Hook 28th & Dixie 28th & West 28th & Breton 28th & Aquest 28th & Breton 28th & Jenkins 28th & Eastern 28th & Division 28th & Aquest 28th & Clydon 28th & Ivanrest 28th & DeHoop 28th & Madison 28th & Michael 28th & Eastern 28th & Division 28th & Ivanrest 28th at 921 28th 28th at 555 28th 28th at 141 28th 28th & Madison 28th & Vineland 28th & Highgate 28th at 210 28th 28th at 624 28th 28th & Buchanan 28th at 1779 28th 28th at 4155 28th 28th at 3031 28th 28th at 2825 28th 28th at 2649 28th 28th at 2525 28th 28th & Longstreet 28th & Clyde Park 28th & Buchanan 28th & Hazelwood 28th & East Paris 29th & East Paris 28th at 2880 28th 28th at 2450 28th 28th at 2300 28th 28th at 1292 28th 28th & Burlingame Chicago Dr & Earl 28th & Clyde Park 28th & Englewood 28th & Burlingame 28th & Grand Plaza 28th & Byron Center 29th & Poplar Creek 28th & Sharpe Buick 28th & Rogers Plaza Chicago Dr & Barrett 28th and Cascade Rd 28th & Schuler Books 28th and Cascade Rd 28th & Lake Eastbrook 28th west of East Paris Kraft at Cascade Meijer Patterson and 28th EB 28th & Lake Eastbrook 28th and Jacksmith EB 28th at 4515 28th Street 28th across from Clydon Kraft at Cascade Meijer 28th across from Hague 28th and Lucerne Dr EB 28th at 4550 28th Street 28th and Northern Dr WB 28th Across From Aquest 28th across from Vineland 28th & Kalamazoo Meijer - Lake Eastbrook at Sparks 28th and Charlevoix Dr WB 28th & Kalamazoo Meijer - Wilson at Grandville Library 28th and Charlevoix Dr EB 28th and Thornhills Ave WB 28th and Thornhills Ave EB 28th at Cascade Center EB Wilson at Grandville Library Patterson at 2550 Patterson 28th east of Lake Eastbrook 28th across from Hazelwood Kentwood Station - Woodland Kentwood Station - Woodland 28th just west of Patterson WB Chicago Dr across from Barrett Lake Eastbrook at DTE Energy Chicago Dr across from Sanford Burton at Mary Free Bed YMCA 28th across from Lucerne Dr WB 28th and Charlevoix Woods WB Ct Lake Eastbrook across from Camelot

Route Productivity Summary Route Operations Summary Route 44 Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 971 983 57.0 17.0 208 44th & Division I Inbound 507 480 28.1 18.1 208 44th & Division I Outbound 464 503 28.9 16.0 165 44th & Kimball O By Segment 1 Kenowa at Walmart to Rivertown Crossings Mall 132 165 11.6 11.4 2 Rivertown Crossings Mall to Century Center at Rivertown Meijer 36 30 2.9 12.3 3 Century Center at Rivertown Meijer to 44th & Byron Center 89 71 5.3 16.8 4 44th & Byron Center to 44th & Clyde Park 93 70 5.8 15.9 5 44th & Clyde Park to 44th & Division & 70 80 3.2 21.8 6 44th & Division & to 44th & Eastern 109 114 3.2 34.0 7 44th & Eastern to 44th just east of Kalamazoo 58 42 3.2 18.1 8 44th just east of Kalamazoo to Walma at Kentwood City Hall 96 105 5.8 16.4 9 Walma at Kentwood City Hall to 32nd & Breton 85 69 6.9 12.2 10 32nd & Breton to Kentwood Station - Woodland 204 238 7.5 27.3 By Time Period Early AM 21 13 0.9 24.4 17 32nd & 3080 32nd I AM 166 176 9.8 17.0 43 Shaffer & 32nd I Midday 401 396 21.4 18.7 87 44th across from Kimball I PM 209 226 10.7 19.5 44 44th at 990 44th I Eve 115 116 8.9 12.9 32 44th at 990 44th I Night 59 57 5.4 11 16 44th at 990 44th I

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

30 30 Boardings Max Load Boardings Max Load 25 25

20 20

15 15 Passengers Passengers 10 10

5 5

0 0 6:07 AM 6:37 AM 7:07 AM 7:37 AM 8:07 AM 8:37 AM 9:07 AM 9:37 AM 1:07 PM 1:37 PM 2:07 PM 2:37 PM 3:07 PM 3:37 PM 4:07 PM 4:37 PM 5:07 PM 5:37 PM 6:07 PM 6:37 PM 7:24 PM 8:24 PM 9:24 PM 5:22 AM 5:52 AM 6:22 AM 6:52 AM 7:22 AM 7:52 AM 8:22 AM 8:52 AM 9:22 AM 9:52 AM 1:22 PM 1:52 PM 2:22 PM 2:52 PM 3:22 PM 3:52 PM 4:22 PM 4:52 PM 5:22 PM 5:52 PM 6:30 PM 7:00 PM 7:30 PM 8:30 PM 9:30 PM 10:07 AM 10:37 AM 11:07 AM 11:37 AM 12:07 PM 12:37 PM 10:24 PM 11:24 PM 10:22 AM 10:52 AM 11:22 AM 11:52 AM 12:22 PM 12:52 PM 10:30 PM 11:30 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

100 100

80 80

60 60

40 40 Board Riders Board Riders

- 20 - 20 On On

0 0

-20 -20 44th & Fuller 44th & Potter Walma & 44th 29th & Shaffer 32nd & Breton 29th & Shaffer 44th & Eastern 44th & Division 32nd & Shaffer 44th & Stafford 44th & Stauffer Shaffer & 32nd 44th and Breton 44th & Jefferson 44th & Wilson W Breton & Granite 44th & Eastcastle 44th at 1029 44th 44th at 1505 44th 44th at 1825 44th 44th at 2215 44th 44th at 1750 44th 44th At 1446 44th 44th & Clyde Park 44th & Kalamazoo 32nd & 2793 32nd 44th & Buchannan 44th & Walnut Hills Lowes at Rivertown Lowes at Rivertown Kenowa at Walmart 32nd & Westminster 44th & Byron Center Breton & Drummond 44th & R.W.Berends 44th & Crooked Tree Breton & N Breton Ct Breton at 4352 Breton Wilson at 4565 Wilson Breton & Countrywood 44th east of Grantwood 44th across from Illinios 44th & Ivanrest Target - Walma & Hunters Ridge 44th across from Kimball 44th & Spartan Industrial Kenowa at 6331 Kenowa Rivertown Crossings Mall 44th at Hathaway Building 44th at 463 44th Street SE Breton & Whispering Brook Breton across from Portman Walma at Kentwood City Hall 44th At Breton Meadows Mall Kentwood Station - Woodland Kentwood Station - Woodland Breton across from Mapleview Walma At Pineview Apartments Century Center at Rivertown Meijer Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

160 220 160 220 180 180 120 120 140 140 80 100 80 100 40 60 40 60 20 20 0 0 -20 -20 Board Load - Board Load - -40 -60 -40 -60 On On -100 -80 -100 -80 -140 Boarding/Alighting Passengers Boarding/Alighting Passengers -140 -120 -120 -180 -180 -160 -220 -160 -220 44th & Fuller 44th & Potter 29th & Shaffer 44th & Eastern 44th & Division 32nd & Shaffer 44th & Stafford Walma & 44th 32nd & Breton 29th & Shaffer 44th & Stauffer Shaffer & 32nd 44th & Wilson W Breton & Granite 44th and Breton 44th & Jefferson 44th & Eastcastle 44th at 1029 44th 44th at 1505 44th 44th at 1825 44th 44th at 2215 44th 44th & Kalamazoo 32nd & 2793 32nd 44th at 1750 44th 44th At 1446 44th 44th & Walnut Hills 44th & Clyde Park 44th & Buchannan Lowes at Rivertown Lowes at Rivertown Kenowa at Walmart 44th & Crooked Tree Breton & N Breton Ct 32nd & Westminster 44th & Byron Center 44th & R.W.Berends Breton & Drummond Breton & Countrywood Breton at 4352 Breton Wilson at 4565 Wilson 44th & Ivanrest Target - Walma & Hunters Ridge 44th east of Grantwood 44th across from Illinios Kenowa at 6331 Kenowa Rivertown Crossings Mall 44th across from Kimball 44th & Spartan Industrial 44th at 463 44th Street SE 44th at Hathaway Building Breton & Whispering Brook Breton across from Portman Walma at Kentwood City Hall 44th At Breton Meadows Mall Kentwood Station - Woodland Kentwood Station - Woodland Breton across from Mapleview Walma At Pineview Apartments Century Center at Rivertown Meijer Boardings Alightings On-Board Load Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route DASH West Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 798 749 33.3 24.0 258 Pearl & Front L Loop 798 749 33.3 24.0 258 Pearl & Front L By Segment 1 Lake Michigan & Seward to Pearl and Ottawa OB 484 324 16.6 29.1 2 Pearl and Ottawa OB to Oakes & Ottawa 116 333 12.2 9.5 3 Oakes & Ottawa to Pearl and Ottawa IB 54 24 15.0 3.6 4 Pearl and Ottawa IB to Lake Michigan & Seward 144 68 9.4 15.2 By Time Period AM 291 274 8.3 34.9 222 Pearl & Front L Midday 424 403 21.7 19.6 46 Pearl & Front L PM 83 72 3.3 25.0 19 Pearl & Front L

Weekday Ridership by Trip - Loop

30 Boardings Max Load 25

20

15

Passengers 10

5

0 6:30 AM 6:44 AM 6:58 AM 7:12 AM 7:26 AM 7:40 AM 7:54 AM 8:08 AM 8:22 AM 8:36 AM 8:50 AM 9:04 AM 9:18 AM 9:32 AM 9:46 AM 1:02 PM 1:16 PM 1:30 PM 1:44 PM 1:58 PM 2:12 PM 2:26 PM 2:40 PM 2:54 PM 3:08 PM 3:22 PM 3:36 PM 10:00 AM 10:14 AM 10:28 AM 10:42 AM 10:56 AM 11:10 AM 11:24 AM 11:38 AM 11:52 AM 12:06 PM 12:20 PM 12:34 PM 12:48 PM

Trip Time

Weekday On-Board by Stop and Time Period - Loop

250

200

150

100

50 Board Riders - 0 On

-50

-100 Ionia & Louis Pearl & Front Pearl & Front Bridge & Winter Ottawa & Fulton Oakes & Ottawa Pearl & Summer Division & Weston Bridge and Summer Mt Vernon at Area 7 Pearl and Ottawa IB Oakes & Commerce Pearl and Monroe IB Pearl and Ottawa OB Ionia and Fountain IB Pearl and Monroe OB Ionia & Monroe Center Lake Michigan & Seward Lake Michigan & Seward Division and Fountain OB Division and Monroe Center OB

Early AM Peak Midday PM Peak Evening Night

Weekday Boardings and Alightings by Stop - Loop

300 300

200 200

100 100

0 0 Board Load -

-100 -100 On

Boarding/Alighting Passengers -200 -200

-300 -300 Ionia & Louis Pearl & Front Pearl & Front Bridge & Winter Ottawa & Fulton Oakes & Ottawa Pearl & Summer Division & Weston Bridge and Summer Mt Vernon at Area 7 Pearl and Ottawa IB Oakes & Commerce Pearl and Monroe IB Pearl and Ottawa OB Ionia and Fountain IB Pearl and Monroe OB Ionia & Monroe Center Lake Michigan & Seward Lake Michigan & Seward Division and Fountain OB Division and Monroe Center OB

Boardings Alightings On-Board Load

Route Productivity Summary Route Operations Summary Route DASH North Weekday Service Activity Productivity On-Board Load Hours

Boardings Alightings Service Hours Boardings per Service Hour Max Passengers On Board Max Load Location Direction Total 992 961 52.4 18.9 272 Monroe and Trowbridge SB O Inbound 497 480 26.2 19.0 250 Monroe & Michigan I Outbound 494 481 26.2 18.9 272 Monroe and Trowbridge SB O By Segment 1 Ionia at Downtown Market to Monroe & Louis 474 504 26.4 17.9 2 Monroe & Louis to Ionia & Leonard 518 457 21.2 24.4 By Time Period AM 94 90 7.8 12.0 32 Monroe and Trowbridge SB O Midday 419 403 19.5 21.5 120 Monroe and Trowbridge SB O PM 269 264 10.0 27.0 79 Monroe & Louis O Eve 144 140 9.5 15.1 39 Monroe & Louis O Night 67 63 5.6 12 24 Monroe & Michigan I

Weekday Ridership by Trip - Inbound Weekday Ridership by Trip - Outbound

10 10 Boardings Max Load Boardings Max Load 9 9 8 8 7 7 6 6 5 5 4 4 Passengers Passengers 3 3 2 2 1 1 0 0 6:30 AM 6:54 AM 7:18 AM 7:42 AM 8:06 AM 8:30 AM 8:54 AM 9:18 AM 9:42 AM 1:18 PM 1:42 PM 2:06 PM 2:30 PM 2:54 PM 3:18 PM 3:42 PM 4:06 PM 4:30 PM 4:54 PM 5:18 PM 5:42 PM 6:06 PM 6:30 PM 6:54 PM 7:18 PM 7:42 PM 8:06 PM 8:30 PM 8:54 PM 9:18 PM 9:42 PM 6:30 AM 6:54 AM 7:18 AM 7:42 AM 8:06 AM 8:30 AM 8:54 AM 9:18 AM 9:42 AM 1:18 PM 1:42 PM 2:06 PM 2:30 PM 2:54 PM 3:18 PM 3:42 PM 4:06 PM 4:30 PM 4:54 PM 5:18 PM 5:42 PM 6:06 PM 6:30 PM 6:54 PM 7:18 PM 7:42 PM 8:06 PM 8:30 PM 8:54 PM 9:18 PM 9:42 PM 10:06 AM 10:30 AM 10:54 AM 11:18 AM 11:42 AM 12:06 PM 12:30 PM 12:54 PM 10:06 PM 10:30 PM 10:06 AM 10:30 AM 10:54 AM 11:18 AM 11:42 AM 12:06 PM 12:30 PM 12:54 PM 10:06 PM 10:30 PM

