HomeMy WebLinkAboutReso 94-203 - Authorize entering into a Consultant Services Contract with DKS Associates for revision of the shasta County Travel Demand Model RESOLUTION NO. 94- ZO 3
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF REDDING
AUTHORIZING ENTERING INTO A CONSULTANT SERVICES: CONTRACT WITH
DKS ASSOCIATES FOR REVISION OF THE SHASTA COUNTY TRAVEL
DEMAND MODEL, IN AN AMOUNT NOT TO EXCEED $147,300; AND THE
APPROPRIATION OF AN ADDITIONAL $15,000 FOR ANY NECESSARY
MINOR REVISIONS IN THE SCOPE OF WORK.
IT IS HEREBY RESOLVED that the City Council of the City of Redding
hereby approves entering into the accompanying Consultant Services
Contract with DKS Associates for Revision of the Shasta County Travel
Demand Model, in an amount not to exceed $147,300; and the
appropriation of an additional $15,000 for any necessary minor
revisions in the scope of work.
BE IT FURTHER RESOLVED that the. Mayor is hereby authorized to sign
the Contract on behalf of the City; and the City Clerk is directed to
attest the signature of the Mayor and impress the official seal of the
City of Redding thereto.
I HEREBY CERTIFY that the foregoing Resolution was introduced,
read, and adopted at a regular meeting of the City Council on the 5th
day of July , 1994, by the following vote:
AYES: COUNCIL MEMBERS: P. Anderson, Kehoe, McGeorge, Murray and R. Anderson
NOES: COUNCIL MEMBERS: None
ABSENT: COUNCIL MEMBERS: None
ABSTAIN: COUNCIL MEMBERS: None
OBERT C. ANDERSON, Mayor
City of Redding
AST:. FORM,--)APPROVED:
CONNIE STROHMAYER, Aity Clerk RANDALL A. HAYS, City Attorney
CITY OF REDDING CONSULTANT SERVICES CONTRACT
FOR REVISION OF SHASTA COUNTY TRAVEL DEMAND MODEL
Agreement made, effective as of July 5, 1994, by and between the City of Redding, a
municipal corporation of the State of California, hereinafter referred to as "City", and DKS
Associates, a California corporation, of 8950 Cal Center Drive, Suite 340, City of Sacramento,
County of Sacramento, State of California, hereinafter referred to as "consultant".
RECITALS
The parties recite and declare:
A. City proposes the revision of the Shasta County Travel Demand Model, hereinafter
referred to as the project.
B. City requires certain professional transportation engineering services in connection
with the project, hereinafter referred to as services.
C. Consultant is able and desires to perform such professional services as may be
required by City upon the terms and conditions set forth in this agreement.
D. Consultant has made site inspections, consulted with City, and is fully acquainted
with the requirements of the project described in the Request for Proposal dated March 1994, and
all subsequent additions, which is hereby made a part of this agreement.
E. Since the work contemplated under this agreement is professional in nature, it is
understood that consultant, acting as an individual, partnership, firm, or other legal entity, is of
professional status and will be governed by professional ethics in consultant's relationship to City.
City acknowledges the professional and ethical status of consultant by entering into this
agreement on the basis of consultant's qualifications and experience and determining consultant's
compensation by mutually satisfactory negotiations.
In consideration of the above recitals, the terms and covenants of this agreement, and
other valuable consideration, the receipt of which is acknowledged, the parties agree as follows:
AGREEMENT
1. SCOPE OF SERVICES: Consultant shall perform all necessary transportation
engineering services, as set forth in Exhibit A and amendments dated June 9, 1994, attached
hereto and incorporated herein by this reference.
2. TIME OF SERVICES: The services of consultant shall begin upon being notified
to proceed by the Director of Public Works or his or her designated representative, and shall be
prosecuted to completion with the necessary documents delivered to City within ten (10) months
of date of execution of this agreement.
Services of consultant shall continue until the project has been essentially
completed.
3. COMPENSATION: City will pay consultant for the services performed under and
pursuant to this agreement as follows:
Tasks Amount
A. Roadside Interviews 3 $ 65,100
B. Revise Model 1,2,4,6,8,10,11 46,700
C. AM and PM Peak Hours 9 8,500
D. Transit/Mode Split Evaluation 5,7 27,000
TOTAL $147,300
4. METHOD OF PAYMENT:
(a) Consultant shall submit a progress report to City, once each month, and
an invoice. The invoice shall be for services completed during the invoice period and for
authorized reimbursable expenses documented with original copies of bills, as described in
Section Three. Payment will be made in full on the basis of approved invoices and supporting
papers.
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(b) Consultant shall indicate on each month's invoice, or in the transmittal letter,
or on a progress report accompanying the invoices, the percentage of completion on all services
under this agreement, as of the date of the invoice.
(c) Also accompanying each invoice, consultant shall submit an estimate of the
approximate percentage of work remaining to be done under the current anticipated scope of
services listed under Paragraph 1.
5. COOPERATION OF CITY: City will furnish consultant with information outlined
in the Request for Proposal and Exhibit A.
6. NOTICE: Notice as provided for in this agreement shall be transmitted to City
at 760 Parkview Avenue, City of Redding, State of California, (96001) attention of Robert W.
Galusha, and to consultant at 8950 Cal Center Drive, Suite 340, City of Sacramento, State of
California, (95826) by first-class prepaid mail.
7. PAYMENT FOR CHANGES:
(a) If modifications to the scope of services resulting from changes made in
accordance with the provisions of Paragraph 16 cause an increase or decrease in consultant's
cost of or time required for performance of this agreement, and equitable adjustment under this
section must be submitted in writing to the Director of Public Works within thirty (30) days of
receipt by consultant of the notification of change unless the Director of Public Works grants a
further period of time.
(b) City will pay consultant for these additional services on an hourly basis, or
on other terms as agreed by the parties, and invoices for payment shall have these costs
tabulated separately.
(c) Also accompanying each claim, consultant shall submit a statement
indicating the impact these changes have on the time and cost parameters of the project.
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8. AUDIT, INSPECTION, AND RETENTION OF RECORDS:
(a) Consultant shall maintain complete records showing actual time devoted
and costs incurred.
(b) Consultant shall permit the authorized representatives of City to inspect and
audit all data and records of consultant relating to work done under and pursuant to this
agreement. Consultant shall make these records available at reasonable times.
9. DEFINITIONS:
(a) The term "Director" means the Director of Public Works of the City of
Redding, and the expression "his or her duly authorized or designated representative" means any
person or persons authorized in writing by the Director to act for the Director in connection with
this agreement.
(b) The term "Purchasing Agent' means the Purchasing Agent of the City of
Redding.
10. NONDISCRIMINATION:
(a) Consultant, in performing under and pursuant to this agreement, shall not
discriminate against any worker, employee or applicant, or any member of the public, because
of race, creed, color, religion, age, sex, or national origin, nor otherwise commit an unfair
employment practice.
(b) Consultant will take affirmative action to ensure that applicants are
employed, and that employees are treated during employment,without regard to their race,creed,
color, religion, age, six, or national origin. Such action shall include, but not be limited to, the
following: employment, upgrading, demotion, or transfer; recruitment or recruitment advertising;
layoff or termination; rates of pay or other forms of compensation; and election for training,
including apprenticeship.
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(c) Consultant agrees to post in conspicuous places, available to employees
and applicants for employment, notices setting forth the provisions of this section.
