HomeMy WebLinkAbout01-14-2026 MTC Agenda Packet
Mass Transportation Committee
AGENDA
Wednesday, January 14, 2026, 2:30 p.m.
Council Hearing Room, 990 Palm Street, San Luis Obispo
The Mass Transportation Committee holds in-person meetings. Zoom participation will not be
supported. Attendees of City Council or Advisory Body meetings are eligible to receive one hour of
complimentary parking; restrictions apply, visit Parking for Public Meetings for more details.
INSTRUCTIONS FOR PUBLIC COMMENT:
Public Comment prior to the meeting (must be received 3 hours in advance of the meeting):
Mail - Delivered by the U.S. Postal Service. Address letters to the City Clerk's Office at 990
Palm Street, San Luis Obispo, California, 93401.
Email - Submit Public Comments via email to advisorybodies@slocity.org. In the body of your
email, please include the date of the meeting and the item number (if applicable). Emails will not
be read aloud during the meeting.
Voicemail - Call (805) 781-7164 and leave a voicemail. Please state and spell your name, the
agenda item number you are calling about, and leave your comment. Verbal comments must be
limited to 3 minutes. Voicemails will not be played during the meeting.
*All correspondence will be archived and distributed to members, however, submissions received
after the deadline may not be processed until the following day.
Public Comment during the meeting:
Meetings are held in-person. To provide public comment during the meeting, you must be
present at the meeting location.
Electronic Visual Aid Presentation. To conform with the City's Network Access and Use Policy,
Chapter 1.3.8 of the Council Policies & Procedures Manual, members of the public who desire
to utilize electronic visual aids to supplement their oral presentation must provide display-ready
material to the City Clerk by 12:00 p.m. on the day of the meeting. Contact the City Clerk's
Office at cityclerk@slocity.org or (805) 781-7114.
Pages
1.CALL TO ORDER
Chair Figueroa will call the Regular Meeting of the Mass Transportation
Committee to order.
2.PRESENTATION
On November 18, 2025, the City Council approved consolidating the Public
Works and Utilities Departments, creating a new Director position, and
reclassifying the former Director positions into Assistant Director roles. Following
this action, Aaron Floyd was appointed Director of the consolidated Public
Works and Utilities Department. Aaron previously served as Utilities Director
and, since May 2025, as Interim Public Works Director. The City has also
completed recruitment for the new Assistant Director positions. Madeline
Kascinta was appointed Assistant Director of Public Works, and Shawna Scott
was appointed Assistant Director of Utilities. In her role, Madeline will oversee
the Public Works operational branch, including the City’s Transit program.
3.PUBLIC COMMENT FOR ITEMS NOT ON THE AGENDA
At this time, people may address the Committee about items not on the agenda.
Persons wishing to speak should come forward and state their name and
address. Comments are limited to three minutes per person. Items raised at this
time are generally referred to staff and, if action by the Committee is necessary,
may be scheduled for a future meeting.
4.CONSENT
Matters appearing on the Consent Calendar are expected to be non-
controversial and will be acted upon at one time. A member of the public may
request the Mass Transportation Committee pull an item for discussion. The
public may comment on any and all items on the Consent Agenda within the
three-minute time limit.
4.a CONSIDERATION OF MINUTES - NOVEMBER 12, 2025, MASS
TRANSPORTATION COMMITTEE MINUTES
5
Recommendation:
To approve the Mass Transportation Committee Minutes of November
12, 2025.
5.COMMENT AND DISCUSSION
5.a SLO TRANSIT UPDATE 7
Mobility Services Business Manager Alex Fuchs will provide an update
on the following:
Transit Innovation Study Implementation Progress Report•
Short-Range Transit Plan Implementation Progress Report•
5.b STUDY SESSION FOR MICROTRANSIT FEASIBILITY STUDY 11
Receive a presentation from Cal Poly student and SLO Transit Intern,
Emily McBride, on a Microtransit Pilot Program Feasibility Study and
provide feedback on the initial service alternatives, community
engagement, and next steps.
6.ADJOURNMENT
The next Regular Meeting of the Mass Transportation Committee meeting is
scheduled for March 11, 2026, at 2:30 p.m. in the Council Hearing Room at City
Hall, 990 Palm Street, San Luis Obispo.
LISTENING ASSISTIVE DEVICES are available -- see the Clerk
The City of San Luis Obispo wishes to make all of its public meetings accessible
to the public. Upon request, this agenda will be made available in appropriate
alternative formats to persons with disabilities. Any person with a disability who
requires a modification or accommodation in order to participate in a meeting
should direct such request to the City Clerk’s Office at (805) 781-7114 at least
48 hours before the meeting, if possible. Telecommunications Device for the
Deaf (805) 781-7410.
Service Complaints: Complaints regarding bus service or routes are to be
directed to the customer service line at (805) 594-8090. Reports of
complaints/commendations are available to the public upon request.
Agenda related writings or documents provided to the Mass Transportation
Committee are available for public inspection on the City’s website:
https://www.slocity.org/government/mayor-and-city-council/agendas-and-
minutes. Meeting recordings may be found on the City’s website:
https://opengov.slocity.org/WebLink/Browse.aspx?id=60984
1
Mass Transportation Committee Minutes
November 12, 2025, 2:30 p.m.
Council Hearing Room, 990 Palm Street, San Luis Obispo
Mass Transportation
Committee Members
Present:
Member Hans Hershberger (Business Rep), Member Robin
Kisinger (Senior Rep), Member Audrey Lariz (Alternate),
Member Stone Ramage (ASI Rep), Vice Chair Marlene Cramer
(Cal Poly Rep), Chair David Figueroa (At-Large Rep)
MTC Members Absent: Member Michaela Crampton (Technical Rep), Member Matthew
Duffy (Disability Community Rep)
City Staff Present: Mobility Services Business Manager Alexander Fuchs, Transit
Coordinator Jesse Stanley
_____________________________________________________________________
1.CALL TO ORDER
A Regular Meeting of the San Luis Obispo Mass Transportation Committee was
called to order on November 12, 2025, at 2:33 p.m. in the Council Hearing Room
at City Hall, 990 Palm Street, San Luis Obispo, by Chair Figueroa.
2.OATH OF OFFICE FOR NEW MTC MEMBER
City Clerk Teresa Purrington administered the Oath of Office to newly appointed
Mass Transportation Committee Member Stone Ramage.
3.PUBLIC COMMENT FOR ITEMS NOT ON THE AGENDA
Public Comment:
None
--End of Public Comment--
4.CONSENT
4.a CONSIDERATION OF MINUTES - SEPTEMBER 10, 2025, MASS
TRANSPORTATION COMMITTEE MINUTES
Item 4.a
Page 5 of 49
2
Motion By Member Lariz
Second By Member Hershberger
To approve the Mass Transportation Committee Minutes of September 10,
2025.
CARRIED
5.BUSINESS ITEMS
6.COMMENT AND DISCUSSION
6.a 2027 REGIONAL TRANSPORTATION PLAN UPDATE
Received update on the San Luis Obispo Council of Governments’ 2027
Regional Plan Update from Mass Transportation Committee Member
Audrey Lariz.
6.b SLO TRANSIT UPDATE
Mobility Services Business Manager Alex Fuchs provided updates on the
following:
•6 Express Service
•Memorandum of Understanding for Pilot Express Transit Services
•Request for Proposals for Transit Operation and Maintenance
Services
•2025 Holiday Trolley
7.ADJOURNMENT
The meeting was adjourned at 3:42 p.m. The next Regular Meeting of the Mass
Transportation Committee is scheduled for January 14, 2026, at 2:30 p.m. in the
Council Hearing Room at City Hall, 990 Palm Street, San Luis Obispo.
_________________________
APPROVED BY MASS TRANSPORTATION COMMITTEE: XX/XX/202X
Item 4.a
Page 6 of 49
Item 5.a
Mass Transportation Committee
Agenda Report
For Agenda of: 1/14/2026
Item Number: 5.a
FROM: Alexander Fuchs, Mobility Services Business Manager
Phone Number: (805) 783-7877
E-mail: afuchs@slocity.org
SUBJECT: SLO TRANSIT UPDATE FOR JANUARY 2026 MEETING
RECOMMENDATION
Receive the SLO Transit Update for January 2026 and provide comment on discussion
items as necessary
DISCUSSION
Transit Innovation Study Implementation Progress Report
In January 2024, City Council reviewed a draft of the Transit Innovation Study and
directed staff to finalize the report and begin implementation. Specific recommendations
of the study were further analyzed and incorporated into the FY 2026-30 Short-Range
Transit Plan. In March 2025, staff published its first annual implementation progress
report outlining the description and status of the ‘High’ and ‘Medium’ priority
recommendations of the study. Staff are preparing the second annual implementation
progress report with updated information for the same ‘High’ and ‘Medium’ priority
recommendations. Staff anticipate the report to be published in March of 2026; however,
below is a summary of the major updates that will be included in this year’s report.
