This paper compares the potential benefits and impacts of two types of congestion pricing: oad- or cordon-based, and parking-based, that the San Francisco County Transportation Authority studied as a part of the Mobility, Access, and Pricing Study. The study is evaluating comprehensive pricing and mobility-enhancing packages to improve access and offer more sustainable travel choices to and within San Francisco. The Study Team evaluated the cordon and parking congestion charges using the SF-CHAMP regional travel demand model (also known as RPM-9). This paper discusses the current representation of parking in SF-CHAMP and its limitations, and then summarizes the development of an improved parking representation including additional data needs.
By integrating local and regional transit connections into the Space 134 project, we visitors and residents may benefit from a greater range of mobility options.
Investing in Washington State Transportation: Driving Economic GrowthSara Garrettson
New research from The Boston Consulting Group assesses the economic benefits of transportation proposals that received the broadest support from policymakers in Washington state during the past two legislative sessions. Key finding: a $7 billion investment yields a $42 billion benefit for Washington state.
Evaluation of level of service at chatikara, MathuraSHASHANK KAMAL
Evaluation of level of service. Level of service (LOS) is a qualitative measure used to relate the quality of traffic service. LOS is used to analyze highways by categorizing traffic flow and assigning quality levels of traffic based on performance measure like speed, density,etc.
This is the transportation planning module I developed for the Suncoast Section of the Florida APA's AICP prep course. I deliver it each March to help new professionals prepare for the exam.
Abstract
One of the most persistent problems faced by the San Francisco County Transportation Authority (the Authority) is that of handling a growing collection of counts. Traffic, pedestrian and bicycle counts have been collected by staff, consultants and sister agencies for numerous planning studies at various locations in San Francisco over the years. But how should these counts be organized? Some are in Excel workbooks of varying and spontaneous formats, others consist of scanned handwritten documents, and finally some are on (gasp!) paper.
Since the modeling team at the Authority has a continuous need for these counts in order to calibrate and validate the travel demand model as well as to inform model development, these counts have come under the team’s purview. After a couple of failed attempts to standardize Excel formats and directory structures, the modeling team decided to modernized its counts management system. The Authority first explored proprietary software products, but found them either too expensive, cumbersome, or inflexible. Instead, Authority staff embarked on developing Count Dracula, an open source counts management tool. Count Dracula’s aim is to make uploading, downloading and querying counts easy for Authority staff as well as other interested parties outside the organization. The Count Dracula code base has been designed to be reusable by other agencies with similar needs, and it’s built on GeoDjango, a geographic web framework.
Count Dracula includes a web-based map GUI for visualizing where counts are located (and where more counts are needed), and it includes a query interface so that specific types of counts can be batch-downloaded (for example, midweek counts from the last three years). As it was developed by a modeling team, there is a specific emphasis on counts seamlessly interfacing with model transportation networks. Counts can also be uploaded using this interface, and moderated through an admin interface. This presentation will explain the development of Count Dracula and convince everyone attending to download it and dive in.
By integrating local and regional transit connections into the Space 134 project, we visitors and residents may benefit from a greater range of mobility options.
Investing in Washington State Transportation: Driving Economic GrowthSara Garrettson
New research from The Boston Consulting Group assesses the economic benefits of transportation proposals that received the broadest support from policymakers in Washington state during the past two legislative sessions. Key finding: a $7 billion investment yields a $42 billion benefit for Washington state.
Evaluation of level of service at chatikara, MathuraSHASHANK KAMAL
Evaluation of level of service. Level of service (LOS) is a qualitative measure used to relate the quality of traffic service. LOS is used to analyze highways by categorizing traffic flow and assigning quality levels of traffic based on performance measure like speed, density,etc.
This is the transportation planning module I developed for the Suncoast Section of the Florida APA's AICP prep course. I deliver it each March to help new professionals prepare for the exam.
Similar to EXPLORING PARKING PRICING FOR CONGESTION MANAGEMENT USING THE SFCTA ACTIVITY-BASED REGIONAL PRICING MODEL (20)
Abstract
One of the most persistent problems faced by the San Francisco County Transportation Authority (the Authority) is that of handling a growing collection of counts. Traffic, pedestrian and bicycle counts have been collected by staff, consultants and sister agencies for numerous planning studies at various locations in San Francisco over the years. But how should these counts be organized? Some are in Excel workbooks of varying and spontaneous formats, others consist of scanned handwritten documents, and finally some are on (gasp!) paper.
