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Vital Signs: Time in Congestion - Corridor (Updated October 2018)
data.bayareametro.gov | Last Updated 2018-10-24T00:31:33.000ZVITAL SIGNS INDICATOR Time Spent in Congestion (T7) FULL MEASURE NAME Time Spent in Congestion LAST UPDATED October 2018 DATA SOURCE MTC/Iteris Congestion Analysis No link available CA Department of Finance Forms E-8 and E-5 http://www.dof.ca.gov/Forecasting/Demographics/Estimates/E-8/ http://www.dof.ca.gov/Forecasting/Demographics/Estimates/E-5/ CA Employment Division Department: Labor Market Information http://www.labormarketinfo.edd.ca.gov/ CONTACT INFORMATION vitalsigns.info@bayareametro.gov METHODOLOGY NOTES (across all datasets for this indicator) Time spent in congestion measures the hours drivers are in congestion on freeway facilities based on traffic data. In recent years, data for the Bay Area comes from INRIX, a company that collects real-time traffic information from a variety of sources including mobile phone data and other GPS locator devices. The data provides traffic speed on the region’s highways. Using historical INRIX data (and similar internal datasets for some of the earlier years), MTC calculates an annual time series for vehicle hours spent in congestion in the Bay Area. Time spent in congestion is defined as the average daily hours spent in congestion on Tuesdays, Wednesdays and Thursdays during peak traffic months on freeway facilities. This indicator focuses on weekdays given that traffic congestion is generally greater on these days; this indicator does not capture traffic congestion on local streets due to data unavailability. This congestion indicator emphasizes recurring delay (as opposed to also including non-recurring delay), capturing the extent of delay caused by routine traffic volumes (rather than congestion caused by unusual circumstances). Recurring delay is identified by setting a threshold of consistent delay greater than 15 minutes on a specific freeway segment from vehicle speeds less than 35 mph. This definition is consistent with longstanding practices by MTC, Caltrans and the U.S. Department of Transportation as speeds less than 35 mph result in significantly less efficient traffic operations. 35 mph is the threshold at which vehicle throughput is greatest; speeds that are either greater than or less than 35 mph result in reduced vehicle throughput. This methodology focuses on the extra travel time experienced based on a differential between the congested speed and 35 mph, rather than the posted speed limit. To provide a mathematical example of how the indicator is calculated on a segment basis, when it comes to time spent in congestion, 1,000 vehicles traveling on a congested segment for a 1/4 hour (15 minutes) each, [1,000 vehicles x ¼ hour congestion per vehicle= 250 hours congestion], is equivalent to 100 vehicles traveling on a congested segment for 2.5 hours each, [100 vehicles x 2.5 hour congestion per vehicle = 250 hours congestion]. In this way, the measure captures the impacts of both slow speeds and heavy traffic volumes. MTC calculates two measures of delay – congested delay, or delay that occurs when speeds are below 35 miles per hour, and total delay, or delay that occurs when speeds are below the posted speed limit. To illustrate, if 1,000 vehicles are traveling at 30 miles per hour on a one mile long segment, this would represent 4.76 vehicle hours of congested delay [(1,000 vehicles x 1 mile / 30 miles per hour) - (1,000 vehicles x 1 mile / 35 miles per hour) = 33.33 vehicle hours – 28.57 vehicle hours = 4.76 vehicle hours]. Considering that the posted speed limit on the segment is 60 miles per hour, total delay would be calculated as 16.67 vehicle hours [(1,000 vehicles x 1 mile / 30 miles per hour) - (1,000 vehicles x 1 mile / 60 miles per hour) = 33.33 vehicle hours – 16.67 vehicle hours = 16.67 vehicle hours]. Data sources listed above were used to calculate per-capita and per-worker statistics. Top congested corridors are ranked by total vehicle hours of delay, meaning that the highlighted corridors reflect a combination of slow speeds and heavy t