(d) Consultant further agrees that the provisions of this section will be
incorporated in all contracts entered into with suppliers of materials or services, contractors, and
subcontractors and all labor organizations furnishing skilled, unskilled, and craft union skilled
labor, or who may perform any such labor or services in connection with this agreement.
(e) To demonstrate compliance with the provisions of this section, consultant
and subcontractors will furnish such reports and information as requested by City.
11. COMPLIANCE WITH LAWS: Consultant shall keep itself fully informed of all state
and national laws and municipal ordinances and regulations in any manner affecting those
engaged or employed in the work, or the materials used in the work, or in any way affecting the
conduct of the work and of all orders and decrees of bodies or tribunals having any jurisdiction
or authority over the work. If any discrepancy or inconsistency is discovered in the specifications
or contract for this work in relation to any such law, ordinance, regulation, order or decree,
contractor shall immediately report the same to the Director in writing. Consultant shall at all
times observe and comply with, and shall cause all consultant's agents and employees to observe
and comply with, all such existing and future laws, ordinances, regulations, orders and decrees;
and shall indemnify and defend by counsel acceptable to City, and hold harmless the Cities of
Anderson, Redding, and Shasta Lake, the County of Shasta, the State of California Department
of Transportation (Caltrans), the Redding Area Bus Authority, the Regional Transportation
Planning Agency, and their officers, agents, employees, and volunteers, against any claim or
liability arising from or based on the violation of any such law, ordinance, regulation, order, or
decree, whether by consultant or consultant's employees.
All materials furnished and work done are to comply with all state and federal laws and
regulations.
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12. PERSONNEL: Consultant has estimated the personnel required to complete the
work described in the Request for Proposal and Exhibit A and agrees to make said personnel
available over the life of the project.
13. CONFLICT OF INTEREST:
(a) No member of the governing body of City or other unit of government and
no other officer, employee, or agent of City or other unit of government who exercises any
functions or responsibilities in connection with the carrying out of the project shall have any
personal interest, direct or indirect, in this agreement.
(b) Consultant covenants that consultant presently has no interest and shall not
acquire any interest, direct or indirect, in the project that would conflict in any manner or degree
with the performance of consultant's services under and pursuant to this agreement. Consultant
further covenants that no person having any such interest shall be employed by consultant.
14. INSURANCE: Consultant will purchase and maintain during the life of this
agreement insurance coverage that will satisfactorily insure consultant against claims and
liabilities that could arise because of the execution of this agreement. The insurance coverages
required are as follows:
(a) Minimum Scope of Insurance. Coverage shall be at least as broad as:
(1) Insurance Services Office Commercial General Liability coverage
(occurrence form CG 0001).
(2) Insurance Services Office form number CA 0001 (ED.1.87)covering
Automobile Liability, owned, non-owned and hired.
(3) Worker's Compensation insurance as required by the State of
California and Employer's Liability Insurance.
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(b) Minimum Limits of Insurance. Consultant shall maintain limits no less than:
(1) General Liability: $1,000,000 per occurrence for bodily injury,
personal injury and property damage. If Commercial General Liability Insurance or other form
with a general aggregate limit is used, the general aggregate limit shall be twice the required
occurrence limit.
(2) Automobile Liability: $1,000,000 per accident for bodily injury and
property damage.
(3) Employer's Liability: $1 ,000,000 per accident for bodily injury or
disease.
(c) Deductibles and Self-Insured Retentions. Any deductibles or self-insured
retentions must be declared to and approved by the City. At the option of the City, either: the
insurer shall reduce or eliminate such deductibles or self-insured retentions as respects the City,
its officers, officials, employees and volunteers; or the Consultant shall procure a bond
guaranteeing payment of losses and related investigations, claims administration and defense
expenses.
(d) Other Insurance Provisions. The general liability and automobile liability
policies are to contain, or be endorsed to contain, the following provisions:
(1) The Cities of Anderson, Redding, and Shasta Lake, the County of
Shasta, the State of California Department of Transportation (Caltrans), the Redding Area Bus
Authority, the Regional Transportation Planning Agency, and their officers, agents, employees,
and volunteers, are to be covered as insureds as respects: liability arising out of activities
performed by or on behalf of the Consultant;products and completed operations of the consultant;
premises owned, occupied or used by the Consultant; or automobiles owned, leased, hired or
borrowed by the Consultant. The coverage shall contain no special limitations of the scope of
protection afforded to the Cities of Anderson, Redding, and Shasta Lake, the County of Shasta,
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the State of California Department of Transportation (Caltrans), the Redding Area Bus Authority,
the Regional Transportation Planning Agency, and their officers, agents, employees, and
volunteers.
(2) For any claims related to this project, the Consultant's insurance
coverage shall be primary insurance as respects the Cities of Anderson, Redding, and Shasta
Lake, the County of Shasta, the State of California Department of Transportation (Caltrans), the
Redding Area Bus Authority, the Regional Transportation Planning Agency, and their officers,
agents, employees, and volunteers. Any insurance or self-insurance maintained by the City, its
officers, officials, employees, agents or volunteers shall be excess of the Consultant's insurance
and shall not contribute with it.
(3) Any failure to comply with reporting or other provisions of the policies
including breaches of warranties shall not affect coverage provided to the Cities of Anderson,
Redding, and Shasta Lake, the County of Shasta, the State of California Department of
Transportation (Caltrans), the Redding Area Bus Authority, the Regional Transportation Planning
Agency, and their officers, agents, employees, and volunteers.
(4) The Consultant's insurance shall apply separately to each insured
against whom claim is made or suit is brought, except with respect to the limits of the insurer's
liability.
(5) Each insurance policy required by this clause shall be endorsed to
state that coverage shall not be suspended,voided, canceled by either party, reduced in coverage
or in limits except after thirty (30) days prior written notice has been given to the entity.
Consultant shall provide City of Redding with thirty (30) days written notice of reduction in
coverage.
(e) Acceptability of Insurers. Insurance is to be placed with insurers with a
current A.M. Best's rating of no less than A:VII.
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(f) Verification of Coverage. Consultant shall furnish the City of Redding Risk
Management Office with certificates of insurance and original endorsements effecting coverage
required by this clause. The endorsements are to be signed by a person authorized by that
insurer to bind coverage on its behalf. All endorsements are to be received and approved by the
Risk Manager before work commences.
15. INDEMNIFICATION: Consultant agrees to protect, defend, indemnity, and hold
harmless the County of Shasta, the City of Anderson, the City of Redding, the City of Shasta
Lake, Caltrans, the Redding Area Bus Authority, and the Regional Transportation Planning
Agency, their officers, agents, employees, and volunteers, from and against any and all liability,
damages, claims, suits, liens, and judgments of whatever nature, including claims for contribution
and/or indemnification for injuries to or death of any person or persons, or damage to the property
or other rights of any person or persons to the extent they arise out of or are alleged to have
arisen from the negligent acts, errors, or omissions of consultant and its subcontractors in the
performance of the agreement, provided, however, that consultant shall have no such obligations
to any indemnity with respect to such of the foregoing as are caused by the sole act or omission
of City of Redding, its officers, employees, or agents. Consultant's obligation to protect, defend,
indemnify, and hold harmless as set forth hereinabove, shall include any matter arising out of any
actual or alleged infringement of any patent, trademark, copyright, or service mark, or any actual
or alleged unfair competition, disparagement of product or service, or other business tort of any
type whatsoever, or any actual or alleged violation of trade regulations. Consultant further agrees
to protect, defend, indemnify, and hold harmless the City of Redding and Caltrans from liability
for compensation under the Worker's Compensation Act to the extent arising out of injuries
sustained by any employee of consultant or its subcontractors.