Since the modeling team at the Authority has a continuous need for these counts in order to calibrate and validate the travel demand model as well as to inform model development, these counts have come under the team’s purview. After a couple of failed attempts to standardize Excel formats and directory structures, the modeling team decided to modernized its counts management system. The Authority first explored proprietary software products, but found them either too expensive, cumbersome, or inflexible. Instead, Authority staff embarked on developing Count Dracula, an open source counts management tool. Count Dracula’s aim is to make uploading, downloading and querying counts easy for Authority staff as well as other interested parties outside the organization. The Count Dracula code base has been designed to be reusable by other agencies with similar needs, and it’s built on GeoDjango, a geographic web framework.
Count Dracula includes a web-based map GUI for visualizing where counts are located (and where more counts are needed), and it includes a query interface so that specific types of counts can be batch-downloaded (for example, midweek counts from the last three years). As it was developed by a modeling team, there is a specific emphasis on counts seamlessly interfacing with model transportation networks. Counts can also be uploaded using this interface, and moderated through an admin interface. This presentation will explain the development of Count Dracula and convince everyone attending to download it and dive in.
This paper evaluates the performance of the San Francisco County Transportation Authority’s recently-enhanced Nine-County Regional Pricing Model (RPM-9), which is being used to study congestion pricing alternatives in San Francisco as a part of the Mobility, Access, and Pricing Study. This study sought to evaluate comprehensive pricing and mobility-enhancing packages to improve access and offer more sustainable travel choices to and within San Francisco. The Study tested various pricing scenarios including cordon, area, and gateway designs; various toll levels; and a range of shoulder pricing/time of day profiles. Pricing scenarios were coupled with strategies for improving accessibility for all modes of travel to, from, and within San Francisco including, but not limited to, local and regional transit investments. RPM-9’s structure as a tour-based microsimulation model allowed several enhancements for this study that would not have been possible in a trip-based framework. These include the use of value-of-time distributions, rather than averages across groups; the feedback of mode and destination choice logsums to make auto ownership and tour generation sensitive to price; the explicit tracking of travelers who have paid area tolls; and enhanced peak spreading models. The disaggregate nature of RPM-9 facilitated summaries of key measures of effectiveness at various levels and types of aggregation including income level, residential location, and work location. These flexible summaries were critical to evaluating alternatives and answering questions about who was paying versus who was benefiting.
Brief presentation delivered on Jan. 17, 2013 on the SFCTA's experience comparing commercial speed data to speed data collected using the traditional floating car method
This presentation shows how the data we gathered from the smart phone application, CycleTracks, was used to develop a bicycle route choice model which was then integrated into SF-CHAMP, the San Francisco activity-based travel demand model
Epistemic Interaction - tuning interfaces to provide information for AI supportAlan Dix
Paper presented at SYNERGY workshop at AVI 2024, Genoa, Italy. 3rd June 2024
https://alandix.com/academic/papers/synergy2024-epistemic/
As machine learning integrates deeper into human-computer interactions, the concept of epistemic interaction emerges, aiming to refine these interactions to enhance system adaptability. This approach encourages minor, intentional adjustments in user behaviour to enrich the data available for system learning. This paper introduces epistemic interaction within the context of human-system communication, illustrating how deliberate interaction design can improve system understanding and adaptation. Through concrete examples, we demonstrate the potential of epistemic interaction to significantly advance human-computer interaction by leveraging intuitive human communication strategies to inform system design and functionality, offering a novel pathway for enriching user-system engagements.
State of ICS and IoT Cyber Threat Landscape Report 2024 previewPrayukth K V
The IoT and OT threat landscape report has been prepared by the Threat Research Team at Sectrio using data from Sectrio, cyber threat intelligence farming facilities spread across over 85 cities around the world. In addition, Sectrio also runs AI-based advanced threat and payload engagement facilities that serve as sinks to attract and engage sophisticated threat actors, and newer malware including new variants and latent threats that are at an earlier stage of development.
