Transportation Spending by Low-Income California Households ...

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are differences) and by looking at differences in length of benefits over the course of time as policies have changed. Taken together, these two research areas—the assessment of transportation needs and the evaluation of existing and emerging programs—will contribute to a better understanding of what works, what does not, and which new strategies hold the most potential. In addition, these research efforts would provide information useful for tailoring policies effectively to specific groups and geographic areas. As a preliminary step toward understanding transportation affordability, this report has focused specifically on investigating monetary costs. However, given that policymakers need to consider the tradeoffs and interactions between monetary costs and other features of transportation, future studies would do well to link cost information to quality of service. Research along these lines would help policymakers shape, target, and promote programs to meet the transportation needs of the Bay Area’s low-income households. 132
Appendix A General Information on Methods Details on the Methods Used to Define the Income Groups The income groups we created across the four datasets are built on the federal poverty thresholds, which account for the size of the family and the number of children present. 1 Generally speaking, we use household characteristics to group the data into those below the poverty level (poor), those below 200 percent of the poverty level (low-income), and those at or above 200 percent of the poverty level (higher-income). PUMS data show that the poor group accounts for the poorest 11 percent of the metropolitan California population; the low-income group accounts for the poorest 27 percent; and the higher-income group accounts for the top 73 percent of the income distribution. Because the data available on the four datasets varied widely, we were not able to use precisely the same definitions for each, rather, we used the methods described below to approximate similar groupings across the four datasets. The table below summarizes the cutoff points we used to designate our poor, low-income, and higher-income groups, and further details are provided in the text. We use the poverty status variable available in the PUMS data to categorize households or workers into the three income categories. The PUMS poverty status variable incorporates the structure of the official poverty thresholds, based on family income and family structure. The value of the poverty status variable ranges from 1 to 501, with 1 indicating that income constitutes 1 percent of the poverty threshold for that household, and 501 indicating that income constitutes more than 500 percent of the poverty level. Therefore, a person or household with _____________ 1 The official poverty thresholds can be found at http://www.census.gov/hhes/ poverty/threshld.html. 133
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Transportation Spending by Low-Inco
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Foreword Mismatches between jobs an
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Summary Transportation is an import
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Table S.1 Median Annual Transportat
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about 5 to 10 percent of the median
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providing discounted transit fares
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5. COMMUTE BEHAVIOR IN THE BAY AREA
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Figures S.1. Vehicle Ownership and
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4.3. Costs of Illustrative Within-C
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1. Introduction Costs associated wi
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of “welfare-to-work” transporta
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lays out policy options for address
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2. Data and Methods In this report,
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advantage to this approach is that
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3. Transportation Expenditures in M
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Table 3.2 Vehicle Use, Vehicle Owne
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Components of Vehicle-Related Expen
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inspection, and auto club membershi
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income households and the higher-in
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eport looks primarily at cost and n
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The results from Table 3.5 indicate
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variation in transportation costs w
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overall household expenditures for
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31 Table 3.9 Transportation Expendi
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Table 3.10 Comparison of California
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Table 3.11 Comparison of the San Fr
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Table 3.10 have lower expenditure f
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4. Costs of Illustrative Bay Area C
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0-300 301-600 601-1100 1101-6813 Ba
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Table 4.2 Place of Work Comparison
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Concord CONTRA COSTA SAN FRANCISCO
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Administration (FHWA) mileage rate
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49 Table 4.3 Costs of Illustrative
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participants who took transit or ca
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Table 4.4 Costs of Illustrative Wit
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commutes is $4,240, whereas the hig
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The results from this chapter seem
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5. Commute Behavior in the Bay Area
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We also looked at mode choice using
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longer for higher-income workers if
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Table 5.3 (continued) Low- Income H
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Table 5.5 depicts the share of the
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73 Table 5.6 Mode Choice and Vehicl
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75 Table 5.8 Mode Choice and Vehicl
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households report having access to
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Table 5.9 (continued) % Using Each
Page 103 and 104: • Marin to San Francisco: As with
Page 105 and 106: Table 5.10 Median Commute Durations
Page 107 and 108: 85 Table 5.11 Differences in Mode C
Page 109 and 110: Table 5.13 Mode Choice, Work Schedu
Page 111: trips, make more household-supporti
Page 114 and 115: only expenditures. Paying a given n
Page 116 and 117: improving service quality rather th
Page 119: Part II Policy Strategies and Areas
Page 122 and 123: potential social costs such as poll
Page 124 and 125: • Increasing income directly, to
Page 126 and 127: grants for developments that meet c
Page 128 and 129: make it easier for various entities
Page 130 and 131: pass.” 10 Perhaps discounts could
Page 132 and 133: free transit is most likely not app
Page 134 and 135: have fares based on the time of day
Page 136 and 137: hours for late night and graveyard
Page 138 and 139: credit ratings, assisting with insu
Page 140 and 141: would have paid with traditional au
Page 142 and 143: citizens. Rather, the question shou
Page 144 and 145: Facilitating Bicycling or Walking A
Page 146 and 147: transportation hubs may be another
Page 148 and 149: allowing flexibility at the local l
Page 150 and 151: services, health care, drug treatme
Page 152 and 153: costs. Efforts to incorporate infor
Page 156 and 157: Dataset Poor Low-Income Higher-Inco
Page 158 and 159: income, problems common to most hou
Page 160 and 161: or the Bay Area specifically. We us
Page 163 and 164: Appendix B Information on Specific
Page 165 and 166: We also excluded expenditures on bi
Page 167 and 168: Atlanta: Atlanta, GA MSA Miami: Mia
Page 169 and 170: 147 Table B.1 (continued) CES Metro
Page 171 and 172: Appendix C Sensitivity Analysis for
Page 173 and 174: 151 Table C.1 (continued) Poor Low-
Page 175 and 176: transportation expenditures constit
Page 177 and 178: Appendix D Methods Used for the Exa
Page 179 and 180: Bibliography American Automobile As
Page 181 and 182: Implications of Welfare Reform for
Page 183 and 184: Lucas, M., and C. Nicholson, “Sub
Page 185 and 186: Progressive Casualty Insurance Comp
Page 187: About the Author LORIEN RICE Lorien
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