Trip Time Trip Time

Weekday On-Board by Stop and Time Period - Inbound Weekday On-Board by Stop and Time Period - Outbound

120 120

100 100

80 80

60 60

40 40 Board Riders Board Riders - - 20 20 On On

0 0

-20 -20 Ionia & Bartlett Lyon & Monroe Monroe & Pearl Monroe & Louis Monroe & Louis Market & Fulton Market & Fulton Ionia & Leonard Ionia & Leonard Market & Cherry Ionia and Cherry Ionia & McConnell Market near Cherry Ionia and Cherry IB Monroe & Michigan Monroe & Michigan Cherry & Grandville Cherry & Grandville Monroe At DeVos Place Monroe at 1120 Monroe Cherry at RCS Entrance Coldbrook & Monroe NW Monroe at Boardwalk NW Monroe and Newberry SB Monroe and Newberry NB Ionia at Downtown Market Ionia at Downtown Market McConnell and Division IB Monroe and Trowbridge SB Monroe and Trowbridge NB Monroe across from Boardwalk NW Early AM Peak Midday PM Peak Evening Night Early AM Peak Midday PM Peak Evening Night

Weekday Boardings and Alightings by Stop - Inbound Weekday Boardings and Alightings by Stop - Outbound

300 300 300 300

200 200 200 200

100 100 100 100

0 0 0 0 Board Load - Board Load -

-100 -100 On -100 -100 On Boarding/Alighting Passengers Boarding/Alighting Passengers -200 -200 -200 -200

-300 -300 -300 -300 Monroe & Pearl Ionia & Bartlett Monroe & Louis Market & Fulton Ionia & Leonard Lyon & Monroe Ionia and Cherry Monroe & Louis Market & Fulton Ionia & Leonard Market & Cherry Ionia & McConnell Market near Cherry Monroe & Michigan Cherry & Grandville Ionia and Cherry IB Monroe & Michigan Cherry & Grandville Monroe At DeVos Place Cherry at RCS Entrance Monroe at 1120 Monroe Coldbrook & Monroe NW Monroe and Newberry SB Ionia at Downtown Market Monroe at Boardwalk NW Monroe and Newberry NB Ionia at Downtown Market McConnell and Division IB Monroe and Trowbridge SB Monroe and Trowbridge NB Monroe across from Boardwalk NW Boardings Alightings On-Board Load Boardings Alightings On-Board Load Comprehensive Operational Analysis | State of the System The Rapid

Appendix C Weekend Ridership Figure 1 Silver Line Saturday Ridership by Trip – Inbound

Figure 2 Silver Line Saturday Ridership by Trip – Outbound

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Figure 3 Silver Line Sunday Ridership by Trip – Inbound

Figure 4 Silver Line Sunday Ridership by Trip – Outbound

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Figure 5 Route 1 Saturday Ridership by Trip – Inbound

Figure 6 Route 1 Saturday Ridership by Trip – Outbound

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Figure 7 Route 1 Sunday Ridership by Trip – Inbound

Figure 8 Route 1 Sunday Ridership by Trip – Outbound

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Figure 9 Route 2 Saturday Ridership by Trip – Inbound

Figure 10 Route 2 Saturday Ridership by Trip – Outbound

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Figure 11 Route 2 Sunday Ridership by Trip – Inbound

Figure 12 Route 2 Sunday Ridership by Trip – Outbound

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Figure 13 Route 3 Saturday Ridership by Trip – Inbound

Figure 14 Route 3 Saturday Ridership by Trip – Outbound

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Figure 15 Route 4 Saturday Ridership by Trip – Inbound

Figure 16 Route 4 Saturday Ridership by Trip – Outbound

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Figure 17 Route 4 Sunday Ridership by Trip – Inbound

Figure 18 Route 4 Sunday Ridership by Trip – Outbound

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Figure 19 Route 5 Saturday Ridership by Trip – Inbound

Figure 20 Route 5 Saturday Ridership by Trip – Outbound

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Figure 21 Route 6 Saturday Ridership by Trip – Inbound

Figure 22 Route 6 Saturday Ridership by Trip – Outbound

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Figure 23 Route 6 Sunday Ridership by Trip – Inbound

Figure 24 Route 6 Sunday Ridership by Trip – Outbound

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Figure 25 Route 7 Saturday Ridership by Trip – Inbound

Figure 26 Route 7 Saturday Ridership by Trip – Outbound

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Figure 27 Route 7 Sunday Ridership by Trip – Inbound

Figure 28 Route 7 Sunday Ridership by Trip – Outbound

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Figure 29 Route 8 Saturday Ridership by Trip – Inbound

Figure 30 Route 8 Saturday Ridership by Trip – Outbound

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Figure 31 Route 8 Sunday Ridership by Trip – Inbound

Figure 32 Route 8 Sunday Ridership by Trip – Outbound

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Figure 33 Route 9 Saturday Ridership by Trip – Inbound

Figure 34 Route 9 Saturday Ridership by Trip – Outbound

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Figure 35 Route 9 Sunday Ridership by Trip – Inbound

Figure 36 Route 9 Sunday Ridership by Trip – Outbound

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Figure 37 Route 10 Saturday Ridership by Trip – Inbound

Figure 38 Route 10 Saturday Ridership by Trip – Outbound

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Figure 39 Route 10 Sunday Ridership by Trip – Inbound

Figure 40 Route 10 Sunday Ridership by Trip – Outbound

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Figure 41 Route 11 Saturday Ridership by Trip – Inbound

Figure 42 Route 11 Saturday Ridership by Trip – Outbound

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Figure 43 Route 11 Sunday Ridership by Trip – Inbound

Figure 44 Route 11 Sunday Ridership by Trip – Outbound

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Figure 45 Route 12 Saturday Ridership by Trip – Inbound

Figure 46 Route 12 Saturday Ridership by Trip – Outbound

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Figure 47 Route 13 Saturday Ridership by Trip – Inbound

Figure 48 Route 13 Saturday Ridership by Trip – Outbound

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Figure 49 Route 14 Saturday Ridership by Trip – Inbound

Figure 50 Route 14 Saturday Ridership by Trip – Outbound

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Figure 51 Route 15 Saturday Ridership by Trip – Inbound

Figure 52 Route 15 Saturday Ridership by Trip – Outbound

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Figure 53 Route 15 Sunday Ridership by Trip – Inbound

Figure 54 Route 15 Sunday Ridership by Trip – Outbound

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Figure 55 Route 16 Saturday Ridership by Trip – Inbound

Figure 56 Route 16 Saturday Ridership by Trip – Outbound

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Figure 57 Route 16 Sunday Ridership by Trip – Inbound

Figure 58 Route 16 Sunday Ridership by Trip – Outbound

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Figure 59 Route 18 Saturday Ridership by Trip – Inbound

Figure 60 Route 18 Saturday Ridership by Trip – Outbound

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Figure 61 Route 24 Saturday Ridership by Trip – Inbound

Figure 62 Route 24 Saturday Ridership by Trip – Outbound

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Figure 63 Route 28 Saturday Ridership by Trip – Inbound

Figure 64 Route 28 Saturday Ridership by Trip – Outbound

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Figure 65 Route 28 Sunday Ridership by Trip – Inbound

Figure 66 Route 28 Sunday Ridership by Trip – Outbound

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Figure 67 Route 44 Saturday Ridership by Trip – Inbound

Figure 68 Route 44 Saturday Ridership by Trip - Outbound

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Figure 69 DASH West Saturday Ridership by Trip

Figure 70 DASH West Sunday Ridership by Trip

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Figure 71 DASH North Saturday Ridership by Trip – Inbound

Figure 72 DASH North Saturday Ridership by Trip – Outbound

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Figure 73 DASH North Sunday Ridership by Trip – Inbound

Figure 74 DASH North Sunday Ridership by Trip – Outbound

Nelson\Nygaard Consulting Associates, Inc. | 37 Appendix D Supplemental Ridership Analysis

Comprehensive Operational Analysis | State of the System The Rapid

During the development of the State of the System report, Automatic Passenger Count (APC) data was used to analyze the average daily boardings and alightings for every stop and route in the system. The APC data for this initial assessment was collected between June and July 2019. Following this initial assessment, it was determined that Route 6, Route 15, and Route 18 may serve stops with ridership that is highly variable depending on local high school and university schedules, including Union High School, Calvin University, Grand Rapids Community College, Kent Career Technical Center, and Grand Valley State University-Pew Campus. Because these schools and universities were out of session during the time period covered by the APC data, supplemental data was collected, and updated ridership maps were produced for the three routes. The supplemental APC data for Route 18 was collected between October 11, 2019 and October 17, 2019. The supplemental APC data for Route 6 and Route 15 was collected between November 14, 2019 and November 22, 2019. The updated ridership maps are shown in Figure 1 through Figure 6.

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Figure 1 Average Daily Weekday Ridership, Route 6, Outbound

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Figure 2 Average Daily Weekday Ridership, Route 6, Inbound

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Figure 3 Average Daily Weekday Ridership, Route 15, Outbound

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Figure 4 Average Daily Weekday Ridership, Route 15, Inbound

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Figure 5 Average Daily Weekday Ridership, Route 18, Outbound

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Figure 6 Average Daily Weekday Ridership, Route 18, Inbound

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Appendix E Public Outreach Summary

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M E M O R A N D U M

To: Max Dillivan and Nick Monoyios, The Rapid

From: Steve Faber, Byrum & Fisk Communications

Date: January 22, 2021

Subject: Mobility for All Preferred Alternative Public Outreach - Phase Three Summary

This memo provides an overview and summary of the activities, key themes and takeaways identified during Phase Three outreach for the Preferred Alternative for Mobility for All. Phase Three activities occurred between October 2020 and January 2021. Due to the ongoing COVID-19 pandemic, outreach could not include community in-person meetings or gatherings but incorporated a series of digital outreach methods. Phase Three activities included interviews with Rapid staff, a board retreat and follow-up meetings, nine virtual community town hall presentations, five Mobility-on-Demand (MOD) employer presentations and follow-up meetings, on-bus materials to gather feedback from riders and over 20 one-on-one or group stakeholder meetings. In addition, Rapid staff and the project team hosted four informational drop-in sessions for Board members in early December.

Key Findings: Phase 3

• There is general support for proposed changes and service improvements. • Concerns are not focused on wholesale, major changes, rather specific segments and stops on certain routes. • The span of service schedule (earlier, later, weekend) continues to be a concern, but that is more related to pandemic/budget circumstances than to proposed changes. • There is considerable excitement regarding MOD zones, but there is a clear, recognized need for extensive marketing and education to ensure awareness and success.

Community Stakeholder Meetings Summary:

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Over the past three months, The Rapid hosted a series of one-on-one and group meetings to provide interested groups with updates on the Preferred Alternative and gather feedback. When possible, presentations were made as part of regular scheduled meetings. Through these efforts hundreds of individuals from across the service area were provided the opportunity to ask questions, raise concerns and make suggestions for improvement.

Alpine Township Amplify GR Calvin University Cascade Township City of East Grand Rapids City of Grand Rapids – Economic Development City of Grand Rapids – Planning Dept. City of Kentwood – Planning Dept. City of Walker – Planning Dept. (2x) City of Wyoming – Planning Dept. Colliers Concerned Citizens for Improved Transit (CCIT) Kent County Emergency Needs Task Force (ENTF) Godwin Heights Public Schools Grand Rapids Area Chamber of Commerce Grand Rapids Community College Grand Rapids Public Schools (2x) Hispanic Chamber of Commerce Kelloggsville Public Schools Mobile GR Southtown CIA The Right Place Uptown CID Wedgewood Westside CID

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Key themes, questions & considerations from community stakeholder meetings

• Look at Chicago Drive / Porter access to serve employers in area • Strong support for additional frequency and service to and for employers either through new fixed-route or the on-demand zones • Strong support for proposed service on new corridors, primarily Gezon Parkway and Ivanrest • General questions about how MOD Zones will work, what the customer experience will look like and how much it will cost • Recognition of growth along 4 Mile Road corridor and need for service • Some concerns over access for Union High School. All other high schools well served • Some concerns over consolidation of Route 12 & 18 • Discussions over pros and cons of moving Route 7 to Seward • Discussions over pros and cons of using Fulton or Wealthy for Route 5 • Some difficulty understanding ramifications of route changes without knowing specifics on timing and reliability of new routes • Consideration of adding stops between Patterson and Kraft on 28th • General support for using RiverTown Mall as a new “hub” with several routes converging • Cascade employers may want to engage in a discussion for adding MOD service • Encourage employer partnerships and private investment to improve service • Still interested in integration with other first and last mile services (i.e. scooters) and Wave Card integration • Northside service feels a little light; significant interest in a Leonard crosstown service at some point in the future. • Due to significant redevelopment in 49507 (particularly Madison Avenue), a Hall Street crosstown was suggested to be a potentially major benefit for growing population • Appreciation of Monroe Ave consolidation through downtown • Wealthy St. tradeoffs (Route 5) need to be evaluated but appears to make sense • Concerns over not going to key destination based on township partnership • Desire to see DASH service help cover sections of Seward between Bridge and Leonard • Questions over MOD transfers and fare • Questions over what and how service will be restored/improved if budget improves

Mobility on Demand Zone Summary:

In November, The Rapid invited employers from the Walker and Kentwood MOD Zones to provide feedback and learn more about employer and employee needs in the area. The Right Place, City of Walker and City of Kentwood provided employer contacts to be invited to the meetings.