Recommendation No. 2 - Pursue Open-Loop Payment System
Description: Open-Loop payment systems allow
riders to pay fares by ‘tapping’ their payment card
or mobile device when boarding. The payment
system also allows for ‘fare capping’ which means
riders never pay more than the cost of a daily,
weekly, or monthly pass. Once they reach that
amount, all additional rides in that period are free.
It ensures riders automatically get the best fare
without needing to buy a pass in advance.
Status: In May 2025, Council approved execution
of agreements between the City and vendors for
hardware and software needed to implement the
project. Installation of hardware is tentatively
scheduled for early January 2026 and system
launch in February 2026.
Page 7 of 49
Item 5.a
Recommendation No. 4 – Replace CAD/AVL System on Fixed-Route Vehicles
Description: Computer-Aided Dispatch and
Automated Vehicle Location (CAD/AVL)
system connects with other technologies
such as onboard voice announcements,
passenger counters, security cameras, and
real-time passenger information displays.
CAD/AVL system also improves service
scheduling, reporting accuracy, and provide
better, more reliable information to
customers.
Status: In December 2025, Council approved
the replacement of the current CAD/AVL
system through a purchasing cooperative.
Staff is currently working with the selected
vendor, Connexionz, on design and
configuration of the system. Hardware installation is tentatively scheduled for February to
March 2026 and system launch in April 2026.
This project also supports Recommendation No. 5 – Upgrade Automated Passenger
Counters – as well as Recommendation No. 6 – Enhance Real-Time Passenger
Information. The new CAD/AVL system will improve the accuracy of passenger count
data needed to meet state and federal requirements. It will also provide real-time transit
information to riders through mobile apps, Google Maps, and text messages.
Recommendation No. 11 – Pursue Microtransit Mobility Services
Description: Microtransit is a flexible on-demand
transportation service that provides shared rides
within a defined area. Think of it as an on-demand
community shuttle. This form of public transit can
fill service gaps in traditional services offered by
public transit agencies.
Status: In August 2025, the City Transit Intern and
Cal Poly Graduate Student initiated a Microtransit
Feasibility Study. The purpose of the study is to
develop a set of alternatives as to how Microtransit
could be implemented and operated in the City
including proposed success metrics. In May 2026,
a draft Microtransit Feasibility Study will be
presented to City Council for their consideration.
Implementation of a Microtransit pilot program
would not occur until in FY 2027-28.
Page 8 of 49
Item 5.a
Short-Range Transit Plan Implementation Progress Report
The FY 2026-30 Short-Range Transit Plan (SRTP) was adopted by City Council in April
2025 and includes service, fare, and program change recommendations for the next five
year period. The near-term recommendations (one to two years) were incorporated into
the City’s Major City Goals and adopted with the 2025-27 Financial Plan in June 2025.
Similar to the Transit Innovation Study, staff plans to provide annual progress reports on
the implementation of the plan’s recommendations. Below are some of the status updates
that will be included in this year’s report.
Reinstate Services to Pre-pandemic
Levels
Description: Reinstate the remaining
Route 3A trips (7 additional trips
between 6 a.m. and 12 p.m.), the
Highland Tripper, (serving Cal Poly
campus and Foothill Boulevard) and
the San Luis Tripper (connecting
downtown with SLO High School),
which have been suspended since
the onset of the pandemic.
Status: The remaining Route 3A trips
were reinstated on January 5, 2026.
The Highland Tripper and San Luis
Tripper are scheduled to be
reinstated in August 2026 to align
with the 2026-27 Academic service.
Increase Routes 4A/B Service
Frequency
Description: The SRTP includes a recommendation to add two additional trips in the
morning on Route 4A and two additional trips in the evening on Route 4B to help Cal Poly
students get to and from campus.
Status: Staff anticipates implementing the additional Route 4 trips in August 2026 when
Academic service resumes.
Modify Academic Service to Align with Cal Poly’s Semester System Transition
Description: Cal Poly is the last campus within the California State University system to
transition to the semester-based academic calendar. The university was informed in
October of 2021 that it would begin the process of converting to a semester -based
calendar. Cal Poly's first term on a semester system will begin fall 2026.
Status: Cal Poly’s adopted 2026-27 Academic Calendar indicates that Fall term classes
Page 9 of 49
Item 5.a
begin on Monday August 24, 2026. Staff plans on resuming Academic service at least
two weeks prior to the beginning of classes, so that incoming students can get acquainted
with SLO Transit’s services before classes start.
Eliminate 5-Day and 7-Day passes
Description: The SRTP recommends simplifying pass options by eliminating the 5 -Day
and 7-Day passes which made up less than one percent of boardings in FY 2022-23.
Status: COMPLETE. With the adoption of the plan in April 2025, Council also approved
SLO Transit’s fare rates including the elimination of the 5 -Day and 7-Day passes.
Expand the Downtown Access Pass Program Geographic Boundaries
Description: The Downtown Access Pass (DAP) program allows employees of the
downtown area to ride SLO Transit at no cost. As recommended by the Transit Innovation
Study, the SRTP also recommends expanding the geographic boundaries east and south
of the existing program area.
Status: Staff plans on bringing an item to City Council for consideration in late
summer/early fall of 2026 to phase in the expansion of the DAP program boundaries and
possibly to make other changes like allowing downtown residents to also participate in
the program.
Page 10 of 49
Item 5.b
Mass Transportation Committee
Agenda Report
For Agenda of: 1/14/2026
Item Number: 5.b
FROM: Emily McBride, Transit Intern; Alexander Fuchs, Mobility Services Business
Manager
Phone Number: (805) 783-7877
E-mail: emcbride@slocity.org, afuchs@slocity.org
SUBJECT: STUDY SESSION FOR THE MICROTRANSIT PILOT PROGRAM
FEASIBILITY STUDY
RECOMMENDATION
Receive a presentation from Cal Poly student and SLO Transit Intern, Emily McBride, on
a Microtransit Pilot Program Feasibility Study and provide feedback on the initial service
alternatives, community engagement, and next steps.
REPORT-IN-BRIEF
This report presents an update on the Microtransit Pilot Program Feasibility Study
including initial service alternatives. Staff is seeking feedback from the Mass
Transportation Committee (MTC) members and the public in attendance on the initial
service alternatives, additional community engagement efforts, and next steps in
preparation for the presentation of a draft study for City Council’s consideration at the
May 5, 2026 meeting.
POLICY CONTEXT
The Transit Innovation Study (TIS) includes a recommendation to pursue Microtransit as
a transportation service enhancement (recommendation 7.1). Implementation of a
Microtransit pilot program was further analyzed in the Short-Range Transit Plan (SRTP
2025). The SRTP includes a service change recommendation to implement a two -year
Microtransit pilot program beginning in fiscal year (FY) 2027-28 that will operate from
10:00 p.m. to 12:00 a.m., daily.
For the purposes of this study, Microtransit is defined as an on-demand transportation
service that uses multi-passenger vehicles within a designated service area. Riders can
request a trip through a mobile app or by callin g a dispatcher, and routes are created in
real time based on rider requests. It could be thought of as a ‘community shuttle’ public
service.
Page 11 of 49
Item 5.b
BACKGROUND
Cal Poly students enrolled in the Master of City and Regional Planning (MCRP) program
must complete a professional project, thesis dissertation, or exam as their culminating
experience. The City’s Transit intern, Emily McBride, is in her second year of the MCRP
program and has optioned to complete a professional project as her culminating
experience. After discussions with City staff and her graduate advisor, Emily has chosen
to conduct a Microtransit Pilot Program Feasibility Study. The City has included in both
the Transit Innovation Study and the Short -Range Transit Plan a recommendation to
pursue a Microtransit pilot program.
The purpose of a Microtransit Pilot Program Feasibility Study is to further analyze the
operational and service elements not discussed in the SRTP and to present service
alternatives based on the additional analysis which will inform the scope of a pilot
Microtransit program. The draft study (Attachment A) consists of the following elements
completed since August 2025: Existing Conditions, Microtransit Overview, Initial Public
Outreach, and Service Alternatives. Each of these elements are also summarized below.
Draft Microtransit Pilot Program Feasibility Study Elements
Existing Conditions
This section summarizes fixed-route and on-demand transit coverage in the City of San
Luis Obispo, in addition to regional air and rail transportation options. Relevant public
feedback and analysis from the 2025 Short Range Transit Plan and San Luis Obispo
Coalition of Governments (SLOCOG) Unmet Transit Needs report are also included.
