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Affordable Housing Trip Generation Strategies and Rates 6 STATE OF CALIFORNIA • DEPARTMENT OF TRANSPORTATION ADA Notice TECHNICAL REPORT DOCUMENTATION PAGE For individuals with sensory disabilities, this document is available in alternate TR0003 (REV 10/98) formats. For information call (916) 654-6410 or TDD (916) 654-3880 or write Records and Forms Management, 1120 N Street, MS-89, Sacramento, CA 95814. 1. REPORT NUMBER 2. GOVERNMENT ASSOCIATION NUMBER 3. RECIPIENT'S CATALOG NUMBER CA18-2465 NA NA 4. TITLE AND SUBTITLE 5. REPORT DATE September 13, 2018 Affordable Housing Trip Generation Strategies and Rates 6. PERFORMING ORGANIZATION CODE NA 7. AUTHOR 8. PERFORMING ORGANIZATION REPORT NO. Dr. Kelly J. Clifton (PI); Dr. Kristina M. Currans; Dr. Robert Schneider; Dr. Susan Handy NA 9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. WORK UNIT NUMBER Maseeh College of Engineering & Computer Science Portland State University NA 1930 SW 5th Ave #500 11. CONTRACT OR GRANT NUMBER Portland, OR 97201 65A0564, Task Order 2465 12. SPONSORING AGENCY AND ADDRESS 13. TYPE OF REPORT AND PERIOD COVERED California Department of Transportation Final Report, 06/15/2015-09/14/2018 1120 N Street 14. SPONSORING AGENCY CODE Sacramento, CA 95814 NA 15. SUPPLEMENTARY NOTES 16. ABSTRACT Assessment and mitigation of transportation impacts based on travel demand is required by state, federal, and local laws in California. Determining trip generation is typically the first step in preparing these transportation impact analyses, and current industry standard practice relies on trip rates published by the Institute of Transportation Engineers (ITE). However, ITE protocols emphasize vehicle trip rates without sensitivity to urban context or socioeconomic characteristics, which can exaggerate the impact of certain land uses like affordable housing developments, ultimately increasing mitigation fees. Updating trip generation methodologies is critical given the increasing demand for affordable housing, especially in urban contexts. This study builds on previous trip generation research in California and elsewhere, and examines trip generation rates for affordable housing locations in Los Angeles and San Francisco Bay Area regions using a multi-method research design. Data were collected, assembled, and analyzed to provide a robust picture of trip making, vehicle ownership, and mode use as a function of development characteristics, household demographics, and urban setting. Results show a strong association between these factors and trip generation, and reiterate the need to revise current industry standard practices. A discussion of policy implications, as well as suggested next steps in research and development, are provided with this in mind. 17. KEY WORDS 18. DISTRIBUTION STATEMENT No restrictions trip generation, transportation impact analysis, automobile trips, person trips, affordable subsidized housing, parking supply, household travel survey, travel behavior, transportation policy, Institute of Transportation Engineers, transportation impact studies 19. SECURITY CLASSIFICATION (of this report) 20. NUMBER OF PAGES 21. COST OF REPORT CHARGED Unclassified 170 Reproduction of completed page authorized. DISCLAIMER STATEMENT This document is disseminated in the interest of information exchange. The contents of this report reflect the views of the authors who are responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the State of California or the Federal Highway Administration. This publication does not constitute a standard, specification or regulation. This report does not constitute an endorsement by the Department of any product described herein. For individuals with sensory disabilities, this document is available in alternate formats. For information, call (916) 654-8899, TTY 711, or write to California Department of Transportation, Division of Research, Innovation and System Information, MS-83, P.O. Box 942873, Sacramento, CA 94273-0001. Affordable Housing Trip Generation Strategies and Rates Contract: 65A0564 Task ID: 2465 Final report by Kelly J. Clifton (PI)1 Kristina M. Currans2 Robert Schneider3 4 Susan Handy with Amanda Howell5 Gabby Abou-Zeid2 Edgar Bertini Ruas1 Sabina Roan1 Steven R. Gehrke6 1Portland State University; 2University of Arizona; 3University of Wisconsin-Milwaukee; 4University of California-Davis; 5University of Oregon; 6Metropolitan Area Planning Council. for California Department of Transportation (Caltrans) September 14, 2018 SI* (MODERN METRIC) CONVERSION FACTORS APPROXIMATE CONVERSIONS TO SI UNITS APPROXIMATE CONVERSIONS FROM SI UNITS Symbol When You Know Multiply By To Find Symbol Symbol When You Know Multiply By To Find Symbol LENGTH LENGTH in inches 25.4 millimeters mm mm millimeters 0.039 