16. CHANGES: City may, from time to time, request changes in the scope of the
services of consultant to be performed under and pursuant to this agreement. Such changes,
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including any increase or decrease in the amount of consultant's compensation, that are mutually
agreed upon by and between City and consultant, shall be incorporated in written amendments
to this agreement.
17. DELAYS AND EXTENSIONS:
(a) Consultant agrees that no charges or claims for damages shall be made
by consultant for any delays or hindrances from any cause whatsoever during the progress of any
portion of the services specified in this agreement.
(b) Such delays or hindrances, if any, shall be compensated for by an
extension of time for such reasonable period as may be mutually agreed upon between the
parties, it being understood, however, that the permitting of consultant to proceed to complete the
services or any part of them after that date to which the time of completion may have been
extended, shall in no way operate as a waiver on the part of City of any of its rights under and
pursuant to this agreement.
18. OWNERSHIP OF DOCUMENTS:
(a) All documents, data, studies, and reports and instruments of service are to
be the property of City.
(b) During the performance of the services provided for in this agreement,
consultant shall be responsible for any loss of or damage to the documents enumerated in this
agreement while they are in consultant's possession, and any such document lost or damaged
shall be restored at the expense of consultant.
(c) Full access to the work during the preparation of the plans shall be available
to City and other public agencies interested in the work.
19. FINDINGS CONFIDENTIAL: All of the reports, information, or data, prepared or
assembled by consultant under and pursuant to this agreement are confidential and consultant
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agrees that such reports, information, or data shall not be made available to any individual or
organization without the prior, express, and written consent of City.
20. ASSIGNMENT:
(a) Consultant shall not assign this agreement or any part of this agreement
without the prior, express, and written consent of City, but in no event shall any such consent
relieve consultant from the obligations under and pursuant to or change the terms of this
agreement.
(b) Consultant shall not transfer or assign any contract funds or claims due or
to become due without the prior, express, and written consent of City.
(c) The agreement, and each and every portion thereof, shall be binding on the
successors and assigns of the consultant.
21. TERMINATION FOR DEFAULT:
(a) If, through any cause, consultant shall default in performance of this
agreement in accordance with its terms and has failed to cure such default within thirty (30) days
after receipt of a notice specifying such default, City may terminate this agreement.
(b) In the event of such termination, all finished or unfinished documents, data,
studies, and reports prepared by consultant under and pursuant to this agreement shall, at the
option of City, become its property.
(c) In the event of such termination, City may take over the work and services
and prosecute them to completion by agreement or otherwise, and consultant shall be liable to
City for any excess costs shall be liquidated by use of the retained percentages of progress
payments due or work completed prior to termination for default. If such retained funds are
insufficient to liquidate such liability, City shall make a written demand upon consultant for the
balance of such liability.
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(d) In case City shall act under this section, consultant shall deliver to City
within thirty (30) days all finished or unfinished documents, data, studies, and reports prepared
by consultant under and pursuant to this agreement. In the event of consultant's failure to make
such delivery upon demand, then and in that event, consultant shall pay to City any damages it
may sustain by reason of such failure.
22. TERMINATION FOR CONVENIENCE:
(a) City may terminate this agreement, or any portion of the services to be
performed under and pursuant to this agreement, at any time by a notice in writing from City to
consultant, or if sufficient funds have not been appropriated to cover the estimated requirement.
(b) If this agreement is terminated by City as provided in this section,consultant
shall deliver to City all finished or unfinished documents, data, studies, and reports prepared by
consultant under and pursuant to this agreement and these shall be and become the property of
City. Payment for the work performed before the effective date of such termination shall be
based upon an estimate of the services actually performed by consultant to the date of
termination. Such estimate shall be mutually agreed upon by the Director of Public Works, the
Purchasing Agent, and consultant. Such payment so made to consultant shall be in full
settlement for services rendered under and pursuant to this agreement.
23. GOVERNING LAW: It is agreed that this agreement shall be governed by,
construed, and enforced in accordance with the laws of the State of California.
24. ATTORNEY FEES: In the event that any action is filed in relation to this
agreement, the unsuccessful party in the action shall pay to the successful party, in addition to
all the sums that either party may be called on to pay, a reasonable sum for the prevailing party's
attorneys' fees.
25. EFFECT OF PARTIAL INVALIDITY: The invalidity of any portion of this
agreement will not and shall not be deemed to affect the validity of any other provision. In the
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event that any provision of this agreement is held to be invalid, the parties agree that the
remaining provisions shall be deemed to be in full force and effect as if they had been executed
by both parties subsequent to the expungement of the invalid provision.
26. PARAGRAPH HEADINGS: The titles to the paragraphs of this agreement are
solely for the convenience of the parties and shall not be used to explain,modify, simplify, or aid
in the interpretation of the provisions of this agreement.
27. TIME IS OF THE ESSENCE: Time is of the essence in the performance of this
agreement.
28. ENTIRE AGREEMENT: This agreement shall constitute the entire agreement
between the parties and any prior understanding or representation of any kind preceding the date
of this agreement shall not be binding upon either party except to the extent incorporated in this
agreement.
IN WITNESS WHEREOF, the parties hereto have caused this Agreement to be
executed by Consultant the day of , 1994, and by City the day
of . 1994.
CITY OF REDDING DKS ASSOCIATES
ROBERT ANDERSON, Mayor JOHN P. LONG, Principal
ATTEST:
CONNIE STROHMAYER, City Clerk
FORM APPROVED:
RANDALL A. HAYS, City Attorney
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E A 1-1 I B I T A
XX
>' >> Proposal for
{
REVISION OF SHASTA COUNTY
y TRAVEL DEMAND MODEL
}j a"
presented to
Shasta County Regional Transportation Planning Agency
e
presented by
DHS Associates
in association with
ADT Northwest and Wiltec
March 15, 1994
DKS Associates
8950 Cal Center Drive, Suite 340
Sacramento, CA 95826-3259
Phone (9i6)368-2000
Fax. (976)368-7020
March 14, 1994
Doug Will
Traffic Engineering/Planner
City of Redding Public Works Department
760 Parkview Avenue
Redding, CA 96001
Subject: Proposal for Revision of Shasta County Travel Demand Model A94X090"1/SA
Dear Doug:
We have enjoyed our conversations with you and the staffs of Shasta County and Caltrans over the
last year about the issues leading up to your Request for Proposals, and DKS Associates is now
pleased to submit this proposal for the Revision of the Shasta County Travel Demand Model.
We truly recognize the importance of this effort. The Congestion Management Program legislation
explicitly calls for a county-wide travel demand model for use in the land use impact analysis
program. Recent State and Federal laws have resulted in increased reliance and closer scrutiny of
regional transportation analysis methods. The Clean Air Act Amendments of 1990, ISTEA, and
heightened public awareness have focussed attention on the capabilities and validity of current travel
demand models with regard to air quality forecasting, multi-modal planning, and cost-effectiveness
of transportation investments.
DKS developed the current Redding Area Travel Demand Model in 1991 and is thus very familiar
with its structure. We are also very familiar with the land use, transportation system and data
sources for Shasta County, all of which are critical to both efficiently and effectively expand and
update the current model.
