Rural Transportation

Credit: NADTC

Rural communities make up roughly three quarters of the United States by area, and are characterized by low-density land use and car-oriented infrastructure. Homes, workplaces, schools, and other destinations are often spread across these wide geographic areas, resulting in long travel distances or limited access to public transportation. These conditions have real implications for rural residents: an older adult who no longer drives may face mobility limitations that restrict access to healthcare, grocery stores, and social connections; a middle-aged person with a family may face a “time poverty” effect by the significant amount of time spent driving children, older relatives, or both to various destinations; a teenager who is too young to get a driver’s license may lack the ability to independently travel altogether. The combination of dispersed destinations, car dependence, and limited transit options not only affects daily logistics but also contributes to social isolation, economic strain, and reduced opportunities for engagement in community life. Understanding these human impacts is essential for designing mobility solutions that truly address the needs of rural populations.

Credit: US Department of Commerce and the Census Bureau

Private cars are often the most common mode of transportation in rural communities. Therefore, dependency on the personal vehicle can be a challenge for rural populations, as they often have a larger aging population than their urban counterparts with residents 65 and older making up 18% of adults in rural areas compared to 13% in urban areas. This is an important consideration for transportation planners, as older adults tend to have greater mobility limitations; for example, one third of 65+ year-olds have a disability that limits mobility. At the same time, rural areas tend to have fewer transportation alternatives: only about 60% of rural counties have any form of public transit service, and many offer limited hours or geographic coverage. As a result, older adults who no longer drive often face reduced access to medical care and greater risk of social isolation, underscoring the need for flexible and community-based mobility options.

While some shared mobility modes like microtransit can help address gaps in rural transit, they are not inherently more affordable operationally. They must be carefully matched to local needs, funding capacity, and operational context. Transportation planners must consider factors such as initial and maintenance costs, effective service model, and community needs or demand. For instance, dial-a-ride may be too costly for one rural community, but can appropriately fulfill the needs of a different rural community.

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Tribal Transportation

Credit: Jamestown Transit

Tribal communities face their own unique transportation barriers in addition to those of rural areas. Many Tribal areas are geographically isolated, with limited road networks and minimal public transit service; some rural Tribal areas have no public transportation options at all. This lack of infrastructure restricts access to essential services such as healthcare, education, and employment. Native households are more than three times as likely as non-Native households to lack access to a vehicle, and roughly one in four Native residents live more than 10 miles from the nearest grocery store or health clinic. These conditions contribute to higher transportation costs, longer travel times, and reduced participation in the labor force. Over time, such barriers reinforce patterns of economic hardship and social isolation, perpetuating intergenerational inequities that limit both mobility and opportunity within Tribal communities.

For more specifics on Tribal area transportation barriers to planning, please visit the National Rural Transit Assistance Program’s (National RTAP) resource library. National RTAP is a national program and technical assistance center that supports rural and tribal transit agencies across the US by providing free training, resources, and planning guides, including the Tribal Transit Topic Guide. This guide highlights all of the key considerations for transportation planning in Tribal communities. In addition, FTA offers competitive funding opportunities specifically for Tribal transportation programs, with centralized information and resources available here.

Below is a table describing Tribal Area Types from the US Census Bureau.

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Transportation Access

Access to transportation options is crucial for moving residents to, from, and around rural communities for many reasons. While a personal vehicle serves as a suitable option in many rural communities, many residents may not be mentally, physically, or financially able to own or operate one. Ensuring that these populations retain their mobility independence is important for not only the individual but also rural communities as a whole: 

• Public transportation is closely linked to job creation, economic growth, and improved quality of life. 
• In rural communities, individuals who don’t have access to or can’t operate a personal vehicle are often left with few alternative public transport modes and are isolated from essential services. 

Mental health in rural communities is often worse than their urban counterparts, which can be attributed to isolation from activities, friends, and experiences.

A graph from the Center for Disease Control using data from the Behavioral Risk Factor Surveillance System (BRFSS), showing that roughly 33% of adults with disabilities live in rural areas. Credit: CDC

A study of seniors in New Brunswick, Canada, highlights the impact of losing access to a personal vehicle in a rural community. Researchers studied older drivers in rural communities who lost access to a personal vehicle, and found that the group’s number of total trips decreased by 34% over the duration of the study’s time frame. The reduction in individual mobility affects the health and wellness of residents as a result of limited access to essential services, including healthcare, grocery stores, and community centers. Older adults in this study who were unable to drive took 15% fewer trips to the doctor, ultimately putting them at a greater risk of adverse health outcomes due to a lack of preventative or delayed medical care. Gaps in reliable transportation give residents no choice but to seek medical attention in an emergency setting, which can strain emergency services by imposing an over-reliance on emergency departments and ambulance services for non-emergency healthcare.

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Types of Services

Characteristics of rural landscapes like population density, and land use can make providing reliable and accessible service challenging. Despite this, service providers are creating services tailored to the specific needs of their region and testing creative ways of overcoming these challenges. For example, a permanent fixture such as a bike dock or light rail stop may better fit a dense region, while a demand-responsive transit (DRT) service may be more fitting for a low-density region (for specific details on these services, please visit SUMC’s definitions page). Below are more examples of transportation services that have been used in rural communities.

