San Francisco State University 2014 Transportation Survey Results State... · related to parking, including their parking location and how much they paid for parking. All respondents

San Francisco State University 2014 Transportation Survey Results FINAL

August 2014

2014 Transportation Survey Results | FINAL San Francisco State University

Table of Contents Page

1 Executive Summary .........................................................................................................1-1 2 Introduction ......................................................................................................................2-1 3 Online Survey ..................................................................................................................3-3

Introduction .............................................................................................................................................. 3-3 Survey Design ......................................................................................................................................... 3-3 Methodology .......................................................................................................................................... 3-4 Results ....................................................................................................................................................... 3-8

4 Cordon Count ...................................................................................................................4-1 Introduction .............................................................................................................................................. 4-1 Methodology .......................................................................................................................................... 4-1 Results ....................................................................................................................................................... 4-3

5 Carbon Emissions ............................................................................................................5-1 Introduction .............................................................................................................................................. 5-1 Methodology .......................................................................................................................................... 5-1 Results ....................................................................................................................................................... 5-4 Appendix A: Survey Instruments Cordon Count Survey Form ........................................................................................................................ i Online Survey .............................................................................................................................................. ii

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Table of Figures Page

Figure 3-1: Adjusted Faculty/Staff and Student Responses .................................................................. 3-4 Figure 3-2: Population Scale ........................................................................................................................ 3-5 Figure 3-3: Mode of Arrival to Campus ..................................................................................................... 3-8 Figure 3-4: Number of Legs in Journey to Campus ................................................................................. 3-9 Figure 3-5: All Modes Used to Get to Campus ........................................................................................ 3-9 Figure 3-6: Cost of Commute ...................................................................................................................... 3-10 Figure 3-7: Peak Hour and Total Auto Trips (N = Total Campus Population) .................................. 3-10 Figure 3-8: Mode Split by Affiliation ....................................................................................................... 3-11 Figure 3-9: Daily Muni trips by Muni route (N = Total Campus Population) .................................... 3-12 Figure 3-10: Peak Hour Muni Trips for the SF State Peak Period (N = Total Campus

Population) ........................................................................................................................... 3-13 Figure 3-11: Peak Hour Muni Trips for the Muni System Wide Peak Period of 5:00 PM to 6:00

PM .......................................................................................................................................... 3-13 (N = Total Campus Population) .................................................................................................................. 3-13 Figure 3-12: Peak Hour, Peak Direction Riders for M line (N = Total Campus Population) ......... 3-14 Figure 3-13: Peak Hour, Peak Direction Riders for Bus Route 28/28L (N = Total Campus

Population) ........................................................................................................................... 3-14 Figure 3-14: Home County of BART Riders (n=726) ............................................................................. 3-14 Figure 3-15: Parking On and Near Campus ........................................................................................... 3-16 Figure 3-16: Parking Costs ......................................................................................................................... 3-17 Figure 3-17: Programs to Encourage Drivers to Use Alternative Modes........................................... 3-18 Figure 3-18: Willingness to Purchase a Universal Transit Pass............................................................ 3-18 Figure 3-19: Affiliation with San Francisco State University ................................................................ 3-19 Figure 3-20: Place of Residence ................................................................................................................ 3-19 Figure 3-21: Campus Affiliates by Zip code ........................................................................................... 3-21 Figure 3-22: Location of SF State University Affiliates ........................................................................... 3-1 Figure 4-1: Cordon Count Locations ............................................................................................................ 4-2 Figure 4-2: Number of Vehicles Entering and Exiting by Location ....................................................... 4-3 Figure 4-3: Count of Vehicles Entering and Exiting by Location and Time ......................................... 4-4 Figure 4-4: Count of Persons Entering and Exiting by Mode and by Hour......................................... 4-5 Figure 5-1: Total Passenger Miles Travelled per Day by Mode .......................................................... 5-4 Figure 5-2: Total Pounds of CO2 per Day by Mode .............................................................................. 5-5 Figure 5-3: Pounds of CO2 Emissions per Passenger Mile ..................................................................... 5-6 Figure 5-4: Total Miles Travelled and CO2 Emissions per Day 2014 ................................................. 5-6 Figure 5-5: Passenger-miles travelled, pounds CO2 per mile, and total CO2 per year by

mode ....................................................................................................................................... 5-8



1 EXECUTIVE SUMMARY In October 2007, the City and County of San Francisco and San Francisco State University entered into a Memorandum of Understanding (MOU). The purpose of the MOU is to address the impact on the City and County of San Francisco from the implementation of the University’s campus master plan and anticipated increase in enrollment on the campus. The MOU identifies a number of measures that the University must take, including the establishment of a traffic monitoring and mitigation program.

In response to the requirements of the MOU, San Francisco State University has conducted an online transportation survey and cordon count every three years beginning in April, 2008 with subsequent surveys taking place in April 2011 and April 2014. Survey data is used to track a number of key factors such as mode split, peak hour vehicle trips, peak hour Muni ridership, and GHG emissions.

Key Findings Key findings from the 2014 transportation survey include the following:

Since 2008 the drive-alone rate for commute trips to the University has decreased by 32% with 26% of campus affiliates driving alone to campus in 2008 compared to 19.7% in 2014.

The percentage of campus affiliates who arrive on campus on foot has increased by 27.6% between 2008 and 2014.

Transit usage has increased with 46.8% of campus affiliates using Muni for some portion of their trip to campus and 26.4% using BART. This is an increase of 22.4% and 19.3%, respectively, since 2008.

Between 2008 and 2014 the number of peak hour vehicle trips has decreased by 10.6%.

Peak hour ridership on the Muni M Line and bus routes 28/28L has decreased slightly between 2008 and 2014.

An increase in the daily student population and miles travelled has resulted in a 15% increase in GHG emissions from 2008 to 2014, compared with 30% increase in miles travelled over the same time period. The inverse relationship between GHG emissions and miles travelled is due to more miles being travelled on public transportation rather than in private vehicles.

Private vehicles have the highest levels of CO2 emissions per passenger mile. More than half of all daily passenger miles are travelled on BART, but only 11% of the total daily pounds of CO2 emissions are generated by BART.

Less than half of the total daily passenger miles are in private vehicles, however persons driving alone are the largest contributors to San Francisco State University’s CO2

commute travel emissions, representing 77% of the total daily pounds of CO2 emissions.

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2 INTRODUCTION In October 2007, the City and County of San Francisco and San Francisco State University entered into a Memorandum of Understanding (MOU). The purpose of the MOU is to address the impact on the City and County of San Francisco from the implementation of the University’s campus master plan and anticipated increase in enrollment on the campus.

The MOU identifies a number of measures that the University must take, including the establishment of a traffic monitoring and mitigation program. The MOU states that the purpose of the traffic monitoring and mitigation program is to monitor and determine whether the University’s expanded Transportation Demand Management (requirement 1 in Section B of the MOU) is successfully minimizing or avoiding new peak hour trips. As part of the traffic monitoring and mitigation program the MOU states that the University must conduct a new baseline cordon count and intercept survey no less than 12 months following the certification of the master plan EIR. Furthermore, additional cordon counts must be conducted at intervals of no more than every three years or no later than the enrollment of each 1,000 new headcount students to the University.

In fulfillment of the requirements stated in the MOU, San Francisco State University conducted the baseline cordon count and intercept survey on the main campus at 1600 Holloway Avenue on Wednesday, April 30, 2008. A Wednesday was selected in order to ensure that the cordon count and intercept survey would be representative of a typical day on campus, when classes are in session and most affiliates are on campus. The cordon count covered 15 vehicle, pedestrian, and bicycle entry points to campus and intercept surveys were conducted at seven entrances to campus. In total, 1400 intercept surveys were completed. A subsequent cordon count was conducted on Wednesday, April 27, 2011. The second cordon count covered 16 vehicle, pedestrian, and bicycle entry points to campus. In 2014, the cordon count methodology was revised significantly to focus on vehicle entry points to campus. The third cordon count was conducted on Wednesday, April 23, 2014 at nine locations.

In addition to the cordon count, the University also conducted an online survey in 2008, 2011 and in 2014, which was sent to all University affiliates. An online survey was not identified in the original MOU; however the creation of an online survey was a result of discussions between the University and the San Francisco Municipal Transportation Agency regarding methodology and the best way to capture the data required as part of the MOU. For the 2014 survey, University affiliates were asked questions similar to those asked in the 2011 online survey regarding their journey to campus on Wednesday, April 23, 2014. The purpose of the online survey is to provide more detailed information on travel behavior than can be collected during an intercept survey or cordon count. In total, 3,959 University affiliates completed the online survey. It should be noted that an intercept survey was not conducted in 2011 or 2014, as the MOU only stipulates that a baseline intercept survey should be conducted and information collected in the online survey is comparable to information that would be gathered by an intercept survey.