Transit coverage: There are locations and time windows within SLO Transit’s service
boundary that have less service than others. In relation to distance to stops, 34 percent
of the population lives further than one quarter of a mile from a bus stop, which may
be too far for some people to walk to. Additionally, some residents may live in areas
where service doesn’t start as early or run as late as they may need. Finally, with only
“A” routes serving the City on the weekends, specific types of trips may be hard to
make. This can include cross-town travel or travel a short distance but, in a
counterclockwise direction (the type of trip served by “B” routes). As described in the
SRTP, it is planned to have “B” routes operate on the weekends beginning fiscal year
2026-2027.
Demand-response transit: There are multiple demand-response transit options
currently available to residents of San Luis Obispo, and all of them serve a specific
population (people with disabilities, seniors, or veterans). This means that some
residents are not eligible to utilize these on-demand services. All these services
require pre-booking at least 24 hours in advance, which can be inconvenient for riders
using the service.
Regional Transportation: Departures and arrivals via rail, bus, and plane occur
throughout the day from the San Luis Obispo Train Station and San Luis Obispo
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Item 5.b
County Airport. Arrivals and departures from these locations early in the morning and
late evening are common, which is when SLO Transit operates limited service or no
service at all.
Relevant Studies – SLO Transit Short-Range Transit Plan: There are multiple findings
in the Short-Range Transit Plan relevant to the development of a Microtransit pilot.
Demographic analysis found that from 2020-2030, the number of ‘mature retirees’ (75-
84 years old) is predicted to grow 61%. As seniors are known to use transit at a higher
rate than the overall population, this will mean an increased demand for transit options
in the City into the next decade. It is noted that Cal Poly is planning to increase
enrollment an additional 5,000 students by 2035, with an increase in on -campus
residents from 8,000 to 15,000. This increase in on -campus residents may mean an
increase in demand for transportation options from Cal Poly students. The SRTP also
presents a Transit Needs Index which shows downtown and the southern -central area
of the City as the areas with the highest transit needs.
Relevant Studies – SLOCOG Unmet Transit Needs Study (2024-2025): Every year,
SLOCOG asks community members if they have any unmet transit needs, and the
following requests were specific to SLO Transit. A significant number of respondents
requested express or shuttle service, including specifically to the SLO Airport.
Additionally, increased service on the weekends was requested by multiple residents.
Microtransit Overview
This section provides information on the various services and operational elements that
make up a Microtransit program.
Service model describes how Microtransit operates in a community – where riders can
be picked up and dropped off, and how flexible the service is. The three service models
relevant to SLO Transit are below:
Zone-Based with Point-to-Point (Anywhere-to-Anywhere Service - Within a Zone):
Riders can request a trip between almost any two places within a defined service area.
Pickups and drop-offs may happen at nearby corners, the curb, or right at your door,
depending on the location.
Zone-Based with External Nodes (Anywhere-to-Anywhere with Key Destinations
Outside the Area): This works like the anywhere-to-anywhere service within the main
service area, but also includes select destinations outside the area, such as an airport
or major hub, where riders can be picked up or dropped off.
Point Deviation (Key Destinations Service): Trips connect a set of popular community
destinations, like transit centers, shopping areas, medical offices, community centers,
or downtown, rather than any address. Riders travel between these common stops
using on-demand vehicles.
Operational model refers to the logistics, mechanisms, and technology used to deliver
Microtransit. The two common operational models can be described as Software as a
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Item 5.b
Service (SaaS) and Turnkey.
Software as a Service: Is a model where Microtransit operations are publicly regulated
and operated. A transit agency partners with a vendor to provide on -board routing and
customer-facing smartphone application technology. Vehicles are owned by the
transit agency, and drivers and dispatchers are employees of the transit agency.
Turnkey1: Is a model which is publicly regulated but privately operated. A transit
agency enters an agreement with a private company that provides not only
technology, but vehicles, drivers, and dispatchers as well. In some cases, agencies
will opt for two different providers: one for technology and one for operations.
Operational Costs: Public transit is usually funded through a combination of federal, state
and local funding, combined with fare revenues. In general, on-demand transit provides
a significantly lower farebox recovery (the percent of the operation cost covered by fares),
due to the lower average passenger trips per hour. An industry-standard metric used to
assess the cost of providing transit service is cost per vehicle per revenue hour. Based
on a review of multiple agencies operating turn -key Microtransit programs, the average
cost per vehicle per revenue hour is $108.
Fares: Fares for Microtransit can be established based on agency goals. To align with the
goal to increase transit ridership in the City, fares should be an accessible price.
Additional considerations are fiscal responsibility and comparison to private and
subsidized demand-response options in the area. Most agencies choose t o offer
discounts on Microtransit fares to those riders who qualify for fixed-route discount passes
like seniors and persons with disabilities. Fares for Microtransit service provided by
agencies in California range from free, to $2-$6 per ride. Fare collection most often occurs
through the mobile application, though Microtransit vehicles are often equipped with
fareboxes to allow for cash payment upon boarding.
Equity and Access: Microtransit can provide a more accessible transit network in a variety
of ways. It can function as a supplement to existing paratransit, by providing a more
flexible and immediately on-demand form of transportation for riders with disabilities.
Additionally, it can provide another option to those with limited mobility and/or access to
vehicles, like seniors, youth, or those who don’t own a car. When designed to fill service
gaps during the times of day fixed-route does not operate, Microtransit can provide a
transit option to those who work early-morning or late-night shifts. By providing a publicly
subsidized on-demand transit option, Microtransit can remove the financial barrier to
transportation.
Public Outreach Efforts
Public outreach efforts are summarized in the Outreach section of the report. Thus far,
four in-person pop-up events have been held to educate the public about Microtransit and
1 This is the model recommended in the SRTP as it limits the need for initial capital investment in vehicles
or operational resources and can be deployed quickly
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Item 5.b
to promote a Microtransit survey. Certain transit-oriented groups were targeted for
outreach including older adults, college students, and current transit riders. Additionally,
stakeholder meetings were held with representatives from SLOCOG, San Luis Obispo
Regional Transit Authority (RTA), the City’s Office of Sustainability, and the San Luis
Obispo Airport’s Office of Sustainability.
Survey: An eight-question survey was created to gauge interest in Microtransit. The
survey provided an overview of Microtransit and asked questions about how residents
would use the service if it was available. A total of 73 survey responses were received. It
is important to note the results of this survey reflect the needs of residents who are likely
more transit-dependent than the overall population of the City. This is due to the survey
being promoted at pop-ups meant to reach people more likely to be transit dependent:
seniors at the San Luis Obispo Senior Citizens Center, college students and Cal Poly,
and transit riders and the Downtown Transit Center.
All participants said they would utilize Microtransit if it was an available service. When
asked what time during the day they would use Microtransit, the most popular choice was
midday – though there was notable interest for late evening and early morning as well.
“Accessing essential services” was the most selected answer to the question of what
types of trips Microtransit would be used for. Full results from the survey can be seen in
Attachment A.
Initial Alternatives Analysis
This section outlines Operational Elements and Initial Alternatives for review by the City’s
Mass Transportation Committee. Below are the assumptions made when developing the
following alternatives. These elements were determined based on recommendations in
the SRTP, established industry trends, and relevancy to San Luis Obispo.
Operational Model: Turnkey model, as recommended in the SRTP. A turnkey model
will allow the City to easily implement a pilot. Contract should include performance
metrics and access to data to allow for service modifications during the pilot window.
Pilot Length: Two-year pilot, as recommended in the SRTP
Service Model: Zone-based with either Point-to-Point or External Nodes service. A
Zone-based model asks very little of users, is convenient, accessible, and provides a
service unique from and complementary to fixed route.
Fares: $3 to $5 per trip, depending on final service Alternative. Accessibly priced fares
allow for all residents to utilize Microtransit as a service. Pass-holders (Seniors, riders
with disabilities, and K-12 Students) will receive a discount on the established fare.
Cal Poly students will pay full fare.
Vehicles: Electric vehicles will be used, and they will be ADA accessible.
Coverage: Coverage should be targeted to fill service gaps either by days of week,
hours of service, or geographic coverage.
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Item 5.b
Initial Alternatives
The following three alternatives are provided as initial service options for a Microtransit
pilot program. The alternatives are based on a synthesis of se rvice gaps and needs found
in: SLOCOG Unmet Transit Needs Survey, SLO Transit’s 2025 SRTP, and results from
the community outreach efforts. The service needs are:
Additional evening and weekend service when fixed route is limited
Additional service to the Airport and Train Station, particularly in the early mornings
More service at midday to supplement existing door-to-door service for seniors and
others without vehicle access
Alternative 1: Evening Service (10:00 p.m. to 12:00 a.m.), City-wide and Airport, 7
days/week
This is the recommended alternative in the SRTP, however it is considered as a year-
round service, as SLO Transit will be operating on a year-round schedule by 2028.
Service Gap Addressed: Late night service
Key Benefits: Fills an existing service gap, when fixed route service is limited. The
coverage area is City-wide including the SLO Airport, so it will be equally accessible.