Kentwood Employers Group – eight employers represented

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• Overall, positive impressions from employers; several explicitly indicated this would be a benefit to them and their employees • Shift times are a little earlier and later compared to the span of service we’re proposing • Main shift times begin at 6am, another main shift at 11pm • Sunday shifts are less important • Second and third shift employees tend to face more transportation challenges; first shift employees tend to have more seniority • Desire to expand Kentwood zone further south to 60th • Potential interest from employers to pool resources to contribute toward higher levels of service and/or expansion of zone • Plan to follow up with additional surveying/data collection and eventually with outreach materials to employees • May be undercounting employment in the area • Appreciation for Route 44 being an additional pick-up/drop-off location to connect to housing • Questions about fare structure and desire to keep cost as close to typical bus as possible • Desire to make this a high-quality customer experience

Walker Employers Group – eight employers represented

• Wheels-to-Work has been dialed back, so welcome alternatives • Currently high demand for workers in the area • Having a reservation system would be key • Many employers have a 6am or early first shift and would want later night service • Many manufacturers in the area have moved to more flexible work schedules to accommodate COVID-19 • Saturday service should be a priority • Explore how employers might contribute to enhancing service • Suggestions for expanding the zone

Virtual Public Meetings (October 12-16) Summary:

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From October 12-16, The Rapid hosted nine live, virtual public meetings to gather feedback. Meetings were streamed from The Rapid website and available on Facebook. Meetings were marketed by service area quadrant as well as system-wide. Comments were collected live via Q&A chat feature and comments and recorded using an interactive tool called Miro. All presentations and resources were made available through the Mobility for All website.

https://therapidmobilityforall.com/2020/10/14/preferred-alternative-resources-and- recommendations/

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Summary of public comment meetings:

• Desire for more weekend and long-running service (get back to pre-pandemic levels) • Desire for more Sunday service for Route 18 • Desire for new route on Monroe between Leonard and Riverside Park • Desire Leonard crosstown service some day • Desire pedestrian improvements (crosswalks) on Plainfield – Route 11 • Desire Sunday service on Route 13 • Moving Route 15 off East Beltline should improve reliability • Desire more waste receptacles along Route 15 • Will there be service kiosks available to access MOD zones? • What are the expansion opportunities for the MOD zones in Cascade Township and Caledonia Township (many employers south of 52nd)? • Timing of transfers at Rivertown Mall will be important • Concerns over losing service if Route 8 is moved from 44th • Ensure stop is located on Route 28 near Wilson Avenue for transfer ease • Loss of service on Bridge Street between Lane and Seward is an issue • Questions about how Route 1 would cover Madison Ave.

On-bus Flyers and Rider Feedback Summary:

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Starting in December, flyers were made available on all buses in both English and Spanish summarizing the Preferred Alternative and soliciting feedback by email, phone, social media or in-person to drivers.

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Summary of rider feedback:

• Moving Route 5 to Fulton will impact some riders that can’t walk far • Concerns raised over how consolidating Route 12 & 18 will impact specific employers in the Butterworth area • Questions over how changes to route serving West Michigan Aviation Academy at the airport will be handled • Desire to keep Route 4 going to Gaines Township Meijer • Concern over Route 17 no longer serving airport with fixed route

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M E M O R A N D U M

To: Max Dillivan and Nick Monoyios, The Rapid From: Steve Faber, Byrum & Fisk Communications Date: July 21, 2020 Subject: Mobility for All Public Outreach Summary

This memo provides an overview and summary of the key themes and takeaways identified during the initial outreach (Phase 1) for Mobility for All and feedback received to date on the three service scenarios (Phase 2). Phase 1 activities included interviews with The Rapid staff (operators, planning, finance, communications), individual Rapid board members, over 25 community partners, as well as a board workshop and a Design Your Transit System online survey. Phase 1 outreach was intended to educate and inform various stakeholders on the state of the system and identify aspects of the transit system that are working well, that are not working well and priorities for service improvements. Phase 2 activities centered around gathering supporting research from the 2017 Align Study and gathering community feedback on the three service scenarios - Frequency, Coverage, Weekend - through an open house at Central Station, stakeholder group meetings and a Preliminary Service Options online survey. A series of additional open houses and group meetings were scheduled as part of Phase 2 but were postponed due to COVID-19. Phase 2 outreach is to be followed by additional community engagement around a preferred alternative and the implementation schedule.

Key Findings: Phase 1 . High priority improvements identified by The Rapid staff include improving weekend service, addressing on-time performance, and maintaining facilities and bus shelters. September 2019 . Board member interviews and a Board Workshop were used to develop guiding principles and ranking priorities, with the top three being more direct service, serving areas of the greatest need and more frequent service with fewer transfers. September 2019 . The Design Your System survey had over 500 responses and asked respondents to prioritize improvements to the transit system given a cost-neutral constraint. October 2019 - January 2020 − The highest priorities for respondents were improving weekend service frequency, improving weekend service span, and adding more lighting to bus stops. − Both transit users and non-transit users placed a high priority on improving Saturday frequency and service span. Transit-users also placed a high priority on improving Sunday frequency and service span, while non-transit users prioritized investments in new service types, including neighborhood circulators, express bus, and park-and- ride lots.

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− Survey results suggest that people regularly riding The Rapid are constrained by limited weekend service and people who do not regularly ride The Rapid may be more likely to do so if service was provided closer to where they live or work. . Community partner interviews yielded additional insight into addressing specific changes in employment and population patterns in the six cities that make up the service area, a growing appetite for emerging mobility solutions, opportunities for new partnerships to enhance service and the identification of transit challenges experienced by a particular sector or community. October 2019 – February 2020

Key Findings: Phase 2

. The Central Station Open House and corresponding stakeholder meetings provided both broad feedback on the three service scenarios as well as specific feedback to the route changes and solutions proposed in each scenario. Many of the conversations centered around helping people understand the tradeoffs of each scenario and explaining the emerging mobility solutions being proposed in Walker and Kentwood. A main takeaway from the open house was that people have a strong allegiance to their route and needed time to process route changes and the potential benefits of any change. February 2020 . The Open House was followed by specific stakeholder group meetings with local municipalities, economic development groups and social service agencies to gather additional feedback on the service scenarios with much of the discussion focused on how to best serve employment hubs with emerging mobility, the shift in the City of Grand Rapids priority from downtown to serving more transit needs of Neighborhoods of Focus and ensuring certain proposed route changes didn’t adversely impact a specific community. February 2020 . The Preliminary Service Options online survey had 140 responses that provided feedback on the three service scenarios and gathered feedback on specific route changes and solutions proposed in each scenario. February – March 2020 − Scenario One: Frequency – 72% of respondents had an overall positive reaction to this scenario. Respondents liked that it simplified routes, especially through downtown, and people acknowledged this scenario appeared to work the best for the most people based on population and employment. The tradeoff respondents saw was possibly less coverage to certain areas of the service area due to consolidation of routes. − Scenario Two: Coverage – 64% of respondents had a positive reaction to this scenario. Respondents liked that it was more familiar in terms of route alignment and it appeared to better serve Metro Health. Respondents saw some of the streamlining of routes, like not entering the Hope Network and Meijer parking lots, might be an issue. There was also concern over having to potentially navigate more transfers instead of coming to Central Station. − Scenario Three: Weekend – 50% of respondents had a positive reaction to this scenario. Respondents liked the idea of a private/public partnership for late-night service. Current transit riders are the most interested in weekend and late-night service. Respondents did not like that it came at the cost of scaling back weekday service and that there would be longer wait times.

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. While no single scenario is meant to be implemented in its entirety, respondents ranked the service scenarios from most preferred to lease preferred: #1 Frequency (47%) #2 Weekend (28%) #3 Coverage (19%). . A comprehensive review of the 2017 Align Study showed several consistent themes between the two studies such as priorities for increased frequency, expanded hours of operation, connections to jobs and services and faster travel times which aligned with many of the elements in the frequency and weekend were scenarios. April 2020

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PHASE I OUTREACH SUMMARY This appendix provides an overview of the key themes and takeaways identified during Phase I of outreach for The Rapid Mobility for All comprehensive operational analysis. Phase I activities include interviews with The Rapid staff, board members, and stakeholders, as well as the Design Your Transit System online survey. Phase I outreach is intended to identify aspects of The Rapid system that are working well, that are not working well, and priorities for service improvements. Key Findings . High priority improvements identified by The Rapid staff include improving weekend service, addressing on-time performance, and maintaining facilities and bus shelters. . The highest priorities for survey respondents were improving weekend service frequency, improving weekend service span, and adding more lighting to bus stops. . Both transit users and non-transit users placed a high priority on improving Saturday frequency and service span. Transit-users also placed a high priority on improving Sunday frequency and service span, while non-transit users prioritized investments in new service types, including neighborhood circulators, express bus, and park-and-ride lots. . Survey results suggest that people regularly riding The Rapid are constrained by limited weekend service and people who do not regularly ride The Rapid may be more likely to do so if service was provided closer to where they live or work. The Rapid Staff Interviews During the week of September 23, 2019, the project team conducted multiple interviews with The Rapid staff members representing multiple departments, including planning, communications, operations, and finance. The team also led a separate drop-in workshop with vehicle operators to provide feedback and identify potential strengths and weaknesses of the system.

Planning Staff During the interview with the planning department on 9/24/2019, staff identified geographic coverage, service span, and core service frequency as strengths of the existing system. Potential improvements included extending the Silver Line further south, improving customer service and facilities maintenance, later service for shift workers, and on-time performance on the Silver Line, Route 1, and Route 19.

Communications Staff The interview with communications staff on 9/24/2019 echoed many of the same themes identified by planning staff. Major themes for service improvement include more weekend service, later night service, higher frequency, and more facilities maintenance. The communications staff also noted that transit riders have reported the short turns provided on some routes during peak periods are confusing, particularly for people who are new to the system.

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Operations Staff The project team interviewed members of the operations staff on 9/25/2019. The operations staff identified fleet size, on-time performance, staff recruitment and retention, farebox maintenance, and limited time and locations for bus layovers as the key challenges for the agency. The staff listed all-day 15-minute service, improved customer service, reducing low productivity service and replacing it with on-demand zones, and improving scheduling and dispatch software as the most important improvements for the agency.

Finance Staff The interview with finance staff on 9/25/2019 identified project delivery and partnerships as major strengths of the agency. The Silver Line was implemented ahead of schedule and under budget, and The Rapid has been successful in partnering with Spectrum Health, multiple universities, and balancing service between the six cities in the service area. A key challenge identified by the finance team is addressing transit needs outside of the existing service area. The current policy is to only provide service outside of the six cities if a township agrees to directly fund the service, preventing some routes from reaching nearby high-demand destinations.

Operator Interviews On 9/25/2019, the project team hosted an open house in the operator breakroom to seek route by route and systemwide feedback from vehicle operators on break and before or after their shifts. Suggested improvements from operators include adding more Sunday service, particularly on Routes 7, 12, and 15, shared stops between the Silver Line and Route 1, and adding more running time to the schedule to improve on-time performance of routes. Comments from the operator open house are shown in Figure 1.

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Figure 1 Comments provided during the operator open house

The Rapid Board Workshop During Phase I outreach, the project team has engaged with the board as a whole and conducted one-on-one meetings with all of the individual board members. During the board workshop on 9/26/2019, an anonymous survey was administered to gauge the board’s priorities on specific transit service tradeoffs. These tradeoffs and priorities included: . Frequency and span – 43% prefer less frequent service over a longer time . Coverage – 57% prefer more frequent service to fewer areas . Days of service – 43% prefer more weekday service and less weekend service, but 50% prefer an even balance between weekday and weekend service . Transfers – 58% prefer fewer routes with more frequent service but fewer transfers . Directness – 75% prefer faster, more direct service with longer walks for passengers . Stop spacing – 75% prefer fewer stops and faster service but with longer walks for passengers . Service types – 54% prefer an even balance between improving the local bus network and the commuter bus network . Service distribution – 64% prefer providing service to areas with the most need, rather than the most funding

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Figure 2 The Rapid board members during the transit planning workshop

The Rapid Board One-on-One Meetings Following the board workshop, the project team determined that it was important to better understand board priorities and followed up with a series of one-on-one meetings with each board member. In mid-October, the project team conducted a series of board interviews to gain perspective on various issues related to delivering a service plan that can ultimately be endorsed. Fourteen individual board members participated in the 30-minute interviews. Major themes identified in these interviews include: . Ridership is seen as a chicken-and-egg scenario. Many board members find themselves deliberating between prioritizing increasing service in high demand areas to grow ridership before serving low demand areas, or prioritizing reaching out to low demand areas to reach new riders and increase demand. However, there is agreement that The Rapid has to do the basics right first. . There is good camaraderie between the six cities but growing tension with the townships. Board members expressed the need for fairness, but that does not necessarily mean equal service. There are going to be donor cities and recipient cities. People don’t want routes running with no ridership just to say we are serving a community. We may need to define “reasonable/appropriate level of service” and how to measure and communicate service levels to every community.

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. The board is very open to strategies for reaching low-demand areas that do not have fixed-route service. Reaching areas and communities that are underserved is part of the mission. It may take time for the demand to grow in an area, so there needs to be some long-range support for these types of flexible services as well. There may be a need to build up the justification for the more predictable routes. Stakeholder Interviews After the development of the State of the System Report and prior to creating preliminary service scenarios, more than 25 in-person, one-on-one and team meetings with various community partners were conducted in January and February 2020 (Figure 3). This was an opportunity to introduce the COA process and share data on current and future demand, ridership, productivity and on-time performance. Partners were asked to provide feedback on the State of the System report and share potential challenges and opportunities for transit for their constituency or community. Stakeholders engaged as part of this process were intended to be representative of the service area and primary sectors impacted by changes in the transit system.