This report provides in-depth analysis of the three surveys with a discussion of methodology, survey design and accompanying results, comparing 2014 survey results to 2011 and 2008 survey results. The report concludes with a carbon footprint analysis for commute trips, using the data gathered in the online survey.



3 ONLINE SURVEY INTRODUCTION In April 2014, San Francisco State University conducted an online survey that asked University affiliates how they travelled to and from campus on Wednesday, April 23rd. A total of 3,959 University affiliates responded to the survey, and out of the 3,959 total respondents, 3,077 persons stated that they were on campus on Wednesday, April 23rd. In 2011 a total of 3,599 University affiliates responded to the survey, and out of the 3,599 total respondents, approximately 2,764 persons stated that they were on campus on Wednesday, April 27th.

In 2008 a total of 4,386 University affiliates responded to the survey, and approximately 3,300 persons stated they were on campus on Wednesday, April 30th. Only those persons who stated they were on campus are included in this analysis unless otherwise noted.

SURVEY DESIGN The online survey was designed to gain an in depth understanding of how University affiliates commute to and from campus. Respondents were asked to provide travel information on up to four legs of their journey to and from campus. For example, someone who drove to BART and then took the San Francisco State University shuttle from the Daly City BART station to campus would enter trip information for three legs. Similarly, if a respondent transferred from one Muni route to another Muni route, they would enter trip information for two legs.

Each leg of the journey is treated as a separate question, and respondents are asked to identify the mode they took in each leg, providing the distance they travelled on that mode. If respondents took Muni, they were asked to select the Muni route they took, and if a respondent selected BART or Caltrain, they were asked to identify their start and end stations.

Respondents who stated that they drove or carpooled to campus were asked a series of questions related to parking, including their parking location and how much they paid for parking. All respondents were asked to answer a number of background questions, such as their place of residence and affiliation with the University.

A copy of the online survey instrument is provided in the Appendix A for reference.

Constraints and Limitations Two questions that were previously asked in 2011 and 2008 were mistakenly deleted from the online survey during the survey design process. These questions asked respondents when they arrived and departed campus. This data is used to determine the peak period of travel for Muni riders as well as drivers. This information is tracked in order for San Francisco State University to monitor vehicle trips and Muni M-line and bus route 28/28L ridership as required by their MOU with the City and County of San Francisco. Given that this data is missing an alternative



methodology was developed to calculate peak hour vehicle trips and Muni M-line and bus route 28/28L ridership. The revised methodology is described in further detail in the following section.

METHODOLOGY Prior to conducting data analysis for the online survey, data cleanup and restructuring as well as the establishment of location-based weights were necessary. This section provides a discussion of these processes and describes how the results were scaled up to the campus population.

Weights Based on the distribution of online surveys between students and faculty/staff, a weight was created and applied to all online survey analysis. On an average day 23,372 students and 2,608 faculty and staff members are on campus (Figure 3-1 and Figure 3-2). However, the student to faculty/staff ratio of the online survey sample was not equivalent to the population, so it was necessary to weight the number of student and faculty/staff responses. It should be noted this weight is for those online survey respondents who stated they were on campus on April 23, 2014. Respondents who stated they were not on campus on April 23rd were not included in this analysis.

In order to appropriately weight the online survey responses by affiliation, an overall weight was established using the ratio of the total campus population (33,148) to the total number of online survey responses who stated they were on campus (3,077)1. The adjusted weight for students and faculty/staff was then determined by dividing the ratio of population to the sample for students and faculty/staff by the overall weight. The weighted number of cases is equal to the number of online survey responses multiplied by the adjusted weight.

Figure 3-1: Adjusted Faculty/Staff and Student Responses

Total Population Online Responses Adjusted Weight Weighted Response

Students 29,905 2,404 1.1547 2,776

Faculty/Staff 3,243 673 0.4473 301

Total 33,148 3,077 3,077

Scaling to the Campus Population In order to scale the online survey data to represent the San Francisco State University population as a whole, it was necessary to determine how many faculty, staff and students are on campus on an average day. The total campus population was obtained from University Facts brochure and the online survey was used to determine the percentage breakdown by affiliation of those persons who are on campus. From this an adjustment factor was established.

1 When calculating the weighting factor, those respondents who said they were on campus but who stated an affiliation of “Visitor/Contractor” or “Other” were not included.



Figure 3-2: Population Scale

Affiliation Total Population2 Adjustment

Factor Daily Population on

Campus

Students 29,905 78% 23,372

Faculty/Staff 3,243 80% 2,608

Total 33,148 25,979

The total population was then multiplied by the adjustment factor to determine the daily population for students and faculty/staff. The daily population is used to scale the survey results to represent the actual San Francisco State University population.

Data Clean-up and Data Restructuring A number of steps were taken to clean and restructure the online survey responses in order to properly format them for analysis.

As described in the survey design section, the format of the online survey made it possible for respondents to put multiple legs of their trip in one field. In addition, a number of survey respondents did not input the legs of their trip to campus in a logical or feasible way. Listed below are the measures taken to clean-up the data.

1. A total of 145 respondents stated that they arrived at campus via Caltrain or BART. Since this is not physically possible, the last leg of their journey was adjusted. For respondents with a last leg mode of Caltrain, their record was adjusted to reflect Muni M-line.

2. For respondents stating that they arrived on campus via BART, their record was adjusted to reflect SF State Shuttle or Muni Route 28 as their last mode3.

Mode Split

In order to determine the mode split for University affiliates commuting to and from campus it was necessary to create several new variables. The newly created variables are as follows:

1. Primary Mode To (Arrival Mode) – The “primary mode to” is the mode by which respondents arrived at campus. For the trip to campus, the last leg of the trip was determined to be the primary mode, as respondents could have between one and four legs to their trip.

2. Secondary Mode To – The “secondary mode to” is the mode respondents used before their primary mode to campus. This trip may have occurred on leg 1, 2, or 3 of their trip, depending on the total number of legs. Respondents who used only one mode of transportation to arrive on campus have no recorded secondary mode.

2 Source: Faculty and staff population numbers courtesy of University Facts brochure at http://www.sfsu.edu/~puboff/sfsufact/archive/1314/students.htm and http://www.sfsu.edu/~puboff/sfsufact/archive/1314/facstaff.htm 3 Respondents who stated they arrived by BART were assigned to Muni Route 28 or the SF State Shuttle based on the percentage breakdown of those respondents who said they took BART and selected a mode of arrival of either Muni Route 28 or the SF Shuttle.


http://www.sfsu.edu/%7Epuboff/sfsufact/archive/1314/students.htm

http://www.sfsu.edu/%7Epuboff/sfsufact/archive/1314/facstaff.htm


3. Primary Mode From (Departure Mode) – The “primary mode from” is the mode by which respondents left campus.

In addition to creating new variables, the existing data needed to be restructured in order to meet the requirements of the MOU between the University and the City and County of San Francisco. The MOU requires that all persons who park and walk within 10 minutes of campus should be classified as drivers rather than walkers when determining the mode split and peak hour auto trips. The following steps were taken to address this requirement:

1. Persons with a primary mode to campus of walking and a secondary mode to campus of driving or carpooling were identified using the primary mode to campus variable and the secondary mode to campus variable.

2. A primary mode distance variable was then calculated using the responses given in the survey to the question “Please estimate the distance you travelled in this segment of your trip”. Persons whose walk segment was 0.5 mile or less were classified with an auto primary mode. Half a mile was used because the average speed of walkers is 3 miles an hour, meaning a 10 minute walk is equivalent to approximately 0.5 miles.

3. For persons who did not provide a distance, the location where they parked their car was used. Respondents who drove or carpooled and parked on or near campus were asked to select the zone which corresponded to their parking location on a map of the area surrounding campus. The map covers the area bounded by I-280, Lake Merced Boulevard, Sloat Boulevard, Santa Clara Avenue, Victoria Street, and Head Street. Respondents were given 19 zones to choose from. Using a 0.5 mile radius, the zones which are within a 10 minute walk to campus were identified. Zones where part but not the entire zone is within a 10 minute walk are considered to be within the 0.5 radius. Of the 19 zones, only three are not within the 0.5 mile radius.

4. The same steps were then repeated for the trips from campus.

A similar methodology was applied to persons whose primary mode is walk and their secondary mode is Muni in order to more accurately determine the peak hour number of Muni trips as required by the MOU. The following steps were taken to address this requirement:

1. Using the primary mode distance variable, persons whose walk segment was 0.5 miles or less were reclassified with a Muni primary mode. For persons who did not provide a primary mode distance, the “Muni route taken” was used. Persons travelling on routes directly serving campus (17, 18, 28, 28L, 29, 88, M) were reclassified with a Muni primary mode. Persons travelling on any other Muni routes retained walk as their primary mode.