The latest edition of the OT/ICS and IoT security Threat Landscape Report 2024 also covers:
State of global ICS asset and network exposure
Sectoral targets and attacks as well as the cost of ransom
Global APT activity, AI usage, actor and tactic profiles, and implications
Rise in volumes of AI-powered cyberattacks
Major cyber events in 2024
Malware and malicious payload trends
Cyberattack types and targets
Vulnerability exploit attempts on CVEs
Attacks on counties – USA
Expansion of bot farms – how, where, and why
In-depth analysis of the cyber threat landscape across North America, South America, Europe, APAC, and the Middle East
Why are attacks on smart factories rising?
Cyber risk predictions
Axis of attacks – Europe
Systemic attacks in the Middle East
Download the full report from here:
https://sectrio.com/resources/ot-threat-landscape-reports/sectrio-releases-ot-ics-and-iot-security-threat-landscape-report-2024/
Observability Concepts EVERY Developer Should Know -- DeveloperWeek Europe.pdfPaige Cruz
Monitoring and observability aren’t traditionally found in software curriculums and many of us cobble this knowledge together from whatever vendor or ecosystem we were first introduced to and whatever is a part of your current company’s observability stack.
While the dev and ops silo continues to crumble….many organizations still relegate monitoring & observability as the purview of ops, infra and SRE teams. This is a mistake - achieving a highly observable system requires collaboration up and down the stack.
I, a former op, would like to extend an invitation to all application developers to join the observability party will share these foundational concepts to build on:
Le nuove frontiere dell'AI nell'RPA con UiPath Autopilot™UiPathCommunity
In questo evento online gratuito, organizzato dalla Community Italiana di UiPath, potrai esplorare le nuove funzionalità di Autopilot, il tool che integra l'Intelligenza Artificiale nei processi di sviluppo e utilizzo delle Automazioni.
📕 Vedremo insieme alcuni esempi dell'utilizzo di Autopilot in diversi tool della Suite UiPath:
Autopilot per Studio Web
Autopilot per Studio
Autopilot per Apps
Clipboard AI
GenAI applicata alla Document Understanding
👨🏫👨💻 Speakers:
Stefano Negro, UiPath MVPx3, RPA Tech Lead @ BSP Consultant
Flavio Martinelli, UiPath MVP 2023, Technical Account Manager @UiPath
Andrei Tasca, RPA Solutions Team Lead @NTT Data
Welcome to the first live UiPath Community Day Dubai! Join us for this unique occasion to meet our local and global UiPath Community and leaders. You will get a full view of the MEA region's automation landscape and the AI Powered automation technology capabilities of UiPath. Also, hosted by our local partners Marc Ellis, you will enjoy a half-day packed with industry insights and automation peers networking.
📕 Curious on our agenda? Wait no more!
10:00 Welcome note - UiPath Community in Dubai
Lovely Sinha, UiPath Community Chapter Leader, UiPath MVPx3, Hyper-automation Consultant, First Abu Dhabi Bank
10:20 A UiPath cross-region MEA overview
Ashraf El Zarka, VP and Managing Director MEA, UiPath
10:35: Customer Success Journey
Deepthi Deepak, Head of Intelligent Automation CoE, First Abu Dhabi Bank
11:15 The UiPath approach to GenAI with our three principles: improve accuracy, supercharge productivity, and automate more
Boris Krumrey, Global VP, Automation Innovation, UiPath
12:15 To discover how Marc Ellis leverages tech-driven solutions in recruitment and managed services.
Brendan Lingam, Director of Sales and Business Development, Marc Ellis
A tale of scale & speed: How the US Navy is enabling software delivery from l...sonjaschweigert1
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- Improved developer experience and productivity through actionable findings and reduction of false positives
- Maintenance of superior security standards and inherent policy enforcement with Authorization to Operate (ATO)
Development teams can ship efficiently and ensure applications are cyber ready for Navy Authorizing Officials (AOs). In this webinar, Sigma Defense and Anchore will give attendees a look behind the scenes and demo secure pipeline automation and security artifacts that speed up application ATO and time to production.
