research report

Affordable Housing and Transportation Cost Burdens in San Diego County

Abstract

This report quantifies the cost of daily travel needs for affordable housing residents in San Diego, California, especially seniors aged 62 and older, in two ways. First, it analyzes their trip travel time for the entire San Diego region using activity-based model (ABM) data. Second, it summarizes results from surveys of residents in six affordable housing buildings, three of which provide supportive housing to seniors. Overall, this research finds that affordable housing residents use public transit more often than those who have access to a car. But traveling by public transit takes much longer on public transit than traveling by personal vehicle. Survey respondents under age 62 expressed greater dissatisfaction with the costs of public transit ridership, compared to seniors, and were also more likely to express dissatisfaction if they were working. Seniors were more likely to express dissatisfaction with the conditions of public transit stops.

research report

Rail Transit Ridership Changes in COVID-19: Lessons from Station Area Characteristics

Abstract

The COVID-19 pandemic has had a significant impact on public transit ridership in the United States, especially for rail transit. Land use, development density, and the pedestrian environment are strongly associated with station-level transit ridership. This study examines how these characteristics affect transit ridership pre- and post-COVID and how they differ across station types based on longitudinal data for 242 rail stations belonging to Bay Area Rapid Transit, San Diego Metropolitan Transit System, Sacramento Regional Transit, and LA Metro between 2019 and 2021.

The research team found an overall 72% decrease in station-level ridership, but changes were not uniform. Station areas with a higher number of low-income workers and more retail or entertainment jobs tend to have lower ridership declines, while areas with a large number of high-income workers, high-wage jobs, and higher job accessibility by transit had more ridership losses. When comparing station area ridership and activity changes based on mobile phone user data, ridership declined more drastically than activity across all four rail systems, which implies that rail transit riders switched to other modes of transportation when accessing the station areas. Given these findings, it is likely that rail transit services oriented toward commute travel, especially core station areas with jobs for higher-income workers, will continue to have an uneven recovery, posing critical implications for transit resilience planning and equity in the post-pandemic era. Considering sources of funding other than passenger fares to sustain rail transit, strategizing to reinvent and reinforce downtowns as destinations, and shifting rail transit services to appeal to non-commute travel can be promising strategies to support rail transit.

policy brief

Communities Are Experimenting with Microtransit to Fill Critical Gaps in Public Transit Service – What Have We Learned so Far?

Publication Date

September 1, 2024

Author(s)

Susan Shaheen, Elliot Martin, "Brooke (Schmidt) Wolfe ", Adam Cohen

Abstract

This brief provides an overview of microtransit service as deployed across California. Microtransit is a technology-enabled transit service that typically employs shuttles or vans to provide on-demand transportation with dynamic routing. While many rides are dispatched and paid via a smartphone, many services also provide a telephone booking option. A few services accept cash payment and street hails (similar to taxis). Variations of microtransit can include fixed schedules and routes and larger or smaller vehicles. Typically, microtransit services are operated by or provided on behalfof a government entity or nonprofit organization, although privately operated microtransit programs also might exist.

published journal article

Using a Modified Delphi Approach to Explore California's Possible Transportation and Land Use Futures

Abstract

Many methods exist for engaging experts in interactive groups to explore, clarify, and/or decide on various issues. In an investigation of four possible future scenarios concerning transportation and land use in California, researchers at UCLA developed a novel “hybrid policy Delphi” method for use with a panel of 18 experts. Through this process, panel members discussed and reflected on the scenarios in multiple ways. The scenario they considered most desirable they also deemed least likely to occur, and they foresaw the likely trajectory of California transportation and land use leading to less desirable scenarios. The mix of discussion and questionnaires traded the benefit of anonymity for the benefit of exploratory, interactive discussion. In addition, the use of surveys before and after meetings allowed the research team to track changes in panel opinion on a central question and discuss the survey results at meetings, at the cost of greater administrative effort.

published journal article

Putting Automobile Debt on the Map: Race and the Geography of Automobile Debt in California

Abstract

Most U.S. metropolitan areas developed alongside the automobile, producing neighborhoods of relatively low density. Consequently, access to opportunities in these neighborhoods is predicated on having an automobile, yet many households do not have the resources to purchase one outright, relying on automobile loans to spread out the purchase price. While automobile loans can enable automobile ownership, they also significantly increase the vehicle purchase price, particularly for non-white consumers subject to discriminatory lending practices.