2. The same steps were then repeated for the trips from campus

Vehicles Trips during the Peak Hour

Per the MOU, San Francisco State University is required to establish a baseline of PM peak hour vehicle trips. As noted in the constraints and limitations section, questions asking respondents at what time they arrived and departed from campus were mistakenly deleted. Given this, data collected as part of the vehicle cordon count was used to establish the peak hour for vehicle trips and to determine what percent of vehicle trips occur during the peak hour.

The following steps were taken to determine the number of vehicle trips during the peak hour:

1. Using the cordon count data, a PM vehicle peak hour of 3:00 PM to 4:00 PM was established with 10% of vehicle trips occurring during this time period. This is earlier



than the 2011 peak hour of 5:00 PM to 6:00 PM and the 2008 vehicle peak hour which occurred between 4:00 PM to 5:00 PM.

2. The primary mode to and primary mode from campus were used to determine the total number of trips for drive alone, carpool, and drop off and pick up trips.

3. The number of carpool trips was reduced by a factor of 2.42 for trips to campus and 2.60 for trips from campus, which is the average number of people in a carpool for trips to and from San Francisco State University. The average number of persons in a carpool was determined using responses to the question “how many people were in your carpool”.

It should be noted that while the methodology for establishing the PM peak hour for vehicle trips changed, the percentage of trips occurring during the peak hour is approximately the same (10%) as in previous survey years.

Muni Trips during the Peak Hour

Per the MOU, San Francisco State University is required to establish a baseline of peak hour Muni trips for both the campus Muni peak hour as well as the Muni system wide peak hour (5:00 PM to 6:00 PM). As noted in the constraints and limitations section, two questions were mistakenly deleted from the 2014 online survey. These questions asked respondents at what time they arrived and departed from campus. Given this, the campus Muni peak hour of 9:00 AM to 10:00 AM from the 2011 survey was utilized for this analysis.

The following steps were taken to determine the number of Muni trips during both the campus peak hour and Muni system wide peak hour:

1. Using the mode split by time analysis from the 2011 online transportation survey, a campus Muni peak hour of 9 AM to 10 AM was established. This is an hour later than the 2008 campus Muni peak hour, which occurred between 8 AM and 9 AM.

2. Using the mode split by time analysis from the 2011 online survey, the percentage of Muni trips occurring during the campus Muni peak hour was established.

3. The primary mode to and primary mode from campus were used to determine the total number of Muni trips.

4. In order to determine the distribution of Muni trips over the six routes directly serving campus (as required in the MOU), two new variables were created that identified which Muni route was taken for the “primary mode to” campus and for the “primary mode from” campus. The frequency of the new Muni route variables provided the number of trips taken on each Muni route. This distribution was then applied to the total population number of Muni trips.

Areas for Additional Consideration Currently, there are a number of respondents who use the San Francisco State Shuttle in their journey to campus but it is not classified as their mode of arrival on campus, or “primary mode”. However, it is highly unlikely that someone who took the San Francisco State Shuttle on their journey to campus would not arrive on campus via the San Francisco State Shuttle. Thus, it is recommended for the next survey period that this issue is addressed during the data clean up and restructuring process so that the share of campus affiliates arriving on campus via the San Francisco State Shuttle is more accurately reflected.



RESULTS The following section discusses the results of the online survey, focusing on mode split, Muni ridership on the lines that directly serve the campus, parking, and demographics. At the end of the chapter, results for a number of demographic questions that were asked of all respondents-- regardless of whether or not they were on campus that day, are presented. Unless otherwise noted, results shown in this section are for only those respondents who stated that they were on campus on April 23, 2014.

Commute Figure 3-3 below shows the mode people used to arrive at campus. Muni was the most common mode used, at approximately 30%. Driving was the second most common mode at 20%, which is a six percentage point decrease from 2008. Between 2008 and 2011, ridership on the SF State shuttle rose slightly and then returned to 2008 levels in 2014. The percentage of respondents arriving on foot has continued to increase while the number of people carpooling has been on the decline since 2008.

Figure 3-3: Mode of Arrival to Campus

How Online Survey Respondents Get to SF State

2014 (n=3,013)

2011 (n=2,684)

2008 (n=3,292)

% Change 2008 - 2014

% Point Change

2008 - 2014

Muni 29.8% 29.4% 30.6% -2.7% -0.8%

Drive alone 19.7% 23.0% 26.0% -32.0% -6.3%

SF State Shuttle 16.7% 18.7% 16.9% -1.2% -0.2%

Walk 17.0% 13.7% 12.3% 27.6% 4.7%

Carpool 3.9% 4.5% 4.9% -25.6% -1.0%

Bike 3.8% 4.1% 3.5% 7.9% 0.3%

Dropped off 4.7% 3.0% 2.4% 48.9% 2.3%

Other bus provider (AC Transit/Golden Gate Transit/SamTrans) 2.8% 2.0% 1.5%

46.4%

1.3%

Motorcycle/Moped 0.4% 1.2% 0.7% 46.4% 0.0%

Other 1.0% 0.5% 1.1% -75.0% -0.3%

Total 100% 100% 100%

Forty percent of respondents use only one mode to get to campus, while one third use two modes. Twenty-two percent have three legs while only six percent have four legs in their journey to campus.



Figure 3-4: Number of Legs in Journey to Campus

Number of Legs Percentage of Respondents

(n=2,697)

1 40%

2 33%

3 22%

4 6%

In 2014 47% of respondents used Muni for a portion of their journey to campus compared to 36% in 2008, a 22% increase. The percentage of respondents stating that they drove for a portion of their trip to San Francisco State University decreased from 34% to 30% between 2008 and 2014, a 12% decrease. In 2014, approximately 26% of respondents took BART, compared to 21% in 2008 and 25% took the San Francisco State University shuttle for one leg of their trip compared to 21% in 2008. The percentage of respondents walking or biking for a portion of their trip to campus increased between 2008 and 2014.

Figure 3-5: All Modes Used to Get to Campus


2014 (n=3,013)

2011 (n=2,684)

2008 (n=3,292)

% Change 2008 - 2014

% Point Change

2008 - 2014

Muni 46.8% 38.9% 36.3% 22.4% 10.5%

Drive alone 29.9% 31.1% 33.6% -12.4% -3.7%

SF State Shuttle 24.7% 23.2% 20.7% 16.2% 4.0%

BART 26.4% 22.7% 21.3% 19.3% 5.1%

Walk 32.4% 21.2% 18.6% 42.6% 13.8%

Bike 7.3% 7.1% 5.5% 24.7% 1.8%

Carpool 6.7% 5.8% 6.8% -1.5% -0.1%

Dropped off 8.4% 5.4% 4.2% 50.0% 4.2%

Other bus provider (AC Transit/Golden Gate Transit/SamTrans) 6.6% 4.7% 3.2%

51.5%

3.4%

Motorcycle/Moped 0.9% 2.0% 1.0% -11.1% -0.1%

Other 1.7% 1.0% 1.6% 5.9% 0.1%

Caltrain 2.0% 0.7% 1.1% 45.0% 0.9%

Figure 3-8 provides a breakdown by campus affiliation and commute mode used to arrive at campus. Twenty four percent of freshmen walk to campus, a result which seems likely as a larger number of freshmen live on campus relative to other groups. Almost 32% of undergraduates not including freshman, commute to campus via Muni, a slight decrease from 2008, and 18% drive alone compared to 24% in 2008. Driving alone has remained the most popular mode for graduate



students (30.2%), followed by Muni (22.3%). The percentage of graduate students walking increased significantly from 5.8% in 2008 to 12.2% in 2014. Approximately 40% of faculty and staff drive to campus, with the second most common mode being Muni, at 18.8%.

All University affiliates participating in the survey, regardless of whether or not they travelled to the main campus on April 23rd, were asked how much they spend each day on their commute to and from campus (Figure 3-6). Fifteen percent do not spend anything on their commute, while 34% spend between $1 and $4 per day. Nineteen percent of University affiliates spend $5 to $9 per day, and 19% spend $10 to $14 per day.

Figure 3-6: Cost of Commute

Amount Spent on Daily Commute (roundtrip) n=3,795 Percentage

$0 14.8%

$1 - $4 33.7%

$5 - $9 19.0%

$10 - $14 19.1%

$15 - $19 6.4%

$20 - $24 3.8%

More than $25 3.1%

The data collected in the April 2008 online survey was used to establish a baseline number of auto trips for the entire campus population. In 2008 the peak hour for auto trips was between 4:00 PM and 5:00 PM. In 2011 the peak hour shifted an hour later to 5:00 PM to 6:00 PM. In 2014 the peak hour shifted earlier to 3:00 PM. As shown in Figure 3-7 the number of peak hour and total daily auto trips has steadily declined since 2008. The number of peak hour trips has decreased by 10.6% and the number of total daily auto trips has decreased by 30.3%.