Figure 3 Phase I Outreach: Community Partner Engagement

Government Equity and Inclusion Economic Development Education City of Grand Rapids Grand Rapids Urban Local First Grand Valley State Mobile GR League University City of Grand Rapids Disability Advocates of The Right Place Grand Rapids Community Planning Dept. Kent County College City of East Grand Rapids Emergency Needs Task Grand Rapids Chamber of Calvin University Force Commerce City of Grandville Latino Community Grandville-Jenison Kelloggsville Public Coalition Chamber of Commerce Schools City of Walker NAACP Hope Network Godwin Heights Public Schools City of Kentwood Wyoming-Kentwood Grand Rapids Public Chamber of Commerce Schools Alpine Township Kent Intermediate School District Byron Township Cascade Township Gaines Township Mayors and Managers Group Michigan Department of Transportation Note: Italics indicate meetings schedule or still in the process of scheduling as of February 12, 2020.

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Major takeaways from these interviews include: . There is a recognition that the service area and region is changing in terms of employment and population. Partners recognize the challenges associated with meeting shifting transit demand. . The Rapid has strong partnerships to build on and there are willing partners in the community. . There needs to be a concerted effort to engage townships and other growing communities in how transit can serve their community. The existing township partners generally value coverage over frequency. . Many partners highlighted the need for a better quality outside of just frequency and coverage, including bus stop maintenance, rider code of conduct and consistency. . There were several communities interested in exploring models for how to better service their student populations and their families. Schools of Choice means bussing isn’t available through the districts for all students. . There is a lot of interest in how emerging mobility solutions can service harder-to-reach employers. There’s a recognition that suburban employers with varying shifts are difficult to serve. . Partner support for transit goes beyond ridership and is often part of their stated commitment to sustainability. . Many communities are currently going through master planning processes and moving toward more transit-oriented development standards for future growth. Stakeholder conversations are anticipated to continue in Phase II outreach and as recommendations are developed as part of the Mobility for All planning process. Design Your Transit System The Design Your Transit System online survey was open for public comment from October 4, 2019 until January 6, 2020. More than 500 responses were collected, as well as nearly 450 responses for the follow-up survey. The verbatim open-ended comments from the survey are attached to this memo as an appendix. Survey respondents were asked to design their ideal transit system by selecting specific improvements with a cost associated for implementation. Respondents had a predetermined budget to work with, limiting the combination of possible improvements for their system. This required respondents to focus on prioritizing the most important service improvements while maintaining a realistic budget for practical implementation. For example, the survey shown in Figure 4 provides respondents with a budget of $20 and shows the cost associated with each improvement. Providing more frequency for weekday midday service is relatively expensive, costing $5, while installing more lighting at bus stops is relatively inexpensive, costing $1. This forces respondents to choose between fewer, more impactful improvements or more, less impactful improvements. After selecting their desired improvements, respondents were given the opportunity to participate in a follow-up survey about their travel behaviors, demographics, and were given the opportunity to provide open-ended comments about public transportation in Grand Rapids.

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Figure 4 Design Your Transit System Survey

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Survey Results Overall, 502 people responded to the Design Your Transit System survey, and 449 people responded to the follow up survey. On average, respondents selected six or seven distinct improvements with their allotted budget. Figure 5 shows how frequently respondents selected each of the 19 improvements. The most commonly-selected improvements were more frequent Saturday service (55%), Earlier/later Saturday service (53%), More lighting at bus stops (51%), More frequent Sunday service (48%), and Earlier/later Sunday service (46%). The results of the Design Your Transit System survey align with key findings from staff interviews. Weekend service was identified as a key weakness of the existing system by staff from multiple departments. Survey participants echoed this sentiment, identifying higher frequency and longer service span on Saturdays and Sundays as the top service-related priorities. Figure 5 Design Your Transit System Survey Results

More frequent Saturday service 55% Earlier/later Saturday Service 53% More lighting 51% More frequent Sunday service 48% Earlier/later Sunday service 46% More benches and shelters 44% Later evening service 41% Real-time arrival info 40% More frequent evening service 36% Route and schedule information 35% Neighborhood circulators 34% Express service to downtown 33% Express service to suburban employment sites 32% More frequent midday service 28% Earlier morning service 28% Improve access to stops 26% Add bus lanes and transit priority improvements 22% Add park-and-rides 14% Service to suburban industrial areas 0% n=502 0% 10% 20% 30% 40% 50% 60%

The selected improvements were analyzed independently for transit users and non-transit users. For the purpose of this analysis, transit users are defined as survey respondents who take the bus at least once per week and non-transit users as respondents who take the bus less than once per week. Assessing priorities for these two groups independently, shown in Figure 6, suggests that transit users’ top priorities were generally focused on improving weekend service, while non- transit users’ priorities included new service types, improving facilities, and improving Saturday

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service. Both groups have strong preferences for improving Saturday service and providing more lighting at bus stops. Transit users’ priorities align with the overall survey results, with improving service span and frequency on Saturday and Sunday as the four highest priorities. Weekend service improvements were selected by transit users more frequently than the overall group of survey respondents, with between 55% and 62% selecting improving frequency and service span on both Saturdays and Sundays. This suggests that limited weekend service is a key constraint for people currently riding the bus. Non-transit users prioritized Saturday service improvements but were less likely to prioritize Sunday service improvements. The most commonly-selected improvement for non-transit users was neighborhood circulator services (55%). Additionally, non-transit users were more likely to select express service to downtown (17% more), express service to suburban employment sites (12% more), and more park-and-ride lots (14% more) than transit users. This suggests that people who do not currently use The Rapid system may be more likely to take transit if there were routes closer to where they live or work. Figure 6 Design Your Transit System Survey Results – Transit Users vs Non-Transit Users

53% More frequent Saturday service 62% 44% Earlier/later Saturday Service 58% 36% More frequent Sunday service 56% 29% Earlier/later Sunday service 55% More lighting 53% 48% 37% Later evening service 47% 39% More benches and shelters 46% 31% More frequent evening service 42% 35% Real-time arrival info 40% Route and schedule information 37% 36% 23% Earlier morning service 32% More frequent midday service 31% 32% Improve access to stops 32% 26% Neighborhood circulators 55% 26% Express service to downtown 43% 26% Add bus lanes and transit priority improvements 24% 21% Express service to suburban employment sites 32% 20% Add park-and-rides 19% 5% 0% Service to suburban industrial areas 0% n=224 0% 10% 20% 30% 40% 50% 60% 70%

Non-Transit Users Transit Users

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PRELIMINARY SERVICE SCENARIOS Building upon the guiding pricniples, three preliminary service scenarios were developed to improve The Rapid service. Scenario 1 – Frequency seeks to improve the quality of service throughout the system by improving the all-day service freuqency of key routes and retain downtown Grand Rapids access. Scenario 2 – Coverage creates new east-west crosstown routes, improves all-day frequency of key routes, and maintains shorter walks to transit service. Scenario 3 – Weekend presents limited frequency improvements on select corridors and includes a longer span of service and improved service frequency on Saturdays and Sundays. Scenario 1 – Frequency Scenario 1 – Frequency, as shown in Figure 7 and Figure 8, seeks to improve the quality of service throughout the system by improving the all-day service frequency on key routes and retaining downtown Grand Rapids access within the existing budget. Specific improvements include: . Improves service frequency to operate every 15 minutes all day on weekdays on eight routes. . Simplifies service by eliminating trips that operate only on part of the route. . Schedule adjustments are made to keep buses on time in the afternoon. . Forty-foot buses are replaced by smaller, flexible on-demand vehicles in three lower- ridership areas. . Service levels are adjusted in lower-ridership areas. . Six routes are consolidated into other routes, including: Route 3, Route 5, Route 12, Route 13, Route 16, and Route 17.

Benefits of Scenario 1 – Frequency . Simplified routing in downtown Grand Rapids that is easier to understand. . 15-minute all day weekday service on eight routes (Silver Line, Route 2, Route 4, Route 6, Route 9, Route 10, Route 11, and Route 19). . More direct service for most passengers. . Additional service to Knapp’s Corner and RiverTown Crossing areas. . An additional 92,000 residents and 61,000 jobs are within ¼ mile of all day 15-minute service. . Overall system ridership would likely increase over today’s levels.

Drawbacks of Scenario 1 – Frequency . Longer walks for some existing passengers to continue accessing The Rapid. . Some areas would no longer have service. . Service would no longer pull into Hope Network or 28th Street Meijer.

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Figure 7 Preliminary Service Scenario 1 – Frequency, System Map

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Figure 8 Preliminary Service Scenario 1 – Frequency, Frequency Map

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Scenario 2 – Coverage This scenario, as shown in Figure 9 and Figure 10, creates new east-west crosstown routes, improves the all-day frequency of key routes, and maintains shorter walks to transit service. The focus on Central Station in downtown Grand Rapids is reduced, as several areas that currently have one trip would need to transfer. Improvements can be funded within the existing budget. Specific improvements include: . Improves service frequency to operate every 15-minutes all day on weekdays on nine routes. . Simplifies service by eliminating trips that operate only on part of the route. . Schedule adjustments are made to keep buses on time in the afternoon. . Forty-foot buses are replaced by smaller, flexible on-demand vehicles in two lower- ridership areas. . Service levels are adjusted in lower-ridership areas. . Six routes are consolidated into other routes, including: Route 3, Route 5, Route 12, Route 13, Route 16, and Route 17.

Benefits of Scenario 2 – Coverage . Simplified routing in downtown Grand Rapids that is easier to understand. . 15-minute all day weekday service on nine routes (Silver Line, Route 2, Route 4, Route 6, Route 9, Route 10, Route 11, Route 19, and Route 28). . Additional service to Knapp's Corner. . An additional 123,000 residents and 92,000 jobs are within 1/4 mile of all day 15-minute service on weekdays. . Overall system ridership would likely increase over today's levels.

Drawbacks of Scenario 2 - Coverage . Passengers on parts of Michigan Street, Leonard Street, Bridge Street, 36th Street, Michael Avenue, and Byron Center Avenue no longer have a direct connection to downtown Grand Rapids. . Longer walks for some existing passengers to continue accessing The Rapid. . Some residential and employment areas would no longer have service. . Service would no longer pull into Hope Network or 28th Street Meijer.

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Figure 9 Preliminary Service Scenario 2 – Coverage, System Map

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Figure 10 Preliminary Service Scenario 2 – Coverage, Frequency Map

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Scenario 3 – Weekend This scenario includes limited frequency improvements on select corridors and focuses on improving how often and how early or late buses operate on Saturdays and Sundays. Improvements can be funded within the existing budget. Specific improvements include: . Saturday service frequency improved on 6 routes: − 30-minute frequency added on Route 2, Route 4, Route 9, Route 10, Route 11, and Route 15. . Adds or extends Sunday service span on 12 routes: − Silver Line, Route 1, Route 2, Route 4, Route 5, Route 6, Route 9, Route 10, Route 11, Route 15, Route 24, and Route 28. . Initiates a new late-night partnership with taxi/Uber/Lyft/etc. to provide subsidized trips between 12:00 am and 5:00 am to provide better employment access. . Service levels are adjusted in lower-ridership areas. . Three routes are consolidated into other routes, including Route 3, Route 16, and Route 18. Benefits of Scenario 3 – Weekend . Least amount of change from today's network. . Weekend service is more consistent and reliable. . Additional service to RiverTown Crossing. . An additional 10,000 residents and 14,000 jobs are within 1/4 mile of all day 15-minute service. . More residents and jobs are served on weekends. − 29,000 more people and 23,000 more jobs are within 1/4 mile of 30-minute service on Saturdays. − 25,000 more people and 42,000 more jobs are within 1/4 mile of 30-minute service on Sundays.

Drawbacks of Scenario 3 – Weekend . Routes 5, 7, 8, and 15 would only operate every 30-minutes during weekday peaks, instead of every 15-minutes. . Routes 7, 12, and 17 would operate hourly during weekday midday, instead of every 30- minutes. . System ridership would likely go down over today's levels. . Service would no longer pull into Hope Network or 28th Street Meijer.

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Figure 11 Preliminary Service Scenario 3 – Weekend, System Map

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Figure 12 Preliminary Service Scenario 3 – Weekend, Frequency Map

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APPENDIX: VERBATIM COMMENTS

Is there anything else you’d like to say about taking public transit in Grand Rapids? Make the displays at Silver Line stops work 100% of the time. Answer the #$__&&@# phone. (Once waited almost 1 hour on hold) I The drivers act like they dont see you running as fast as you can to catch the bus, whether I'm getting off a bus that's late or the bus was early, they'll pull off in front of you. The drivers also have attitudes about the littlest things. I am a 58 year's old and I'm disabled I am having a hard time getting a free bus pass my doctor has sent the information but customer service at the Rapid says I need more information from my doctor it could be a bit easier for the disabled. Consider emulating some of the features Cleveland has in its public transit system to improve efficiency and increase ridership. When I lived there for a year I actually didn’t bring my car but found they had an amazing network, including a legit BRT that had its own lane and was super efficient and reliable. As an aside, a major idea I keep thinking about is an express bus service from downtown hotel district and medical mile to airport via 28th st hotels. I would call it the GRRapid (using the airport code and the Rapid together) and I think it would be wildly popular among convention folks and downtown citizens if buses were frequent and fast enough. Something to consider! I LOVE riding The Rapid! Although it isn't a perfect system, it meets my needs quite well, and I hope to keep riding it on a regular basis as long as I can. I think improving services so that people can get to and from work or school is very important. I wish they had a route to 330 e. beltline ave. ne I feel like your on the right track with the wave card, i think you need to run later on Saturday and Sunday, many people's jobs rely on the bus on weekends too. Lighting at stops is a major concern. Many stops are dark making it hard to for bus drivers to see riders waiting - why should a rider need to shine a light to make themselves visible to drivers. Also, lack of light creates safety issues for all but most especially women and children/students. Traffic delays happen - maybe scheduling needs should be reevaluated. Some routes need to run later and on Saturday and Sunday like the #5 and # 24 on Sunday would be great. With both running every 30 minutes Monitor the people who ride I used to take it more than once per week, but now less ... because you suddenly moved my bus stop to a place where there are no crosswalks. It is dangerous to cross there, and to use crosswalks I now have to go way out of the way. The hassle and time that takes makes me just choose to drive. I wish the busses had stops close to where I live in off campus apartments, because out shuttle only runs until 3 pm. I have classes until 9 pm and feel very unsafe having to walk from the bus stop to my apartment. I love the transit is takes you wherever you want to go it's takes me to work takes me to visit friends and family Please provide a bus route connecting routes 7 and 28 via Wilson Ave. Going to holland and zeeland mi. I would use it but since I live in Sparta it is too inconvenient to make the transition. It amazing I am a bus operator for the Rapid. Alot of working people are looking for expanded service on Sundays and evenings to get them to work. I love the bus system, the drivers are really nice! I just wish you guys would expand out on the beltline and such To please and try to have a strict limit of people on the buses. An app for the wave card would be amazing!!