A key element of expanding the travel model to cover all of Shasta County is the collection of
traveller information on the State highways that traverse the County. Inadequate or inaccurate data
would affect the model's predictive capabilities. The collection of the travel surveys on State
highways takes experience, and DKS staff have conducted many roadside and license plate surveys.
To conduct the key elements of these surveys, we have added ATI) Northwest and Wiltec to our
team. ATI) Northwest, is the premier specialist in videotape license plate survey technology in the
U.S. and have been used extensively by Caltrans. Wiltec is a DBE transportation consulting firm
specializing in data collectiort and analysis.
®1 •
Doug W1.11
March 14. 1994
Page 2
The Shasta County RTPA will. likely need to use the Direct Travel Impact Model (DTIM) in the near
future. Systems Applications International (SAI) has joined our team to facilitate the transportation
to air quality connection. Rob Ireson of SAI is currently working with DKS in Sacramento to ensure
the best linkages between SACOG's travel model and DTIM. Mr. Ireson is currently leading a
project for Caltrans to convert DTIM to personal computer applications.
Section I of this proposal discusses some of the critical issues for the model update and DKS's
approach to tackling them. Section 2 presents our detailed work program which addresses all of the
required work elements in your RFP, and exceeds them by adding the following:
• Improving the current model structure by using the Statewide Travel Survey and the U.S.
Census to re-estimate the model parameters (i.e., trip generation, friction factors in the
gravity model, etc.). The use of this local data will increase the model's capabilities and
accuracy.
• Adding a separate truck trip purpose to the model to address ISTEA guidelines and to
provide Caltrans with the capability to forecast this key component of travel on State
highways.
• Establishment of a Technical Advisory Committee for the project that DKS will meet with
to make key decisions on the model, and to educate on the model's capabilities.
• Including a proposed (but optional) methodology and budget to add a sophisticated mode
split model for Shasta County at a very reasonable cost.
• Inclusion of hands on training on the updated model.
Sections 3 and 4 of this proposal present our project team and qualifications. All of the
qualifications in this proposal are for the staff that would work on this project. These
qualifications clearly show that DKS has effectively dealt with major projects with the City of
Redding, Caltrans and other jurisdictions on travel model revisions. We are proud of our previous
work listed in Section 4, all of which is relevant to this project, and we have thus listed references
for each project in that section. We encourage you to contact any of these references.
Section 5 provides our cost proposal and proposed schedule. As required by the RFP, the cost
proposal is broken down by the four major work elements in the RFP, and it provides the number
of hours for each staff person for each task. DKS proposes to conduct our work program, and
provide an updated and calibrated travel demand model, plus documentation and training in 10
months; well ahead of the required 18 month schedule in the RFP.
Sections 1 through 5 cover most of the required elements set forth in your RFP. The remaining
requirements are covered as follows:
• A summary of our insurance coverage is provided in Appendix C.
Doug Will
March 14, 1994
Paae 3
• As our cost proposal indicates, Wiltec, a Caltrans-certified DBE firm, would perform 10
percent of the work with the optional Task 7 (development of the mode split model) or 12
percent without Task 7. Consequently, we will meet the goal of 10 percent DBE/WBE
participation on this project.
• DKS has no actual, apparent, direct, or potential conflicts of interest relative to services
on this project.
Commitment of Firm
As a principal of DKS Associates, I the undersigned, hereby present this proposal to the Shasta
County Regional Transportation Planning Agency as a firm offer by DKS Associates for six months
from the date of submittal. I will serve as project manager and principal-in-charge of the project,
have the authority to negotiate: and contractually bind DKS, and may be contacted at the address and
telephone number on this letterhead.
We look forward to working with Shasta County RTFA on this interesting and challenging
assignment. We pledge and devote to it our best resources, expertise and enthusiasm.
Sincerely,
DKS ASSOCIATES
A California Corporation
V
. 01�r
John P. Long, P.E.
Principal
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DKS Associates
1. Project Issues and DKS Approach
The Shasta County travel model will be a very important tool for the region. The model needs to
fulfill a critical role in the transportation, land use and air quality planning processes required by
State and Federal law. A summary of the key uses of the revised model are as follows:
• Traffic studies for General Plans, amendments to General Plans, development of any size,
specific roadway project EIRs, project studies, etc. Assessments on new developments for
traffic impact mitigations are based upon model projections.
• Advance planning of the street and highway network, considering various years, land use
scenarios, and population projections.
• Use by Caltrans to evaluate interchange requirements along 1-5 to handle future traffic
demands.
• Review of possible effects of transit in certain corridors.
• Supply of a transportation database for use in air pollution models.
• Supply of a transportation database for traffic impact fee programs.
• The assessment of the Congestion Management Program highway system required under
new State and Federal programs to detect if deficiency studies may be required for level
of service. (These programs require an on-going traffic model tool for planning the
highway system.)
• Review of the model network or road system and assessment of various mitigation projects
to move traffic safely and efficiently.
• Model intersection data for signal timing and coordination of series of signals on corridor
or grid systems of streets.
In addition to SCRTPA, other users of the model will include Caltrans, Shasta County, Redding,
Anderson, City of Shasta Lake and transportation consultants working on projects in the region. As
the regional planning agency, SCRTPA plays an important role to not only develop and maintain
the regional travel demand model, but to establish consensus among its members so that the model
is fully accepted by the community.
A94XO908.01 1
DKS Associates
Credibility
A primary goal of the Shasta County model update must be insurance of acceptance of the model
by the area's planners and engineers. The model must be credible. To achieve this credibility, two
important elements are necessary:
1. The model must be technically sound. Its processes and submodels must be technically
correct, and must be based upon valid local data.
2. The community must "buy into" the model. They must understand its processes and
calibration, and must feel that it meets their needs and is appropriately accurate.
The DKS staff proposed for this project is at the forefront of developing and updating regional travel
models that meet the new State and Federal requirements, particularly those related to air quality.
On several recent and on-going studies, we have included national experts in travel forecasting and
air quality analysis on our project team to ensure that the models we develop are state-of-art. We
can thus offer that expertise to Shasta County for this update and are confident that we can move
Shasta County a giant step forward in travel forecasting capabilities in a very cost effective manner.
To assure acceptance of the updated model, we propose to work with SCRTPA to establish a
Technical Advisory Committee (TAC) that will help guide the model update process. DKS will
involve the TAC from the early stages of the update in the decisions on the model. We will educate
the TAC throughout the process, so that the key planners and engineers in the area understand the
capabilities and limitations of the model and thus ensure a "buy-in" by the affected agencies. DKS
has used this process with TAC's on recent updates to the Sacramento, Seattle and San Joaquin
County regional travel demand models.
Staff Availability
DKS recognizes that SCRTPA, Shasta County, Redding and other jurisdictions have limited staff
and they will not be able to devote significant resources to this project. DKS has worked with a
number of rural counties and small cities and understands that the selected consultant must "take the
initiative" to successfully accomplish a project like this and keep on schedule. This requires a
substantial amount of consultant time in Shasta County and a consultant that is familiar with both
the County and available data sources. DKS has completed a number of key studies in Shasta
County in recent years and have clearly demonstrated our willingness to spend significant time in
the area. Our key staff members are two and a half hours from Redding.
DKS proposes to use the TAC and focussed coordination meetings with the local jurisdictions to
minimize their staffs time on this project.