Figure 3-7: Peak Hour and Total Auto Trips (N = Total Campus Population) 4

Time

Peak Hour Auto Trips % of Total Daily Auto Trips Total Daily Auto Trips

2014 2011 2008 2014 2011 2008 2014 2011 2008

3:00 PM – 4:00 PM 1,107 10% 11,073

4:00 PM – 5:00 PM 1,239 8% 15,904

5:00 PM – 6:00 PM 1,198 9% 13,983

4 In 2014 the number of persons arriving by car at campus during the PM peak was calculated by looking at the last mode respondents took to campus and the mode they used to leave campus and applying the percentage of trips that occurred during the PM peak hour as determined by the cordon count. According to the cordon count 10% of vehicle trips occurred during the PM peak hour of 3:00 PM to 4:00 PM. Carpools were included in the vehicle trip calculation; however the total number of carpool trips for each hour was reduced by a factor of 2.42 for trip to campus and by a factor of 2.60 for trips from campus, the average number of persons in a carpool. Persons who drove and then walked 10 minutes or less to or from campus were also counted as vehicle trips rather than walk trips as required by the MOU.



Figure 3-8: Mode Split by Affiliation


Freshman Other Undergraduate Graduate Student Staff/Admin

Faculty

2014 2011 2008 2014 2011 2008 2014 2011 2008 2014 2011 2008

Walk 23.9% 24.3% 25.3% 17.3% 13.7% 12.8% 12.2% 9.6% 5.8% 10.6% 11.8% 7.1%

Bike 1.9% 3.1% 2.8% 3.8% 3.8% 3.4% 5.8% 6.3% 4.8% 5.2% 2.0% 2.6%

Other 2.1% 0.4% 1.2% 0.9% 0.6% 1.3% 0.7% 0.0% 0.4% 0.5% 0.5% 0.6%

Muni 34.6% 33.6% 31.7% 31.5% 29.8% 33.0% 22.3% 30.2% 28.1% 18.8% 26.1% 21.0%

SF State Shuttle 18.4% 21.6% 17.9% 17.0% 20.4% 17.6% 15.8% 16.9% 18.9% 13.4% 8.9% 10.8%

Other bus provider (AC Transit/Golden Gate Transit/SamTrans) 3.8% 1.2% 1.2% 2.9% 2.2% 1.8% 2.9% 2.0% 0.6% 1.4% 1.5% 1.1%

Drove Alone 5.3% 8.5% 11.1% 17.6% 21.0% 23.5% 30.2% 25.9% 30.8% 41.4% 38.4% 45.1%

Dropped off 6.0% 4.2% 4.4% 5.1% 3.1% 2.0% 3.6% 1.8% 2.2% 2.4% 3.0% 2.9%

Motorcycle/Moped 0.0% 0.4% 0.0% 0.5% 1.3% 0.6% 0.7% 1.5% 1.2% 0.2% 0.5% 1.2%

Car/Vanpool 4.1% 2.7% 4.4% 3.3% 4.1% 4.0% 5.8% 5.8% 7.1% 6.1% 7.4% 7.6%



Transit Muni and BART are the transit systems most heavily utilized by the campus population, with 47% of San Francisco State University commuters riding Muni and 26% riding BART for some portion of their journey to campus. Two thirds (66%) of campus affiliates take some form of public transportation to get to campus.5

Muni

The figure below shows the percentage of Muni trips that were taken to and from campus via the six Muni routes that directly serve the University. Of those commuters who ride Muni to campus, the most heavily traveled routes are bus route 28/28L and metro line M, with 34% and 30% respectively using these routes for the last portion of their journey to campus. The percentage of commuters using bus route 28/28L has decreased by four percentage points while the number of riders on bus route 29 increased by four percentage points. The percentage of commuters taking metro line M has continued to decline from a high of 45% in 2008 to 35% in 2011 to 31% in 2014.

Figure 3-9: Daily Muni trips by Muni route (N = Total Campus Population)

Muni Route

Number of trips 2014

% of all Muni Trips 2014





17 298 2.3% 134 0.9% 159 1.1%

18 620 4.9% 523 3.7% 598 4.0%

28/28L 4,340 34.1% 5,418 38% 4,764 32.0%

29 2,780 21.8% 2,493 17.5% 2,165 14.5%

M 3,926 30.8% 4,957 34.8% 6,738 45.3%

For campus affiliates arriving or departing campus via Muni, the 2011 peak hour for Muni trips occurred between 9 AM and 10 AM, a shift from 2008 when the peak hour of Muni trips occurred between 8 AM and 9 AM. In contrast, the Muni system-wide peak occurs between 5 PM and 6 PM. Figure 3-10 shows the number of trips to and from campus on the routes serving campus during both the San Francisco State University Muni peak and the system-wide Muni peak. As noted in the methodology section the 2011 peak period was used for this analysis due to the lack of arrival and departure data.

The peak hour trends are parallel to the daily trends in level of usage, with the metro line M and bus route 28 being the most heavily utilized in both the San Francisco State University peak hour and the system wide peak hour. Similar to daily ridership trends, the number of peak hour trips on the 28/28L and the metro line M has decreased while the number of riders on bus route 29 has increased for both time periods. Ridership has remained relatively constant on bus routes 17 and 18.

5 This calculation includes BART, Muni, Caltrain, and other bus providers. It does not include the SF State Shuttle.



Figure 3-10: Peak Hour Muni Trips for the SF State Peak Period (N = Total Campus Population)

Muni Route

Number of trips 9:00 AM – 10:00 AM

2014


2011


2008

17 33 14 19

18 69 57 71

28 449 563 556

28L 34 23 6

29 310 270 256

M 437 536 795

Total 1,333 1,462 1,751

Figure 3-11: Peak Hour Muni Trips for the Muni System Wide Peak Period of 5:00 PM to 6:00 PM

(N = Total Campus Population)

Muni Route Number of trips

2014 Number of trips

2011 Number of trips

2008

17 21 10 10

18 45 39 36

28 289 385 285

28L 22 16 3

29 200 184 131

M 282 367 407

Total 859 1,001 896

During the San Francisco State University Muni peak hour of 9 AM to 10 AM, a slightly greater number of trips on the M line are in the outbound direction and on the 28 and 28L in southbound direction. In the evening peak hour, ridership is twice as great in the inbound direction as the outbound direction on the M line. Trips on the 28 and 28L are almost equal in the northbound and southbound directions. In 2008, a greater percentage of AM peak hour trips on the M line were in the outbound direction, while in the PM the majority of trips were in the inbound direction. This is the inverse of what is occurring in 2011 and 2014.



Figure 3-12: Peak Hour, Peak Direction Riders for M line (N = Total Campus Population)6

M Line

Inbound Trips Outbound Trips

2014 2011 2008 2014 2011 2008

8:00 AM – 9:00 AM 318 477

9:00 AM – 10:00 AM 194 238 243 298

5:00 PM – 6:00 PM 187 243 134 95 123 273

Figure 3-13: Peak Hour, Peak Direction Riders for Bus Route 28/28L (N = Total Campus Population)7

28/28L Line

Northbound Trips Southbound Trips

2014 2011 2008 2014 2011 2008

8:00 AM – 9:00 AM 278 278

9:00 AM – 10:00 AM 234 283 249 302

5:00 PM – 6:00 PM 153 197 142 158 203 142

BART

The majority of BART riders live in Alameda County, while just over 22% live in Contra Costa County. Approximately 10% of BART riders live in San Francisco and an additional 10% live in San Mateo County.

Figure 3-14: Home County of BART Riders (n=726)

County Percentage of BART Riders

Alameda 56.7%

San Francisco 10.9%

Contra Costa 22.1%

San Mateo 10.4%

Total 100.0%

6Given the lack of time of arrival and departure data, 2011 directionality data was used for this analysis. Inbound and outbound trips for the M line during the AM peak hour were determined by applying a 44% inbound - 56% outbound ratio to the total number of M line trips, scaled to represent the campus population, during the AM peak hour. This ratio was determined by using the home zip codes of online survey respondents to determine their direction of travel and the number of trips in each direction. The same methodology was used in the PM peak and a ratio of 66% inbound – 34% outbound was applied. 7 Given the lack of time of arrival and departure data, 2011 directionality data was used for this analysis Northbound and southbound trips for the 28/28L line during the AM peak hour were determined by applying a 48% northbound - 58% southbound ratio to the total number of 28/28L line trips, scaled to represent the campus population, during the AM peak hour. This ratio was determined by using the home zip codes of online survey respondents to determine their direction of travel and the number of trips in each direction. The same methodology was used in the PM peak and a ratio of 49% northbound – 51% southbound was applied.