Lowering annual operating cost compared to the other alternatives based on the number
of annual service hours needed to operate this alternative.
Considerations: Staffing late shifts may be challenging. Potential for high demand as an
alternative to other Transportation Network Companies (TNC) (Uber, Lyft) options for
evening travel to downtown may cause increased wait times.
Alternative 2: Early Morning Service (4:00 a.m. to 8:00 a.m.), Targeted Coverage, 7
days/week
This alternative is presented as an option with a target coverage area. Less geographic
coverage decreases the number of vehicles which lowers costs. Potential targeted area
could be the east side of SLO including Cal Poly, the SLO Train Station, and the SLO
Airport.
Service Gap Addressed: Early morning service, service to San Luis Obispo Train Station
and San Luis Obispo County Airport
Key Benefits: Targeted geographic area allows for lower costs and fewer vehicles
needed. Provides service to regional/national transportation – SLO Airport and SLO Train
Station.
Considerations: Does not provide service to all residents in the City. Staffing early shifts
may be challenging.
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Item 5.b
Alternative 3: All Day Service (8:00 a.m. to 8:00 p.m.), City-wide, Weekends
This alternative provides service throughout the City on the weekends, when the
Counterclockwise “B” routes do not operate. The service window covers the same time
fixed route operates on weekends.
Service Gap Addressed: Weekend service
Key Benefits: Provides increased weekend service. Equal coverage across the City.
Considerations: Has potential to pull ridership from fixed route as service window is the
same as fixed route. Does not provide weekday, early morning ,or late evening service.
Table 1 - Initial Alternatives Comparison
Alternative 1:
City-Wide
Evening Service
Alternative 2:
Targeted
Morning
Service
Alternative 3:
City-Wide
Weekend Service
Geographic Coverage City-wide Targeted City-wide
Service Window Late Night
(10pm-12am)
Early Morning
(4am-8am)
All Day
(8am-8pm)
Days of Week Mon - Sun Mon-Sun Weekends
Service Deliver Model Zone-based
Point-to-point
Zone-based with
external nodes
Zone-based
Point-to-point
Est. Trips / Year 7,200 9,600 12,200
Cost Low Low Medium
Conclusion
These three initial alternatives showcase different approaches to designing a pilot
program that is reasonable in cost and size, while also addressing existing service gaps.
Based on feedback from MTC and continuing public outreach efforts, thes e alternatives
will be modified and presented to City Council on May 5, 2026, for their consideration. If
a piloted Microtransit program proves to be a successful form of public transit in San Luis
Obispo, the City could consider expanding service to an all-day, city-wide Microtransit
service.
Questions for the Committee’s Consideration
1. Of the three Initial Alternatives presented, is there one that the MTC thinks should
be prioritized, based on their experience with and knowledge of SLO Transit and/or
the community’s public transportation needs?
2. Are there any specific service gaps not addressed by one or more of the Initial
Alternatives that the MTC thinks should be taken into consideration?
3. What additional outreach should be conducted between now and the May 5, 2026
Council meeting?
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Item 5.b
NEXT STEPS
After presentation to the MTC, comments and feedback will be recorded and incorporated
into the draft report. Phase two includes further refinement of the service alternatives,
additional public outreach, developing success metrics for the pilot program, and
presentation to City Council at the May 5, 2026 meeting.
ATTACHMENTS
A - Draft Microtransit Pilot Program Feasibility Study
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Draft Microtransit Pilot Program Feasibility Study
Emily McBride | City of San Luis Obispo
1
Phase 1 Draft
Microtransit Pilot Program Feasibility Study
January 7, 2026
Emily McBride
City of San Luis Obispo
Table of Contents
Introduction ...................................................................................................................... 3
Background ............................................................................................................................. 3
Policy Context .......................................................................................................................... 3
Existing Conditions ............................................................................................................ 5
Transit Network ................................................................................................................ 5
Fixed Route System .................................................................................................................. 5
Service Coverage ...................................................................................................................... 5
Key Takeaways ........................................................................................................................................ 8
Demand-Response Transit ........................................................................................................ 8
Key Takeaways ........................................................................................................................................ 9
Regional Transportation ............................................................................................................ 9
Key Takeaways ...................................................................................................................................... 10
Relevant Study Findings ...........................................................................................................10
San Luis Obispo Coalition of Governments (SLOCOG) 2024/2025 Unmet Transit Needs Study ..................... 10
Short Range Transit Plan ........................................................................................................................ 11
Microtransit Overview ..................................................................................................... 13
Operations Overview ...............................................................................................................13
Service Models .......................................................................................................................14
Service Model Key Terms ....................................................................................................................... 14
Operational Models ................................................................................................................14
Interaction with Preexisting Transit Services ..............................................................................15
Fixed Route ........................................................................................................................................... 15
Paratransit ............................................................................................................................................ 15
Cost and Fares ........................................................................................................................16
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Operational Costs .................................................................................................................................. 16
Fares .................................................................................................................................................... 16
Equity and Access ....................................................................................................................17
Case Studies ...........................................................................................................................17
Santa Barbara Municipal Transit District – The Wave Microtransit ............................................................. 17
Key Takeaways ...................................................................................................................................... 18
Santa Maria Regional Transit– SMRT Micro ............................................................................................. 18
Key Takeaways ...................................................................................................................................... 18
Sacramento Regional Transit – SacRT Flex ............................................................................................... 19
Key Takeaways ...................................................................................................................................... 19
City of Whittier - Whittier Cruiser ........................................................................................................... 19
Key Takeaways ...................................................................................................................................... 19
Community Engagement ............................................................................................ 20
Outreach Events ......................................................................................................................20
Pop-Up Events ...................................................................................................................................... 20
Map Activity ......................................................................................................................................... 21
Survey ....................................................................................................................................22
Survey Results....................................................................................................................................... 23
Stakeholder Meetings ..............................................................................................................27
Community Partner Outreach ..................................................................................................28
Continuing Outreach ...............................................................................................................28
Initial Alternatives Analysis .............................................................................................. 29
Operational Elements ..............................................................................................................29
Initial Alternatives ...................................................................................................................29
Alternative 1: Evening Service (10:00 p.m. to 12:00 a.m.), City-wide and Airport, 7 days/week .................... 30
Alternative 2: Early Morning Service (4:00 a.m. to 8:00 a.m.), Targeted Coverage, 7 days/week ................... 30
Alternative 3: All Day Service (8:00 a.m. to 8:00 p.m.), City-wide, Weekends .............................................. 30
Initial Alternatives Comparison Table ................................................................................................. 31
Conclusion .......................................................................................................................................... 31
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Introduction
This draft of the Microtransit Pilot Program Feasibility Study covers background to inform
discussion of potential service alternatives at the January meeting of the City of San Luis Obispo
Mass Transportation Committee (MTC).
Report Sections:
1. Existing Conditions
2. Microtransit Overview
3. Public Outreach
4. Initial Alternatives
Project Phases:
o Phase 1 entails the writing of the above report sections, conducting public outreach,
and presenting findings for discussion to the Mass Transportation Committee.
o Phase 2 entails detailing service alternatives, additional public outreach, developing
success metrics for the pilot program, and conducting a study session with the City
Council.
Background
A Microtransit Pilot Program was first recommended in the Transit Innovation Study (TIS). A key
recommendation in the TIS was to pursue Microtransit as a transportation service
(recommendation 7.1). Specific recommendations for Microtransit service were introduced in
the Short-Range Transit Plan (SRTP 2025). The Microtransit Pilot Program Feasibility Study is a
next step toward implementing a two-year pilot program as recommended by the SRTP
beginning fiscal year (FY) 2027-28.
Policy Context
As part of the City’s strategic planning process for the 2025-2027 Financial Plan, a set of Major
City Goals were established for the two-year fiscal period. Under the Major City Goal category
of Infrastructure and Sustainable Transportation, action item 5 states: “Support and maintain
policies aimed at expanding mass transportation and public transit.” The City’s Circulation
Element of the General Plan (2014) established transportation mode-split objectives. The
Circulation Element calls for 12 percent of trips within the City to be made by transit by the year
2035. The City’s Climate Action Plan (CAP 2020) outlined steps for reaching community-wide
carbon neutrality by 2035. Pursuant to this goal, the CAP established an intermediary mode split
benchmark of 8 percent of trips made by transit, by 2030. The Transit Innovation Study
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recommended pursuing Microtransit as a service enhancement, and the Short-Range Transit
Plan (SRTP 2025) outlined potential alternatives to provide this service.
➢ Climate Action Plan (2020): Connected Community Action 4.3 Explore additional
innovative transit options in the 2024 SRTP (e.g., on demand deviated routes, electric
fleet expansion, Microtransit, Bus Rapid Transit, and Transit Signal Priority).
➢ Transit Innovation Study (2022) Recommendation 7.2 Pursue Microtransit Mobility
Services - In addition to traditional fixed-route service improvements, there are several
opportunities to implement on-demand mobility or fixed-route Microtransit that may
help supplement current service and further expand ridership (…).