A94X0908-01 2
DKS Associates
Air Quality
Many of the challenges of transportation modelling in the 1990's are related to air quality planning.
The Clean Air Act Amendments of 1990, the California Clean Air Act, and the Intermodal Surface
Transportation Efficiency Act of 1991 (ISTEA) all emphasize the transportation - air quality
interconnection. ISTEA assigns more responsibility to regional agencies in this regard. In this
process, additional demands have been placed on transportation models. Accurate air quality
planning requires inputs that are either unavailable from traditional models or are simply not as
accurate as necessary. And yet, without these inputs, the results of air quality planning are not as
accurate as is desirable.
Shasta County may soon need to meet the requirements of a non-attainment area. This will require
that it set up and use the Direct Travel Impact Model (DTIM). It is critical, therefore, that the new
Shasta County travel demand model is structured to easily provide that data needs of DTIM in a
compatible format.
To accomplish this, DKS has included on its team Rob Ireson of Systems Applications International.
Mr. Ireson is currently leading the effort for Caltrans to convert their DTIM model for PC
applications and is a subcontractor to DKS on the update of SACOG's regional travel demand model
to ensure its inputs meet the needs of SACOG's DTIM model. He and his firm are on the leading
edge in integrating transportation and air quality transportation and air quality models and are
currently working on key projects for U.S. EPA, the California Air Resources Board and Caltrans.
Roadside Surveys
The expansion of the Redding area/Central Shasta County model to cover all of Shasta County will
require more detailed travel data on several State highways that traverse the County. The possible
methods of conducting roadside travel surveys include roadside handouts, roadside interviews and
license plate mailout surveys.
DKS has conducted many surveys of travelers on urban and rural highways including freeways.
John Long has managed the following travel surveys:
• Roadside Interviews
- State Route 12 - Fairfield
- State Route 82 - San Mateo
- State Route I - Carmel
- Great Highway - San Francisco
- Sir Francis Drake Boulevard - Larkspur
• Cordon Roadside Interviews
- Eight major roadways leading into the Monterry/Carmel area
- Twelve major roadways leading into Central Vancouver
A94X0908-01 3
DKS Associates
• License Plate/Mailback Surveys
- I-80 near Roseville
- US 101 in Santa Clara County
• Truck Surveys
- I-80 truck scales near Roseville
Based upon our previous experience, we believe that roadside interviews are the most effective
method to gain basic travel information on nearly any facility except freeways. On SR 299E, SR
299W and SR 44, DKS feels confident that safe and effective locations can be found to pull a
sample of vehicles off to the side of the road for short interviews that will focus on the following:
• origin and destination
• trip purpose
• major highways used for trip
• stops within Shasta County for "through trips"
Wiltec, a transportation consulting firm specializing in data collection and analysis will conduct the
roadside interviews with direction from DKS.
For Interstate 5, DKS proposes to video tape license plates south of Dunsmuir and near Cottonwood,
obtain addresses through the DMV, and mail survey questionnaires. The video taping will be
conducted by ATI) Northwest, which specializes in videotaped license plate surveys. They have
conducted numerous videotape surveys on freeways including surveys for Caltrans District 3, 4 and
7. DKS has used their services on the 1-80 and I-580 travel surveys.
DKS also proposes to have mailback questionnaires handed out at the Agriculture Inspection Station
near the Oregon border since this allows surveys of out-of-state drivers, increases the sample size,
and provides Caltrans with enhanced data on I-5 travelers; all for a minimal cost.
As discussed below, DKS also proposes to conduct surveys of trucks on all the State Routes outlined
above.
Trucks
Trucks represent a major component of the travel on State highways in Shasta County, as well as
at a number of major interchanges along 1-5. ISTEA guidelines also require that truck travel and
goods movement are evaluated in regional transportation plans as well as major investment analyses.
In the updates of both the Sacramento and the Seattle regional travel models, DKS is adding a
separate truck trip purpose. The generation of truck traffic is based on telephone surveys of 600
truck owners in Phoenix as well as over 100 trip generation surveys where vehicle classification
counts where gathered. These surveys include a full range of land use types, including residential
A94X0908-01 4
DKS Associates
areas, several retail types, offices, banks, warehouses, manufacturing, and even truck terminals. DKS
proposes to include a separate truck trip purpose in the updated Shasta County travel demand model.
An important component of incorporating a truck trip purpose into the model is the collection of
travel data on trucks using the State highways in Shasta County. As part of the roadside surveys
on SR 299E, SR 29W, and SR 44, trucks will also be pulled over and interviewed. DKS also
proposes to interview trucks at the I-5 scales near both Dunsmuir and Cottonwood. We have
conducted similar truck surveys at scales along I-80 in Sacramento.
Transit Mode Split
Shasta County is faced with significant issues related to air quality, meeting the State and Federal
requirements for multi-model planning. and evaluations of RABA'S new fixed route transit system.
Consequently incorporation of a mode split submodel into the Shasta County travel demand model
is highly desirable, if not essential.
DKS will conduct an evaluation of alternative methodologies for a mode split modeUfeature, as
required in the RFP. This evaluation will be aided by DKS's recent work on the development of
the Shasta County Transit Development Plan. William Dietrich, who is one of the most respected
transit planners on the West Coast, will assist in this effort. He has over three decades of transit
planning experience and headed DKS's portion of the Shasta County Transit Development Plan.
The evaluation will list alternative mode split models and their pros and cons. DKS has already
conducted several "brainstorming" sessions related to the development of a mode split model for
Shasta County. The key problems are, of course, the limited existing transit system and ridership,
and the lack of data for model estimation and calibration. However, DKS strongly believes that the
current mode split model structure used by SACOG and San Joaquin County can be transferred to
Shasta County and implemented at a very reasonable cost. The data to feed that model (i.e., auto
ownership, income, transit accessibility, etc.) can be readily obtained from the U.S. Census and the
coding of the transit network. The calibration of this submodel is somewhat limited by data.
However, reasonable results can be obtained through ridership data and RABA's on-board passenger
survey data.
The proposed mode split model development (Task 7 in our work program) is an optional task that
would cost an estimated $20,000. DKS believes that this is a very reasonable cost for providing
Shasta County with a relatively sophisticated and easy to use mode split model.
A94X0908-0l 5
DKS Associates
Documentation and Training
As noted above, the new Shasta County Travel demand model will be an important tool for the
region and will have a number of key uses for several agencies and jurisdictions. Yet the model can
only be useful if there is clear documentation and adequate training. DKS has documented the
current model in a fashion that tries to use straight forward language and avoids model jargon. It
also provides examples of how to test land use and roadway network changes. We pride ourselves
in our ability to communicate the workings of a complex travel model in a way that is not just a
"black box" to the user, but a powerful tool that a public agency can use without always turning to
the consultant who developed it.
In addition to the documentation required by the RFP, DKS's proposal also includes 3 training
sessions with the agencies in Shasta County.
A94XO908-0I 6
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DKS Associates
2. Proposed Work Program
DKS Associates has defined several key areas of improvements to the current model structure that
are addressed in our approach (outlined in Section 1. of this proposal). These improvements will
provide SCRTPA, Caltrans and local jurisdictions with enhanced tools to evaluate emerging land use,
transportation and air quality issues. DKS has defined 11 tasks to successfully complete this project.