Parking Approximately 20% of commuters arrive on campus via driving alone. Forty one percent of those University affiliates who drive park on campus and 42% park near campus. One percent of drivers stated that they parked at Daly City BART station while seven percent of drivers stated that they parked at a different BART station. Less than one percent stated that they parked at a park and ride lot while seven percent of drivers selected “other” with regards to their parking location.

The April 2014 online survey asked respondents who stated that they parked on or near campus to identify where they parked. The number of responses was scaled to reflect the entire population of the University. Figure 3-15 provides a breakdown of parkers by location.

Forty percent or 2,217 of on-campus parkers park in the main parking structure at the center of campus. Close to campus, Font Boulevard/Holloway Avenue and Lake Merced Boulevard were the most highly utilized streets with 362 and 215 campus affiliates parking on these streets, respectively.

This marks a shift in where campus affiliates are predominately parking near campus. In 2011 463 university affiliates parked on 19th Avenue as compared to 98 persons in 2014 and approximately 692 parked on Junipero Serra Boulevard in 2011 compared to 186 campus affiliates in 2014.



Figure 3-15: Parking On and Near Campus



Survey respondents who stated that they drove to campus were also asked how much they paid to park (Figure 3-16). The majority of those who drove, 52%, had free parking compared to 54% in 2008. Twenty percent paid between $4 and $7 dollars and 21% have a SF State University semester or yearly parking pass, a significant increase from 2011 and 2008 when only 13% of parkers had a parking pass. The Parking and Transportation Department has implemented a program where students are able to purchase Monday/Wednesday or Tuesday/Thursday permits for the semester which explains the increase in the percentage of parkers who use parking passes. Given the large number of parkers on Font Boulevard, Holloway Avenue, Lake Merced Boulevard, and the surrounding neighborhoods, it is not surprising that the majority of drivers do not pay for parking.

Figure 3-16: Parking Costs

Cost % of Respondents 2014

(n=845) % of Respondents 2011

(n=1,042) % of Respondents 2008

(n=1,373)

$0 52.1% 56.7% 53.8%

Less than $1 1.3% 1.2% 0.7%

$1 - $2 1.5% 3.8% 3.9%

$2 - $4 3.0% 5.9% 6.5%

$4 -$7 19.9% 18.1% 20.0%

$7 - $10 0.4% 0.6% 0.5%

More than $10 1.1% 0.5% 0.8%

SF State Semester/ Yearly Pass 20.7% 13.3% 13.8%

Incentives & Universal Transit Pass Program

Incentives to Use Other Modes

University affiliates participating in the online survey who stated that they drove to campus on April 23rd were asked what programs would encourage them to use a mode other than driving alone to get to campus. They were asked to select their first, second and third choices from the list of programs shown in the figure below (Figure 3-17).



Figure 3-17: Programs to Encourage Drivers to Use Alternative Modes

Incentives (n=1,030) 1st Choice 2nd Choice 3rd Choice

Reduced fare transit pass for Muni 44.1% 22.2% 10.7%

Ride-sharing with someone who lives near me 23.9% 18.9% 14.6%

Improved shuttle service from BART to the university 8.5% 20.7% 16.6%

Improved bicycle amenities 4.1% 4.6% 4.2%

Emergency guaranteed ride home program 1.8% 8.4% 12.6%

Improved pedestrian amenities 1.2% 2.9% 2.8%

Nothing 16.4% 22.2% 38.6%

A reduced fare transit pass for Muni was the most popular 1st choice, which was also the number one choice in 2011. Almost 24% of respondents selected ridesharing as their first choice and 19% selected this program as their second choice. Twenty one percent of respondents selected improved shuttle service from BART to the university as their second choice and 15% selected this as their 3rd choice. Approximately 16% of respondents stated that there were no programs which would encourage them to use alternative modes of transportation for their commute to SF State University.

Universal Transit Pass

All University affiliates participating in the survey, regardless of whether or not they travelled to the main campus on April 23rd, were asked if they would support a student transportation fee aimed at providing a transit pass offering unlimited Muni rides, as well as a discount on BART travel system wide if it provided a savings for all students who ride Muni and/or BART. Eighty nine percent of respondents said they would support a student fee for this purpose while 11% said they would not.

Survey respondents were asked what was the most they would be willing to pay for unlimited Muni access as well as a discount on all BART travel throughout the BART system (Figure 3-18).

Figure 3-18: Willingness to Purchase a Universal Transit Pass

Price per Month Percentage of Respondents

(n=3,587)

$30 35.1%

$35 13.9%

$40 17.7%

$50 14.4%

I am not interested in a transit pass 18.9%



Approximately 81% of respondents would be willing to pay some amount of money to receive a universal transit pass, an increase in support from 2011 when only 70% of respondents stated that they would be interested in this type of pass. Almost half of respondents (49%) would be willing to pay up to $35 per month for this type of pass. Given that Muni Fast Passes with unlimited BART access within San Francisco will cost $80 a month starting September 1, 2014, or about $320 a semester, some subsidy from other funding sources will be necessary to implement a universal transit pass program.

Background Information for All Survey Respondents All online survey respondents, regardless of whether or not they were on campus on April 23rd, were asked to provide their affiliation with the University as well as information on where they live by providing their zip code and the name of their apartment or residence hall if they stated that they lived on campus. Those respondents who were not on campus are referred to as “no respondents,” and respondents who did travel to the main campus are referred to as “yes respondents”.

The majority of “yes respondents”, 55%, stated that they were undergraduates (excluding freshman). Staff or administrator was the second most common affiliation, 14%, followed by graduate student, at 10%. The majority of “no respondents” are undergraduates, 49%, followed by graduate student, at 25%.

Figure 3-19: Affiliation with San Francisco State University

Affiliation

Percentage Yes Respondents

(n=3,105)

Percentage No Respondents

(n=854)

Percentage Overall

(n=3,959)

Freshmen 12.2% 5.3% 10.7%

Other Undergraduate 55.1% 48.9% 53.8%

Graduate Student 10.1% 24.5% 13.2%

Staff/Admin 14.2% 4.7% 12.2%

Faculty 7.4% 14.5% 9.0%

Visitor/Contractor 0.4% 0.6% 0.4%

Other 0.5% 1.5% 0.8%

The majority of yes and no survey respondents, 88% and 97% respectively, stated that they reside off-campus.

Figure 3-20: Place of Residence



On-Campus 11.7% 2.7%

Off-Campus 88.3% 97.3%

Total 100.0% 100.0%



All survey respondents were asked what zip code they live in and responses to this question were mapped to show what parts of the Bay Area San Francisco State University affiliates live in. As shown in Figure 3-21 the largest concentration of San Francisco State University affiliates live within San Francisco and more specifically within the direct vicinity of the University. Outside of San Francisco the largest concentration of San Francisco State University affiliates are found in Daly City, followed by South San Francisco, San Bruno, Pacifica, and Alameda.



Figure 3-21: Campus Affiliates by Zip code



Using the zip code data collected, San Francisco State University affiliates were grouped into four geographic regions; San Francisco, East Bay, North Bay, and Peninsula (Figure 3-22). As seen in the zip code map the largest concentration of San Francisco State University affiliates is in San Francisco with almost half living in the same city as the University. Almost 28% percent of San Francisco State University affiliates live in the East Bay and 20% live on the Peninsula. Only 3% of San Francisco State University affiliates live to the north of San Francisco in Sonoma or Marin counties.

Figure 3-22: Location of SF State University Affiliates8

Location


(n=2,502)


(n=672)

Percentage Overall

(n=3,801)

East Bay 25.0% 36.7% 27.5%

North Bay 2.6% 5.3% 3.1%

Peninsula 20.4% 18.6% 20.0%

San Francisco 52.1% 39.3% 49.4%

Total 100.0% 100.0% 100.0%

8 Respondents who did not provide a zip code or are located outside of the Bay Area are not included in this analysis. Approximately 17% of respondents are not included in this analysis.



4 CORDON COUNT INTRODUCTION On Wednesday, April 23, 2014 a cordon count was conducted at San Francisco State University per the requirements of the MOU between the University and City and County of San Francisco. The cordon count provides information on where University affiliates are entering and exiting campus and at what times of day they enter and exit. The data collected from the cordon count provides a sense of how many people come to campus each day which is helpful when scaling up the online survey responses to the daily campus population.

METHODOLOGY The cordon count methodology was revised significantly from the 2011 survey to focus on vehicles entering and existing campus rather than pedestrians and cyclists. The primary purpose for the change in methodology was to better capture the number of vehicle trips generated by SF State which is a metric that must be monitored per the MOU between the University and City and County of San Francisco.