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Existing Conditions
This section details the existing transit conditions in the City of San Luis Obispo. The Transit
Network portion covers the current transit availability in the City including fixed route, demand-
response service, rail, airline, and intercity bus. The Relevant Study Findings portion summarizes
information from the San Luis Obispo Council of Governments (SLOCOG) Unmet Transit Study
and the San Luis Obispo Short Range Transit Plan.
Transit Network
Fixed Route System
SLO Transit operates eight fixed routes year-round - four numbered routes running
bidirectionally. “A” routes run in clockwise direction, while “B” routes run in a counterclockwise
direction. Due to the significant population increases when Cal Poly is in session, SLO Transit
operates at higher levels of service during the academic year (September to June, known as
“academic service”). Cal Poly will switch to a year-round academic schedule starting in the 2028-
2029 year, and at that time SLO Transit plans to move to operating academic service year-round.
Currently, during summer, SLO Transit operates a non-academic schedule which provides slightly
reduced service.
In addition to year-round fixed routes, SLO Transit operates one tripper route (Laguna Tripper),
one express route (6X from Cal Poly to Downtown), and trolley in Downtown San Luis Obispo.
Historically, operations have also included a SLO High Tripper, serving San Luis Obispo High
School, and a Highland Tripper serving the Cal Poly campus. These Tripper services were
suspended during the pandemic and have yet to be restored.
Service Coverage
As this study is addressing potential service additions beginning in fiscal year 2027-2028, the
information regarding SLO Transit’s service coverage will be based on SLO Transit’s academic
service schedule. The academic service will operate year-round beginning in fiscal year 2028-
2029, as Cal Poly plans to transition to a year-round academic schedule then.
Throughout the 7-day week, there are two distinct service schedules: weekday service and
weekend service. During the weekdays, all eight fixed routes operate, with the “A” routes
operating during a larger service window compared to “B” routes. On weekends, only the “A”
routes operate, with a shorter service window compared to the weekdays. Figures 1 and 2
illustrate the service coverage throughout the day for weekday and weekend service.
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Figure 1: SLO Transit weekday service by route and hours
Figure 2: SLO Transit weekend service by route and hours
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SLO Transit’s service boundary encompasses the City, Cal Poly campus, and the San Luis Obispo
County Airport. In Figure 3 below, a one quarter mile walkshed1 buffer was overlaid on each bus
stop serviced by SLO Transit. Figure 3 illustrates that a large percentage of the residential area of
the City are within walkable distance of a bus stop. Based on SLO Transit’s standard for service
coverage, the 2025 SRTP estimated that two-thirds of residents live within walking distance of a
bus stop.
1Walkshed is an area reachable from a specified point. One quarter mile is a transit industry standard when
looking at access to transit. On average, this distance can be covered by foot in 10 minutes, and areas that fall
within this boundary are considered a ‘walkable’ distance to and from a bus stop.
Figure 3: 1/4 mile walkshed from SLO Transit bus stops
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Key Takeaways
There are locations and time windows within SLO Transit’s service boundary that have less
service than others. In relation to distance to stops, 34 percent of the population lives further
than one quarter mile from a bus stop, which may be too far for some people to walk to.
Additionally, some residents may live in areas where service doesn’t start as early as they may
need. Finally, with only “A” routes serving the city on the weekends, specific types of trips may
be hard to make. This can include cross-town travel or travel a short distance but, in a
counterclockwise direction (the type of trip served by “B” routes). As described in the SRTP, it is
planned to have “B” routes operate on the weekends beginning fiscal year 2026-2027.
Demand-Response Transit
There are multiple public demand-response transit services available within the City which are
not operated by SLO Transit. Demand-response transit is defined as flexible, shared transit that
operates without a schedule in repone to customer needs. These services include Runabout
Paratransit, Senior Go!, Veterans Express Shuttle, and Dial-a-Ride. These services provide door-
to-door or curb-to-curb on-demand transit to certain population groups. The tables below
provide a description of the service including the target audience if applicable, the fare, booking
method, and availability of the service.
Runabout Paratransit
Description Operated by RTA, Runabout is San Luis Obispo county’s Americans with
Disabilities Act (ADA) paratransit program which provides ADA
complementary service. As a regional provider, this service provides the
ADA complementary service for the City of San Luis Obispo. Riders must
be ADA certified to qualify for Runabout service. Pick up and drop -offs are
provided within ¾ miles of regular bus routes.
Fare Double the regular one-way fixed route bus for the same trip distance
(Between $2.50 - $11.00).
Booking At minimum, reservations must be made one day in advance and can be
made up to 7 days in advance. Reservations are made by phone.
Availability 7 days a week
Senior Go!
Description Operated by Ride-On Transportation. Available to all seniors (age 65+) in
San Luis Obispo County. Up to eight rides per month are available. Service
is door-to-door or curb-to-curb.
Fare Based on distance, starting at $2.50 for up to 5 miles.
Booking Reservations must be made 2-3 days in advance. Reservations are made
by phone.
Availability Monday – Friday 9:00am – 5:00pm
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Veterans Express Shuttle
Description Operated by Ride-On Transportation. Available for veterans, providing
rides from their homes to local veteran’s clinics. Service is door-to-door
and offered to veterans with disabilities or veterans with no other means
of transportation. One ride per month, per rider based on current
funding.
Fare $3 each way
Booking Reservations must be made 2-3 days in advance. Reservations made by
phone or on Ride-On’s website.
Availability 7 days a week, 6:30am – 5:00pm
Key Takeaways
Though there are multiple demand-response transit options currently available to residents of
San Luis Obispo, all of them serve a specific population. All these services require pre-booking at
least 24 hours in advance which can be inconvenient for riders using the service.
Regional Transportation
First-mile / last-mile connectivity involves the short distance to connect people to longer transit
trips. This can include connections to intercity buses, like Greyhound, and regional and
interstate rail, like Amtrak. Though not as common - connectivity to airports can also be
considered a first mile / last-mile connection. The table below outlines common arrival and
departure times of regional transportation from the San Luis Obispo County Airport, located at
975 Airport Drive, and the San Luis Obispo Train Station, located at 1011 Railroad Avenue.
Location Type of Service Notes on arrival/departure patterns
San Luis Obispo County
Airport Flights
High flight volume windows:
Departures - 5:00am-7:30am
Departures / Arrivals – 11:00am – 2:30pm
San Luis Obispo Train
Station
Rail Service (Coast
Starlight)
Departure – 6:00am (SB)
Arrival – 9:00pm (Return)
San Luis Obispo Train
Station
Rail Service
(Pacific Surfliner)
Arrival – 3:25pm (SB), 2:45pm (NB)
Departure – 3:35pm (SB), 3:05pm (NB)
San Luis Obispo Train
Station Amtrak Bus
6-10 buses / day
Southbound departures – morning-midday
Northbound departures - afternoon
Arrivals – midday
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San Luis Obispo Train
Station Greyhound Bus
1-2 buses / day
Departures – morning and evening
Arrivals – midday
San Luis Obispo Train
Station Flix Bus
2-4 buses / day
Demand-response service provides higher
service levels during busy times
Departures – morning and afternoon
Arrivals - midday
Key Takeaways
Departures and arrivals via rail, bus, and plane occur throughout the day from the San Luis
Obispo Train Station and San Luis Obispo County Airport. Air and train travel is frequent early in
the morning and late evening when SLO Transit operates limited service or no service at all.
Relevant Study Findings
San Luis Obispo Coalition of Governments (SLOCOG) 2024/2025 Unmet Transit Needs Study
Each year, SLOCOG performs an Unmet Transit Needs study. The purpose of the study is to
ensure that any unmet transit needs which are found reasonable to meet are met before
Transportation Development Act (TDA) funds expended for non-transit uses.
The three requests listed below were determined to be an unmet need by SLOCOG’s criteria
(criteria listed beneath each item). The items are deemed relevant to the implementation of a
Microtransit pilot program due to meeting SLOCOG’s criteria and multiple community member
requests.
1. Unmet Need: Better transit services to the San Luis Obispo Airport and more frequent
express bus services from the airport to San Luis Obispo and back.
Number of Requests: 5
Criteria Met: Fills gap in service, current need, and service expansion
Relevancy to Microtransit: Describes need for increased service to a specific
point of interest.
2. Unmet Need: Increase the frequency of SLO Transit busses
Number of Requests: 3
Criteria Met: Fills gap in service, current need, and service expansion
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Relevancy to Microtransit: Describes a need for increased service across all
operational hours.
3. Unmet Need: Run the B-Routes on weekends
Number of Requests: 6
Criteria Met: Fills gap in service, current need, and service expansion
Relevancy to Microtransit: Describes a need during a particular time (weekends).