inches in ft feet 0.305 meters m m meters 3.28 feet ft yd yards 0.914 meters m m meters 1.09 yards yd mi miles 1.61 kilometers km km kilometers 0.621 miles mi AREA AREA 2 2 2 2 in square inches 645.2 millimeters squared mm mm millimeters squared 0.0016 square inches in 2 2 2 2 ft square feet 0.093 meters squared m m meters squared 10.764 square feet ft 2 2 yd square yards 0.836 meters squared m ha hectares 2.47 acres ac 2 2 ac acres 0.405 hectares ha km kilometers squared 0.386 square miles mi 2 2 mi square miles 2.59 kilometers squared km VOLUME mL milliliters 0.034 fluid ounces fl oz VOLUME ii fl oz fluid ounces 29.57 milliliters mL L liters 0.264 gallons gal gal gallons 3.785 liters L m3 meters cubed 35.315 cubic feet ft3 ft3 cubic feet 0.028 meters cubed m3 m3 meters cubed 1.308 cubic yards yd3 yd3 cubic yards 0.765 meters cubed m3 MASS NOTE: Volumes greater than 1000 L shall be shown in m3. g grams 0.035 ounces oz MASS kg kilograms 2.205 pounds lb oz ounces 28.35 grams g Mg megagrams 1.102 short tons (2000 lb) T lb pounds 0.454 kilograms kg TEMPERATURE (exact) T short tons (2000 lb) 0.907 megagrams Mg C Celsius temperature 1.8 + 32 Fahrenheit F TEMPERATURE (exact) j F Fahrenheit 5(F-32)/9 Celsius temperature C temperature * SI is the symbol for the International System of Measurement (4-7-94 jbp) Table 1 Common terms Term Definition Person trip The movement of one person between two activity locations. Person trip generation rate The total number of trips generated at the study location during a one-hour period per unit of development (e.g., DUs for residential buildings). AM peak period The morning data collection period: the hours between 7 a.m. and 10 a.m. PM peak period The evening data collection period: the hours between 4 p.m. and 7 p.m. ITE-defined AM peak-hour person trip generation rate (AM Peak) The highest person trip rate for a one-hour period between 7 a.m. and 10 a.m. ITE-defined PM peak-hour person trip generation rate (PM Peak) The highest person trip rate for a one-hour period between 4 p.m. and 7 p.m. Motorized vehicle trip generation rate The total number of automobile, truck, and motorcycle trips generated at the targeted activity location during a one-hour period per unit of development. If two people are traveling in the same automobile to a targeted activity location, they are making two person-trips by automobile but only one motorized vehicle trip. Travel mode Means of travel. For this project, the travel modes are motor vehicle (automobile, delivery car, motorcycle)*, transit (rail, bus, paratransit), bicycle, and pedestrian/walk (walk, wheelchair, skateboard). In some cases, these may be referred to as motorized (motor vehicle) and non-motorized (transit, bicycle, pedestrian). “Other” is a mode category that refers to any mode not falling into previously defined categories. *Ride-hailing or ride-sharing services (also transportation network companies TNCs) fall within the category of motor vehicle trips; however, they are sometimes designated as a separate mode category depending upon the analysis. Primary travel mode Generally defined as the mode used for the longest distance on the trip. Mode split Refers to the percentage of total person trips that move by a particular mode. For example, if 5-of-15 trips are by bus, the bus mode split is 33 percent. iii Area Median Income (AMI) Median income for households relative to county location and household size; used to determine affordable housing income thresholds. Moderate-Income Income level thresholds for households whose incomes exceed AMI Low-Income (LI) Affordable housing income level threshold for households whose incomes do not exceed 80% of the median family income for the area. Very-Low Income (VLI) Affordable housing income level threshold for households whose incomes do not exceed 50% of the median family income for the area with adjustments for smaller and larger families and for areas with unusually high or low incomes or where needed because of facility, college, or other training facility; prevailing levels of construction costs; or fair market rents. Extremely-Low Income (ELI) Affordable housing income level threshold for households whose incomes do not exceed 30% of median family income for the area. Extremely low-income limits are calculated based on very-low income limits and reflect 60% of very- low income limits. HUD programs use “area median incomes” calculated on the basis of local family incomes, with adjustments for household size. iv Funding This project was funded by the California Department of Transportation (Caltrans) with Federal Highway Administration (FHWA) State Planning & Research Program (SPR) and State Public Transportation Account (PTA) funds provided by the Caltrans Headquarters Divisions
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