The count was conducted from 7:00 AM to 7:30 PM at 9 locations around the campus (Figure 4-1). This is the same time period used in 2011 when the duration of the cordon count was extended by one hour as compared to 2008 to capture those students leaving after classes that end at 7 PM. The locations were selected as they represent all public vehicle entry access points including access to interior roadways as well as parking facilities.

At each location vehicles were counted in 15 minute increments. Surveyors were instructed to distinguish between vehicles with only a single driver, carpools (vehicles with two or more persons), motorcycles, and other vehicles. Other vehicles included campus vehicles, delivery trucks, transit vehicles, and security vehicles. Surveyors were instructed to include drop-offs as a carpool vehicle. One counter was stationed at each location. A copy of the cordon count tally sheet used by the surveyors is provided in Appendix A for reference.



Figure 4-1: Cordon Count Locations



RESULTS In total, from 7:00 AM to 7:30 PM a total of 9,638 distinct vehicle entries were counted entering and exiting campus on April 23, 2014. A comparison to 2011 and 2008 data is not presented due to the fact that the cordon count methodology has changed significantly.

Figure 4-2 provides a breakdown of vehicles entering and exiting campus by the 9 cordon locations. The entry point at State Drive and Lake Merced Boulevard saw the largest number of vehicles entering and exiting, largely due to the fact that State Drive connects to the primary parking facility on campus. Holloway Avenue at Tapia Drive and Font Boulevard at Tapia Drive saw the second highest number of vehicle trips. This is partially due to the fact that this is a popular area for drop-offs.

Figure 4-2: Number of Vehicles Entering and Exiting by Location

Location Entering Exiting Total

1 Holloway Ave & Administration Bldg 55 59 114

2 Holloway Ave & Cardenas 53 46 99

3 Holloway Ave & Arella 82 83 165

4 Holloway Ave & Tapia Dr 1,066 NA9 1,076

5 Font Blvd & Tapia Dr NA10 1,027 1,027

6 Font Blvd & Mary Wald Hall 129 121 250

7 State Dr. & Lake Merced Blvd 3,201 2,437 5,638

8 N. State Dr. & Lake Merced Blvd 435 765 1,200

9 Winston Dr. & Lot 25 42 37 79

Total 5,063 4,575 9,638

The distribution of vehicles entering and exiting by time varies by cordon count location; however, at most locations vehicle trips peaked between 9:00 AM and 11:00 AM (Figure 4-3) and 5:00 PM to 7:30 PM. For the campus as a whole, the peak period for vehicles entering and exiting was 9:oo AM to 10:00 AM.

9 Vehicles may only enter at Holloway Avenue and Tapia 10 Vehicles may only exit at Font and Tapia



Figure 4-3: Count of Vehicles Entering and Exiting by Location and Time

Location 7:00 AM - 9:00 AM

9:00 AM - 11:00 AM

11:00 AM - 1:00 PM

1:00 PM -3:00 PM

3:00 PM -5:00 PM

5:00 PM -7:30 PM

1 Holloway Ave & Administration Bldg 17 28 16 20 9 24

2 Holloway Ave & Cardenas 26 13 8 7 7 38

3 Holloway Ave & Arella 20 32 40 21 33 19

4 Holloway Ave & Tapia Dr 100 198 168 197 218 185

5 Font Blvd & Tapia Dr 71 210 205 181 201 159

6 Font Blvd & Mary Wald Hall 26 59 45 40 32 48

7 State Dr. & Lake Merced Blvd 1,014 1,104 962 762 883 913

8 N. State Dr. & Lake Merced Blvd 142 125 145 151 270 367

9 Winston Dr. & Lot 25 7 17 16 12 19 8

Total 1,423 1,786 1,605 1,391 1,672 1,761

When counting vehicles entering and exiting campus, surveyors noted if they were single occupancy vehicles, carpools, motorcycles or other vehicles such as campus vehicles, delivery trucks, or security vehicles. Figure 4-4 provides a count of vehicles by vehicle type for every hour of the cordon count. While the largest percentage of vehicle trips are single occupancy vehicle trips (80%), carpool trips made up almost 14% of all vehicle trips.

Overall, the highest number of vehicles entering and exiting campus occurred between 9:00 AM and 10 AM, with 10.3% of vehicle trips occurring during this time period. In the afternoon/evening the peak period for vehicle trips occurred between 3:00 PM and 4:00 PM with 10% of vehicle trips occurring during this time period.



Figure 4-4: Count of Persons Entering and Exiting by Mode and by Hour

Drive Alone Carpool Motorcycle Other Total Total

Trips % Trips by

Hour Enter Exit Enter Exit Enter Exit Enter Exit Enter Exit

7:00 - 7:59 315 43 53 6 3 - 17 25 388 74 462 4.8%

8:00 - 8:59 666 105 115 20 10 - 18 27 809 152 961 10.0%

9:00 - 9:59 593 208 84 34 6 1 42 27 725 270 995 10.3%

10:00- 10:59 465 181 60 23 9 3 29 21 563 228 791 8.2%

11:00- 11:59 333 314 48 35 3 6 19 23 403 378 781 8.1%

12:00-12:59 322 337 59 60 5 8 21 12 407 417 824 8.5%

1:00 - 1:59 298 272 64 68 1 3 15 20 378 363 741 7.7%

2:00 - 2:59 225 277 36 55 - 3 32 22 293 357 650 6.7%

3:00 - 3:59 332 473 61 65 5 12 8 11 406 561 967 10.0%

4:00 - 4:59 179 394 31 70 6 7 11 7 227 478 705 7.3%

5:00 - 5:59 158 508 32 92 3 6 5 11 198 617 815 8.5%

6:00- 6:59 158 349 29 87 5 6 11 4 203 446 649 6.7%

7:00 - 7:30 53 186 9 39 - 6 1 3 63 234 297 3.1%

Total 315 43 53 6 3 - 17 25 5,063 4,575 9,638 100.0%

% of Total 80.3% 13.9% 1.2% 4.6% 100%



5 CARBON EMISSIONS

INTRODUCTION While SF State has committed to pursuing climate neutrality since 2007, in August 2012 when President Les Wong assumed office, he reasserted the university's commitment by signing the American College & University Presidents Climate Commitment (ACUPCC)[1]. The University created an inventory of greenhouse gas (GHG) emissions from 1990 to 2006 and conducted a second GHG inventory with data through 2008.

From the inventory of GHG, it was determined that commuting accounts for almost 49% of the total emissions for the campus. Subsequent to the 2008 GHG emissions inventory, NN analyzed surveys form 1970 and 1992, which compared to the 2008 transportation survey showed that commute related emissions had decreased 53% below 1990 levels.11 Recognizing the important role that transportation plays in GHG emissions and the potential for the reduction of GHG through changes in travel behavior, the online survey was designed to provide data which could be used to better understand University affiliates’ travel behavior, and thus help develop a strategic action plan for reducing GHG emissions.

Utilizing the data gathered in the online survey, this chapter provides an analysis of CO2 emissions resulting from commute trips to and from campus.

METHODOLOGY The online survey was designed in part to enable the University to calculate the emissions related to transportation, specifically the commute to and from campus. For each leg of their journey, respondents were asked to provide the distance they travelled. Utilizing this data, a sum of the distance travelled by survey respondents on each mode of transportation was calculated for April 23, 2014. Data from this survey were scaled to the entire population of students, faculty and staff at the university in order to determine distances collectively traveled on each mode.

Carbon intensities (pounds of emissions per vehicle mile traveled) were then calculated for each mode (assumptions listed in the following section). The product of distance traveled on each mode and the mode’s carbon intensity provide the total emissions attributable to the San Francisco State University commute for that mode on a given day.

Miles x CO2/mile = CO2 (for each mode)

[1] www.presidentsclimatecommitment.org 11 San Francisco State University Climate Action Plan 2010



The sum of emissions for all modes totals to San Francisco State University’s transportation CO2 inventory on a given day (see the results section of Chapter 4). Using the daily CO2 inventory an annual CO2 inventory was determined.12

It should be noted that the scaling factor used in the 2008 CO2 emissions analysis was adjusted to reflect the same scaling methodology used in 2011; thus, the 2008 results contained in this document do not match the results shown in the 2008 Transportation Survey Results Report. The 2008 numbers included in this report are approximately 4% greater than the 2008 CO2 emissions numbers shown in the 2008 report. In addition in 2014 the unit of measurement for CO2 emissions was changed to metric tons, which is the industry standard. In previous survey years short tons was used as the unit of measurement. As such the 2008 and 2011 numbers shown in this report have changed slightly.

Assumptions

Online Survey Assumptions

When calculating the distance travelled on each mode, a number of assumptions were made since some respondents provided a mode but did not provide a corresponding distance, creating an incomplete data set. For those persons who did not provide a distance, they were assigned the average distance travelled on the mode which they took. For persons who travelled on Muni but did not provide a route for any leg of their journey, it was not possible to know if they used a trolleybus or diesel bus. Therefore, these trips were distributed using the overall trip ratio between trolleybuses and diesel buses13 and assigned the average travel distance for either trolleybus or diesel bus.