Microtransit

This service type is being deployed in rural areas and often operates as flexible transit, or a Mobility on-Demand (MOD) service. For more in-depth information about microtransit services, visit SUMC’s Microtransit Learning Module. In rural communities where fixed-route transportation can be scarce, microtransit can be a cost-effective and efficient fit. Microtransit services can be scheduled to specific individual rider origins and destinations within a service zone – rather than designated stops like fixed routes – through mobile apps, online platforms, or a phone call to a call center. Microtransit services that are already implemented across the US have brought significant benefits to rural communities. Firstly, microtransit can reach residents who were previously difficult to serve with traditional fixed-route public transportation. As rural communities are often low-density areas, running fixed-route service can be inefficient and costly for transit agencies, leading to gaps in service and longer wait times for users. In addition, microtransit services in rural communities can have a profound impact. Many residents face barriers to transportation and cannot operate personal vehicles themselves. In rural communities especially, social isolation can be a major challenge due to the lack of nearby services or community hubs. Reliable transportation enables these individuals to reach essential services independently. Finally, microtransit can fill the gap in supporting local economies while reducing social isolation by making it easier for residents to travel to friends, family, religious services, or community events. 

• Sussex County, Delaware: DART Connect is Delaware’s first on-demand microtransit service, designed to replace underperforming fixed routes in two rural towns. Launched in 2021, the program uses a mix of cutaway buses and contracted taxis to provide low-cost, app- or call-booked rides with short wait times and high coverage. Uniquely, this program utilizes partnerships with employers like Mountaire Farms to serve shift workers, flexible vehicle types to match demand, and data-informed adjustments to improve reliability in areas with limited broadband access.
• Cecil County, Maryland:  Launched in April 2021 through a FTA Integrated Mobility Innovation grant, this targeted pilot by Cecil Transit provides on-demand mobility specifically for residents of addiction recovery houses offering rides to jobs, medical appointments, legal services, and more. This service operates across 71 sq mi area, and uses six minivans and part-time drivers dedicated solely to this service.
• The Grand Gateway Economic Development Association received a Federal Transit Administration Integrated Mobility Innovation grant to develop PICK Transportation, an on-demand microtransit service in the rural and tribal areas of eastern Oklahoma. A consortium of several rural transit agencies and tribal nations participate in the PICK program to provide after-hours on-demand public transportation to rural communities in eastern Oklahoma.

Credit: PICK Transportation

Non-Emergency Medical Transportation (NEMT)

NEMT is a specific category of human services transportation that provides patients with trips to medical appointments, return trips from hospital emergency rooms, and transfers between hospitals. These trips are usually not operated by a transit operator and typically leverage Medicaid as a provision, allowing eligible populations (low-income, older adults, or those living with a disability) to receive affordable access to appointments, though the service provision differs by state. These programs are largely supported through 5310 funding with a local match, which usually supports procurement and in some cases, operations. Rider costs are generally low or free depending on the program. The Government Accountability Office produced guidance in the report Non-Emergency Medical Transportation: Updated Medicaid Guidance Could Help States to help navigate variations in eligibility by state. Another useful source to learn more about the differing state-by-state policies is the TCRP Project B-44 report.

Other potential partners, such as healthcare organizations and local employers, might be interested in collaboration. There is a growing need for collaboration between local healthcare providers, hospitals, and transportation services, due to the long travel distances to essential care facilities. Below are examples of how healthcare providers, human services agencies, and private and public transportation providers are working together to offer solutions to improve transportation access and mutually address each partner’s goals.

• Shawano and Menominee counties of Wisconsin led a NEMT service through collaboration with members of the Menominee Nation. The program addresses operational barriers and is now relied on by many residents for routine visits, and picking up prescriptions. 
• The Bay Area Transportation Authority (BATA) in Traverse City, Michigan launched Link On-Demand, a pilot program combining MOD and NEMT service models to serve rural Tribal Communities. By 2030, these regions hope to hire more drivers and be able to provide service to more medical facilities outside of the current service boundary. 
• Feonix Mobility Rising funded a study to develop and evaluate a shared mobility system to improve healthcare access in two underserved communities in Michigan and rural Indiana. The project addressed missed appointments at healthcare facilities in these communities and gained an understanding of effective design strategies for shared mobility systems in urban and rural settings.
• In Pierre, South Dakota, River Cities Public Transit and Avera St. Mary’s Hospital partnered to offer a NEMT service to help reduce missed medical appointments and increase ridership.

Avera and River Cities Public Transit partner to provide NEMT services. Credit: Avera

Rideshare/TNCs

Ridesharing services can provide on-demand trips for the aging population, NEMT riders, veterans, and the general public in these areas. While Transportation Network Companies (TNCs) like Uber or Lyft are available services in some rural communities, independent launches of these ridesharing services are often not economically sustainable because of a limited number of total riders and/or costly trips. Due to these challenges, the successful introduction of ridesharing in these areas often depends on strong partnerships between rural transit agencies and ridesharing providers. 

• Non-profit organization UZURV partners with TNCs to help individuals, families, agencies, organizations, non-profits, and communities ensure that everyone in both rural and urban communities has access to reliable and affordable means of transportation. As of 2024, UZURV services more than twenty regions across the US, focusing specifically on paratransit services.

Bikeshare

Bikeshare can be an affordable option that can encourage active transportation in small towns or tribal communities. If it is not already in place, rural communities should plan the supporting infrastructure – bike paths, routes, or signage – vital to achieving safe and successful bikeshare operations. Examples of former and current bikeshare programs in rural and small urban settings include: 

• In 2021, the Crawford Area Transportation Authority (CATA) in Meadville, Pennsylvania established a non-profit organization to enhance regional mobility and introduce a bikeshare program in Meadville, a rural community in Northwest Pennsylvania. Given the scarcity of bikeshare models in rural areas, CATA initially faced challenges in securing financial support for this relatively untested concept. However, leveraging its strong community presence, CATA successfully built partnerships to launch the Meadville Bike Share program. CATA adopted a grassroots approach to partnership building, funding, and marketing. The program is funded through sponsorships from various local businesses and marketed via community engagement efforts. Meadville Bikeshare has become a community staple since its 2021 launch, and CATA has expanded the program to other locations in the city, with additional plans to expand to area state parks and nearby Titusville.
• In 2022, the City of Kannapolis, North Carolina partnered with bikeshare operator Tandem mobility to launch KANCycle. KANCycle stands out for its adaptability and emphasis on affordability and access. The program is supported by city leadership and community engagement, and features several station locations across Kannapolis with pricing intentionally kept low to encourage widespread use. KANCycle has been embraced by the community as a tool for recreation as well as first and last-mile connectivity.