The tasks are defined based on our experience on the logical flow of work. The RFP requests that
four elements of work are bid separately. The grouping of our tasks into these four elements is as
follows:
A. Roadside Interviews
• Task 3 - Design and Conduct Roadside Surveys
B. Revise Model
• Task 1 - Develop Zone System and Network
• Task 2 - Define Land Use and Traffic Data Requirements
• Task 4 - Review Travel Survey/Census Data and Model Structure
• Task 6 - Estimate Parameters and Revise Model Structure
• Task 8 - Calibrate Daily Model
• Task 10 - Model Documentation
• Task 11 - Training
C. A.M. and P.M. Peak Hours
• Task 9 - Calibrate A.M. and P.M. Peak Hours
D. Transit/Mode Split Evaluation
• Task 5 - Transit/Mode Split Evaluation
• Task 7 - Develop Mode Split Model (optional)
DKS' cost proposal (in Section 5. of this proposal) has been organized into the work elements
outlined above.
The technical work program below meets all of the requirements of your RFP, but also includes
additional work elements that DKS believes to be valuable and cost-effective enhancements to the
model update.
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DKS Associates
Task 1: Develop New Zones and Network
DKS will expand the model to boundaries defined in the RFP. DKS will work with area
jurisdictions to select appropriate roads for inclusion into the expanded network, and to establish
appropriate boundaries for the new model zones. The design of the expanded zone system should
depend on which roads (especially minor roads) need traffic forecasts, versus those that may be
aggregated into "centroid connectors", as well as on the locations and access of significant
generators. In rural areas, most land accesses the highways via one driveway or access road, so it
is appropriate that the zone system represent "catchment areas" to the highways. DKS will confer
with Shasta County and Caltrans, and make field observations, to ascertain appropriate speed and
capacity information for the added network links.
Digitizing of the Traffic Model Zone Maps: It is our understanding that the City of Redding has
an existing GIS system, which includes a number of key layers for the development of a traffic zone
map within the City limits. DKS would obtain a copy of this file from the City and analyze it to
determine the most effective way of expanding the map to include the remainder of Shasta County.
Our proposed option would be to obtain a digitized map of Shasta County (from a service) that
includes major roadways, waterways, railroads and significant landmarks and import the existing GIS
data into it. A second option would be to redigitize the existing GIS data into the digitized map and
then expand it to include the new traffic zone system.
DKS has a customized version of Autocad Release 12 and a staff of experienced CAD operators that
can complete the project within the parameters outlined in Attachment "A" of the RFP. All the
linework, layering and attribute specifications outlined in the RFP can be satisfied, keeping in mind
the requirement to exclude edgematching of zone polygons and elimination of temporary construction
layers.
Products: DKS will provide Shasta County with a final traffic model zone map in Autocad
Release 12 "DWG" format on a standard 3.5" high-density diskette. If the DWG file
is too large to fit on one diskette, it will be compressed into a self-extracting "ZIP" file.
The DWG file shall include the final traffic model zone system on a layer named
TMZONE and all zone attributes in blocks on a layer named TMZONEATT. If desired,
the layers containing major streets, waterways, and railroads can be left on, or included
as a separate DWG file, depending on the County's needs.
Task 2: Define Land Use and Traffic Data Requirements
DKS will meet with local agencies to discuss the content of data required for the model, and
available sources of data for both zonal land use and traffic counts. As outlined in the RFP, traffic
count data are to be supplied by the local jurisdictions. Updated 1994 land use data for the existing
model area, as well as land use data for the expanded model area will also be provided by local
jurisdictions.
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Land Use Data: For the land use data, DKS will work with local agencies to identify types of
significant travel-generating activity in the model expansion area, along with measurement methods
and units for such activity. In addition to conventional model inputs such as dwelling units and
commercial activity, we would give particular attention to the various recreational attractions in the
expanded model area.
Using land use data for the expansion area supplied by local agencies, DKS will perform any
necessary inputs and/or manipulations to prepare them for usability in the travel model. We would
also review updated 1994 land use data and/or data sources for it, in the current model area. DKS
will use modem, sophisticated database software to reliably integrate these land use data sources into
a complete 1994 county-wide land use file. The resulting land use would be made available in the
current DBase/FoxPro format, or in an updated form such as Access or Paradox, if desired.
Traffic Counts: DKS will review traffic counts furnished by area jurisdictions to verify their
reasonability and consistency. This is necessary because counts are sometimes reported where hoses
pulled loose, were vehicles double-counted crossing askew, or where directions and starting times
were accidently mislabeled. While we cannot detect every problem, we can frequently spot
problematic counts by reviewing hourly variation across the day and directionality (for the whole
day and in portions of the day). Our effort of organizing traffic counts for use with a model is an
appropriate opportunity to compare nearby counts on the same road, older and newer counts at the
same location, and hose versus observed intersection counts, to see if volumes change significantly
without reason along a road or through time.
Verified updated daily, AM, and PM counts will be entered directly into the expanded model's
network link data. This offers both a method to examine the model's fit to the traffic counts (for
calibration), and a way to graphically present counts on a map. (It is also a highly simplified
prototype for a GIS format of count and network data.) The circa-1990 counts in the present link
data, and any newer counts therein, offer a base of comparison to updated counts. Counts, including
post-1990 counts, on roads near or tributary to high-growth areas, will need to be particularly
up-to-date. Likewise, counts on new roads and on roads tributary to them or bypassed by them
should be current.
Product: DKS will prepare a technical memorandum early in the project to outline the land use
and traffic count data requirements that are agreed upon through discussions with local
agencies. The memorandum will help guide the preparation of that data.
Task 3: Design and Conduct Roadside Surveys
To enhance the travel forecasting of through travel and truck travel in Shasta County, DKS proposes
the following tasks:
• A video license plate/post-card survey of vehicles on I-5 at the northern and southern limits
of Shasta County.
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DKS Associates
• Distribute origin-destination surveys at the I-5 agricultural inspection station near the
Oregon border.
• Origin-destination interviews of truckers at the 1-5 truck scales near Dunsmuir and
Cottonwood.
• Roadside origin-destination, interviews of automobiles and trucks on State Route 299 near
the Oak Bottom turn-off and near State Route 89, and on State Route 44 near
Shingletown.
• Collection of vehicle classification count data during the origin-destination survey period.
Few firms have practical experience in the application of videotaping technology to origin-destination
surveys. DKS, working with ATD Northwest, has completed videotape surveys on 1-580 near the
Altamont Pass, I-80 near the Sacramento/Placer County line, and on U.S. Highway 101 in Santa
Clara County. A summary of our proven cost-effective approach for gathering this data is as
follows:
• Site selection. DKS will investigate potential locations for the videotaping and roadside
interviews. The primary emphasis of this site selection will be the safety of the personnel
involved in these work efforts and minimizing impacts to traffic flow. Once candidate sites
have been identified, DKS will discuss the advantages and disadvantages of each site with
Caltrans and SCRTPA to select the most desirable sites.
• Problem size. A ten-hour videotape survey will be conducted both north- and southbound
on I-5 at two locations, on a typical weekday to gather average travel data. The current
two-way daily volume on 1-5 of approximately 33,500 vehicles (near Cottonwood) and
19,100 vehicles (near Dunsmuir) means that as many as 23,500 and 13,500 vehicles,
respectively, could be filmed in both directions in a ten-hour period. These vehicles will
be distributed across four lanes (two per direction). We propose to simultaneously tape
each lane with a separate camera.