BART and Caltrain users were asked to provide their departure and arrival station. For those persons travelling on BART who did not provide an arrival station, it was assumed that they arrived at the Daly City BART station, since the majority of BART riders travel to this station.

Carbon Emission Assumptions

The following assumptions were used in creating the emissions inventory for San Francisco State University:

For all modes except BART, only tailpipe emissions are counted. Other emissions, such as those associated with fuel production and refining, vehicle manufacture, construction and maintenance of roadway/guideway, etc., are excluded. It should be noted that, taken together, these add approximately 30 percent (bus) to 60 percent (private motor vehicle) to a mode’s average per-mile emissions (Chester & Horvath, 2008). In the one exception to this, emissions from the production of electricity used to power the BART system, including stations, trains, and other facilities, was counted.

Average automobile fuel efficiency is 20.84 MPG (Source: Calculated from EMFAC 2011 - San Francisco Bay Area 2014 Forecast)

12 The annual CO2 emissions inventory is based on 174 days. This includes all regular school days and excludes weekends, holidays, summer break, winter break and spring break. 13 The overall trip ratio between trolleybus and diesel buses is 60% of Muni trips made by survey respondents taken on diesel buses and 40% of Muni trips are taken on trolleybuses.



Carbon coefficients for gasoline and diesel are 18.3 and 21.7 lbs CO2 per gallon, respectively (Source: Calculated from EMFAC 2011 - San Francisco Bay Area 2014 Forecast)

Bus emissions:

− Emissions from bus facilities excluded (due to lack of data)

− Bus fuel efficiency of 4.5 MPG (typical for a 40-seat bus)

− Trolleybus operation is assumed to produce zero emissions due to Muni’s use of exclusively hydroelectric power (Source: Muni)

Average overall bus ridership is calculated from Muni surveys on routes which directly serve the San Francisco State University campus (calculated per bus average on those lines was 14.4 passengers). Bus emissions divided by average load factor gives per passenger-mile emissions. It was assumed that the SamTrans line feeding San Francisco State University has similar ridership

BART pounds of CO2 emissions per passenger mile are 0.11394. These include facilities energy use. (Source: BART)



RESULTS On a typical travel day in 2014, University affiliates travelled approximately 944,800 miles commuting to and from the San Francisco State University campus compared to approximately 641,000 miles in 2011 and approximately 662,000 miles in 2008 (Figure 5-1). This represents a 29.9% increase in daily passenger miles. This is likely due to several factors. First, the overall University population has increased resulting in a greater number of people on campus each day. In 2008 the daily campus population was 24,270. In 2014 the daily population is 25,979, a 6.5% increase. Also, the average distance travelled by University affiliates has also increased over this same time period.

Of those 944,800 miles, almost half are travelled on BART, similar to 2011 patterns, and a slight increase from 2008 when approximately 40% of daily miles were on BART. Another third of these miles are travelled in private vehicles, again similar to 2011 patterns and a slight decrease from 2008 when approximately 40% of daily miles were travelled in private vehicles. However, the overall numbers of miles travelled by drive alone vehicles has increased due to increases in the population and increased driving distances.

Figure 5-1: Total Passenger Miles Travelled per Day by Mode

45,365

42,269

28,911

259,506

269,373

11,915

4,800

39,432

48,917

22,771

219,381

296,411

9,193

4,800

55,016

65,854

29,933

324,247

434,733

24,797

10,261

Muni (Electric Vehicles)

Muni (Diesel Vehicles)

Carpool

Drive Alone

BART

Caltrain

SF State Shuttle Bus

Passenger Miles

2014 2011 2008



BART commuters to San Francisco State University travel about 100,000 more miles per day than car drivers but emit only 43,465 pounds of CO2 in day compared with 284,521 pounds of CO2 than people who drive alone. This is an increase of approximately 13,000 pounds of CO2 emitted per day by BART riders between 2008 and 2014 which correlates with an increase in BART ridership over the same time period (Figure 5-2).

The San Francisco State University Shuttle emits 4,691 pounds of CO2 per day, an almost one-to-two relationship to the number of passenger miles travelled (10,261). Muni electric vehicles do not produce any CO2 emissions given that they use hydropower. CO2 emissions generated by Caltrain doubled between 2008 and 2011 due to a noticeable increase in daily passenger miles resulting from increased Caltrain ridership by University affiliates.

Figure 5-2: Total Pounds of CO2 per Day by Mode

Private vehicles have the highest levels of CO2 emissions per passenger mile (Figure 5-3) of all the modes evaluated. More than half of all daily passenger miles are travelled on BART, but only 11% of the total daily pounds of CO2 emissions are generated by BART. Less than half of the total daily passenger miles are in private vehicles, however persons driving alone are the largest contributors to San Francisco State University’s CO2 commute travel emissions, representing 77% of the total daily pounds of CO2 emissions (Figure 5-4).

0

15,945

11,841

255,079

30,169

1,432

2,406

0

18,027

9,092

210,235

32,365

1,105

2,376

0

22,077

10,944

284,521

43,465

2,980

4,691



Carpool

Drive Alone

BART

Caltrain


Pounds CO2

2014 2011 2008



Figure 5-3: Pounds of CO2 Emissions per Passenger Mile

Figure 5-4: Total Miles Travelled and CO2 Emissions per Day 2014

0

0.3 0.37

0.88

0.10 0.12

0.46

0

0.25

0.5

0.75

1



Carpool Drive Alone BART Caltrain SF State Shuttle Bus

Poun

ds C

O2

55,016

65,854

29,933

324,247

434,733 24,797

10,261

0

22,077

10,944

284,521

43,465

2,980

4,691

0 100,000 200,000 300,000 400,000 500,000



Carpool

Drive Alone

BART

Caltrain


Total Pounds CO2 per Day Daily Passenger Miles



On an annual basis in 2014 University affiliates commuted more than 164 million miles over the course of the school years compared to approximately 111 million miles in 2011 and 115 million miles in 2008, an increase of almost 30% between 2008 and 2014 (Figure 5-5). As noted earlier this is partially due to an increase in the campus population and an overall increase in the distance University affiliates are travelling to get to and from San Francisco State University.

As result, in 2014, a total of 29,098 metric tons of CO2 were produced by University affiliates commutes compared to 21,433 metric tons of CO2 in 2011 and 24,812 metric tons of CO2 in 2008, an increase of 14.7% in CO2 emissions between 2008 and 2014. What is interesting to note is that while miles travelled increased by 30% CO2 emissions increased by only 15%. This is likely due to the fact that University affiliates are travelling more on public transit which on a per mile basis emits fewer pounds of CO2 emissions.

While, percentage wise the drive alone rate has continued to decline since 2008, the miles traveled by persons driving alone increased to roughly 56 million miles per year in 2014 compared to approximately 38 million miles in 2011 and 45 million miles in 2008. With an increase in the population the raw number of University affiliates driving for some portion of their journey has increased, though the overall percentage of the population who drives alone has declined. The number of miles per year travelled by BART commuters increased by approximately 24 million miles, but only resulted in an increase of approximately 800 metric tons of CO2.



Figure 5-5: Passenger-miles travelled, pounds CO2 per mile, and total CO2 per year14 by mode

Mode Daily Passenger Miles Annual Passenger Miles Total Metric Tons CO2 per Year

2014 2011 2008 2014 2011 2008 2014 2011 2008

Trolleybus (Muni) 55,016 39,432 45,365 9,572,747.4 6,861,229.3 7,893,546.0 - - -

Diesel Bus (Muni) 65,854 48,917 42,269 11,458,639.5 8,511,572.5 7,354,797.5 1,742.5 1,322.7 1,142.9

Carpool 29,933 22,771 28,911 5,208,333.7 3,962,104.0 5,030,567.7 863.8 733.7 931.6

Drive Alone 324,247 219,381 259,506 56,418,897.1 38,172,270.9 45,154,022.8 22,455.8 16,571.5 20,067.8

BART 434,733 296,411 269,373 75,643,500.3 51,575,428.4 46,870,878.3 3,430.5 2,611.7 2,373.5

Caltrain 24,797 9,193 11,915 4,314,598.7 1,599,600.2 2,073,246.0 235.2 87.2 113.0

SFSU Shuttle Bus 10,261 4,800 4,800 1,785,379.2 835,200.0 835,200.0 370.2 183.7 183.7

Total 944,840 640,905 662,139 164,402,096 111,517,405 115,212,258 29,098 21,433 24,812

14 The annual CO2 emissions inventory is based on 174 days. This includes all regular school days and excludes weekends, holidays, summer break, winter break and spring break.