4. Unmet Need: Senior Go/Senior Shutte on Sundays
Number of Requests: 7
Criteria Met: Fills gap in service, current need, and service expansion
Relevancy to Microtransit: Describes a need during a particular time (weekends).
Though the Senior Go service is not operated by SLO Transit, it is a service
provided within the boundaries of the City.
Key Takeaways
A high number of respondents requested express or shuttle service, including specifically to the
SLO Airport. Additionally, increased service on the weekends was requested by multiple
residents.
Short Range Transit Plan
The 2025 Short Range Transit Plan (SRTP) provided detailed assessments and recommendations
for improvement of SLO Transit’s service. The relevant demographic takeaways from the plan
are highlighted below.
Key Takeaways:
There are multiple findings in the SRTP relevant to the development of a Microtransit pilot.
Demographic analysis found that from 2020-2030, the number of ‘mature retirees’ (75-84 years
old) is predicted to grow 61%. As seniors are known to use transit at a higher rate than the
overall population, this will mean an increased demand for transit options in the City into the
next decade. It is noted that Cal Poly is planning to grow enrollment an additional 5,000
students by 2035, with an increase in on -campus residents from 8,000-15,000. This increase in
on-campus residents may mean an increase in demand for transportation options from Cal Poly
Students. A Transit Needs Index shows that the highest need areas of the City are downtown
and the southern-central area. Below, Figure 5 shows a map from the SRTP of the Transit Needs
Index.
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Figure 4: SLO Transit Needs Index Map. Source: 2025 Short
Range Transit Plan
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Microtransit Overview
The Federal Transit Administration (FTA) defines Microtransit as a technology-enabled service
that uses multi-passenger vehicles to provide on-demand services with dynamically generated
routing within a designated service area. For the purpose of this study, a simplified definition
will be used: Microtransit is an on-demand transportation service that uses multi-passenger
vehicles within a designated service area. Riders can request a trip through a mobile app or by
calling a dispatcher, and routes are created in real time based on rider requests. It could be
thought of as a ‘community shuttle’ public service.
Public transit agencies choose to implement Microtransit for a variety of reasons. Use cases fall
into three general categories: providing first-mile / last-mile connections to fixed route-services,
expansion of service coverage/hours, or replacing underperforming fixed routes. This chapter
details specific service delivery types, how Microtransit can complement other transit options,
and a selection of case studies of peer cities.
Operations Overview
Microtransit is an on-demand, flexible, and shared form of public transportation. Vehicles used
as part of a Microtransit program can range anywhere from Americans with Disabilities Act
(ADA)-accessible minivans, passenger vehicles, to small busses – with the number of riders
accommodated ranging from 4 – 15. Often, these vehicles are electric to help advance the
operating agency ’s greenhouse gas emission reduction goals.
Riders request a ride in a Microtransit vehicle primarily through a smartphone application,
though booking by phone call is also available. How long a rider waits for a ride is determined
by demand throughout the system, but agencies can set a maximum allowable wait time as a
success metric, which is often 30 minutes. Once a rider is picked up, onboard technology
dynamically routes the vehicle. This dynamic routing allows for efficient trips between riders’
origin and destination, while picking up other riders along the way. Figure 5 illustrates the basics
of requests a ride through a Microtransit service.
Figure 5: Microtransit infographic, source: North Carolina Department of Transportation
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Service Models
Service Model Key Terms
o Virtual Stop: pick-up/drop-off limited to specific stops, often designated along higher
traffic through streets. Though these types of stops require riders to walk, agencies can
determine a maximum walking distance to balance convenience for riders and
operational efficiency.
o Door-to-door: pick-up/drop-off occurs at the doorstep of the location requested.
o Curb-to-curb: service where pick-up/drop-off occurs at the curb of the location
requested. This can also occur at the nearest cross-street intersection.
o Shared Ride / Pooled Trip: multiple passengers sharing the same vehicle as they are
routed to their individual destinations.
Service model refers to the design and approach of how Microtransit is provided within a given
community. Assuming Microtransit service meets the elements defined above (on-demand,
flexibly routed, and shared), the differentiating element is the travel pattern and stop type. Due
to the flexibility of the technology-enabled routing of Microtransit, many variations of service
models can be created to fit the community’s transportation needs. The three models relevant
to the City of San Luis Obispo are: Zone-Based, Point-to-Point, Zone-Based with External Nodes,
and Point Deviation.
o Zone-Based with Point-Point (Anywhere-to-Anywhere Service - Within a Zone): Riders
can request a trip between almost any two places within a defined service area. Pickups
and drop-offs may happen at nearby corners, the curb, or right at your door, depending
on the location.
o Zone-Based with External Nodes (Anywhere-to-Anywhere with Key Destinations
Outside the Area): This works like the anywhere-to-anywhere service within the main
service area, but also includes select destinations outside the area, such as an airport or
major hub, where riders can be picked up or dropped off.
o Point Deviation (Key Destinations Service): Trips connect a set of popular community
destinations, like transit centers, shopping areas, medical offices, community centers, or
downtown, rather than any address. Riders travel between these common stops using
on-demand vehicles.
Operational Models
Operational model refers to the logistics, mechanisms, and technology used to deliver
Microtransit. The two common operational models can be described as Software as a Service
(SaaS) and Turnkey.
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o Software as a Service is a model where Microtransit operations are publicly
regulated and operated. A transit agency partners with a vendor to provide on-board
routing and customer-facing smartphone application technology. Vehicles are owned
by the transit agency, and drivers and dispatchers are employees of the transit
agency.
o Turnkey is a model which is publicly regulated but privately operated. A transit
agency enters an agreement with a private company that provides not only
technology, but vehicles, drivers, and dispatchers as well. In some cases, agencies
will opt for two different providers: one for technology and one for operations
(vehicles and drivers).
o This is the model recommended in SRTP for the City’s pilot program, as it
limits investment in capital and operational resources and can be deployed
quickly
Interaction with Preexisting Transit Services
Fixed Route
While fixed route services operate on a set schedule and specified route, Microtransit is flexible
and dynamically routed to riders’ needs. Microtransit can serve as a first-mile / last-mile
solution for residents by providing rides to and from fixed-route bus stops. Additionally,
Microtransit can provide a transit option during times when fixed route services are not
operating, like early morning and late evening.
When designing Microtransit service zones, it is important that it provides a complement to
fixed-route services. To prevent drawing riders from fixed route, some agencies implement the
following operational/service elements:
o Design Microtransit service zones so they do not duplicate the service corridors of
fixed-route services.
o Use technology-based tools which can prohibit riders from booking a ride that cou ld
be taken by fixed route. Such tools can instead prompt riders to use the fixed -route
service.
o Limit the overlap between fixed-route service hours and Microtransit service hours
Paratransit
Paratransit is a service that provides individual, demand-response transit services to people
with disabilities. This service is offered as a comparable service to fixed routes in accordance
with the American with Disabilities Act, for those unable to use fixed route services. Most
paratransit services require booking at least 24 hours in advance by phone call. Unlike
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paratransit, which requires pre-booking, Microtransit service can provide an immediate on-
demand transit option for people with disabilities.
Comingling: This is when a fixed-route provider integrates their preexisting paratransit service
with Microtransit. Transit agencies can contract with a single on-demand operator or operate in-
house. Comingled services provide paratransit as a comparable service during all fixed -route
operational hours and additionally provide Microtransit during designated times and in
designated zones. For some agencies, this shared service can be more cost effective than
providing or contracting separate paratransit and Microtransit services.
Cost and Fares
Operational Costs
Public transit is usually funded through a combination of federal, state and local funding,
combined with fare revenues. In general, on-demand transit provides a significantly lower
farebox recovery (the percent of the operation cost covered by fares), due to the lower average
passenger trips per hour. An industry-standard metric used to assess the cost of providing
transit service is cost per vehicle per revenue hour. Based on a review of multiple agencies
operating turn-key Microtransit, the average cost of $108 per vehicle per revenue hour.
Agency / Service Location Cost per Vehicle
Revenue Hour Type of Source
L.A. Metro Los Angeles County,
CA $102 Performance Report
Lextran Lexington, Kentucky $95 Feasibility Study
SacRT Sacramento, CA $138 Performance Report
BRITE Central Shenandoah
Valley, VA $80 Feasibility Study
Breeze OnDemand Sarasota County, FL $132 Regional Transit
System NTD Analysis
Average Cost $108
Fares
Fares for Microtransit can be established based on agency goals. To align with the goal to
increase transit ridership in the City, fares should be an accessible price. Additional
considerations are fiscal responsibility and comparison to private and subsidized demand-
response options in the area. Most agencies choose to offer discounts on Microtransit fares to
those riders who qualify for fixed-route discount passes like seniors and persons with
disabilities. Fares for Microtransit service provided by agencies in California range from free, to
$2-$6 per ride. Fare collection most often occurs through the mobile application, though
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Microtransit vehicles are often equipped with fareboxes to allow for cash payment upon
boarding.
