The MPO and IndyGo conducted an on board passenger survey in the Fall of 2009 to examine travel behavior and demographic characteristics of existing IndyGo riders. The study also identifies opportunities to improve bus service for current riders and to make it a viable choice for those who currently drive a car or use other options for urban travel.

The on board survey study included local service routes as well as IndyGo’s Commuter Express (ICE) routes. A total of 3990 completed surveys were analyzed.

The data will be used for Federal reporting* requirements and to complete portions of the Comprehensive Operations Analysis (COA, or “bus plan”). The COA evaluates existing transit service to drive recommendations for near-, short- and long-term transit plans.

The MPO uses the survey data for urban planning processes, including travel demand forecasting. The information also helps IndyGo with route design and stop amenities. Below are some highlights of the study:

Rider Profile Data
Overall, the existing ridership data suggests that the core IndyGo system is heavily influenced by socio-economic and transit-dependency factors. It indicates that IndyGo has opportunities to greatly expand ridership if more resources become available to improve service (i.e., frequency and hours of operation) and that the working-age population is a key growth demographic.

• Approximately 75% of IndyGo riders are between the ages of 25-64—the working age population. This will continue to be the key market segment from which to grow ridership.
• While 65% of IndyGo riders are employed (and 44% hold full-time jobs), nearly 70% of riders report a household income of less than $25,000 a year.
• More than 50% of riders are transit-dependent (i.e., they are from households that do not own a vehicle). Of riders, 78% do not have a vehicle available to them for travel even if their household has a vehicle, and 60% of IndyGo riders do not have a drivers license.
• In the absence of transit service to complete their trip, 26% of riders indicated they would not make the trip.

Purpose of Travel
Travel behavior data indicates that IndyGo passengers are typically travelling to and from work.

• Approximately 70% of riders begin and end their trip at work or home.
• School trips account for a small portion of rider trip purpose.

Service Access
Survey data also indicates that adjusting the bus system to minimize transfers may attract more passengers.

• Walking is the dominant access mode for all riders. About 90% of riders walk to access transit and to their final destination after leaving transit. Only 6.5% of riders access transit service by car—a third of these riders use the ICE service. This suggests opportunities for Park and Ride focused transit for IndyGo.
• A majority of passengers use more than on bus to complete a one-way trip; only 38% of IndyGo riders have a “one-seat” ride. This suggests that many passengers are using transit to reach destinations outside of the downtown core.
• About one-third of riders (30%) who could reach their destination without transferring had a vehicle available. Yet only about 15 percent of those who had to transfer once had a vehicle available. This indicates that a one-seat ride is attractive for riders who have a choice of travel options.
• Most IndyGo riders are regular transit users. Eighty percent of riders use IndyGo services more than three days per week, and 30% use IndyGo transit 6-7 days per week.

View the complete report.

*Among Federal programs requiring ridership demographic data is Title VI of the Civil Rights Act of 1964, which prohibits discrimination on the basis of race, color and national origin in programs and activities receiving federal financial assistance. Using ridership demographics, US Census data and other data sources, IndyGo ensures that access to transit and stop amenities is equitably distributed geographically and available to the diverse populations throughout the service area.