Appendix A Survey Instruments


CORDON COUNT SURVEY FORM


Time

Drive Alone Auto

Enter

Drive Alone Auto

Exit

Carpool/

Vanpool

Enter

Carpool/

Vanpool

Exit

Motorcycle/

Scooter

Enter

Motorcycle/

Scooter

Exit

Other Vehicle

Enter

Other Vehicle

Exit

Sample IIII IIII IIIIITally mark (# of people) :

I (2p) I (4p)

Tally mark (# of people) :

I (7p) I (3p) I (delivery truck)

7:00 - 7:15

7:16 - 7:30

7:31 - 7:45

7:46 - 8:00

8:01 - 8:15

8:16 - 8:30

8:31 - 8:45

8:46 - 9:00

Notes

SF State Vehicle Trip Counts - 4/23/14 Survey Location # __ : ____________

SF State University is conducting this survey to examine access

patterns and needs at the university. Please complete this survey by

marking the number of vehicles entering and exiting campus.

Be Sure to Remember:

Carpool/Vanpool: If possible, count # of people in the vehicle.

Other Vehicle: Please include a brief explanation of what the vehicle is.

For example, "delivery truck," or "SF State van."

Please use the Notes field at the bottom of the page if you need more room.

Blank

ONLINE SURVEY

Nelson\Nygaard Consulting Associates Inc. | ii

Freshman

Other undergraduate

Graduate student

Staff or Administrator

Faculty

Visitor/contractor

Other

Full-time

Part-time

Not Applicable

On campus

Off campus

General Information

SF State Transportation SurveyPlease complete this survey about your commute journey to and from SF State's main campus at 1600Holloway on April 23, 2014.

What is your primary affiliation with SF State?

Are you full-time or part-time?

On average, how many days a week do you come to the SF State main campus at 1600 Holloway?

Where do you live?

Specify dorm/apartment

Specify zip code

Walk, Bike, or Other-Self Propelled

Public Transportation / Shuttle

Private Vehicle

Walk

Bicycle

Other

Muni

BART

SF State Shuttle

Caltrain

Other bus provider than Muni (e.g. AC Transit/Golden Gate Transit/SamTrans)

Drove Alone

Dropped Off

Motorcycle/Moped

Car/Vanpool

What do you spend on average per day-round trip-to commute to and from SF State? (Please round to thenearest dollar)

Your Trip to Campus

Your Trip to CampusThe following questions are about your trip to the main campus at 1600 Holloway. Youwill be asked to describe your trip by indicating the mode of transportation used foreach segment of your trip - whether you walked, bicycled, drove or took public transit. Describe your trip to the main campus on Wednesday, April 23, 2014.If you used more than one mode of transportation, please start with the first mode.

Select your first mode of transportation:

Which mode of ${q://QID10/ChoiceGroup/SelectedChoices} did you use?

Please estimate (in miles) the distance you traveled in this segment of your trip (for instance if you traveled 11/2 miles, enter 1.5)

Passenger

Driver

Specify Muni Line


Specify BART start station

Specify BART end station

Specify Caltrain start station

Specify Caltrain end station


I was the:

Number of people in the car/vanpool on Wednesday April, 23, 2014:

None



Private Vehicle

Walk

Bicycle

Other

Muni

BART

SF State Shuttle

Caltrain


Drove Alone

Dropped Off

Motorcycle/Moped

Car/Vanpool


Mode of Transportation to Campus

What was your second mode of transportation?



Specify Muni Line


Passenger

Driver

None







I was the:



What was your third mode of transportation?



Private Vehicle

Walk

Bicycle

Other

Muni

BART

SF State Shuttle

Caltrain


Drove Alone

Dropped Off

Motorcycle/Moped

Car/Vanpool



Specify Muni Line




Passenger

Driver

None



Private Vehicle

Walk

Bicycle

Other

Muni




I was the:



What as your fourth mode of transportation?


Muni

BART

SF State Shuttle

Caltrain


Drove Alone

Dropped Off

Motorcycle/Moped

Car/Vanpool


Specify Muni Line






Passenger

Driver

Parking lot/garage/driveway

On the street

On Campus

Near Campus

Near Daly City BART station

Near another BART station

Park & Ride lot

Other


I was the:



Parking

Did you park on the street or in a parking lot?

Where did you park when you came to the main campus on Wednesday, April 23, 2014?

Please choose a zone where you parked (map below)

A: Lot 25

B: SF State Parking Structure

C: SF State Campus, aside from Parking Structure or Lot 25

D: Buckingham Way

E: Stonestown Galleria Parking Lot

F: Winston Drive

G: Lake Shore / Merced Manor (South of Eucalyptus)

H: Lake Merced Boulevard

I: Holloway Avenue or Font Boulevard

J: 19th Avenue

K: Lakeside

L: Junipero Serra Boulevard

M: Ingleside Terraces / Ingleside / Oceanview / Merced Heights

N: Lakeshore / Merced Manor (North of Eucalyptus)

O: North of Sloat Boulevard

P: Parkmerced

Q: Lake Merced Hill

Enlarge SF State Parking Zones Image (New window)

Q: Lake Merced Hill

R: Oceanview / Merced Heights

S: University Park South

Free

Less than $1

$1-$2

$2-$4

$4-$7

$7-$10

More than $10

SF State Semester / Yearly Parking Pass

Yes

No

How much did it cost you to park on Wednesday, April 23, 2014?

Which of the following programs, if any, would encourage you to commute to campus via a mode of travel otherthan a single- passenger automobile?Please rank your first, second, and third choices.

First choice:

Second choice:

Third choice:

Your Trip from Campus

Your Trip from CampusThe following questions are about your trip from the main campus. You will be asked to describe your trip byindicating the mode of transportation used for each segment of your trip—whether you walked, bicycled, drove,or took public transit.

Did you use the same means of transportation when you left the campus on April 23, 2014?

No



Private Vehicle

Walk

Bicycle

Other

Muni

BART

SF State Shuttle

Caltrain


Drove Alone

Dropped Off

Motorcycle/Moped

Car/Vanpool

Describe your trip from the main campus on Wednesday, April 23, 2014.

If you used more than one mode of transportation, please start with the first mode below (e.g. if you drove toBART or walked to the bus stop).



Specify Muni Line



Passenger

Driver

None



Private Vehicle





I was the:



What was your second mode of transportation?

Walk

Bicycle

Other

Muni

BART

SF State Shuttle

Caltrain


Drove Alone

Dropped Off

Motorcycle/Moped

Car/Vanpool



Specify Muni Line





Passenger

Driver

None



Private Vehicle

Walk

Bicycle

Other

Muni

BART

SF State Shuttle

Caltrain


Drove Alone



I was the:



What was your third mode of transportation?


Dropped Off

Motorcycle/Moped

Car/Vanpool


Specify Muni Line







Passenger

Driver

None



Private Vehicle

Walk

Bicycle

Other

Muni

BART

SF State Shuttle

Caltrain


Drove Alone

Dropped Off

Motorcycle/Moped

Car/Vanpool

I was the:



What as your fourth mode of transportation?



Passenger

Driver

Specify Muni Line







I was the:


Yes

No

Carpooling or riding as a passenger in someone else's car

Riding a bus, train, shuttle, or other public transit

Riding a bike

Other

Yes

No

Yes

No

Yes

No


MTC and Transit Pass Questions

In the last three months, has the way you typically travel to campus changed at all?

You answered that you recently changed the way you travel to campus. Please indicate whether you haveincreased your travel by any of the following modes over the last three months (select all that apply):

Are you aware of the “GO! State” (“Your Commute Matters”) campaign, or of new travel information provided oncampus information screens located in the Cesar Chavez Student Center, JPL Library, and Administration, andStudent Services buildings ?

Do you have regular access to a car, motorcycle, or other vehicle?

New Transit Pass

New Transit PassIn an effort to encourage the use of public transit and to make it more affordable, SF State is exploring thepossibility of pursuing a universal transit pass for our students.

Would you support a student transportation fee aimed at providing a transit pass offering unlimited Muni rides,as well as a discount on BART travel if it provided a savings for all students who ride Muni and/or BART?

Error

OK

No

$30 per month

$35 per month

$40 per month

$50 per month

I would not be interested in such a pass

Currently, a monthly Muni pass, which provides unlimited rides on Muni, costs $66 per month. What is themost you would be willing to pay for a transit pass that provided unlimited Muni rides, as well as a discount onall BART travel throughout the BART system?

Please provide any additional comments about transportation issues that relate to SF State.

If you would like to be entered for a chance to receive a gift certificate, please enter your email address.

Bad Request

Documents

San Francisco State University 2014 Transportation Survey Results State... · related to parking, including their parking location and how much they paid for parking. All respondents