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Vital Signs: Transit Cost-Effectiveness – by operator
data.bayareametro.gov | Last Updated 2018-07-06T18:04:51.000ZVITAL SIGNS INDICATOR Transit Cost-Effectiveness (T13) FULL MEASURE NAME Net cost per transit boarding (cost per boarding minus fare per boarding) LAST UPDATED May 2017 DESCRIPTION Transit cost-effectiveness refers to both the total and net costs per transit boarding, both of which are adjusted to reflect inflation over time. Net costs reflect total operating costs minus farebox revenue (i.e. operating costs that are not directly funded by system users). The dataset includes metropolitan area, regional, mode, and system tables for net cost per boarding, total cost per boarding, and farebox recovery ratio. DATA SOURCE Federal Transit Administration: National Transit Database http://www.ntdprogram.gov/ntdprogram/data.htm Bureau of Labor Statistics: Consumer Price Index http://www.bls.gov/data/ CONTACT INFORMATION vitalsigns.info@mtc.ca.gov METHODOLOGY NOTES (across all datasets for this indicator) Simple modes were aggregated to combine the various bus modes (e.g. rapid bus, express bus, local bus) into a single mode to avoid incorrect conclusions resulting from mode recoding over the lifespan of NTD. For other metro areas, operators were identified by developing a list of all urbanized areas within a current MSA boundary and then using that UZA list to flag relevant operators; this means that all operators (both large and small) were included in the metro comparison data. Financial data was inflation-adjusted to match 2015 dollar values using metro-specific Consumer Price Indices.
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Vital Signs: Rent Payments – Bay Area
data.bayareametro.gov | Last Updated 2019-10-25T20:17:35.000ZVITAL SIGNS INDICATOR Rent Payments (EC8) FULL MEASURE NAME Median rent payment LAST UPDATED September 2016 DESCRIPTION Rent payments refer to the cost of leasing an apartment or home and serves as a measure of housing costs for individuals who do not own a home. The data reflect the median monthly rent paid by Bay Area households across apartments and homes of various sizes and various levels of quality. This differs from advertised rents for available apartments, which usually are higher. Note that rent can be presented using nominal or real (inflation-adjusted) dollar values; data are presented inflation-adjusted to reflect changes in household purchasing power over time. DATA SOURCE U.S. Census Bureau: Decennial Census 1970-2000 https://nhgis.org Note: Count 1 and Count 2; Form STF1; Form SF3a U.S. Census Bureau: American Community Survey 2005-2015 http://api.census.gov Note: Form B25058; 1-YR Bureau of Labor Statistics: Consumer Price Index 1970-2015 http://data.bls.gov Note: All Urban Consumers Data Table (by metro) CONTACT INFORMATION vitalsigns.info@mtc.ca.gov METHODOLOGY NOTES (across all datasets for this indicator) Rent data reflects median rent payments rather than list rents (refer to measure definition above). Larger geographies (metro and county) rely upon ACS 1-year data, while smaller geographies rely upon ACS 5-year rolling average data. 1970 Census data for median rent payments has been imputed by ABAG staff as the source data only provided the mean, rather than the median, monthly rent. Metro area boundaries reflects today’s metro area definitions by county for consistency, rather than historical metro area boundaries. Inflation-adjusted data are presented to illustrate how rent payments have grown relative to overall price increases; that said, the use of the Consumer Price Index does create some challenges given the fact that housing represents a major chunk of consumer goods bundle used to calculate CPI. This reflects a methodological tradeoff between precision and accuracy and is a common concern when working with any commodity that is a major component of CPI itself.