• Timing. The key time period using the videotape technique is the delay time between
when each vehicle is taped and the time a postcard is delivered to the driver of the vehicle.
In order to hold this time to an absolute minimum, DKS plans to review the videotapes
within one day of the completion of videotaping at each location.
• Videotaping. The prerequisite to this task will be acquiring an encroachment permit from
Caltrans. DKS has acquired permits from Caltrans for its previous studies on state
highways. The DKS/ATD team will mobilize to the sites with four cameras equipped with
15:1 automatic zoom lenses and electronic digitizing shutters. These cameras will be
connected to four high resolution VCRs. A field monitor and switching station will allow
verification of the image being taped.
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DKS Associates
• Determine license plate origins. The tapes will be immediately delivered to a fully
equipped data recovering center to be set up in the Redding area. Licenses will be keyed
into databases on microcomputers. The microcomputer files will be merged and run
through our formatting software to prepare a request file in DMV format. The end-product
license plate file must be coded with a valid requestor code. Caltrans or SCRTPA will
need to obtain a requestor code for this survey which will allow the name and address
information of the vehicle owners to be furnished by DMV at no cost to DKS.
• Survey Mailout. Prior to the outset of taping, DKS will prepare draft survey forms for
review by SCRTPA. We propose to use the I-580 and I-80 survey forms as starting points.
These forms included questions on origins, destinations, trip purpose, number of persons
in vehicle, etc. DKS has an established relationship with a mailing service firm (from past
surveys), so preparation of mailing labels will be very efficient. Base on past surveys, a
gross return rate of 20 to 30 percent will be obtained.
• Prepare data base. Development of the database begins with the manual process of serial
numbering the returned forms and reviewing them for overall accuracy, legibility, etc. as
they are received from the post office. DKS has devised keying codes to minimize data
entry errors and has prepared software to perform range checking and other logic checks.
After the database has been prepared, DKS will tabulate the responses with origin-
destination results provided in a trip-table format. The products to SCRTPA include a
database on high density floppy diskettes, tabulations, and a report documenting the survey
process.
The DMV cannot provide addresses for out-of-state license plates. The destinations of most out-of-
state northbound automobiles can be assumed to be traveling north on I-5 to Oregon. The
destination of southbound I-5 traffic is much more difficult to determine. Many of the trucks on I-5
will have out-of-state plates. Due to the importance of data on truck travel, DKS will attempt to
conduct interviews of truckers at the 1-5 truck stops near Cottonwood and Dunsmuir at the same time
as the video survey. This, of course, assumes that the surveys can be timed when the CHP has the
scales open.
We will also distribute the survey to vehicles on southbound I-5 as they pass through the
Agricultural Inspection Station near the Oregon border. The drivers can then fill out the surveys at
their leisure and return them in the mail. While this survey station is 50 miles north of Shasta
County, DKS feels that it should be included in the survey program for the following reasons:
• It allows data to be collected form vehicles with out-of-state license plates.
• The data collection costs are low since it does not require the collection of license plates,
tape processing and mailout costs; it only requires the cost of mail-back postage.
• It provides Caltrans District 2 with an enhanced data set on I-5 travel.
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DKS Associates
DKS will expand the surveys to reflect total traffic volumes by conducting a traffic count and
vehicle classification during the survey period.
Products: DKS will prepare a memorandum that details the proposed roadside survey procedures
and ask for review and comments by Caltrans and SCRTPA. Based on those comments,
DKS will conduct the surveys outlined above. A computer database containing the
information gathered from the surveys will also be provided including trip tables
developed from the survey database and documentation of the survey process and
results.
Task 4: Review Travel Surveys/Census Data and Model Structure
Data from the Caltrans Statewide Travel Survey and the 1990 U.S. Census offer us a better
understanding of Shasta County demographics and travel behavior than was available for
development of the current model. DKS has recently used a 4,000 household sample from the
Statewide survey to derive new models of trip generation, trip distribution, mode choice, and time
of day for SACOG in Sacramento. In this day when models are held to higher standards and
tougher scrutiny than ever before, the value of locally observed travel data cannot be underestimated.
DKS already has the complete statewide travel survey data, including the Shasta County data, in
computer files from Caltrans. We think the model's trip generation, trip distribution, and time of
day parameters will be significantly improved through the use of the Shasta County portion of the
Statewide Travel Survey data.
Both the U.S. Census and the Statewide Travel Survey also provide a more detailed look at area
demographics than was available for the present model. As Table 1 shows, Shasta County differs
significantly from statewide averages in proportions of the residents that are retired, and not
employed. Table 2 shows that average number of persons per household is slightly below the
California average, while auto ownership is higher than the Statewide average. These differences
affect trip generation rates (total numbers of trips), trip purpose splits (proportion of trips to work,
shop, recreation, etc.) and trip timing(e.g. mid-day versus peak hours). Appendix B compares some
of the Shasta County travel survey data with California averages from the Statewide Travel Survey
data.
DKS will add both school and recreation trip purposes to the model structure. The model should
be significantly improved by the proposed addition of these trip purposes (now classified within the
"home-based other" trip purpose), since they will offer better specificity of trip distribution (trip
length and opportunity distribution), and trip timing (peak versus off-peak times in the day). Table
3 shows a distribution of trips by trip purpose for Shasta County from the Statewide Travel Survey.
Furthermore, we propose to include an additional trip purpose representing travel by heavy trucks.
The identification of truck traffic in the model should aid air-quality analysis, environmental impact
and neighborhood traffic studies, and potentially highway capacity and level-of-service analysis.
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DKS Associates
Table 1
Key 1991 Employment Status Data For Shasta County
Employment Status
(Persons 16 or Older) Shasta County California
Full Time Employed 48.3% 57.8%
Part Time Employed 8.6 8.3
Subtotal 56.9% 66.1%
Retired 19.2 14.1
Not Employed 17.2 12.2
Full Time Student 3.0 4.8
Other 2.7 1.5
Don't Know 1.0 1.3
Total 100.0% 100.0%
Table 2
Key 1991 Household Data For Shasta County
(From 1991 Statewide Travel Survey)
Shasta California
Household Single Multi Single Multi
Data Family Family Total Family Family Total
Persons Per Household 2.7 2.3 2.6 2.8 2.1 2.7
Vehicles Per Household 2.2 1.3 2.0 2.1 1.3 1.8
Households by Vehicle Ownership
0 VEHICLES 2.7% 15.5% 6.1% 5.1% 15.9% 8.9%
1 VEHICLE 25.4% 46.2% 30.8% 25.3% 48.1% 33.2%
2 VEHICLE 43.3% 31.5% 40.2% 42.2% 33.2% 37.8%
3+ VEHICLES 28.6% 6.8% 22.9% 27.4% 6.6% 20.1%
TOTAL 100% 100% 100% 100% 100% 100%
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DKS Associates
Another part of the model that we can significantly enhance is the household trip production
structure. The present model uses three housing types, single-family, multi-family, and mobile
home, with variable rates depending on geographic location. But within each housing type, we
should recognize that households with differing numbers of persons, employed persons, school-age
persons, and income are present, in proportions that are not necessarily uniform from zone to zone.
Therefore, we will investigate changing the model and the household data structure to better reflect
demographics. Appendix B shows trip generation rates for Shasta County based on housing type,
vehicle ownership and household size and income.