Bike Libraries

A bike library model presents an option for rural communities that may not be able to support a traditional docked or dockless bikeshare, as bike libraries do not usually have high start-up costs and are more easily scaled to ridership. In bike library systems, bikes are made available for checkout at places like a local library. In this way, these systems effectively make use of already existing institutions and resources. For example:

• ValloCycle, in Montevallo, Alabama, allows county residents ages 18 and older to rent bikes from city hall or the local university if they are registered members. 
• With a grant from Blue Cross Blue Shield of Kansas, Thrive Allen County, a health advocacy organization in Allen County, Kansas, established a free bike library, available to Allen County residents and visitors at nine locations around the county.

Vanpool

Vanpool is a rideshare model where a group of 5 to 15 passengers ride together to a common destination. Vanpool programs may be operated by a public entity, a P3, a private company, or through an employer program. Vanpool programs can operate publicly or privately, but most rely on passenger fares to fund operations. 

• Mason Transit Authority (MTA) offers a vanpool program in rural Mason County, Washington, for rural residents. The MTA provides vans and ride-matching services for volunteer drivers. 
• California Vanpool Authority (CalVans) provides agricultural workers rides to rural farms. The program offers affordable vans farmworkers can use to drive themselves and others to work. Rides cost around $2, which covers the agency’s maintenance and insurance fees.
• The Florida Department of Transportation (FDOT) Rural Vanpool Program was created from a public-private partnership with COMMUTE with Enterprise, the largest vanpool company in North America. Through the Rural Vanpool Program, COMMUTE with Enterprise will supply up to 40 vehicles to provide vanpool services to counties of critical concern on a month-to-month contract basis. Similarly, the Nebraska Department of Transportation also partners with Enterprise to pilot the Go NEWhere vanpool program. While both transportation options provide vanpool services in rural areas, they have a different focus on who their target riders are. COMMUTE with Enterprise noticed a gap in transportation to employers and work-related trips, while Go NEWhere services riders traveling for personal reasons like healthcare and other social activities.

Carshare

Carsharing services can meet specific needs in rural communities because they offer the option to access goods or services that otherwise are only available for car owners. However, to be effective in rural and small towns, car-sharing services are often small in scale and sometimes subsidized. 

• Victor Valley Transit Authority (VVTA) in Victorville, California and Enterprise have shown that carsharing in rural areas is possible by integrating micro-rentals (1-2 hours) for licensed drivers ages 21 and over through the Needles CarShare Program. To keep the program affordable, VVTA offset the usual membership fee and removed the requirement for users to fill the gas tank before returning the vehicles.
• The City of Aspen, Colorado’s Car To Go program demonstrates how municipally-run carsharing can support local mobility needs in small mountain communities, where a diverse fleet of vehicles is necessary to meet the needs of customers. Residents and visitors can rent hybrid or electric vehicles, with the fleet ranging from sedans to SUVs and Trucks.

Volunteer Transportation Organizations

Volunteer Transportation Organizations (VTOs) rely on local volunteer drivers — often seniors, retirees, or part-time workers — to provide rides for community members in need, especially the elderly, individuals with disabilities, and veterans. 

While volunteers typically receive mileage reimbursement (often aligned with the IRS rate of 14¢ per mile), this often doesn’t truly cover their fuel, time, vehicle wear, or tax implications. Many VTOs are now advocating for better financial support, including state or federal-level interventions. For example, in Minnesota, the Volunteer Driver Coalition successfully lobbied for legislation that legally distinguishes volunteer drivers from commercial (e.g., Uber/Lyft) drivers, clarifying insurance coverage, and raises reimbursements to the standard business mileage rate, while creating tax breaks so drivers aren’t penalized for excess mileage reimbursement. This addresses a key operational challenge: recruiting and retaining drivers in the face of rising costs, liability concerns, and unsustainable reimbursement models.

VTOs differ from TNCs in several ways; 

• Drivers volunteer their time, unlike TNC drivers who are employed by the transportation service. 
• VTOs are typically non-profit organizations, rather than for-profit companies. Because VTOs often transport passengers to medical appointments, and because Medicaid has special provisions for NEMT, many VTOs rely heavily on Medicaid for mileage reimbursements. Other operational and organizational costs are often covered through other funding sources, such as grants. 
• Passengers requesting a VTO ride usually need to request the ride in advance to ensure the organization can coordinate with an available driver.

For most VTOs, volunteer drivers use their personal vehicle. However, some VTOs have their own vehicle fleet, such as the Green Raiteros program in rural Huron, California. For generations, Huron, California had been home to several Raiteros (or individuals with cars who drive friends and neighbors to their needed destinations). Thanks in part to the advocacy efforts of the mayor and funding from the California Air Resources Board, the town was able to establish the Green Raiteros organization, purchase a dedicated fleet of electric cars, and set up a booking management system. VTO drivers get reimbursed for their expenses on a per-mile basis. 