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Vital Signs: Transit Cost-Effectiveness – by metro
data.bayareametro.gov | Last Updated 2018-07-06T18:04:53.000ZVITAL SIGNS INDICATOR Transit Cost-Effectiveness (T13) FULL MEASURE NAME Net cost per transit boarding (cost per boarding minus fare per boarding) LAST UPDATED May 2017 DESCRIPTION Transit cost-effectiveness refers to both the total and net costs per transit boarding, both of which are adjusted to reflect inflation over time. Net costs reflect total operating costs minus farebox revenue (i.e. operating costs that are not directly funded by system users). The dataset includes metropolitan area, regional, mode, and system tables for net cost per boarding, total cost per boarding, and farebox recovery ratio. DATA SOURCE Federal Transit Administration: National Transit Database http://www.ntdprogram.gov/ntdprogram/data.htm Bureau of Labor Statistics: Consumer Price Index http://www.bls.gov/data/ CONTACT INFORMATION vitalsigns.info@mtc.ca.gov METHODOLOGY NOTES (across all datasets for this indicator) Simple modes were aggregated to combine the various bus modes (e.g. rapid bus, express bus, local bus) into a single mode to avoid incorrect conclusions resulting from mode recoding over the lifespan of NTD. For other metro areas, operators were identified by developing a list of all urbanized areas within a current MSA boundary and then using that UZA list to flag relevant operators; this means that all operators (both large and small) were included in the metro comparison data. Financial data was inflation-adjusted to match 2015 dollar values using metro-specific Consumer Price Indices.
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Vital Signs: Rent Payments – by metro
data.bayareametro.gov | Last Updated 2019-10-25T20:17:20.000ZVITAL SIGNS INDICATOR Rent Payments (EC8) FULL MEASURE NAME Median rent payment LAST UPDATED August 2019 DESCRIPTION Rent payments refer to the cost of leasing an apartment or home and serves as a measure of housing costs for individuals who do not own a home. The data reflect the median monthly rent paid by Bay Area households across apartments and homes of various sizes and various levels of quality. This differs from advertised rents for available apartments, which usually are higher. Note that rent can be presented using nominal or real (inflation-adjusted) dollar values; data are presented inflation-adjusted to reflect changes in household purchasing power over time. DATA SOURCE U.S. Census Bureau: Decennial Census 1970-2000 https://nhgis.org Note: Count 1 and Count 2; Form STF1; Form SF3a U.S. Census Bureau: American Community Survey 2005-2017 http://api.census.gov Note: Form B25058; 1-YR Bureau of Labor Statistics: Consumer Price Index 1970-2017 http://www.bls.gov/data/ Note: All Urban Consumers Data Table (by metro) CONTACT INFORMATION vitalsigns.info@bayareametro.gov METHODOLOGY NOTES (across all datasets for this indicator) Rent data reflects median rent payments rather than list rents (refer to measure definition above). Larger geographies (metro and county) rely upon ACS 1-year data, while smaller geographies rely upon ACS 5-year rolling average data. 1970 Census data for median rent payments has been imputed by ABAG staff as the source data only provided the mean, rather than the median, monthly rent. Metro area boundaries reflects today’s metro area definitions by county for consistency, rather than historical metro area boundaries. Inflation-adjusted data are presented to illustrate how rent payments have grown relative to overall price increases; that said, the use of the Consumer Price Index does create some challenges given the fact that housing represents a major chunk of consumer goods bundle used to calculate CPI. This reflects a methodological tradeoff between precision and accuracy and is a common concern when working with any commodity that is a major component of CPI itself.