We will cover:
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- How to build efficient development pipeline roles and component templates
- How to deliver security artifacts that matter for ATO’s (SBOMs, vulnerability reports, and policy evidence)
- How to streamline operations with automated policy checks on container images
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👩🏫 Lenka Dulovicova, Product Program Manager, UiPath
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GraphRAG is All You need? LLM & Knowledge GraphGuy Korland
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1. Unifying Large Language Models and Knowledge Graphs: A Roadmap.
https://arxiv.org/abs/2306.08302
2. Microsoft Research's GraphRAG paper and a review paper on various uses of knowledge graphs:
https://www.microsoft.com/en-us/research/blog/graphrag-unlocking-llm-discovery-on-narrative-private-data/
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After immersing yourself in the blue book and its red counterpart, attending DDD-focused conferences, and applying tactical patterns, you're left with a crucial question: How do I ensure my design is effective? Tactical patterns within Domain-Driven Design (DDD) serve as guiding principles for creating clear and manageable domain models. However, achieving success with these patterns requires additional guidance. Interestingly, we've observed that a set of constraints initially designed for training purposes remarkably aligns with effective pattern implementation, offering a more ‘mechanical’ approach. Let's explore together how Object Calisthenics can elevate the design of your tactical DDD patterns, offering concrete help for those venturing into DDD for the first time!
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We’ll kick things off by showcasing the most commonly used event-based triggers, introducing you to various automation workflows like manual triggers, schedules, directory watchers, and more. Plus, see how these elements play out in real scenarios.
Whether you’re tweaking your current setup or building from the ground up, this session will arm you with the tools and insights needed to transform your FME usage into a powerhouse of productivity. Join us to discover effective strategies that simplify complex processes, enhancing your productivity and transforming your data management practices with FME. Let’s turn complexity into clarity and make your workspaces work wonders!
FIDO Alliance Osaka Seminar: The WebAuthn API and Discoverable Credentials.pdf
EXPLORING PARKING PRICING FOR CONGESTION MANAGEMENT USING THE SFCTA ACTIVITY-BASED REGIONAL PRICING MODEL
1. Exploring Parking Pricing for Congestion
Management Using the SFCTA Activity-
Based Regional Pricing Model
Lisa Zorn, Elizabeth Sall, Zabe Bent
Event 752: Jan 26, 2011
Promises and Perils of Parking TRB 90th
Pricing: Latest Evidence
from the Field Annual Meeting
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY
2. Mobility, Access and Pricing Study Goals
‣ Improve mobility by reducing travel times and increasing
system efficiency for both motorists and transit
passengers
‣ Increase accessibility by providing improved and more
reliable transportation options
‣ Enhance overall quality-of-life by reducing traffic and
tailpipe emissions to improve safety and health
‣ Promote the city’s economic vitality by improving
multimodal access to facilitate future growth and
enhance regional competitiveness
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 2
3. Potential Timeline
December 2010 Board decision to advance to environmental clearance
2010 - 2011 Implement and evaluate SFpark (SFMTA) and other near-term
projects:
More data to better characterize and track
parking benefits & impacts: supply, demand,
turnover
Track congestion reduction benefits & impacts
Coordinate w/San Francisco Climate Action Strategy
2011 - 2013 Environmental analysis, system design
Legislative Authorization
Coordination with long-range plan
Implementation Decision
2013 - 2014 Final Design & Procurement
2014 - 2015 Construction of system & capital improvements
Additional transit services
2015 Potential Implementation
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 3
4. San Francisco Traffic Congestion
Causes Significant Auto Vehicle Delay in the Downtown Area
LOS A
LOS B
LOS C
LOS D
LOS E
LOS F
Source: SFCTA Congestion Management Program Spring 2009
Weekday PM Peak Automobile Delay Conditions
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 4
5. San Francisco Traffic Congestion
Exacerbates Transit Delays and Impairs Reliability
> 15.0 mph
12.5 - 15.0 mph
10.0 - 12.5 mph
7.5 - 10.0 mph
<7.5 mph
Source: SFCTA Congestion Management Program Spring 2009
Weekday PM Peak Muni Bus Speeds
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 5
6. Focus Area
Based on Auto Delay and Transit Service
Source: SFCTA Congestion Management Program Spring 2009 Source: SFCTA Congestion Management Program Spring 2009
Weekday PM Peak Automobile Delay Conditions Weekday PM Peak Muni Bus Speeds
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 6
7. Focus Area
Based on Auto Delay and Transit Service
Source: SFCTA Congestion Management Program Spring 2009 Source: SFCTA Congestion Management Program Spring 2009
Weekday PM Peak Automobile Delay Conditions Weekday PM Peak Muni Bus Speeds
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 6
8. Pricing Strategies
Performance Improves Transit?