• The Volunteer Transportation Center (VTC) operating in three upstate New York counties has hundreds of volunteer drivers and transports people millions of miles every year. It also provides NEMT and other specialized trips on a limited basis. VTC also developed the data platform, referred to as “VTO in a Box” that streamlines scheduling, tracks ridership patterns, and improves the efficiency of service delivery. The “in the box” solution is a tool that other communities can use to implement their volunteer transportation program. 
• The Arrowhead VTO Pilot program experimented with integrating volunteer drivers, traditional transit, and technology for demand-responsive mobility across its ten-county rural service area. The program highlighted challenges in ensuring accessibility that volunteer vehicles typically lacked, such as ease of use for people using wheelchairs. This further prompted efforts to secure funding for accessible supplemental bus service. This pilot operated with a blend of volunteer driver deployment, coordination with fixed-route and dial‑a‑ride services, and efforts to integrate on-demand technologies.
• ITN America’s Volunteer Driver Center (AVDC) is a national initiative to recruit volunteer drivers and connect them with local transportation programs serving older adults and people with mobility challenges. Backed by federal funding, the platform acts as a centralized hub to match volunteers with nearby nonprofits, addressing a key barrier to rural and aging mobility: driver shortages. ITN drivers rarely need to use all of the transportation credits they accrue, so their excess credits go toward ITN America’s Road Scholarship program, which helps low-income seniors access rides regardless of their ability to pay for the service. ITN America also offers a similar program, called the Community Road Scholarship, initiated by small towns and community organizations. When these entities volunteer, their transportation credits are allocated to an account for their residents or members to distribute to in-need populations.

Credit: ITN America

Paratransit

Paratransit is designed specifically for people who may find traditional fixed-route services challenging to navigate or board because of a disability. However, several types of transportation services may fall under that umbrella. In the 1990 Americans with Disabilities Act (ADA), ADA paratransit service is required within ¾-mile of any federally-funded public transit for no more than twice the regular fare, and this service must be available to people whose disabilities prevent them from using any type of public transportation (fixed-route, microtransit, etc.). This may be in addition to the various human services transportation options, such as NEMT services and dial-a-ride services.

Dial-a-ride

Dial-a-ride service is often viewed as a component of paratransit service, as it is a service offered to those who cannot use traditional fixed-route and timetable services like buses and trains. Traditionally, dial-a-ride has been a curb-to-curb service for those with mobility challenges, such as older adults and persons with a physical or cognitive disability. However, in select locations with limited mobility options, dial-a-ride service is open to anyone, including those without mobility challenges. In addition, dial-a-ride can be provided by different organizations, while paratransit is a transit agency-operated service. The service functions much like a taxi, but reservations are needed in advance as hours are limited, and overall operational costs are lower. Many dial-a-ride vehicles are wheelchair accessible.

Mobility as a Service (MaaS)

MaaS can integrate multiple transportation services onto a single app or web-based platform. Rural areas characterized by low population density, long travel distances, and low capacity utilization rates of transportation services can use this technology to coordinate different types of transportation to improve efficiency and complete multimodal trips. Users can access wayfinding and trip planning services like ride alerts and trip payment options all in one place. Rural MaaS may focus more on the aggregation of demand due to factors such as population density, demographics, or transportation services available. 

• Feonix-Mobility Rising, a non-profit focusing on improving mobility options for under-served and vulnerable populations, is working with the Coastal Bend Center for Independent Living and the Area Agency on Aging to provide mobility options to the elderly and those with disabilities in the Coastal Bend region of Texas.
• Led by the East Central Wisconsin Regional Planning Commission, several Winnebago County entities developed the Winnebago Catch-A-Ride Rural MaaS program through a collaboration with Feonix – Mobility Rising and QRyde. Through this program, all available transportation services in the region are integrated into a single platform.

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Integrated Mobility Technology

Credit: FTA

On-demand services have changed significantly since their development and implementation. They have evolved to better inform users of their transportation options across multiple services and providers at the state, county, regional, or local levels. In addition, trip-planning apps are increasingly designed to digest data specifications (like GTFS, GTFS-Flex, and the TDS) from multiple services and public and private operators, making it easier for passengers to compare fares, discover real-time service schedules, and receive other alerts and trip information. This coordination of these services, typically through an app or webpage, supports a more dynamic rural transportation experience.

Below are some examples of different entities developing innovative technology solutions to facilitate rural transportation.

• The Minnesota Department of Transportation secured two innovation grants from FTA to support the creation of a regional trip planning platform in southern and western Minnesota. The trip planning platform, hosted through the Transit app, allows customers to discover various transit and shared mobility options and to directly book and pay for some of those services inside the smartphone app.
• In 2019, NEORide, an Ohio-based council of governments, launched a trip planning and ticketing app called EZfare. This jointly procured fare system allows travelers to purchase fares across member transit agencies in multiple states. This project received funding through FTA’s Integrated Mobility Innovation grant program.

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Data Specifications

Flow chart demonstrating the before and after of GTFS-Flex Data. Credit: GTFS

Transportation data specifications support the communication and analysis of information for both mobility providers and riders using the services. In rural areas, transportation services are often demand-responsive, meaning they are flexible and do not follow a particular fixed route. There are often many DRT services available in any given location, complicating their use for riders who may not be aware of the available options or understand the different eligibility requirements. Further complicating the public transit rural experience are the long travel distances.

The General Transit Feed Specification (GTFS) is a widely used data specification that is used to communicate details on fixed-route transit services. GTFS provides structured data on routes, trips, schedules, and passenger data, making it essential for transportation planning. GTFS is the data specification behind common trip-planning apps like Google or Apple Maps. 

Given that rural public transportation is often demand-responsive, the GTFS-Flex extension holds particular promise in helping riders discover the available transportation options. The GTFS-Flex extension builds on GTFS and enables the visualization of flexible DRT services. National RTAP hosts a free GTFS-Flex builder for communities to use to create the GTFS-Flex service area boundaries. GTFS-Flex was officially adopted into GTFS in March 2024.