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Vital Signs: Transit Cost-Effectiveness – Bay Area
data.bayareametro.gov | Last Updated 2018-07-06T18:04:54.000ZVITAL SIGNS INDICATOR Transit Cost-Effectiveness (T13) FULL MEASURE NAME Net cost per transit boarding (cost per boarding minus fare per boarding) LAST UPDATED May 2017 DESCRIPTION Transit cost-effectiveness refers to both the total and net costs per transit boarding, both of which are adjusted to reflect inflation over time. Net costs reflect total operating costs minus farebox revenue (i.e. operating costs that are not directly funded by system users). The dataset includes metropolitan area, regional, mode, and system tables for net cost per boarding, total cost per boarding, and farebox recovery ratio. DATA SOURCE Federal Transit Administration: National Transit Database http://www.ntdprogram.gov/ntdprogram/data.htm Bureau of Labor Statistics: Consumer Price Index http://www.bls.gov/data/ CONTACT INFORMATION vitalsigns.info@mtc.ca.gov METHODOLOGY NOTES (across all datasets for this indicator) Simple modes were aggregated to combine the various bus modes (e.g. rapid bus, express bus, local bus) into a single mode to avoid incorrect conclusions resulting from mode recoding over the lifespan of NTD. For other metro areas, operators were identified by developing a list of all urbanized areas within a current MSA boundary and then using that UZA list to flag relevant operators; this means that all operators (both large and small) were included in the metro comparison data. Financial data was inflation-adjusted to match 2015 dollar values using metro-specific Consumer Price Indices.
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Vital Signs: Travel Time Reliability – by corridor
data.bayareametro.gov | Last Updated 2018-07-06T18:04:55.000ZVITAL SIGNS INDICATOR Travel Time Reliability (T9) FULL MEASURE NAME Freeway buffer time index LAST UPDATED May 2017 DESCRIPTION Transportation planners quantify the travel time reliability of a given route by means of a buffer time index (BTI). BTI is a measure of the amount of time, over and above the average travel time, that a driver would need to budget to ensure on-time arrival at the desired destination, with a 95 percent confidence rate. BTI is expressed as a fraction of the average travel time – the lower the BTI, the more reliable the trip. This measure focuses solely on the regional freeway system, as no comparable data is available on the local street network. The dataset includes metropolitan area, regional and freeway corridor tables. DATA SOURCE Metropolitan Transportation Commission/INRIX: Freeway Reliability Analysis California Department of Transportation: Annual Traffic Volume Reports http://traffic-counts.dot.ca.gov CONTACT INFORMATION vitalsigns.info@mtc.ca.gov METHODOLOGY NOTES (across all datasets for this indicator) Buffer time index was calculated based on the average reliability of each freeway segment over the course of one-hour time windows. Peak periods were defined as 6 AM to 10 AM and 3 PM to 7 PM. Regional BTI was calculated using traffic volumes on each segment and weighting BTI accordingly across the network.
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Vital Signs: Time in Congestion - Corridor Shapefile (Updated October 2018)
data.bayareametro.gov | Last Updated 2018-10-24T00:30:32.000ZVITAL SIGNS INDICATOR Time Spent in Congestion (T7) FULL MEASURE NAME Time Spent in Congestion LAST UPDATED October 2018 DATA SOURCE MTC/Iteris Congestion Analysis No link available CA Department of Finance Forms E-8 and E-5 http://www.dof.ca.gov/Forecasting/Demographics/Estimates/E-8/ http://www.dof.ca.gov/Forecasting/Demographics/Estimates/E-5/ CA Employment Division Department: Labor Market Information http://www.labormarketinfo.edd.ca.gov/ CONTACT INFORMATION vitalsigns.info@bayareametro.gov METHODOLOGY NOTES (across all datasets for this indicator) Time spent in congestion measures the hours drivers are in congestion on freeway facilities based on traffic data. In recent years, data for the Bay Area comes from INRIX, a company that collects real-time traffic information from a variety of sources including mobile phone data and other GPS locator devices. The data provides traffic speed on the region’s highways. Using historical INRIX data (and similar internal datasets for some of the earlier years), MTC calculates an annual time series for vehicle hours spent in congestion in the Bay Area. Time spent in congestion