Higher Bridge Tolls: nominal no
Golden Gate, Bay Bridge
Regional HOT Lane nominal long-term
Network
SFpark pending -
FA Parking Charge peak period auto regional + local
trip reduction
NE Cordon Charge peak period auto regional + local
trip reduction
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 7
9. Northeast Cordon Charge Scenario
Charges Autos a $3 fee to cross the Cordon during Peak Periods
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 8
10. Northeast Cordon Charge Scenario
Charges Autos a $3 fee to cross the Cordon during Peak Periods
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 8
11. Northeast Cordon Charge Scenario
Charges Autos a $3 fee to cross the Cordon during Peak Periods
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 8
12. Focus Area Parking Charge Scenario
Charges Autos a $3 fee to Enter or Exit a Parking Space
During Peak Periods
LOS A
LOS B
LOS C
LOS D
LOS E
LOS F
Source: SFCTA Congestion Management Program Spring 2009
Weekday PM Peak Automobile Delay Conditions
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 9
13. Focus Area Parking Charge Scenario
Charges Autos a $3 fee to Enter or Exit a Parking Space
During Peak Periods
LOS A
LOS B
LOS C
LOS D
LOS E
LOS F
Source: SFCTA Congestion Management Program Spring 2009
Weekday PM Peak Automobile Delay Conditions
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 9
14. Summary of Effects
‣Shift driving routes
‣Shift modes and times of day
(non-work > work trips)
‣Shift destination
‣Change number of daily trips:
‣Induced auto travel due to less congestion
‣Trip suppression
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 10
15. Peak Period Charge Events
Greater sensitivity to the Cordon Charge due to the possibility of
diversions
400,000
-8%
300,000
-36%
200,000
-13%
-22%
100,000
0
Cordon Crossings Focus Area Parking Events
2015 Baseline NE Cordon Charge FA Parking Charge
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 11
16. Peak Vehicle Trips
Affected more uniformly by NE Cordon Charge
0%
-11%
-13% -13%
-15%
-22%
-30%
To/From/Within To/From/Within
NE Cordon Focus Area
NE Cordon Charge FA Parking Charge
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 12
17. Daily Trip Making
Effectively unchanged by the NE Cordon Charge
Reduced by the Focus Area Parking Charge
4%
2%
1.5% 0%
0%
-2% -2.5%
-3.5%
-4%
Non-Work Trips Total SF
to/from/within Person
Focus Area Trips
NE Cordon Charge FA Parking Charge
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 13
18. VMT
Greater reduction with the NE Cordon Charge
0%
-3.5%
-5.0%
-5%
-8.5%
-10.0%
-10%
VMT in VMT in SF
Focus Area
NE Cordon Charge FA Parking Charge
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 14
19. Results
NE FA
Cordon Parking
Charge Charge
Total Daily Charged Trips 250,000 145,000
Change vs. 2015 Baseline
Total SF Daily Person Trips — -2.5%
Peak Vehicle Trips to/from/within Focus Area -13% -22%
Peak Vehicle Trips to/from/within NE Cordon -13% -11%
Daily Non-Work Trips to/from/within Focus Area +1.5% -3.5%
Daily VMT, Focus Area -10% -8.5%
Daily VMT, SF -5% -3.5%
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 15
20. Impact of Diversions
FA Parking
Charge Traffic >
NE Cordon
1,779 - 3,162 Charge Traffic
1,001 - 1,778
563 - 1,000
317 - 562
179 - 316
101 - 178
-100 - 100
-178 - -101
-316 - -179
-562 - -317
-1,000 - -563
- 1,778 - -1,001 FA Parking
Charge Traffic <
NE Cordon
Charge Traffic
Difference: [Focus Area Parking Charge AM Traffic Volume]
minus [NE Cordon Charge AM Traffic Volume]
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 16
21. Conclusions
‣Could be effective at reducing VMT and peak
auto congestion
‣BUT trip suppression is more of a concern
‣Some of the benefits are likely to be eroded by
increased through trips in the Focus Area
‣Challenging to serve the new transit demand with
available revenue
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 17
22. Caveats & Future Work
‣This was an exploratory analysis
‣Parking data needs
‣ Payment ranges and subsidy levels for existing
parking inventory
‣ Reserved vs unreserved
‣Coordination with SFpark
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 18
23. Questions?
http://sfmobility.org
lisa.zorn@sfcta.org 415.593.1660
See Also:
Sall, Elizabeth, Zabe Bent, Jesse Koehler, Billy Charlton and Gregory Erhardt.