Another potential solution agencies are testing is the Transactional Data Specification (TDS). Introduced in 2020, the TDS has supported several demonstration projects that are testing its applications in the field. These projects are helping the industry understand more about what it takes to coordinate DRT service by standardizing how trip and schedule information is communicated. This standardization allows transportation agencies to share data on trip details, rider information, and the scheduling process, which simplifies the passenger experience and supports coordination across service providers. For more information on these projects, see Connecting Community Transportation: Lessons Learned from Transactional Data Specification Project Demonstrations, a joint publication between SUMC and AARP.

For more information on data specifications, see The Role of Data Specifications in Creating an Interoperable Transportation System.

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Challenges

Rural communities face specific challenges in implementing shared mobility solutions: low population density limits ridership and increases per-passenger costs, long travel distances and limited infrastructure complicate service delivery, and financial constraints slow the adoption of technology that effective transportation solutions. Addressing these issues requires rural communities to utilize tailored strategies that account for their unique characteristics. This type of context-sensitive approach is crucial to advancing programs and projects. 

A June 2025 report from the Victoria Transport Policy Initiative found eight primary trends, or challenges surrounding rural transportation and their corresponding impacts on rural multi-modal demands.

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Multimodal Networks

When selecting the services best suited to meet the needs of rural communities, implementers should research and identify existing mobility challenges and work with community residents to identify how shared mobility can address the wide range of transportation needs. The Federal Highway Administration’s (FHWA) Small Town and Rural Multimodal Networks guide offers design and project implementation approaches to support connected, safe, and low-emission travel for people of all ages and abilities in rural communities. Some of these communities have adopted mixed-use zoning along main corridors and integrated design requirements for complete streets to better accommodate active transportation networks. 

Planners should consider how independent connections and roadway types work together to foster access to key destinations and create a network where shared mobility will thrive. Thinking about the user of multimodal transportation infrastructure helps determine design characteristics and how to best facilitate user comfort. According to FHWA’s Case Studies in Delivering Safe, Comfortable, and Connected Pedestrian and Bicycle Networks 2016, a cohesive network is driven by the following principles:

• Directness
• Accessibility
• Alternatives
• Safety and Security
• Comfort
• Cohesion

Credit: FHWA’s case study in Delivering Safe, Comfortable, and Connected Pedestrian and Bicycle Networks

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Partnerships

Public-private partnerships (P3s) are a common way that entities work together to develop and implement shared mobility solutions and address gaps in funding, operations, or procurement. This often looks like a government entity collaborating with private sector companies to finance, design, build, operate, or maintain various projects. These partnerships can leverage the private sector’s expertise and technology, which can help launch innovative pilot projects. 

• In San Mateo County, California, the San Mateo County Transit District (SamTrans) partnered with Transdev to launch Ride Plus, a turnkey, curb-to-curb microtransit service. Service operates East Palo Alto and Half Moon Bay providing connections to fixed-route services and other destinations across San Mateo County and the Bay Area. 

Clear goals, well-defined roles, and clear communication are necessary to develop effective partnerships for shared mobility solutions. Successful P3s clearly outline each party’s roles and responsibilities within the partnership, define the mobility service goals and objectives, and establish a dedicated revenue stream expected throughout the life of the partnership’s duration.  P3s may also include community organizations and social service agencies. These types of collaborations are increasingly common with transportation providers and key stakeholders to enhance the accessibility of transportation services. 

• Cycle Sandusky County is a free bike library program in rural Ohio developed through a partnership between Sandusky County Public Health and the YMCA of Sandusky County with support from other local organizations. The program allows any resident ages 12 and older to rent a bike for the day available at the YMCA. The bikes are utilized by residents for both transportation and recreation.

Credit: Cycle Sandusky County

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Procurement

Given the challenges and limitations of rural mobility projects, it is critical to approach procurement with thorough planning, coupled with a community engagement plan to understand the unique local transportation gaps and needs. The procurement process is a critical opportunity to define community needs and barriers, evaluate potential vendors, and select the most suitable partners. A well-structured procurement approach that integrates community feedback ensures that rural communities can adequately address challenges in their shared mobility projects. 

State Departments of Transportation (DOTs) play a crucial role in advancing rural shared mobility by helping local agencies and communities navigate complex procurement processes, secure necessary funding, and implement innovative transit solutions. Through technical assistance, coordination, and resource sharing, state DOTs act as vital intermediaries that reduce administrative burdens and accelerate the deployment of flexible DRT services such as microtransit and volunteer driver programs. Below are a few examples of state DOTS helping to procure and implement mobility services. 

• The North Carolina Department of Transportation (NCDOT)  has leveraged $10.4 million in federal funding to implement the NCDOT Mobility for Everyone, Everywhere (MEE NC) program. MEE NC works to expand on-demand microtransit services across rural communities in the state. Administered through NCDOT’s Integrated Mobility Division, these programs provide flexible app and call-based transit options that connect residents to jobs, healthcare, and education in areas traditionally underserved by fixed-route transit. NCDOT supports local transit agencies by facilitating vehicle procurement, technology integration, and driver coordination, helping rural providers overcome logistical and financial challenges. This effort builds on prior successful pilots like Wilson RIDE and exemplifies NCDOT’s role in advancing rural mobility through innovative shared-use transportation solutions.
• The Connecticut Department of Transportation (CDOT) launched a two-year Microtransit Pilot Program, supported by a $19.5 million state investment, to introduce on-demand, accessible transportation services in nine transit districts and municipalities across the state. These services aim to enhance mobility for seniors, individuals with disabilities, and residents in underserved areas. Riders can request and schedule rides via smartphone apps or phone calls, providing flexible connections to essential destinations such as healthcare facilities, employment centers, and transit hubs. The program is designed to address first and last-mile challenges, offering a convenient and efficient transportation option for communities that have historically lacked adequate public transit services.