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Is there anything else you’d like to say about taking public transit in Grand Rapids? The Rapid is the worst bus service I've ever used. Other big cities like Chicago, Boston, and Daytona Beach have public bus service and there's no comparison. Theres no reason you cant improve your service across the board except corporate greed. Plainfield corridor has been neglected since withdrawing from north kent mall. Shame on the rapid. Adding a cascade route via through meijer? Shame on the rapid. Hey that can be our next add campaign when the rapid asks for more tax $..SHAME ON THE RAPID.... The needs to be shelter seating on the 28th street bus route on both sides of the street. And some area on the bus for shopping cart like there is fir wheelchairs and bike's. Add Sunday to route 14 Wish they come out to jenison Over all the bus transportation is a well organized system that I appreciate the courtesy of the drivers and the patience that they endure each and everyday... Thank you so much drivers!!! Use a social media campaign to show how friendly and easy it is to use the bus system I don’t currently live in GR but have plans to move there in the next year and would like to use the Rapid as much as possible. I did live in GR until a few months ago. Public transit should be free to encourage more ridership. Only if convenient and reliable and affordable can it compete with private mobility. I love the idea of bus services expanded to some suburban outlying areas or industrial areas. I live in Plainfield Twp and am about 1.5-2 minutes from the most Northern bus stop on the Plainfield Route- which can be challenging for my husband and I especially in weather or when working late night hours. I also work in physical rehab and medicine and have many people who can't use the bus as they are in an outlying area (Grandville, etc...). I also love the idea of the real time bus arrival information at the stops. I use the app but for those that don't have access to technology, it would be helpful. Thanks for all the work you are doing!!! I think it's pretty great! There's always room for improvement, but I'm able to live car-free in Grand Rapids thanks to the Rapid and it's pretty convenient! I would like to see that the central bus station information booth stay open longer Yes, I think it would be beneficial to have the bus go further out Plainfield like at least to 5 Mile because there are places out that way that without transportation it's hard to get to and walking all that way from the unemployment office with kid's especially when it's dark so early it makes it really hard to tap into resources for low income families when you can't even get there and I am not sure why the bus goes to Rivertown Crossings which is alot further in the opposite direction but can't go to at least 5 Mile and Plainfield, there is alot out that way that people would like to go but can't, I just thought I'd comment on this because I really don't understand why. Thanks. We appreciate the service we use (50 to Grand Valley in Allendale) and hope there's a way to entice more people to use public transit and get out of their cars. If you do anything, please please PLEASE offset the timing of route 28. Talking into account a normal amount of lateness, there's almost no transfers you can make consistently going eastbound. I would like to see crosstown routes added north and south, for instance, Leonard Street in the North and perhaps Burton in the south. Now to get across the river you either have to transfer and wait for another bus or go to Central Station. Good I take the 50 to Grand Valley almost every day. I love riding the bus! We need more revenue streams to support transit and higher taxes as this is a lifeline for our community I gave up my car 2 years ago and I appreciate The Rapid services. I use the #2 route often, and it is nearly always late and gets me to appointments late. Occasionally I wait for a bus for over an hour. I am a senior citizen with serious hip problems and waiting that long is difficult for me.

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Is there anything else you’d like to say about taking public transit in Grand Rapids? I live downtown Grand Rapids and would like to be able to ride the Rapid to my job in Allendale. I can currently take the Rapid to GVSU in Allendale, but then I am still 3 miles from my job at the township hall. As much as i'd like to; it is not practical for me to take public transportation to work. Perhaps adding a stop at the Family Fare or a senior housing facility in Allendale could increase the number of riders. Longer bus service. At least to 2am Service on weekends really needs to have increased frequency and later end times. There are three bus lines that run by my house after 8pm. All three run once per hour at the same line up. This makes it really hard for me to take a bus home from work. Extend the number 2 kalamazoo to gaines meijer Extend the 15 east Leonard to meijer garden Extend saturday service to 11:15pm Extend sunday service to 9:15pm Add a shuttle services from downtown to the whitecaps games during homes games. Thank you for having the best public transport system in Michigan! Get rid of the intoxicated people who call the Silver Line stops at Wealthy, Franklin and Burton and Division home. My need for rides vary. Shopping, doctors appointment, lab tests, out to dinner. Sometime I ride many times a day, then I skip 2 or 3 days. Expanded service would be great. Many 2nd shift workers can't get home on the bus. Out at 11 and left stranded at work. They took the bus to work, and became stuck because service has stopped. Please fix this first. Please combine the Silverline and number 1 bus route. Make it run more often and earlier and later. Please let it run all the way to 68th street all hours. It’s a great system, but everything could use a little improving sometimes. It’s hard to work weekends when the busses stop so early and some don’t run on certain days Thank you for looking to make things even better! The Rapid bus service has always gotten me to work on time no matter what job I've had! Love you guys. Suggestion of a shuttle bus to/from Meijer Gardens. Possibly from Meijer store on Knapp and Beltline. Especially during special events. Maybe on weekends. I believe the Rapid should focus on fine-tuning the services it currently provides before investing in more. For example: increasing the frequency of weekend service so it's actually feasible for those who count the on the bus to go somewhere on a Sunday evening, instead of adding more routes. 5:45pm weekdays is too early to quit the every 15 min. service b/c many office workers may get out late or are scheduled until 6 pm. the 10-ride pass was cheaper for me b/c I have a car & mainly use it only 2-4 times a month unless I have a temp office job downtown I wish more people would do it. But the changes that I suggested could help with that! I appreciate all the drivers and every employee of The Rapids, and I support public transportation. I am really liking the wave card. I take the bus when convient (which isn't often). I would ride the bus more frequently if (a) buses ran along my work schedule (I sometimes start at 5am, sometimes I end at 10:30pm) and (b) the commute was a bit faster (It takes 15minutes to drive to work, and over an hour to use transit). So I only ride the bus when I don't work, and when I don't have a lot to do (it takes too long to do more than one task in a day). If there was a rapid closer to my home I would be using it more I really appreciate the addition of the Wave Card. Speeds up boarding times. I’d very much like to see The Rapid add Apple Pay and Apple Pay Express Transit support. The ability to pay by waving my Watch without needing to pull out my Wave card would be even more convenient for passengers with that technology. At least give us the ability to pay with a smartphone app (NFC or barcode). Thanks for your efforts in making transit more successful in Grand Rapids! I work in my neighborhood now, so I walk or ride my bike (except winter.) I would use the bus to go downtown more often if we weekday and weekend service until 11pm, and Sunday service for bus #14 i wish route 12 would run on sundays even if we have a little people to ride it

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Is there anything else you’d like to say about taking public transit in Grand Rapids? Not at this It is really good for the size of our city. For the most part the drivers are very helpful and willing to go the extra mile (and sometimes they take a lot of flack from people....and still keep their cool. As I get older, the condition of bus stops becomes very important to me. Local home owners and even major business owners to not think of shoveling bus stops. The elderly are in danger. Some of the bus drivers are very rude and unhelpful, and some drivers are very helpful. Please make clear the process by which a rider can comment on the driver's performance (both good and bad). I used to take it all the time when I lived in Northview however since I moved north I have invested in a car. I would ride the bus more if there was more access on the north side of town such as a park n ride on Plainfield. I would like for my bus from Grandville to come into downtown Grand Rapids--not just straight to Central Station. Transferring to another bus to get up to the medical mile adds a significant amount of time. I usually end up walking, but that is a long walk in the winter or when it is raining. Need greater crosstown options (EastBeltine, Knapp St. Apt., condo, home district) and add new bus hubs without having to make us travel all the way downtown to get where we are going. We were sold in the expansion to our current millage plan (that narrowly passed) that we could essentially "toss away our schedules" when in fact I find this not to be true as we often have to wait an hour in the northend of the city and other regions served. Route 50 needs higher frequency It’s a lot better than New Jersey transit. Are timetables audited to ensure connections work? I often find connecting buses miss each other by just a minute, Run a route down Beltline connecting Kuyper meijer, spectrum, cornerstone meijer gardens, Calvin to woodland or Airport Direct city to airport route! Buses to airport on weekends Provide racks / parking in buses for strollers and large luggage. There is nowhere for it to go and it blocks aisles. Travel free if bus is more than 20 minutes late past scheduled time Some East / West and North/South through routes without transfer at central station Make free kids travel age based not height. Have seen people in wheelchairs told to wait for next bus ]i.e. 30 mins] if already two wheelchairs on board. Is this legally compliant? Relief minivan needs to be provided for such events? Some how find a way to better differentiate between N and S lines. My mom has gotten on the wrong bus so many times and ended up so far away. Which, I know isn’t really your fault, but someway older and younger folks know they’re getting on the right line. I’ve taken the bus several times making me regret it every time. Uber and Lyft way more reliable and fast. Bus system takes 3 hours to go 4 miles. Entire line shut down for a day because someone called in sick- why is there no substitute or backup?? The less headway time the more ridership. I would like to see a bus go to all urgent cares. And a bus go out to Wilson and 64th. They need to go further Try taking away free parking from staff and giving everyone a Wave card. If The Rapid staff rode The Rapid in large numbers or relied on it for even part of the week, service (and ridership!) would improve immediately. Go ahead and require the same of the board while you are at it - there should be a board requirement to ride the bus once a week. Why are Wave cards $3? If you want to grow ridership, make the initial card free and reap the savings of having more people actually riding! I feel like adding some sort of warming stations to certain bus stops like the woodland mall or at least add doors of some sort and close off gaps to provide more adequate shelter in the colder months. Increasing the speed of routes is the biggest reason we are not regular riders, it takes almost twice the time to ride the bus than drive into downtown. Very poor service to the suburbs residential areas. I would love to take public transit to and from work, however I can drive to work in 10 minutes whereas the quickest bus route requires changing buses and nearly an hour commute. The main reason I do not use the Rapid more is that it is inconvenient for me to ride. By that, I mean that before I can ride I have to look up what time the bus comes or what time service stops in the evening - and then either make that work with my schedule or forego the

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Is there anything else you’d like to say about taking public transit in Grand Rapids? bus and drive instead. Ideally, the overall public transit network in GR would be closer to what it is in many cities in Europe, or even something like the subway in NYC. It is frequent enough and reliable enough that I don't have to think about whether or not I am able to ride the Rapid to reach my destination at a specific time - instead, I just walk out the door and punch my destination into Google Maps etc. at any reasonable time of day and know that if I am willing to walk a couple blocks on each end of my trip that I would be able to get there. I know that the Rapid does not have the ridership or funding that some of these systems have and that GR is probably not large enough to support a subway, but I feel that sort of ideal should be the long-term vision. My neighbors are GREATLY disillusioned with The Rapid becuz (1) it doesn't go to some much needed ind'l areas AND it doesn't travel long enough into the 3rd shift hrs. Also, Info Desk should be available at least 12 hrs. per day, and 8 hrs. on weekends. My wife and I love the DASH service! I work early at the hospital, and I would love to see service starting even earlier than 6:30am. More shelter A bus route along Monroe north (along riverside park) would be amazing to improve access to the park and facilities for those downtown and access to downtown for those neighborhoods. We LOVE the DASH. Transportation during rush hours (7-9am and 5-7pm) needs to be more frequent They could try to be on time more often. The bus drivers do not wait at the bus stop when they arrive super early. That is a huge problem with the rapid bus system, buses don’t come when they say they will & drivers leave early instead of waiting until the time they should actually be departing.(specifically the 6 & 24) it it super unfair to riders and messes up our schedules as well. no You could extend the bus route to go up to Meijer's on plainfield ave, like you used to do, when North Kent Mall was there. Take the school kids off of the the buses because the are disrespectful and loud or have security ride the buses It's great Manage regional TDM program Change the #1 and silver line schedules so they run at opposite times instead of the exact same time so if you miss one, you can take the other. I guess that would make too much sense. I’d love to have service to outlying areas like the whitecaps park on game days. I wish the silver line route went as far north as 3 Mile Please make it more accessible for visually imagined people. I have a hard time finding stops sometimes how about expanding your bus routing into the Comstock Park area? West River Drive from Northland Drive to 4-Mile Rd (then connecting to Alpine Ave) would be a great idea Everyone always talks about needing more/later service on nights and especially weekends. That's pretty much all I ever hear anyone talk about. Sundays are really hard. Thanks for any improvements! Please find some way to make the buses be on time or at least less than 5 minutes late. My son and I are both disabled. Need to be able to use bus service door to door. Myself physically disabled my son is mentally disabled. He can’t get anything but city bus but he is vulnerable and to get to the stop needs to cross 5 lanes of traffic. They don’t care Earlier times on 28th sw going east bound There should be a bus to Meijer Gardens. There are so many hotels downtown with visitors. Lowell has 50% free and reduced lunch in our elementary schools and could use public transportation to help out low income families. Single parents move here for low housing costs and low crime rate. They need the help as well.