is defined as the average daily hours spent in congestion on Tuesdays, Wednesdays and Thursdays during peak traffic months on freeway facilities. This indicator focuses on weekdays given that traffic congestion is generally greater on these days; this indicator does not capture traffic congestion on local streets due to data unavailability. This congestion indicator emphasizes recurring delay (as opposed to also including non-recurring delay), capturing the extent of delay caused by routine traffic volumes (rather than congestion caused by unusual circumstances). Recurring delay is identified by setting a threshold of consistent delay greater than 15 minutes on a specific freeway segment from vehicle speeds less than 35 mph. This definition is consistent with longstanding practices by MTC, Caltrans and the U.S. Department of Transportation as speeds less than 35 mph result in significantly less efficient traffic operations. 35 mph is the threshold at which vehicle throughput is greatest; speeds that are either greater than or less than 35 mph result in reduced vehicle throughput. This methodology focuses on the extra travel time experienced based on a differential between the congested speed and 35 mph, rather than the posted speed limit. To provide a mathematical example of how the indicator is calculated on a segment basis, when it comes to time spent in congestion, 1,000 vehicles traveling on a congested segment for a 1/4 hour (15 minutes) each, [1,000 vehicles x ¼ hour congestion per vehicle= 250 hours congestion], is equivalent to 100 vehicles traveling on a congested segment for 2.5 hours each, [100 vehicles x 2.5 hour congestion per vehicle = 250 hours congestion]. In this way, the measure captures the impacts of both slow speeds and heavy traffic volumes. MTC calculates two measures of delay – congested delay, or delay that occurs when speeds are below 35 miles per hour, and total delay, or delay that occurs when speeds are below the posted speed limit. To illustrate, if 1,000 vehicles are traveling at 30 miles per hour on a one mile long segment, this would represent 4.76 vehicle hours of congested delay [(1,000 vehicles x 1 mile / 30 miles per hour) - (1,000 vehicles x 1 mile / 35 miles per hour) = 33.33 vehicle hours – 28.57 vehicle hours = 4.76 vehicle hours]. Considering that the posted speed limit on the segment is 60 miles per hour, total delay would be calculated as 16.67 vehicle hours [(1,000 vehicles x 1 mile / 30 miles per hour) - (1,000 vehicles x 1 mile / 60 miles per hour) = 33.33 vehicle hours – 16.67 vehicle hours = 16.67 vehicle hours]. Data sources listed above were used to calculate per-capita and per-worker statistics. Top congested corridors are ranked by total vehicle hours of delay, meaning that the highlighted corridors reflect a combination of slow speeds and heavy t
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Vital Signs: Transit Cost-Effectiveness – by Mode
data.bayareametro.gov | Last Updated 2018-07-06T18:04:45.000ZVITAL SIGNS INDICATOR Transit Cost-Effectiveness (T13) FULL MEASURE NAME Net cost per transit boarding (cost per boarding minus fare per boarding) LAST UPDATED May 2017 DESCRIPTION Transit cost-effectiveness refers to both the total and net costs per transit boarding, both of which are adjusted to reflect inflation over time. Net costs reflect total operating costs minus farebox revenue (i.e. operating costs that are not directly funded by system users). The dataset includes metropolitan area, regional, mode, and system tables for net cost per boarding, total cost per boarding, and farebox recovery ratio. DATA SOURCE Federal Transit Administration: National Transit Database http://www.ntdprogram.gov/ntdprogram/data.htm Bureau of Labor Statistics: Consumer Price Index http://www.bls.gov/data/ CONTACT INFORMATION vitalsigns.info@mtc.ca.gov METHODOLOGY NOTES (across all datasets for this indicator) Simple modes were aggregated to combine the various bus modes (e.g. rapid bus, express bus, local bus) into a single mode to avoid incorrect conclusions resulting from mode recoding over the lifespan of NTD. For other metro areas, operators were identified by developing a list of all urbanized areas within a current MSA boundary and then using that UZA list to flag relevant operators; this means that all operators (both large and small) were included in the metro comparison data. Financial data was inflation-adjusted to match 2015 dollar values using metro-specific Consumer Price Indices.