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Technical Assistance

The following guides offer further understanding of planning for shared mobility in a rural context. These guides touch on a number of planning-related activities such as network planning, partnership development, and participation.

• Transportation Research Board, Public Transportation Guidebook for Small- and Medium-Sized Public-Private Partnerships (P3)
• FTA, Private Sector Participation Resources
• Victoria Transport Policy Institute, Rural Multimodal Planning
• FHWA, Small Town and Rural Multimodal Networks

The following organizations offer technical assistance related to rural transportation projects:

• National Rural Transit Assistance Program (RTAP): This organization provides a resource library with a variety of technical assistance resources, training, and services that agencies can use to better rural transportation in their communities.
• Coordinating Council on Access and Mobility Technical Assistance Center (CCAM-TAC): This FTA funded national technical assistance center supports federal agencies, grantees, and stakeholders in coordinating human services and public transit.

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Federal Formula Grant Programs

Section 5310 funding is used to promote transportation options for individuals with disabilities. Credit: Regional Transportation Authority

Funding for rural transportation programs often comes from federal sources, mainly in the form of grants administered by FTA and other federal agencies such as the FHWA. Formula grants are non-competitive grants awarded to predetermined recipients. These grants are usually administered and managed by State Administering Agencies (usually a state DOT). The amount of funding allocated is based on formulas usually set by Congress or legislation. Legislation also specifies eligibility requirements and how the funds can be distributed. A local match of 20% is usually required.

Funding for rural transportation programs often comes from federal sources, mainly in the form of grants administered by FTA and other federal agencies such as the FHWA. Formula grants are non-competitive grants awarded to predetermined recipients. These grants are usually administered and managed by State Administering Agencies (usually a state DOT). The amount of funding allocated is based on formulas usually set by Congress or legislation. Legislation also specifies eligibility requirements and how the funds can be distributed. A local match of 20% is usually required.

• Formula Grants for Rural Areas (Section 5311): Capital funding, planning, and operating assistance to states that support public transportation in rural and tribal areas (populations less than 50,000). This funding can be used for many day-to-day transportation operational needs, including driver salaries, fuel, and maintenance. 
• Bus and Bus Facilities Program (Section 5399): Provides capital funding to states and transit agencies for bus infrastructure improvements, including rehabilitation of older buses, purchasing new buses and related equipment, and constructing or improving bus-related facilities. 
• Capital Investment Grants Program (Section 5309): Funding for transit capital investments, including heavy rail, commuter rail, light rail, streetcars, and bus rapid transit. Under the Bipartisan Infrastructure Law (BIL), $8 billion of the newly allocated $23 billion will be used to invest in new high-capacity transit projects that communities choose to build.
• Enhanced Mobility of Elderly and People with Disabilities (Section 5310): This funding, formally known as the Enhanced Mobility of Seniors and Individuals with Disabilities Program, is designed to improve transportation services for seniors and people with disabilities in rural communities. This funding is used to increase access to essential services like healthcare, employment, and social activities, ultimately an independent lifestyle and community for people who need assistance traveling or can not drive themselves.
• Surface Transportation Block Grant (STBG): Includes funding to improve the conditions and performance of roads and pedestrian and bicycle paths. This grant was reauthorized under the Surface Transportation Reauthorization Act of 2021.

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Discretionary Grant Programs

Unlike formula grants, discretionary grant programs are competitive. They offer opportunities to develop new capital projects to help improve rural transportation. Some federal discretionary grant program examples include:

Credit: FTA

• Low or No Emission Grant Program (Section 5339c): This program supports transit agencies in pursuing capital projects for low or zero-emission vehicles, equipment, and facilities with the goal of reducing air pollution and total emissions. Proposals to fund eligible projects in rural areas must be submitted as part of a consolidated state proposal.
• Rural Surface Transportation Grant Program: Overseen by the Office of the Secretary of Transportation, this program was created under the BIL and offers $2 billion over five fiscal years to bolster highway, bridge, and tunnel projects. It also seeks to fund projects that develop, establish, or maintain an integrated mobility management system, a transportation demand management system, or on-demand mobility services. NCDOT was awarded $10.4 million to support the MEE NC program to deploy and expand microtransit services in rural and low-income communities across the state, many of which are considered historically disadvantaged communities or areas of persistent poverty.
• The Rural and Tribal Assistance Pilot Program: This program offers grants to rural and tribal communities to support early-stage planning and development of transportation infrastructure projects. Eligible activities include feasibility studies, environmental reviews, preliminary engineering, and financial analyses. These grants aim to enhance the capacity of communities to pursue federal funding and financing opportunities for transportation projects.

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State Programs

State DOTs are often in a position to apply for funding not available to smaller transit agencies. They have brought agencies together across jurisdictional boundaries and can provide technical support and planning assistance. Additionally, most states have Rural Technical Assistance Programs (RTAPs), typically hosted by their flagship public universities, which offer training, resources, and technical support tailored specifically for rural transit providers. More information about state RTAPs can be found through the National RTAP website: https://www.nationalrtap.org/ 

A microtransit service in rural Alabama. Credit: ALDOT

Many state and Tribal funding programs and opportunities related to transportation can be found on state agency websites, specifically those dedicated to the departments of transportation, economic development, and the environment. Below are two examples of state-led programs that address shared mobility. 