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Is there anything else you’d like to say about taking public transit in Grand Rapids? Buses need to run at night on weekends Needs to be more accessible to 2nd & 3rd shift workers . There needs to be better service for 2nd & 3rd shifters. There needs to be better enforcement of rules for disruptive passengers, in regards to all the school kids packing on a bus and screaming and yelling at eachother. Get Plainfield twp to realize that their taxpayers don't all have vehicles and the bus down to the library at 5 mile would draw more people in to the businesses on the way. DASH is the best and should be expanded You should study and invest in a rail service between Grand Rapids, the suburbs and all surrounding counties. That is what I would really support! Please provide more service to the gaines township area. Like Dutton Wish route would extend to Meijer then Lowe’s on Plainfield Great transit system! I appreciate the work you put into public transit here in grand rapids, it really helps lots of people with accessibility around the area and enables people who otherwise wouldn't be able to live here to do so. You guys need to bring it farther then 68th and division people who live pzst this location have many different types of handycaps Need holiday service . Would be nice to have routes from GVSU Allendale be more directly connected to Rivertown crossings area. Increase employment and shopping opportunities for students who may not have access to a car. More park and rides on the south side of GR that connects easily to the silver and laker lines The Rapid should not be supporting commuter service to the lakeshore when north and east Kent County has no public transit. Make the transfer time somehow more widely (from 1 hour 45 mins to 2 hour). Service is fine All of the ideas are good and needed Stop accepting non spectrum employees on route 19 who have no paid for a ticket. It holds up us getting to work on time as most are intoxicated homeless people who are disruptive. Often times they get on in the morning by eastbound stop by Michigan and Ottawa. It would be nice to see a connection from knapp corner to the woodland mall area without having to go all the way downtown. Riding with students are stressful. We need trash cans at all stops. There is constantly litter and it is disgusting. If Walker and Grandville have access, so should other suburbs like Jenison I love the bus service, it’s enabled out family to not need an additional car. I take it to work and to various activities downtown. In the winter it would be amazing if the city would clear snow at bus stops. Other than that I’m pretty satisfied. Mostly good drivers, mostly on time. They are kind and look out for my 12 year old rider who takes the bus to school every day My daughter takes it for the GR Museum High. It’s often difficult for her to find seating on any given weekday coming home. Great improvements in the last 20 years. More frequency and serving outlying areas would allow me to stop using a car and I would love to do that. More routes needed. More routes that connect the 1st ward and the 2nd ward in GR A route that crosses the entire Leonard st would be very useful. West Leonard and East Leonard have different thing to offer neighbors in GR. Increasing the orientation announcements on the bus would greatly enhance the user friendliness of the system. Currently unless you either know the area you are taking the bus into or are using a smart phone there are very limited route announcements identifying either

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Is there anything else you’d like to say about taking public transit in Grand Rapids? location or upcoming stops. It makes it a challenge to signal for a stop when you aren't familiar with a route. Add the decreasing seasonal daylight limiting what you can see out the window and the issue is compounded. Add weather and fogged or frosted or dirty windows and it is further compounded. Additional orientations announcements which exist in some other city systems would solve this issue. Clean your nasty busses more often. also i am SICK of how the silverline is NEVER on time! i take it to work and school and ive been late to both bc of the bus it is very frustrating to me to take the bus anywhere on 28th street, and find good places to pick up the bus near business that I shop at. I live just off of 28th street, and I work at blodgett Hospital, and I have to take 2 buses to get to work. And on the weekends, I sometimes have to wait an hour for the next bus to come. I'd like to see more people using public transportation and less people driving cars. I used to ride my bike a lot but the traffic has gotten worse in the downtown area and it seems more unsafe than ever. I'd like to see the city move away from such heavy use of cars and more toward public transportation, walking and biking. It would be nice to have a bus go into walker Ave and 3 mile it’s business and public service out there that people need who are without cars and low income the public transportion “City bus “is very good resource for people No major stop in near 3 miles. I live between 52nd and East Paris. Go Bus is really not an option because connectivity to either Kentwood Station is always hit or miss, then there’s an extra transfer to get to downtown from Woodland Mall if one needs to be on time to work downtown. 90 min commute one way altogether. Please help! I wish there was a bus route that went from standale to Rivertown mall Please add Sunday service for route 12...Mt Mercy Apartments. It's difficult to attend Sunday Church Service. Seeing regular drivers on regular routes adds a sense of comfort and meaningfulness for the ride. Seeing a different driver daily or nearly daily makes the ride more cold and not homey or as comfortable. A friendly regular face and polite conversation or even funny conversation makes the ride much more pleasurable. Add more crosstown routes and improve frequency on existing crosstown routes to enable more transfers outside of Central Station Wish there was service in Plainfield Township. Allow payment via credit/debit swipes if you don’t already. Have 44 and bus 24 and 14 Add bus stops in comstock park . Their was one on 4 mile and west river area along time ago. A bus route on west river drive would be nice A better way for the drivers to hear an listen an keep an eye on the mouthy students who sit in the back of the bus they get away with much when they sit in the back I wish my bus stop was closer to me. I live on Normandy Dr. SE and I have to walk up to Breton and 28th to get a bus. I am a person with Arthritis and it cause me pain to walk that far. But other wise, I love the Rapid Transportation. The drivers are great, and do a good Job. Get the school kids off the buses. They crowd in and are slow. They cause routes to fall behind making transfers difficult. Transfer from Rt 4 to Rt 44 is difficult at best in morning running southbound rt 4. Stops are not at places that make transfer easy when only have 2 min. In the evening west 44 to north 4 is not doable especially in winter no sidewalk along steelcase and the walk is a block long. Move the 4 stop to the north side of intersection. Bus stops need to be more cared after. During the winter the stops become either unsafe for able bodied passengers and impossible for handicapped passengers to easily access the bus. A person in a wheelchair or walker should NEVER have to wait in a busy street to have accessibility to a rapid bus due to ice/snow buildup at the Rapid stops. Shorter wait times and Thank you!

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Is there anything else you’d like to say about taking public transit in Grand Rapids? Possible certain routes can run until midnight. Hourly service in the evening makes getting to and from work at night a real problem. It would be nice if bus transportation would reach past 5 Mile and Beltline, to Knapp’s Corner, and to Rockford. Thank you. Stop allowing bus drivers who are racist and have no respect for black people to stop driving route in majority populated black areas, and or school routes where majority of the students are black! I am tired of dealing with your racist drivers as well as my kid. Especially the Kathy lady, she is very ridiculous and needs a new profession because she does not know how to talk to people as human beings! Like to see more stops offering at least a bench Add some services to NW and SE industrial areas even just at peak shift times or maybe collab with Maymobility for autonomous loops to existing bus stops on Alpine Ave. You’re doing great! Wish we could reimplement light rail. Expand territory. As in go farther. Great service There really needs to be more benches at stops, for those of us that are disabled, and can’t stand for very long A route up/down Diamond please!! Great drivers and awesome service I don't understand why route 13 and 14 do not run on the weekends. I would use them and have family that would use them. I wish the bus came closer to our neighborhood in GR township. If it was more frequent and accessible I would probably use it We love the bus and are committed to using it more. However, we live in Alger Heights and our son attends school at GR Montessori and that trip takes around 40 minutes. We also frequent Blandford Nature Center and Meijer Gardens and both of those trips are an hour and a half. This is just too difficult to do with a 4 year old. How can these trips be made shorter? How can citizens engage in order to push for these changes? It is essential for the future of this city and planet that transit is dramatically improved, and I want to help make this happen but I don't know how to effectively push for change. It should be further expanded to densely populated parts of the surrounding townships. There are many neighborhoods in surrounding areas that have low median incomes and could benefit greatly from expanded transit but are currently limited in their ability to get jobs, be involved in the community, etc. We need a train/subway system Need more busses on routes that serve high schools so they kids don't get passed by when the bus is full. no There should be a bus that goes from one side (ne) of Leonard to the other (nw)...just straight down Leonard without having to go downtown. It is not conveniant and too much time to get from point A to point B. Routes like in othe major cities should run east to west and north to south on Major roads. Less complicated then learning route numbers and where they will take you. For example if I take the east or west route on 28th street, i can get of at any major intersection and grab that bus going north or south closest to my final destination. The opportunity exists to extend the quality of the system in the immediate metro area to be an area transit system so it can be accessible to more people to use reliable between work, home and other activities. The bus drivers are wonderful. In my experience they are polite and professional and never show impatience when dealing with people who have mobility issues. They are also knowledgeable about routes and schedules. Please pass on my compliments.

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Is there anything else you’d like to say about taking public transit in Grand Rapids? Treat the passengers like you would want to be treated because if you don’t karma is going to hit you hard i should know that happen to me a lot and you are not going to have the ridership If you don’t treat them right. The service is much better than most people realize and you need to advertise that. Is there a way to put an App on people's phones so they know when a bus is coming? An App that allows people to pay fares using their phones might also attract younger riders. Most people in Kent County have never ridden public transit, and they need to understand it benefits everyone and is not just something for poor people w/o cars. I would ride it more if the frequency was greater and it reached the destinations in the City of Grand Rapids that I frequently attend. It's not a reliable service for work with the existing headways. Also, the real-time transit app integrations are really lacking compared to other similar sized operators. I live in Plainfield and my kids are 16, 17 and 19. For various reasons, none of them drive but taking the bus is difficult because the nearest bus stop is 4 miles away from home. If the final stop was moved to the Meijer at Plainfield and Woodworth, it would be infinitely more usable. It's far better than it used to be, but we still struggle with several things - stigma of transit not being cool, clean, "othering" of people who are poor/disabled so "normal" people don't feel comfortable using transit (many GR residents are still pretty insulated in their social groups); we need better pass options for employers to offer to employees (e.g., subsidized transit instead of just paid parking as a benefit for example); poor land use choices by employers so job centers are tough to get to and difficult to provide reasonable transit service; private sector needs to play a role in better land use/siting decision-making and funding transit; backwards transportation funding approaches from the fed, state and local level - why can't we take some of the tax revenues off new developments and fund better transit, developers should be paying to improve transit stops, access to these stops - not just expecting the public sector to back fill the transportation impacts of their developments. Having voters vote to include or not include their community in the Rapid is a huge problem as it creates huge gaps for people who need to reach shopping, jobs, services, medical, etc. in communities like Plainfield Township, Cascade Twp, Ada, Jenison, Rockford, etc. I do support regional longer distance services but think we need to do a far better job with carpooling and vanpooling in these markets before fixed route transit. The current Green Ride system to set up carpools is pretty clunky - can this be updated? Please work to integrate the Wave card with any future bike share or similar services - one pass to do it all (bus, bike, park, etc.). Support bike share over neighborhood circulators. Add more super stops or mid system hubs where routes can transfer away from Central Station. Clear parked cars out of transit stops so people can actually get on/off the bus at the sidewalk and not in the street. I work for a non profit and many of our clients use public transit. I would like to see a bus system that is available and utilitarian for all people to use as a primary mode of transportation. The drivers are very friendly. The buses could be cleaner. I'd love to ride the bus more. I've lived places with only public transit and loved it. But the bus doesn't go as far out as my place of work and it's still faster/more convenient to drive myself downtown. The current bus service just doesn't meet my needs. Looking ahead, I expect that we will need to use the bus when we can no longer drive. transportation needs to be more accessible to low-income communities and extend benevolence to homeless during extreme weather conditions I occasionally take the bus from 36th street to go downtown on the weekend evenings when I’m going out to meet friends for dinner and drinks, to avoid drinking and driving. It’s really bothersome to me that my bus routes don’t run later schedules, especially on Saturday night/Sunday morning when a lot of people might use it at these times as a safer way to get around. When I was a student in Allendale I relied on the bus for a full year. In order to work I had to find a job Downtown (not many in Allendale) and my freetime was on the weekends. This meant a lot of time at bus stops and shorter scheduled shifts, so less income and more student debt. I think you'll address local talent shortages by expanding weekend busing, especially the LakerLine to and from Allendale. Clients who ride the Rapids main complaint is bus service is not where they work and hours are not compatible to work time. I am a caseworker who works with many individuals who use the bus system in GR for work. For many workers and employers, more late night and early morning buses are needed

