Another way of measuring RTA use.
The chart posted at the DDN has a riders/hour number for each route. Presumably this is the number of riders divided by the number of hours travelled. This is maybe another way of measuring heavy use.
Laying out the routes, least to most riders/hour, Route 7N (Main Street to Shiloh) is the obvious outlier, well above all other routes.
Dropping that one and looking at the rest, trying to ascertain breaks in the data in order to group routes, these are the top routes using the riders/hour measure, comprising 79.6% of all rides on RTA.
The key shows line weight for mapping the groups on a route map, here shown on the colored RTA map
...and stripping away the RTA map to see the geography as a diagram. 7N gets an extra-heavy line up Main.
Using this measure one does see three suburban lines appear:
- X5 to Dayton Mall
- 16S down Wilmington to the shopping district between I-675 and Alex-Bell Road
- 19N up Brandt Pike to the new Meijer in Huber Heights
- 22N, Northridge local service up North Dixie ending just north of Needmore .
It does seem the North Dixie/Northridge area is generating suprising amounts of riders for a suburban area, becuase 17N is also well-used by this measure. Together 22N and 17N comprise a high-use corridor leading into the city. Maybe an opportunity for transit oriented development (or re-development since this area is mostly built-out).
RTA: Regional Transit for Appalachians?
From the previous post, black and carless concentrations mapped. But note that East Dayton is better represented here, since the Xenia Avenue/Linden route to the Easttown hub is now appearing. So RTA use in East Dayton, while not as heavy as in some of the black neighborhoods, is somewhat better represented using this measure.
Consipicuous by their absence are the south suburbs; the Far Hills/South Dixe corridors. This part of Mongomery County doesn't appear to generate signifigant riders using the total number of passengers or the rides/hour measures.
Perhaps one can infer that some of the suburban routes that do appear are used for commuting or shopping by carless inner city residents (and maybe X5 is still serving what few commuters are going downtown).
Expanding the System?
The logical choice would be east to Greene County. And there are pockets of carlessness in Greene.
..most of them, suprisingly enough, in Xenia. The way Greene is tracted Xenia is split up between seven tracts, some extending out into the country, so the map probably distorts the extent of this . Most of these tracts have fairly high carless numbers, and one has two college campuses (CSU & Wilberforce).
Wright View and downtown Fairborn (the older part of Fairborn) also have fairly high carless numbers, the highest in the county outside of Xenia.
RTA does serve one of these pockets, sort of, by running to WSU, where it interfaces with Greene County CATS on-demand system. One could envision an extension of 1E into Fairborn from WSU.
CATS might be enough for Greene County, and maybe some form on-demand system might suffice for parts of Montgomery County, too.