The success of demand-responsive transit (DRT) and microtransit programs, measured by ridership, depends in part on land use. Whereas traditional fixed-route public transit services are most efficient in densely-populated areas, DRT/microtransit programs offer a smaller-scale alternative that can prove a more cost-effective solution in lower-density suburban and rural areas [1]. There are some exceptions: DRT/microtransit programs in urban areas are sometimes designed to complement fixed-route transit by providing a first-last mile solution to connect riders to transit, or by offering supplemental services for gaps in the transit network (during off-hours, or expanding the service area) [2]. However, evidence that DRT/microtransit can increase transit ridership in cities is mixed [3]. In rural and suburban areas, however, DRT/microtransit may serve particular demographic groups, such as older adults as a form of paratransit, and commuters who can collectively share a service to a specific jobs center [1]. In areas where vehicle ownership and use is high, and the DRT/microtransit service operates in a limited area, ridership can be low [1].