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Is there anything else you’d like to say about taking public transit in Grand Rapids? I love the dash and that it runs every 8 minutes and is free. It's very convenient. Rapid drivers and mechanics are awesome! They deserve good pay and benefits. Love it! Be nice to have routes to davenport university . The public perception of public transit needs to be changed in this city. Without that, it will continue to be looked at as only a mode of transportation for those that can’t afford a car and not something for everyone. Plus it’s not easy or convenient. Larger cities succeed getting all walks of life to ride mass transit...why not GR? I personally don’t ride it although I work downtown. It does not go out to GR Township, plus the time it would add to my commute even if it did would not be convenient. I have no issue taking mass transit in large cities...but what cities our size can you learn from?? Please also consider the same changes and adjustments of routes for the DASH Just wish they would get route #12 to run on Sunday cause people on the west side especially by route 12 want it to run on sunday Stops need to be accessible for ALL every 24/7/365. People with mobility devices should not have to stand in the road or snow banks to ride the bus. Make it more convenient than driving. Traffic, emissions, and overpopulation of cars are not cool. I’ve become very frustrated lately with bus drivers leaving while being just a few feet away from the bus. I’m always nice to them, there’s just no reason to leave someone like that. I’m 8 months pregnant & when they do that it causes a lot of problems. May mobility should change their routes that go places other than the dash routes,maybe like a taxi or go in areas that the buses do not go. An issue for me would be Do I feel safe riding on the bus? Improved routes between residential neighborhoods would make it easier for me to choose the Rapid on a regular basis. I live in the Creston neighborhood, and getting downtown is easy. But getting to, for example, Eastown or the west side would usually require me to take the bus downtown, then get on a connecting bus, meaning I'm choosing between a 5-10 minute drive and a 45+ min bus ride. I would like to add money to my wave account at other stations instead of going downtown to the rapid or going online! We need more frequent service on weekends, later service all week, bus shelters with benches for we disabled people, better lighting, and better efforts to depart on time and not leave early I live in the Gun Lake area..would be nice to have a park and ride located at the casino for people to come into Grand Rapids to work or seniors that don’t like to drive in the winter, and save on gas. Also Wayland area..I’m sure people would use the bus to go to the casino....win, win situation Very thankful for it There should be extended hours. A 24hour option. Even if you only had buses come out an hour at a time between midnight and 5am, that would cut down frequent issues in half. Just don't pick up around nearby bars and such. No pick ups, only drop offs in downtown. I love Public Transit, but would love to see more bus shelters in neighborhoods and better time arrivals. As I work third shift it would be nice if buses ran later on Sundays. Holiday service would be a real boon as well. I believe most of the workers who ride the bus work in the service industry that frequently require working holidays. I've worked with multiple people who've had to quit or bought a car because they couldn't get to work on Sundays and holidays. It can be very infrequent and also a lot of the route with intersection turns rarely have enough space to safely make that turn Please please please add garbage and recycling cans to every bus stop. There is always litter at bus stops from people waiting for the bus. Run the route 44 on Sundays

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Is there anything else you’d like to say about taking public transit in Grand Rapids? Busses don't connect, which extends your commute to work. Bus drivers need to be trained in customer service. I work in Plainfield Township and need to get off the bus and walk or bike 2 more miles to my place of work. I wish route 11 would be extended to 5 mile and Plainfield to create an opportunity for more people and students to take the bus to school or work. Plant trees near bus stops for shade. Stopping service at 6:20 PM on Sunday is too early. This Sunday, I worked a long day at Jurassic Quest at DeVos Place and got out of work at 8:00 PM. I had to walk home to Eastown. Also, please connect Davenport University in Caledonia to downtown. The school provides a limited shuttle bus but it does not run on weekends. That campus is so isolated. Some divers have attitudes and act like they hate their job. When I’m scheduled to work on Sundays I can’t get there because the 44 does not run on Sundays. So I would have to walk to Byron Center, take the 16 to central station, then get on another bus and completely backtrack to get to my destination. I have generally enjoyed my Rapid experience. I would love to see Grand Rapidians use the public transit services more. Expanded DASH routes and more routes to underserved communities! Let the bus drivers be allowed to put people who are being rude, loud, using profanity, won’t move for a wheelchair off the bus without repercussions. Would like bus 13 to run on Sundays since it's close to me and bus 15 is about a mile or so away and makes it so I can't go anywhere on Sundays. I'm disabled. I would love more services for people getting to and from work especially during wintertime I don't like to drive in this weather it costs me 60 dollars to get to and from work for 1 day using taxi services.Can we cater more to other areas instead of just the downtown area. Run route 18 on sundays I wish the number 24 runs on sunday some people needs to take the bus to work Make better connections between neighborhood routes and the Dash. I'm autistic and struggle understanding the bus routes. The top things that would improve my personal experience riding the Rapid: 1. Better conditions while waiting for the bus (shade is a big wish of mine--putting stops near a tree when possible, shelter, and seating). 2. Later service on weekends, especially on Sundays. 3. Having buses run more often, especially on weekends. Make sure the silverline time screens are accurate. Improve ease of transfers I think it has greatly improved in recent years and I look forward to seeing it grow more. I think the idea of suburban or regional connector lines is a good one and would encourage additional use and ridership. Lack of trash cans near bus stops would help at least for the more active bus stops. If there was a route closer I would be riding more. Like a crosstown on 52nd from Broadmoor to at leastwilson It's at a good place now, but my biggest request is more (and later) service on the weekend, especially Saturdays. Route 19 is part of the Dash but it doesn't run on the weekend... why? I live in Midtown and love being able to take the bus to bars/restaurants on Bridge Street, but I can't on Saturdays. I work at GVSU and often take the bus to work, and I'm SUPER excited about the Laker Line. Really cool to see how much the Rapid has grown and improved since I moved here in 2011. Love the Rapid, taking it to work every day and just love it It would be fantastic if the 24 route (the one I live closest to) could run more frequently on Saturdays. Once an hour is not enough. It’s already very disappointing that it doesn’t run on Sundays. If I wanted to go some place nearby like Woodland Mall, I’d have to get a ride, walk to Burton & Breton (which is 30 minutes away on foot), or take the 2 to central station and get the 6 there. Which is just a waste. I live for the day the 24 will get Sunday service at all, but since it’ll probably never happen, my biggest wish is for more frequent Saturday service. Part of the day is gone when you’re waiting an HOUR for a bus that comes to a stop that’s just five minutes from your door. I'm very pleased with my experience with transit over the years!!

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Is there anything else you’d like to say about taking public transit in Grand Rapids? It has overall been a good experience. There are things that could be done better, such as clearing bus stops during the winter, enforcing rules about noise/profanity on the buses, or expanding Sunday service. The last one in particular impacts me, as there isn't a way for me to get to church without taking a very early and roundabout route. Make the busses more reliable The number 1 route needs more busing for the high schoolers Please expand airport service, especially from central station. Like to see 14 added Sunday’s for easy transportation I'd personally like to see more services in Walker. Like a bus route on 4 mile and a more direct service to downtown from city hall We need to improve our transportation and we should provide a quality transit system.Grand Rapids is growing and there a need and demand for more service to expand. I am frustrated by the number of drivers that go on 'break' in between runs at Central Station, resulting in late departures and customers waiting outside in the cold. This has become a real problem. Service area needs to expand. Many people in the suburbs and outlying cities don't have bus service and there are many medical offices and businesses that can't be reached by bus. Extend bus service to outskirts of GR. A lot of people live in surrounding cities and would take the bus but it doesn’t reach them. They would definitely ride the bus into the city for work if there were more stops near them. The perception from many people is that The Rapid is for poor people and ideologues. That perception needs to change. It doesn't help that one of the flagship routes (the Silver Line) has seen maintenance fall behind, at least at the stops (the arrival boards never seem to be working properly!). Also, routing the SL through Medical Mile was a huge mistake—its performance during peak times is atrocious because it gets hung up there and at Wealthy St. Also, we need bus service on holidays—many people still need to get to work! System is much improved from GRATA days, but buses still follow basically same routing from 1950s, with duplication (e.g. #5 on Fuller w/#3 - #18 wandering all over west side). Work out where people want to go and simplify routing. I love riding the bus but it can be inconvenient at times as services end way too early each day and limited services on the weekend. For example, the route that I use the most (route 12) doesn’t even run on Sunday, thus limiting what I can do on Sundays. I work retail and I have to mark Sunday off of my availability because there is no bus on Sundays to get me to work. I would love to see the Rapid run as early as 5:00am to as late as 2:00am. I work night shift and on Sundays I cannot take bus into work and that’s expensive to get an uber or Lyft every week, I can’t just change my schedule, I work 9:30pm or 11:30pm. Expand Plainfield #11 route one more stop up to the Plainfield Meijer with car lot and you would have more people from Plainfield Township use the service to downtown for sure.

Overall, what do you think about Scenario 1? why cut back on places that NEED the bus?! you need MORE frequent buses running, I work on 28th street and your schedule is making it difficult to be more flexible and the amount of people on the buses during the weekends is alarming, if you want to help the covid situation, add more buses! Some of the hot job areas will no longer have service Maybe if they run a little bit later at night I like this idea as it seems to re-orientate the bus routes to better service centers where the population has grown in recent years. I also like that it focuses on where business and entertainment development are most likely. Sadly I see no mention in this plan of airport service?

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Overall, what do you think about Scenario 1? only time will tell, as others failed, so your track record, is? It's good to have an increase in bus service frequency, but I don't like the fact that some areas will not have service or longer walks. Although I do support the increased frequencies, I do not believe the removal of Route 3 and the realignment of Route 1 on Madison will do any good. longer walks could outstrip benefits of frequency Simplification and predictability are good. The buses are running around already empty the majority of the time. When we get out of school, the busses are always really full, and we have to either wait a long time, or rush to catch the bus. Improving circulation to 15 minutes on more routes would be really helpful for that 3:00 time. Is there any consideration/money to preserve some sort of transport to Hope Network and big box grocer? How would on-demand work? I work for Spectrum Health. The only bus that matters to be is the Silverline. No where does it say if that route would change. Good job Eliminating service for Hope Network and MEIJER 28th st would be bad for the vulnerable Making more walking is dumb. Make GR accessible. Less crowded on some of the busiest busses, less wait times for appointments. Could be an issue for those with disabilities having to walk longer to get into Hope and those with heavy bags (thinking of the elderly) would have a long way to walk. Could be more carts on the grass along the roadway for Meijer to pick up This is the only choice that keeps route 16 and for my area ot is my only way out to other areas. The closest stop on 16 route is near a 1/4 mile . I myself use a wheelchair or cane and my neighbors are both elderly and handicap. The next route closest stop is 1.2 miles away. Losing 16 would mean all Drs and hospital for all of us will now be unreachable ..on fixed incomes We need better and longer hours Your attempt to screw over people who actually need bus service sickens me and I hope the person responsible for this proposal suffers for it. Clientele at 28th St Meijer and Hope Network are populations with little to no auto use and depend on the bus to access shopping and Hope Network services. Further, you give NO explanation of how those “consolidated” lines (such as 12) are to be consolidated with other lines. Giving us half the information means we can only formulate half the opinion and supply half the support. I think the weekends, mid-day should run more often like during the week. Then slow down in the evenings. Increased frequency is good, but my personal route would not be included. The smaller vehicles seem like a smart choice I think making improvements to frequency in key areas is initially more important than making sure all existing spots have coverage. If the bus can take me many places, but it is always a gamble to catch it on time or I don't understand the routes, I would continue to drive to all of those places. If the bus can only take me to a few places, but it is simple and I can be sure to not wait long, I would take the bus to those few places and only drive to the remaining places. Once the core network is frequent and in high use, then expand back to the missing places. These changes would make it harder for me to use the buses because it would remove easy access to needed bus stops. I use the 12 route down W Fulton There are some routes with no service concerned about those shoppers crossing 28th St. to get to Meijers - long blocks already

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Overall, what do you think about Scenario 1? I take the 12 bus to Meyers and by consolidating it you will be taking this out for me and other people who go there and take that bus. Plus the stop for me to catch it is across a street from my home and I am disabled and can not walk a long ways carying grocries Reduces/eliminates services - stops/pickups. As a daily rider for the past 8 years I can tell you there are a TON of senior citizens (and handicapped people) who ride and they have a hard enough time walking or wheeling to the busstops as it is !! The elimination of the Thomas and Eastern stop on Rte. 4 for example, mind you has cost The Rapid at least three daily riders, all three elderly and one is elderly and handicapped. You have increased their walking time by an average of 8 to 10 minutes !!!! And in a horrible neighborhood, one of the City's worst ! And now t6hey have to pass the street just before Franklin where t6he GRPD has supposedly fgivn up enforcement, the street with all the drug deals right out in the street. 2 of these elderly folks have had to give up going out as a result - they just can't walk an extra 8-10 minutes - too exhausting and painful - and the other gets rides now from a relative but the trips are few and far between. All three report being very lonely and depressed being all cooped up. The Rapid had been their lifeline out of the drug infested inner city. The elderly, the handicapped, and the economically challenged is your core customer base, from my what I see every day riding for 8 years, on most lines except the one to Standale. You're not going to get a bunch of educated young millennials by increasing frequency. The VERY VERY few who REALLY put their money where their mouth is about "public transit" - from what I see they are a joke, maybe 0.5 of them per ride on average ? - can learn to1) getheir act together to be on time, and to be able to wai another 15 minutes when they aren't !! Scenario 1 would not be beneficial as much as others Little impact on my personal use (Route 9). Longer periods of 15-minute service would be convenient, but not impact my usage frequency. I’m concerned by the consolidation (but love the more frequent service!) To improve service means to expand, not reduce. But I do like more frequent buses. Although frequency increases, it cuts off access to those that usually take the bus. I do not feel like this is a good compromise Transit should be free to increase ridership and overall quality of life. There should be Sunday bus service to the airport. I do not appreciate the Hobson's Choice like options that are presented. I understand that the current planning process is supposed to be "budget neutral." However, I do believe that the work on al three scenarios is worthy of going to the voters to seek the needed millage funds to make all three sets of improvements happen without causing suffering for those who lose service. (That is not to say if changes can be made without major suffering they should not be made. Go ahead and improve "efficiencies" however the whole scale changes being offered need to have a "Scenario 4" which would be let's build a better system by doing all three! I very much wish to see the Rapids' services being taken advantage of by more folks. The routes I use would run more frequently, and go further, too. This, like all of your scenarios, “balances” increases with cutbacks - would prefer a scenario that increases coverage AND frequency It's not clear how I would get to the airport. Coverage is most important. More frequent than every 30 minutes is likely to result in buses nose to tail. This scenario reduces coverage too much. I like the increased frequency, but it does not really adjust routes. Also, the on-demand service areas are interesting. I currently live in Rockford and was an active bus rider for awhile anything that extends the route further down Plainfield makes me more likely to ride again The Meijer stop is a joke. People doing drugs, drinking alcohol, smoking inside the mini terminal... Get rid of it!!! Increased frequency on Plainfield and Alpine would be good, but this plan still lacks in east/west coverage north of Leonard. But do not eliminate Hope Network and 28th St Meijer. I think we should have more frequent buses on all lines. Consolidating lines will only make things more difficult. Also eliminating the 5 line is a very bad move.