• Clean Mobility Options (CMO) is a program directing $33 million (2023) in funding and capacity-building to disadvantaged communities deploying zero-emission carsharing, carpooling/vanpooling, bikesharing/scooter-sharing, innovative transit services, and ride-on-demand services. This program is administered by CALSTART and the Shared-Use Mobility Center (SUMC) in partnership with CivicWell. In its first year, the CMO Voucher Pilot Program awarded $1.5 million worth of Mobility Project vouchers to eligible underserved communities, with a portion specifically directed toward Native American Tribal governments. The program also awarded Community Transportation Needs Assessment vouchers to small and large communities across California.
• New York’s Clean Transportation Prizes competition initiative dedicates $85 million to advance transportation solutions to reduce the transportation sector’s emissions. This initiative is administered by the New York State Energy Research and Development Authority in partnership with the New York State Department of Public Service and the New York State Department of Environmental Conservation. Under this initiative, there are currently three funding programs, including the Clean Neighborhoods Challenge. The Clean Neighborhoods Challenge funds projects that aim to reduce air pollution, address transportation challenges, and enable widespread electric and active transportation use in New York State’s disadvantaged communities.

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Key Funding for Tribal Areas

When planning for shared mobility solutions, tribal areas have unique needs and opportunities that should be strategically addressed as outlined in earlier sections. To combat some of the disparities they have faced, FTA has dedicated federal formula and federal, and state competitive funding. In addition, some of these funding mechanisms include provisions for Tribal Areas. The following section outlines key funding sources and planning considerations specific to tribal areas, building on information on federal formula and competitive programs.

New traffic circle on the Lummi Reservation, Washington. Credit: FHWA

• Formula grants for Rural Areas (Section 5311):  As discussed in the section on federal formula programs, Section 5311 funding is a primary source of funding for rural and Tribal areas. This program includes a specific provision called the “Tribal Transit Program” (TTP), which provides both formula and discretionary funding for transportation services. TTP is critical to addressing day-to-day transportation needs such as driver salaries, fuel, and maintenance. Tribal areas often face transportation gaps that can hinder mobility for older adults and individuals with disabilities. To address these gaps, some Tribal communities have implemented microtransit systems. For instance, Section 5311 funding has been used to establish NEMT systems and on-demand services, tailored to the specific needs of these communities.
• Tribal Transportation Program Safety Fund (TTPSF): TTPSF allocates 4% of available Tribal Transportation Program discretionary funds to address transportation safety issues in federally recognized Tribal areas. The TTPSF supports projects that develop safety plans and identify how transportation safety needs can be met within tribal communities.
• State Programs: State-level initiatives like California’s Clean Mobility Options (CMO) offer valuable opportunities for both urban and rural areas, including tribal communities. The CMO program utilizes community needs assessments to support the development of zero-emission mobility projects, like bikesharing and ride-on-demand services, that address transportation gaps and improve access to essential destinations. The Cahuilla Tribe’s first zero-emission carsharing program is another, more recent example of how this funding can be utilized. This program will provide six electric plug-in vehicles, addressing critical transportation gaps.

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Federal policies

Federal regulations, including policy and funding eligibility, shape how transportation in any setting functions. These requirements typically regulate the factors considered when planning for and implementing transportation options. In recent years, all regions across the US have considered planning factors such as infrastructure development and making transportation that specifically address vulnerable populations.

Credit: NADTC

In rural communities, federal regulations are vital for infrastructure development and to help overcome some of the transportation barriers rural communities face. 

Federal regulations that require transportation planners to consider vulnerable populations (like people with disabilities or older adults), including mandates like the Americans with Disabilities Act (ADA), which requires new infrastructure to provide accessible options for people with physical disabilities. These regulations are designed to guide transportation planning and ensure that all regions, especially rural communities, have the necessary resources to build accessible transportation systems. Some examples of these regulations and policies include:

• Federal Rehabilitation Act (1973): This foundational law aims to “empower persons with disabilities to maximize employment, economic self-sufficiency, independence, and inclusion and integration into society.” This law codified a critical framework that ensures equal access and opportunities for people with disabilities. In recent years, rural areas have increasingly adopted innovative forms of transportation that help passengers with disabilities travel more independently; paratransit and NEMT response has improved with advances in booking (rider side) and dispatch (operator side) technology. Implementing regulations like this helps support the mobility and independence of individuals who would otherwise face significant barriers to transportation. 
• Americans with Disabilities Act (1990): Requires that all fixed-route systems and demand-responsive systems have wheelchair-accessible facilities and vehicles. ADA also requires that paratransit services be offered to all passengers living within ¾-mile of a fixed-route service. This requirement is especially significant for bridging mobility gaps in rural areas, enabling passengers with disabilities to maintain their independence in mobility if they do not have a personal vehicle to travel in.
• Rural Opportunities to Use Transportation for Economic Success (ROUTES): The ROUTES initiative, codified in the Infrastructure Investment and Jobs Act of 2021, was established to ensure that the transportation needs of rural communities is a priority for USDOT. ROUTES addresses rural transportation by supporting transportation policy and access for rural and Tribal communities related to transportation safety, mobility, and economic development, and supports rural communities through technical assistance, tools and resources, and partnerships with other federal agencies.