“Evaluating Regional Pricing Strategies in San Francisco--Application of the SFCTA
Activity-Based Regional Pricing Model.” Paper presented at the Transportation
Research Board 89th Annual Meeting, Washington, DC, January 10-14, 2010.
Zorn, Lisa, Elizabeth Sall and Billy Charlton. “Incorporating Discrete Characteristics and
Network Relationships of Parking into the SF- CHAMP Travel Model.” Paper
presented at the Third International Conference on Innovations in Travel Modeling
(ITM) of the Transportation Research Board (TRB), Tempe, AZ, May 10-12, 2010.
Erhardt, Greg, Joel Freedman, Joe Castiglione, Billy Charlton, Mark Bradley.
“Enhancement and application of an activity-based travel model for congestion
pricing.” Presented at the Second International Conference on Innovations in Travel
Modeling (ITM) of the Transportation Research Board (TRB), Portland, OR,
June 22-24, 2008.
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 19
24. Who Pays to Park?
Percentage of Drivers
Who Pay to Park
0% - 10%
11% - 20%
21% - 30%
31% - 40%
41% - 50%
50% - 60%
61% - 70%
71% - 80%
81% - 90%
91% - 100%
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 20
25. Who Pays to Park?
Percentage of Drivers
Who Pay to Park
0% - 10%
11% - 20%
21% - 30%
31% - 40%
41% - 50%
50% - 60%
61% - 70%
71% - 80%
81% - 90%
91% - 100%
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 20
26. San Francisco Traffic Congestion
Negatively Impacts SF’s economy and environment
Passenger
Passenger Vehicle Vehicle Commercial
Delay Cost Fuel Cost Vehicle Cost
2005
2015
2030
$0B $1B $2B $3B $4B
Figures are in constant 2008 dollars.
Source: PBS&J, 2008, based on SFCTA data.
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 21
27. AM Transit Volumes
Higher to the Focus Area in FA Parking Charge Scenario
317 - 464
216 - 316
148 - 215
101 - 147
69 - 100
33 - 68
-32 - 32
-68 - -33
-100 - -69
-147 - -101
-215 - -148
-316 - -216
-464 - -318
-553 - -464
Difference: [Focus Area Parking Charge AM Transit Volume]
minus [NE Cordon Charge AM Transit Volume]
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 22
28. Non-Auto Modes Affected Differently
NE Cordon Charge shifts auto trips to transit and walk/bike
FA Parking Charge shifts auto trips to transit
20,000
17,000
12,000
10,000
6,000
0
0
Non-Motorized Transit
NE Cordon Charge FA Parking Charge
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 23
29. Peak Vehicle Trips
Affected more uniformly by NE Cordon Charge
0%
-11%
-15% -13% -13%
within
-22%
-30%
To/From/Within To/From/Within
NE Cordon Focus Area
NE Cordon Charge FA Parking Charge
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 24
30. NE FA FA
Results Cordon Parking Parking
Charge Charge Charge
T6 TEP T6
Total Daily Charged Trips 250,000 145,000 145,000
Change vs. 2015 Baseline
Total SF Daily Person Trips — -2.5% -2.5%
Peak Vehicle Trips to/from/within Focus Area -13% -22% -22%
Peak Vehicle Trips to/from/within NE Cordon -13% -11% -11%
Daily Non-Work Trips to/from/within Focus Area +1.5% -3.5% -3.5%
Daily VMT, Focus Area -10% -8.5% -8.5%
Daily VMT, SF -5% -3.5% -3.5%
Peak Transit Trips to/from Focus Area +12,000 +17,000 +16,000
Peak Walk and Bike Trips to/from Focus Area +6,000 — —
SAN FRANCISCO COUNTY TRANSPORTATION AUTHORITY 25