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Vital Signs: Time in Congestion - Bay Area (updated October 2018)
data.bayareametro.gov | Last Updated 2018-10-24T00:32:13.000ZVITAL SIGNS INDICATOR Time Spent in Congestion (T7) FULL MEASURE NAME Time Spent in Congestion LAST UPDATED October 2018 DATA SOURCE MTC/Iteris Congestion Analysis No link available CA Department of Finance Forms E-8 and E-5 http://www.dof.ca.gov/Forecasting/Demographics/Estimates/E-8/ http://www.dof.ca.gov/Forecasting/Demographics/Estimates/E-5/ CA Employment Division Department: Labor Market Information http://www.labormarketinfo.edd.ca.gov/ CONTACT INFORMATION vitalsigns.info@bayareametro.gov METHODOLOGY NOTES (across all datasets for this indicator) Time spent in congestion measures the hours drivers are in congestion on freeway facilities based on traffic data. In recent years, data for the Bay Area comes from INRIX, a company that collects real-time traffic information from a variety of sources including mobile phone data and other GPS locator devices. The data provides traffic speed on the region’s highways. Using historical INRIX data (and similar internal datasets for some of the earlier years), MTC calculates an annual time series for vehicle hours spent in congestion in the Bay Area. Time spent in congestion is defined as the average daily hours spent in congestion on Tuesdays, Wednesdays and Thursdays during peak traffic months on freeway facilities. This indicator focuses on weekdays given that traffic congestion is generally greater on these days; this indicator does not capture traffic congestion on local streets due to data unavailability. This congestion indicator emphasizes recurring delay (as opposed to also including non-recurring delay), capturing the extent of delay caused by routine traffic volumes (rather than congestion caused by unusual circumstances). Recurring delay is identified by setting a threshold of consistent delay greater than 15 minutes on a specific freeway segment from vehicle speeds less than 35 mph. This definition is consistent with longstanding practices by MTC, Caltrans and the U.S. Department of Transportation as speeds less than 35 mph result in significantly less efficient traffic operations. 35 mph is the threshold at which vehicle throughput is greatest; speeds that are either greater than or less than 35 mph result in reduced vehicle throughput. This methodology focuses on the extra travel time experienced based on a differential between the congested speed and 35 mph, rather than the posted speed limit. To provide a mathematical example of how the indicator is calculated on a segment basis, when it comes to time spent in congestion, 1,000 vehicles traveling on a congested segment for a 1/4 hour (15 minutes) each, [1,000 vehicles x ¼ hour congestion per vehicle= 250 hours congestion], is equivalent to 100 vehicles traveling on a congested segment for 2.5 hours each, [100 vehicles x 2.5 hour congestion per vehicle = 250 hours congestion]. In this way, the measure captures the impacts of both slow speeds and heavy traffic volumes. MTC calculates two measures of delay – congested delay, or delay that occurs when speeds are below 35 miles per hour, and total delay, or delay that occurs when speeds are below the posted speed limit. To illustrate, if 1,000 vehicles are traveling at 30 miles per hour on a one mile long segment, this would represent 4.76 vehicle hours of congested delay [(1,000 vehicles x 1 mile / 30 miles per hour) - (1,000 vehicles x 1 mile / 35 miles per hour) = 33.33 vehicle hours – 28.57 vehicle hours = 4.76 vehicle hours]. Considering that the posted speed limit on the segment is 60 miles per hour, total delay would be calculated as 16.67 vehicle hours [(1,000 vehicles x 1 mile / 30 miles per hour) - (1,000 vehicles x 1 mile / 60 miles per hour) = 33.33 vehicle hours – 16.67 vehicle hours = 16.67 vehicle hours]. Data sources listed above were used to calculate per-capita and per-worker statistics. Top congested corridors are ranked by total vehicle hours of delay, meaning that the highlighted corridors reflect a combination of slow speeds and heavy t