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State and Local Policies

State and local policies have the potential to impact rural transportation options, ultimately affecting the development, funding, and operation of transportation systems in rural communities. Many states use rural-specific programs to address transportation barriers like travel distance and low density, which make some forms of public transportation less feasible. State-level policy and innovation can encourage the adoption of alternative forms of transportation, such as microtransit, ride-sharing, or the development of bike/pedestrian infrastructure. Below are a few examples of successful state-wide programs: 

• Minnesota’s Rural Transit Pilot Program: Created to enhance travel in rural areas in southern and western Minnesota. Residents and visitors can use the Transit App to plan and pay for public transit and intercity bus trips. The goal of this pilot is to expand public transportation services outside of Minnesota’s major cities and encourage ridership through new technology. 
• Texas Rural Transportation: Supports public transportation in rural communities, helping residents access essential services like healthcare and education. The program provides funding to eligible recipients, including local government agencies, Tribal areas, and public transportation agencies. Funding from this program can be used for capital, planning, operating, and maintenance costs with federal funding covering up to 80% for most costs, and 90% for ADA and Clean Air projects.
• Washington State’s Rural Mobility Program: This program works to enhance mobility options and accessibility in rural and small urban communities by offering grants for transportation services including demand-responsive services, carpool programs, and transit facility improvements. Specifically focusing on expanding ADA and paratransit infrastructure, this program awarded $125 million from 2023-2025.

Credit: NADTC

In addition to state-wide programs, local governments often have programs that offer region-specific funding to help with transportation improvements. Often, these programs are run through regional planning organizations (RPOs) or metropolitan planning organizations (MPOs), which are responsible for ensuring that a community or region is represented in the transportation planning process. MPOs and RPOs collaborate with local governments (like cities or counties) to develop long-range transportation plans to map out the future of transportation for the region, including design elements like infrastructure development, and mobility improvements. They also work to ensure that rural community projects comply with federal or state regulations to ensure funding eligibility. 

RPOs and MPOs may also explore the opportunity to partner with private providers or community-based organizations to fill transportation gaps – these partnerships include collaborations with services, operators, non-profit organizations, and medical transportation services. Working with the private sector allows RPOs and MPOs to benefit from private sector resources like funding and advertisement, ultimately introducing more flexible and cost-effective transportation options like on-demand or microtransit services. Moreover, these partnerships reduce the financial burden on public agencies as private providers offer additional resources like expertise, funding, and innovative service models. Below are examples of local or regional rural transportation programs:

• The Health Share and Ride to Care Program helps passengers arrange NEMT to health appointments in three counties in Oregon. In addition, this service also offers the standard microtransit vehicle NEMT services and helps users request a ride through the app. 
• The Volunteer Transportation Network in rural Maine matches riders with volunteer drivers to provide free rides for medical appointments as well as daily tasks, which include grocery shopping, banking needs, hair salons, and pharmacy visits. Although this program requires a fair deal of advanced registration, it is still available to all residents of the area.

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Case Studies

The following pilot projects and programs from rural agencies highlight a range of successful initiatives such as on-demand services, microtransit services, and ride-sharing programs tailored to their region.  

• DART Connect: Delaware Transit Corporation has partnered with the private mobility service Via to develop a microtransit service in Georgetown and Millsboro, Delaware. The service creates more efficient transportation to jobs and healthcare in rural Sussex County.
• Tompkins County, NY: Tompkins County received funding through FTA Integrated Mobility Innovation grant to develop a multi-modal trip planning platform that integrates information on bus services, demand-response services, taxis, volunteer transportation, carshare, and bikeshare services. The platform will enable riders in rural upstate New York to plan multi-modal trips through a mobile app and web platform.
• Vermont Agency for Transportation: The Vermont Agency for Transportation was awarded a grant through the FTA MOD Sandbox program to develop a statewide trip planner incorporating more flexible transportation options, such as dial-a-ride, hail-a-ride, and deviated fixed route service.
• Dakota County, MN: By partnering with Lyft for paratransit rides to and from employment, Dakota County, MN is supplying rides to supplement existing transportation options and make it easier for individuals with disabilities to access jobs and get around independently. A grant from the Minnesota Department of Human Services partly supports the partnership.
• Capital Area Rural Transportation System: The Capital Area Rural Transportation System developed CARTS Now, a microtransit program serving non-urbanized areas of nine Central Texas counties. The service is in addition to the existing interconnected services offered by CARTS such as country bus, interurban coach, and metro connector. In 2023, CARTS Now expanded its service area to reach two additional municipalities.

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Planning Guides

The following comprehensive planning guides have been developed by organizations like FTA and the Transportation Research Board (TRB) and offer further understanding of planning for shared mobility in a rural context. These guides touch on planning considerations such as transportation network planning, partnership development, and participation.

• Coordination and Mobility Management: Coordination and mobility management are important considerations for enhancing transportation services in rural areas. CCAM-TAC coordinates funding for transportation services across 130 federal programs targeting older adults, people with disabilities, and low-income individuals. Coordinated planning can streamline efforts and resources, as exemplified by successful training programs, which have become a key strategy for delivering transportation services. 
• TRB, Public Transportation Guidebook for Small- and Medium-Sized Public-Private Partnerships (P3s): TRB’s Transit Cooperative Research Program (TCRP) Research Report 191 provides a guidebook for exploring, evaluating, planning, and implementing small- and medium-sized P3s in public transportation. It details why and when to consider P3s, the types of initiatives suitable for such partnerships, and how to carry them out effectively. An accompanying Microsoft Excel spreadsheet, the P3 Project Screening Checklist, helps transit agencies screen and evaluate P3 initiatives.
• Federal Transit Administration, Private Sector Participation Resources: FTA curates a comprehensive list of private sector participation resources. FTA offers additional resources, including case studies like the Denver Eagle Project. Workshops by the National Council of Public-Private Partnerships and research from the Transportation Research Board and George Mason University further explore P3s. Global perspectives are provided by the World Bank’s P3 Infrastructure Resource Center and tools. 
• Federal Highway Administration, Small Town and Rural Multimodal Networks: This resource applies existing national design guidelines to a rural setting and highlights small-town and rural case studies. It addresses challenges specific to rural areas while recognizing how rural roadways are operating today. The report also focuses on opportunities to make incremental improvements despite the geographic, fiscal, and other challenges many rural communities face.

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