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Overall, what do you think about Scenario 1? Overall I like the idea but a huge issue is not picking up at 28th street meijer. That place is always packed with people. It is very useful for all of them I think for some riders that are losing their route/access. Selfishly I actually like this a lot because my main route would be moved closer to me. Longer walks and some areas no service The sliverline bus should run longer past midnight also weeknends for the workers express hours much needed service. Hope Network and 28th street are destinations need for people using the bus. I would like route 19 to have weekend service. It would completely cut off #14 at Fuller. That is not good for me or many who use that to get to work. Holland Home has closed (just east of Carlton), but did you realize that Hope Rehab is negotiating with Holland Home to buy their building to use for Seniors. Can you imagine seniors having to walk to Fuller Avenue....especially in the winter. I have already talked to many who would not like this option (and would prefer #3). I'm curious as to what happens to the #12. Also it looks as if the #11 no longer goes by Spectrum Health (where I work). How would that be accessed? Being able to go to the Plainfield Meijer would be nice but I'm not sure if it's worth the inconvenience of not going on Michigan St. My son takes bus 13 from transit to work, then after work gets on 13 to meet up with 11 to go home. Eliminating 13 would be bad for him, but extending 11 would also be good for him. But also need extended hours on bus 11 on Sunday! Concerned about those who may not be able to walk as far. Feel that the Meijer bus stops are very helpful for many, many people. Frequency allows for quicker transfers. Appears more efficient and simple.

Overall, what do you think about Scenario 2? what the f*** makes you think TAKING AWAY peoples' only mode of reliable transportation from places where A LOT of people use the bus ( Michigan Street, Leonard Street, Bridge Street, 36th Street, Michael Avenue, and Byron Center Avenue). y'all are really trying to gentrify this city with your lack of accessible transportation. 3 & 5 are routes that are popular cutting them well cause alot of friction This plan seems to offer the best option for increasing the range of the Rapid routes while increasing or maintaining frequency. It also seems to be increasing frequency in lower income areas of the region where more people are dependent on transit. The main component that still appears to be missing is additional routes in the Walker neighborhood, where thousands of jobs are located. I don't think it's a good idea to no longer have a direct connection to downtown GR. Good spread of high-frequency routes throughout the urban area not covering part of main streets like Mich, Leonard, Bridge is out of the question This is my favorite scenario. Don't reduce stops on Leonard or Bridge. Concerning that Hope Network would not have access. How would on-demand work? I just think eliminating access to downtown GR for some routes would not be a good thing Your scenarios are dumb. Don’t reduce your coverage anywhere. Serve the damn city. You guys are always making dumb decisions. Do you even ride the bus? Live downtown?

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Overall, what do you think about Scenario 2? Anytime you take downtown out of the equation for riders is a hard thing to choke down. Some people cannot walk farther to bus stops Concerned about not pulling into Hope or Meijer. People going to Hope might be disabled and have trouble walking and Meijer visitors could be leaving with heavy bags. Your attempt to screw over people who actually need bus service sickens me and I hope the person responsible for this proposal suffers for it. Same objections as before, but even worse. So many of the areas you cite as now having no access are low-income and depend on bussing. There should be a route that goes to walkers industrial area for workers. I don’t like the idea of reducing the direct connections to downtown. GR’s downtown area is growing and reducing the number of routes to downtown would increase traffic and need for more parking. I’ve been encouraging my friends to take the bus downtown but I know they won’t ride if they have to transfer at a street corner and possibly wait up to 30 minutes for a connecting bus. I lose service (14) which also removes service for aquinas students Similar to Scenario 1, I would weight improving frequency to key areas higher than maintaining access, so overall I think the plan is positive. I would prefer Scenario 1 that keeps access to downtown, as I think high activity in a downtown is crucial to city health and attractiveness, and a downtown is always the most difficult place to park. This appears to maintain most most of my used routes. Same as for scenario 1 missing routes Same reason as scenario 1 I like the idea, but it still wouldn't help me get where I need to go. The bus stops that take me downtown are 1 & 2 miles away from my house. Please don't domit ! I have ridden in Detroit too where the same thing happened and when the station is cut off from a route their is a safety hazard to the elderly, handicapped, and other vulnerable ones because they are kind of stranded, have to walk , sometimes at night. Has been a safety disaster ! This would be the 2nd choice Little impact on my personal use (Route 9). Longer periods of 15-minute service would be convenient, but not impact my usage frequency. This seems like it would be a little more of an upheaval of routes/having to learn a new system, with worse coverage on the outskirts. You’re cutting off service to certain streets that I, as a bus rider, know get a lot of traffic. Depending on the portion of these streets, this could be super inconvenient TRANSIT SHOULD BE FREE TO INCREASE RIDERSHIP AND QUALITY OF LIFE. Sunday service to the airport. I like the idea of smaller buses. See my comments above I like the potential increased ridership. I'm concerned about so many routes - including one I use frequently - not having direct connections to downtown. See first comment Additional coverage for the higher demand routes is essential Eliminating service, unless it is not used very much, would be a concern. Not a fan of having to transfer just to get downtown. This scenario would require three transfers to get to work. Please keep route 7's access to downtown.

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Overall, what do you think about Scenario 2? I like the elimination of overlap on many routes: 2-5, 10-16, 12-LL. I like the new coverage on Knapp for the 15 and the crosstown 7. Don't like the loss of coverage for the airport, the area covered by the long 5, and Byron Center for Rt. 16. I really like the rerouting of lines like the 6 and 4. I think it balances the most interests of the three scenarios. While I would like to see the bus route extended down Plainfield this route at least adds a stop near 4 mile which would be nice A route on Knapp all the way from Plainfield to Knapps Corner is great. Extending that with an option to get from Plainfield to Alpine north of Leonard would be helpful. All of the drawbacks are awful and not accessible to a lot of people. Sunday times should be later in the evening. some people need the bus to get from 3rd shift jobs. Love the East to West increase in times This is not a good service option. Many people who work at St. Thomas, Family Fare, Marywood, Aquinas would not be able to get where they need to go. I ride every day and I am already encouraging people to say we need #14. Holland Home (just east of Carlton) closed, but did you realize that they are negotiating with Hope Network to use that building for Senior Housing. Can imagine if they would only have the option of walking to either Fuller or up Carlton to Lake Drive. That would be impossible for them, especially in the winter. I do not think you have talked to the people who ride the bus. I think this would be a huge mistake for many people who ride this route, both to school and work. My son rides bus 13 to work daily Areas like Bridge Street/Wyoming are growing areas and it would be disappointing to loose that access. I'd probably opt for Scenario #1 over this one. They appear very similar.

Overall, what do you think about Scenario 3? CONTINUE YOUR ACCESS TO 28TH STREET MEIJER N/a This plan seems like the worst option of the three, but still may not be all together bad. The improvements to weekend service and the continuation of the Airport route all sound good. The main drawbacks are that it appears route frequency will be reduced in some lower income areas, where some residents are likely solely dependent on public transit as their means of mobility. Additionally if a reduction in ridership is predicted, I am unsure why this plan is even being considered. Like the increase in bus frequency on weekends but dislike how some routes would have a longer wait time. reducing routes every hour during weekday midday bad; I like safety of pulling into Meijer @ 28/Kazoo More consistency, reliability, and simplicity is good. Increase in riders served is good. Don't reduce route 7. Using Lyft and Uber is a good idea. Yes weekend service should be expanded, but there aren't enough changes here compared to the other Scenarios. I don’t ride The Rapid system but I think when you eliminate stops like a food store and Hope Network it would be difficult for the vulnerable. Really, you’d make changes that make the wait times longer??? The Rapid already has the most embarrassing coverage and schedule. While it sounds good, reducing route frequency on any route is hard to swallow. And it will be very confusing if you consolidate routes. The 18 services a lot that the 9 could not. I like the idea of more weekend service and late night service, not just for employment, but also enjoyment. As before, only downfall is lack of closer service for Hope and Meijer.

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Overall, what do you think about Scenario 3? Keep 16 its our only way out less than a full mile or more away While technically better than scenarios 1 or 2 in some very limited ways, this is still the invention of someone who doesn't deserve to be ranked among human beings. See the list of cons you cite. Same concerns for route 7 as I previously listed. I don’t feel that any scenario that would create lower ridership would be good for the community or the Rapid. Traffic can make for late picks,etc....so time change could be good. Ride share partnerships and added service areas are good. How would you enable access for ride sharing if someone didn’t have a personal smart phone? What would make it clear to a user that they have that option? Reducing some service to hourly makes bussing a much less relevant choice. I of course don't have access to usage data, but I can't see how this scenario fits traffic patterns. To benefit the environment especially, focus needs to be on reducing single commuter traffic during rush hours, i.e. weekday mornings and afternoons/evenings. City traffic is lowest on weekends, when it is most appropriate to use personal vehicles. It makes sense for buses to be slower on weekends, as most people have more flexibility to plan for a certain route timing. 30 minutes is still too long. These changes appear to maintain my transit needs. This maintains all of my transit needs. I use the 12 route, so changing it is annoying A lot of people who take the bus are working hourly jobs and are required to work weekends! Sometimes it’s hard for me to get to work on Sundays, even harder to get home—it shouldn’t be when I live on Camelot and just need to get down 28th street. There are still routes missing, but not as many Infrequency of routes discourages people to ride the bus. If its not convenient, they will look for alternative transportation options. This is the scenario I think would be best for the residents. Ridership levels are crucial to maintain or increase for the system to gain mindshare and grow in the future. I never use the bus on the weekends so I don't have much personal opinion We need a better way to get people into downtown GR to take part in cultural amenities our city offers for people who don’t have transportation or to deal with the limited parking. Expanded weekend routes would help this in addition to weekday improvements. Partnership with private provider is misguided, IMHO: The Rapid should be focused on providing exemplary fixed-route service, and leave subsidizing other modes to other service agencies. I don’t like the 30 minute weekday peaks! Assuming ridership would go down is definitely moving in the wrong direction. Not in favor of cutting routes. I believe all routes need weekend extensions I don't like the public supporting the private companies. TRANSIT SHOULD BE FREE TO INCREASE RIDERSHIP AND QUALITY OF LIFE. Sunday service to the airport. I like the idea of smaller buses. We need more weekend hours on Friday and Saturday nights to go into downtown for events at places like VanAndel and other entertainment events. My friends and I would be downtown more on the weekends but we cant because of the bus hours. Robbing Peter so severely to pay Paul does not work for me Decreasing ridership is dangerous given the realities of climate change. I do like the idea of partnering with Uber/Lyft for the 12 to 5am commute.

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Overall, what do you think about Scenario 3? Anything that reduces ridership seems like a step backward. Would prefer increases in coverage & frequency These changes look good but might create connectivity issues. It might also create a way for more passengers to get places on the weekends. More service when people need it would be a good idea. I personally rarely use on weekends. What are considered Midday hours? There is a potential that midday hours starting to soon would prohibit me from using the Rapid to get to work. This keeps most of the existing coverage and adds good coverage on weekends. It eliminates a lot of the same overlap as scenario 2, but adds a bunch on Burton. It keeps the Airport coverage and Byron Center S. of 44th. I think it does the best with coverage and frequency while eliminating overlaps. I think that the service hours would not benefit me as a resident of Grand Rapids. It also doesn't give me frequency that helps me in my daily life. I feel this won't really make any major improvement in the system and would waste money Reducing frequency seems like a bad plan. As a frequent pedestrian, it’s shocking to me how rarely I am passed by busses as it is. I often go 4-6 miles around NE grand rapids and the majority of the time, I don’t get passed by a single bus. When travel by foot is more efficient than travel by bus, reducing frequency of busses seems to be an odd option. Increased weekend/holiday service however would surely help those who rely on public transportation and need to go to work and get things done on weekends and holidays. Too many downfalls; ridership down and no service to 28th St meijer Too many students along route 15 Keep weekday peaks the same across the board. You're screwing working people over While I'd be happy about any improved frequency to route 9, I also am wary of plans that might reduce overall ridership. This would provide necessary coverage for those who ride the bus to work or service to Family Fare, St. Thomas, Valley City Linen, Aquinas College, St. Thomas, Holland Home (may be Hope Network in the future, Marywood and Oak Industrial drive businesses. I ride the bus everyday. It is frustring that I cannot use this service on the weekends, and this senario would accomodate my need (and the needs of many of my bus drivers). This would help my son getting to work on weekends. Currently no sunday bus 11 which puts him in a bind to get to work, which also utilizes bus 13, which needs a sunday run schedule! If ridership will decrease, it's not worth changing. The point of the changes should be to increase ridership and to help get fewer cars on the roads. Worried about decisions that lead to less frequency and ridership. The later bus times on Sunday nights are very beneficial for employees who use the bus systems as their primary transportation. There are many jobs downtown that require Sunday night hours but transportation for associates is very difficult if the buses are not running. I represent AHC Hospitality and with our 4 hotels downtown about 25% of our staff use the Rapid to get to work. Many of our positions are 2nd shift with shifts ending from 6pm-11pm at night along with 3rd shift. Having later times would provide Grand Rapids residents with a means to get to work or even be eligible to keep a job with our company. These later times a definitely a great need in our community and is often a topic of conversation among our staff. I think we need more weekend service, but not at the cost of weekday frequency. I think the focus should be on boosting more productive routes first and then exploring how we might increase weekend service.

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