Agency Location Fare
Santa Barbara
Municipal Transit
District
Santa Barbara, CA $3
North County Transit
District San Diego, CA $2.50
L.A. Metro Los Angeles, CA $2.50
Sacramento Regional
Transit Sacramento, CA $2.50
Redding Area Bus
Authority Redding, CA $2
Santa Maria Regional
Transit SMRT Micro Currently free, $6
planned fare
City of Whittier Whittier Cruiser Free
Sacramento Regional
Transit SacRT Flex $2.50
Equity and Access
Microtransit can provide a more accessible transit network in a variety of ways. It can function
as a supplement to existing paratransit, by providing a more flexible and immediately on-
demand form of transportation for riders with disabilities. Additionally, it can p rovide another
option to those with limited mobility and/or access to vehicles, like seniors, youth, or those who
don’t own a car. When designed to fill service gaps during the times of day fixed -route does not
operate, Microtransit can provide a transit option to those who work early-morning or late-
night shifts. By providing a publicly subsidized on-demand transit option, Microtransit can
remove the financial barrier to transpiration
Case Studies
Santa Barbara Municipal Transit District – The Wave Microtransit
Santa Barbara Metropolitan Transit District (SBMTD) launched ‘The Wave,’ a Microtransit
program serving the Goleta and University of California, Santa Barbara (UCSB) area in May of
2025. The Wave was launched as a one-year pilot program, and serves a Microtransit zone, with
additional drop-off locations including the Santa Barbara Airport and UCSB. Similar to the
relationship between SLO Transit and Cal Poly, SBMTD and UCSB have an agreement which
allows students to ride the fixed-route buses for free. In the case of SBMTD’s agreement with
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the university, the agreement does not include Microtransit services, so students are required
to pay the standard fare of $3.
Santa Barbara Municipal Transit District – The Wave
Hours of Operation 10 am – 6 pm
Tuesday through Sunday
Fare Regular Fare: $3. Discount pass holders: $1.50
Booking Method Mobile App or Phone Call
Service Delivery Model Zone-Based with external Nodes
Operational Model Turnkey
Key Takeaways
Relevancy to San Luis Obispo: The Wave demonstrates how an agency can use Microtransit to
serve the area surrounding a university in addition to an airport on the edge of town.
o Zone-Based with External Nodes: Combines two Microtransit zones with additional drop-
off / pick-up locations including UCSB and Santa Barbara Airport
o Service agreement with UCSB does not include rides on the Wave – students must pay
full price.
Santa Maria Regional Transit– SMRT Micro
Santa Maria Regional Transit launched the SMRT Metro service in September 2024. The service
is designed to provide a transit option to residents in the evening when fixed route does not
operate. Initially, the service was offered on the weekdays, and a year later weekend service
was added. In conversation with SMRT staff, it was noted that an important feature of the
service is that it is door-to-door, which provides convenience and safety to riders using the
service in the evening.
Santa Maria Regional Transit – SMRT Micro
Hours of Operation 8:30 pm – 10:30 pm
Monday through Sunday
Fare Currently: Free
Planned fare: $6 / ride. Discount pass holders: $3 / ride.
Booking Method Mobile App or Phone Call
Service Delivery Model 24 square-mile operation zone
Operational Model In-house operations
Key Takeaways
Relevancy to San Luis Obispo: SMRT Micro is an example of how a transit agency can use
Microtransit to fill a service gap in the evenings.
o The service was launched during the weekdays but now includes weekends. The highest
demand is still on weekdays.
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o Fare structure provides half-off discount to all discount pass holders (i.e. seniors, riders
with disabilities). SMRT compared fixed route fares with private on-demand ride costs
(Uber, Lyft) to find a fare that was reasonable for riders.
Sacramento Regional Transit – SacRT Flex
Sacramento Regional Transit launched SacRT Flex in January 2025. This service replaced a
previous pilot that was deemed not fiscally feasible by SacRT due to grant funding ending. This
new service – SacRT Flex – is a Microtransit service that is limited in availability to eligible riders.
Eligibility is open to low-income individuals, seniors, and those with disabilities. Minors age 13 -
17 with low-income parents can register as well.
Sacramento Regional Transit – SacRT Felx
Hours of Operation 7 am – 7 pm
Monday through Friday
Fare Regular fare: $2.50
Booking Method Mobile App or Phone Call
Service Delivery Model Zone-Based
Operational Model Turnkey
Key Takeaways
Relevancy to San Luis Obispo: This case study serves as an example of how an agency may
continue to offer a Microtransit service on a more limited basis when pilot funding expires.
o An initial proposal to provide vouchers to ride-hailing companies like Uber and Lyft to
eligible customers was cancelled. Community feedback emphasized that such a model
would limit accessibility to those with disabilities or service animals.
City of Whittier - Whittier Cruiser
The Whittier Cruiser is a pilot program in the City of Whittier. The service utilizes small electric
passenger vehicles and provides rides within a single designated zone within the city.
City of Whittier – Whittier Cruiser
Hours of Operation 10 am – 10 pm
Wednesday through Sunday
Fare Free
Booking Method Mobile App
Service Delivery Model Zone-Based
Operational Model Turnkey
Key Takeaways
Relevancy to San Luis Obispo: The Whittier Cruiser is an example of a pilot service in a city
which covers a limited geographic area and has potential to expand.
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o All-electric vehicles provide a zero-emissions Microtransit service, but current do not
have wheelchair accessibility.
o The feasibility study was funded by the developer of a new neighborhood, and the
Cruiser provides service to this neighborhood and the surrounding area.
Community Engagement
Outreach for the Microtransit project has consisted of three elements at this stage in the
project. Based on the City’s Public Engagement and Noticing manual, the communication
objective for this study is collaboration with the public. This is reflected in survey materials and
pop-up events which asked community members to describe where and how a Microtransit
pilot program should be implemented in the City. The three engagement opportunities that
have been conducted so far are pop-up events, a Microtransit survey, and stakeholder
interviews. The goal of the outreach effort is to better understand what service delivery model
and operational parameters will best serve the community’s needs.
Outreach Events
Pop-Up Events
Pop-up style outreach events were held to promote a Microtransit survey and answer questions
about Microtransit. Seventy-three total survey responses were received as a product of these
pop-ups. Beyond survey responses, numerous community members participated at the pop-up
by having discussions about Microtransit and interacting the with mapping activity. It is
estimated that 100 total engagements were made across these events. The pop-ups were held
at the following locations:
Downtown San Luis Obispo Transit Center -October 10, 2025
San Luis Obispo Senior Center October 21 & 22, 2025
Cal Poly Campus October 22, 2025
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Map Activity
A mapping activity collected information from participants about points of interest throughout
SLO Transit’s service area. Fourty-eight individuals took part in the activity. Participants were
asked to place a green pin where they would start a Microtransit trip and a red pin where they
would be dropped off. Figure 6 shows participants taking part in the mapping activity. Figure 7 is
a heat map of points of interest collected at all the pop-ups combined. This heat map illustrates
patterns of where partricipants were interested in travelling to with Microtransit. It can be seen
on the heat map that downtown, Cal Poly campus, and the Madonna shopping area are all
popular points of interest
Figure 6: Mapping activity at Cal Poly pop-up event
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Survey
These survey results are current as of November 24, 2025.
Figure 7: Heat map from pop-up mapping activity
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An eight-question survey was created to gauge interest in Microtransit The survey provided an
overview of Microtransit and asked questions about how residents would use the service if it
was available. A total of 73 survey responses were received. Four pop-up events, listed above,
were held to promote the survey and encourage participation. Additionally, the survey was
promoted via fliers posted on board City busses.
It is important to note the results of this survey reflect the needs of residents who are likely
more transit-dependent than the overall population of the city. This is due to the survey being
promoted at pop-ups meant to reach people more likely to be transit dependent: seniors at the
San Luis Obispo Senior Citizens Center, college students and Cal Poly, and transit riders and the
Downtown Transit Center.
Survey Results
Question: Do you have reliable access to a personal vehicle?
Of respondents surveyed, 51% of respondents did
not have access to a reliable personal vehicle. The
2023 Census American Communities Survey
indicates that only 7% of households in the City of
San Luis Obispo do not have a vehicle available. This
result from the Microtransit survey indicates the
respondents are more likely to rely on public transit
and other forms of transportation to move around
the city. This is likely due to the survey being
promoted at pop-ups where populations of high
transit ridership can be found: the downtown transit
center, the San Luis Obispo Senior Citizen’s Center,
and Cal Poly San Luis Obispo.
Question: What forms of transportation do you currently use to travel around the City?
(Check all that apply)
Yes
49%
No
51%
Yes No
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The mode of transportation selected by most respondents was bus, followed by walking,
personal vehicle, ride-hailing, and finally biking. As indicated in the response above, many
respondents
Question: If Microtransit was an option, would you utilize this service?