This study uses data from the University of California Consumer Credit Panel from Experian to examine the determinants and geography of automobile debt and its consequences in California, testing whether various automobile debt measures disproportionately affect non-white neighborhoods. It finds that, controlling for other factors associated with automobile lending including income, Black and Latino/a neighborhoods have higher total automobile debt, debt burdens (debt relative to income), and automobile loan delinquency rates. In particular, Latino/a neighborhoods shoulder significant automobile debt, while borrowers in Black neighborhoods have the highest delinquency rates. Factors associated with lower total automobile debt and automobile debt burden include better credit ratings, higher residential densities, urban locations, and proximity to rail stations.

research report

Evaluating Transportation Equity Data Dashboards

Publication Date

September 1, 2024

Author(s)

Jesus M. Barajas, Claire McGinnis

Abstract

The historical impacts of transportation planning and investment have left lasting scars on communities of color and low-income communities. This report evaluates online equity tools that exist as spatial dashboards —i.e., interactive maps in which the parameters of interaction are controlled. Twelve tools ranging from the national to the local level were identified and qualitatively assessed for their ability to address conditions related to transportation equity. The evaluation focused on how each tool defines disadvantaged communities, the outcomes they measure (benefits, burdens, or other), their ease of use, and their ability to guide decisions about equity. The findings show a diversity of methods and metrics in defining disadvantage, with most relying on composite demographic indexes and comparative population thresholds. Tools most commonly provided accessibility metrics to assess transportation benefits, while incorporating a range of environmental and health indicators as burden measures. A minority of tools had integrated features to support planning or project implementation.

policy brief

Multifamily Households Across California are Paying A lot More to Charge their Electric Vehicle

Abstract

Most residents of multifamily housing (MFH) and urban homes with only street parking (i.e., no garage or private driveway) do not have access to home electric vehicle (EV) charging. These residents rely primarily on public direct current fast charging (DCFC) stations where the price of electricity is not regulated and in turn more expensive compared to what a single-family household would pay.

This policy brief highlights findings from research that compared charging costs at public EV DCFC stations to the cost for single-family housing (SFH) residents charging at home for three California electric utility service areas and for three urban areas – Sacramento, San Diego, and San Jose. The research used a combination of observed pricing data from PlugShare, a crowd-sourced database of public EV charging, and public DCFC pricing data from electric vehicle service provider (EVSP) websites, as well as electric utility tariff information from their respective websites.

published journal article

To Pool or Not to Pool? Understanding Opportunities, Challenges, and Equity Considerations to Expand the Market for Pooling?

Publication Date

April 13, 2021

Author(s)

Jessica Lazarus, Juan Caicedo, Alex Bayen, Susan Shaheen

Abstract

On-demand mobility services like bikesharing, scooter sharing, and transportation network companies (TNCs) are transforming travel by providing flexible, on-demand options that complement public transit and personal vehicles. Their rapid adoption, particularly in urban areas, is driven by affordability and convenience. The growth of ridesharing and TNCs offers an opportunity to reduce congestion, energy use, and emissions by encouraging pooled rides and reducing personal vehicle ownership. This research uses a survey of four California metropolitan regions to explore policy strategies that incentivize pooling. It highlights how frequent TNC users, particularly low-income individuals, rely on these services for essential trips and are more likely to consider pooling. Time and cost tradeoffs are also examined across different regions and demographics to inform policies aimed at increasing pooling through pricing, curb management, and promotional efforts.

policy brief

Are Dynamic Wireless Charging Lanes for Electric Drayage Trucks a Viable Option for California?

Abstract

State regulations require all drayage trucks transporting containers and bulk goods to and from seaports and intermodal railyards to be zero-emission by 2035, and starting in 2024 trucks registered with the California Air Resources Board must be zero-emission. Converting these trucks to electric power is a promising pathway, and Dynamic Wireless Charging Lanes (DWCLs) could serve as a powerful supplement to traditional stationary charging stations.

This policy brief highlights findings from research exploring DWCL applications in California. The research developed a hypothetical case study of DWCL deployment for drayage trucks on a highway network of more than 1,000 miles around the Greater Los Angeles area, including the Port of Los Angeles and the Port of Long Beach. The research identified optimal locations for DWCLs to serve drayage trucks efficiently along with consideration of suitable grid connections and upgrades of the existing power grid to meet heightened energy demand.

policy brief

A New Approach to Calculating Dynamic Pricing of High-Occupancy-Toll (HOT) Lanes Can Improve the Performance of Travel Corridors

Abstract

As traffic congestion continues to worsen in urban areas, policymakers are seeking innovative solutions to maximize existing road infrastructure and improve travel times. High-occupancy-toll (HOT) lanes offer a promising solution by allowing single-occupancy vehicles (SOVs) to use underutilized carpool lanes for a fee, reducing congestion in regular lanes. Current pricing methods often struggle to set the right toll in real-time, leading to HOT lanes that are either underused or too congested. This reduces their effectiveness in managing traffic and can frustrate drivers. To address this issue, UC Irvine researchers developed more effective ways to set HOT lane prices in real-time, ensuring they are used efficiently and provide reliable travel times for all drivers. Improving HOT lane operation can lead to reduced congestion, shorter commute times, and more efficient use of existing road infrastructure – all without the need for costly new road construction.