All respondents expressed interest in using Microtransit if it was available as an option.
Question: Which types of trips would you utilize Microtransit for? (Check all that apply)
24
31 30
5
14
0
5
10
15
20
25
30
35
Personal
Vehicle
Bus Walking Biking Ride Hailing
Services
(Taxi, Uber,
Lyft, ect.)Nu
m
b
e
r
o
f
R
e
s
p
o
n
s
e
s
Yes
71%No
Maybe
29%
Yes No Maybe
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Respondents were prompted to select all that apply. Responses to this question indicate that a
majority of respondents would use Microtransit to access essential services as well as recreation
and leisure activities. Though a number of respondents indicated they would utilize Microtransit
for commuting, this was the less common response.
Question: Would you use Microtransit to connect to bus routes in the City of San Luis Obispo
(SLO Transit) or Regional Transit (RTA)?
More than half of respondents indicated they
would use Microtransit to connect to other
existing transit services. Additionally, 25 percent
said they would be consider (“maybe”) using
Microtransit for such connections. This results
indicates a high interest in using Microtransit as a
first-mile / last-mile connection for transit within
the City.
14
18
40
37
0
5
10
15
20
25
30
35
40
45
Nu
m
b
e
r
o
f
R
e
s
p
o
n
s
e
s
Commuting to
work
Commuting to
school
Accessing
essential
services
(groveries,
medical
appointments,
ect.)
Yes,
60%No,
14%
Maybe
, 25%
Yes No Maybe
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Question: When during the week would you most likely use Microtransit?
When asked when during the week they would most likely use Microtransit, a majority of
respondents indicated they would use the service throughout the meek. Those indicating either
weekends or weekdays were split nearly evenly, representing 20 percent and 18 percent,
respectively. These results indicate no clear preference between weekend and weekday service.
Question: What time of day would you most likely use Microtransit?
Weekdays
18%
Weekends
20%Both Weekdays
and Weekends
62%
Weekdays Weekends Both Weekdays and Weekends
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Respondents were allowed to pick all that apply when responding to this question. Many people
selected all time windows, but the chart indicates that mid-day service (between 12:00pm and
6:00pm) had the highest number of responses with a slight preference for late evening service
compared to early morning service.
Stakeholder Meetings
Meetings were held with key stakeholders during August and September 2025. At these
meetings, important information was collected about how Microtransit can be designed to
complement existing transit services.
Takeaways from meetings with stakeholders:
o San Luis Obispo Regional Transit Authority (RTA)
o The City of Morro Bay considered implementing Microtransit, and it was too
costly for their situation.
o It was recommended that a turn-key operation would be the most effective way
to pilot Microtransit in the City.
o SLOCOG
o It was discussed that transit-dependent populations should be considered when
developing a pilot program.
Early
Morning -
Before
8:00 am
Morning -
8:00am -
12:00 pm
Afternoon
-12:00
pm -…Evening -
6:00 pm -
9:00 pm
Late Evening
-After
9:00pm
0
5
10
15
20
25
30
35
40
Nu
m
b
e
r
o
f
R
e
s
p
o
n
s
e
s
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o Noted that often Microtransit programs are funded through consolidating low-
performing fixed-routes.
o City’s Office of Sustainability
o It was recommended the pilot program is designed to be iterative so it can evolve
based on demand throughout the course of the pilot.
o San Luis Obispo County Airport Office of Sustainability
o There is high demand for transit options to and from the airport, especially
during the early morning hours when fixed route does not operate.
Community Partner Outreach
Community partner organizations help City staff connect with specific stakeholders and groups
in the City. Community partner outreach will be conducted in the second phase of this study
during February 2026. Outreach will include but is not limited to the following community
partner organizations:
Lumina Alliance, Race Matters, SLO GALA, Transitions Mental Health Association, SLO Disabled
Veterans, SLO County UndoccuSupport, San Luis Coastal Unified School District, Latino Outreach
Council, SLO People’s Kitchen.
Continuing Outreach
Outreach is a continuing element of this project. The Microtransit survey will continue to be
promoted to encourage responses – specifically with on-board promotional material on SLO
Transit buses. Community Partner outreach and more stakeholder meeting(s) will be held
during the phase two of this project.
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Initial Alternatives Analysis
This section outlines Operational Elements and Initial Alternatives for review by the City’s Mass
Transportation Committee.
Operational Elements
Below are the assumptions made when developing the following alternatives. These are
elements were determined based on recommendations in the SRTP, established industry trends,
and relevancy to San Luis Obispo.
o Operational Model: Turnkey model, as recommended in the SRTP. A turnkey
model will allow the City to easily implement a pilot. Contract should include
performance metrics and access to data to allow for service modifications during
the pilot window.
o Pilot Length: Two-year pilot, as recommended in the SRTP
o Service Model: Zone-based with either Point-to-Point or External Nodes service.
A Zone-based model asks very little of users, is coinvent, accessible, and provides
a service unique from and complementary to fixed route.
o Fares: $3 to $5 per trip, depending on selected alternative. Accessibly priced
fares allow for all residents to utilize Microtransit as a service. Pass-holders
(Seniors, riders with disabilities, and K-12 Students) will receive a discount on the
established fare. Cal Poly students will pay full fare.
o Vehicles: Electric vehicles will be used, and they will be ADA accessible.
o Coverage: Coverage should be targeted to fill service gaps either by days of week,
hours of service, or geographic coverage.
Initial Alternatives
The following three alternatives are provided as initial service options for a Microtransit pilot
program. The alternatives are based on a synthesis of service gaps and needs found in: SLOCOG
Unmet Transit Needs Survey, SLO Transit’s 2025 SRTP, and results from the community outreach
efforts. The service needs are:
o Additional evening and weekend service when fixed route is limited
o Additional service to the Airport and Train Station, particularly in the early
mornings
o More service mid-day to supplement existing door-to-door service for seniors
and others without vehicle access
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Alternative 1: Evening Service (10:00 p.m. to 12:00 a.m.), City-wide and Airport, 7
days/week
This is the recommended alternative in the SRTP. It has been modified to be year-round service,
as SLO Transit will be operating on a year-round schedule by 2028.
Service gap addressed: Late night service
Key Benefits: Fills an existing service gap, when fixed route service is limited. The coverage area
is all SLO, so it will be equally accessible. Lowering annual operating cost compared to other
alternatives based on the number of annual service hours needed to operate this alternative.
Considerations: Staffing late shifts may be challenging. Potential for high demand as an
alternative to other TNC (Uber, Lyft) options for evening travel to downtown may cause
increased wait times.
Alternative 2: Early Morning Service (4:00 a.m. to 8:00 a.m.), Targeted Coverage, 7
days/week
This alternative is presented as an option with a target coverage area. Less geographic coverage
decreases the number of vehicles which lowers costs. Potential targeted area could be the east
side of SLO including Cal Poly, the SLO Train Station, and the SLO Airport.
Service gap addressed: Early morning service, service to San Luis Obispo Train Station and San
Luis Obispo County Airport
Key Benefits: Targeted geographic area allows for lower costs and fewer vehicles needed.
Provides service to regional/national transportation – SLO Airport and SLO Train Station.
Considerations: Does not provide service to all residents in the City. Staffing early shifts may be
challenging
Alternative 3: All Day Service (8:00 a.m. to 8:00 p.m.), City-wide, Weekends
This alternative provides service throughout the City on the weekends, when the
Counterclockwise “B” routes do not operate. The service window covers the same time fixed
route operates on weekends.
Service gap addressed: Weekend service
Key Benefits: Provides increased weekend service. Equal coverage across the City.
Considerations: Has potential to pull ridership from fixed route as service window is the same
as fixed route. Does not provide early or late service.
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Initial Alternatives Comparison Table
Alternative 1:
City-Wide
Evening Service
Alternative 2:
Targeted
Morning Service
Alternative 3:
City-Wide
Weekend Service
Geographic Coverage City-wide Targeted City-wide
Service Window Late Night
(10pm-12am)
Early Morning
(4am-8am)
All Day
(8am-8pm)
Days of Week Mon - Sun Mon-Sun Weekends
Service Deliver Model Zone-based
Point-to-point
Zone-based with
external nodes
Zone-based
Point-to-point
Est. Trips / Year 7,200 9,600 12,200
Cost Low Low Medium
Conclusion
These three initial alternatives showcase different approaches to designing a pilot program that
is reasonable in cost and size, while also addressing existing service gaps. Based on feedback
from the Mass Transportation Committee and continuing public outreach efforts, these
alternatives will be modified and presented to City Council on May 5, 2026, for their
consideration. If a piloted Microtransit program proves to be a successful form of public transit
in San Luis Obispo, the City could consider expanding service to an all-day, city-wide
Microtransit service.
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