Recently, DKS, for each of two major MPOs, (SACOG in Sacramento and PSRC in Seattle) has
studied trip generation as a function of household structure, using travel surveys similar to the
Caltrans Statewide Travel Survey. For these studies, we calculated the average number of
person-trips made in each trip purpose, for all households in each category in a cross-classification
scheme.
It is more difficult to develop zonal datasets of households by a cross-classification system. To do
so, DKS would apply data from the U.S. Census. Shasta County currently has the detailed census
data on CD-ROM but does not have equipment to read/retrieve the data. DKS has hardware to read
and thus use this data.
Demographics may not fully explain variations in trip making between some zones and others. The
current model uses lower household trip production rates in outlying rural areas to better fit traffic
counts. To explain this necessity in many models, it is often hypothesized that residents of rural
areas accomplish their out-of-home activities by making more trips in "chains," buying more goods
per trip, and/or engaging in fewer out-of-home activities altogether, compared to urban-area
residents. These differences in behavior may be related to a measure of accessibility in the travel
model. Possible measures include, for example:
• Retail employment within some distance, like I or 5 miles,
• Households per acre,
• Households within one mile.
Hypotheses on the influence of accessibility for rural-area residents' travel are unfortunately difficult
to test, because most surveys have too few rural-area sample households. The Statewide Travel
Survey data, however, provides surveys of thousands of households in rural areas. If a suitable
function of accessibility can be obtained, it would offer some distinct advantages over the present
district-based system. As rural areas develop in the future, the model would automatically respond
with increased trip generation rates in those areas. These increases would be gradual over time,
rather than abrupt as would occur if shifting an urban-rural boundary. There would be no arbitrary
borders, on either side of which the model's trip production rates differ substantially.
Product: DKS will provide a technical memorandum outlining its review of the data for Shasta
County in the Statewide Travel Survey and the U.S. Census, and its recommendations
A94X0908-01 14
DKS Associates
on how the model structure should be revised. DKS will meet with the TAC to discuss
these proposed changes prior to their implementation in Task 6.
Task 5: Transit Mode Split Model Evaluation
The purpose of a mode choice capability is to provide a systematic and objective basis for evaluating
opportunities for alternative travel modes. The alternative modes may include increased transit
services and HOV programs and facilities. This mode choice capability will be important for
evaluating various Transportation Control Measures (TCMs) which may be used to achieve
conformity with the Congestion Management Plan and Air Quality Attainment plans.
DKS's transit experts will conduct an evaluation of the feasibility of developing a mode split model
for Shasta County including the pros and cons of alternative methods. DKS has already conducted
brainstorming sessions on this subject and believe that a relatively sophisticated mode split model
used in both the Sacramento are and San Joaquin County can be imported to Shasta County and
calibrated at a reasonable cost. This model relies on variables (such as travel time, cost, auto
ownership, income, etc.) and average coefficients (or the weightings of these variables) that have
been developed from surveys throughout the U.S. and have been accepted for use by the FTA and
FHWA when local data is unavailable or limited. Such was the case in Sacramento until a 4,000
household survey (3,000 households of which were funded by SACOG to add to the 1097 in the
Statewide Travel Survey) was made available in 1992.
As part of the technical memorandum outlined in Task 4, DKS will discuss several approaches to
developing a mode split submodel/feature. If the TAC and SCRTPA agree with DKS's current
recommended approach, then optional Task 7 will be followed.
Task 6: Estimate Parameters and Revise Model Structure
Having made preliminary decisions on structural enhancements to the model (trip purposes,
demographic input, mode choice, and other concerns discussed in Tasks 4 and 5 above), and
assembled enhanced/expanded input data for the model, it is necessary to 1)estimate new parameters
for the modified components of the model, and 2) rewrite implementations of the model into its
databases and its MINUTP command files.
Estimate new parameters: DKS will re-estimate trip generation rates for the current and new trip
purposes. As discussed above, home-based productions should be developed (or validated) from the
Statewide Travel Survey, since this study directly relates trips by purpose to particular households.
The present model's attraction and non-home-based trip generation will also need to be split into the
new trip purposes (i.e., school, recreation and trucks).
Some additional model parameters may be estimated from the Statewide Travel Survey, that are not
required for the model's proposed structural revisions, but are desirable for the sake of maximizing
A94X0908-01 15
DKS Associates
the model's reflection of recent, local, surveyed travel behavior. Some of these parameter revisions
are:
Trip Distribution Factors: The Statewide Travel Survey should also be suitable for updating the
model's trip distribution functions, commonly known as "friction factors". These factors are
improved by a standard procedure that compares the trip length frequency according to the model
(using "old" friction factors) to the trip length frequency observed in the survey. (This adjustment
process could be performed using the respondents' stated travel times, but it would actually be
advantageous to obtain the model's estimate of travel times of all surveyed trips. To obtain model
time estimates requires a relationship table between model zones and survey origin and destination
geocodings.) Appendix B provides the trip length frequency data for Shasta County from the
Statewide Travel Survey.
Time-of-Day Factors: New parameters that divide daily trips of each trip purpose into time periods
of the day (AM, PM; and off-peak) may also be estimated from the Statewide Travel Survey. For
each time period, the time-of-day factor set consists of two numbers for each trip purpose: the
percent of the day's trips travelling from the production (home) to the attraction, and the percent
travelling from the attraction to the production. Observed times of day may be tabulated in such a
manner as to permit easy construction of models of any time period as needed (for example, 3-hour
peak periods, and the highly-travelled noon hour). Appendix B provides the observed time of day
distribution for Shasta County from the Statewide Travel Survey.
Apply Model with New Structure: The present trip generation model is already too complex for
MINUTP's own trip generation program; the proposed revisions would be even more complex.
Therefore it is appropriate that it remain in a database-software implementation. We at DKS are
willing and proficiently capable to work with and enhance the�current FoxPro programs and trip-rate
tables. But recent advances in commercially available database software, most notably Microsoft
Access, Visual Basic, and Borland's Paradox, enable us to rewrite the trip generation implementation
to make it substantially easier to use, understand, and maintain. (These new programs can work with
the land use tables in their present DBase format, so conversion of the data file format would not
necessary.)
DKS will also revise the MINUTP command files to include the additional trip purposes, the added
AM time period, and all re-estimated model parameters. These command files will include logical
"insertion points" to accommodate revised mode choice models.
Task 7: Develop Mode Choice Model (Optional)
As discussed in Task 5, DKS's recommended approach is to "import" the SACOG mode split model
and calibrate it to Shasta County mode split data. DKS's recommended approach is to develop a
logit mode choice model for work trips. The mode choice for non-work trips will be estimated in
proportion to the work trip mode choice. Based on a review of mode choice modeling in other
regions, it was determined that direct mode choice models for non-work trips are much less reliable
A94XO908-0I 16
DKS Associates
than work-trip mode choice models, unless extensive classifications of Census household survey data
can be made available. Therefore, mode choice will be estimated by relating non-work trips to work
trips. This procedure is used effectively in the current regional models for the Sacramento Area
Council of Governments (SACOG) and the San Joaquin County Council of Governments.
Review Survey Data: DKS will review available data from the United States Census and the
Caltrans 1991 Travel Survey. We have extensive experience in the analysis of these data sources
through our work on other travel models. These data will provide important information on
household characteristics (such as auto ownership and average incomes), and travel patterns, such
as current levels of ridesharing and transit use.
Compile Validation Criteria: DKS will meet with Shasta County staff to agree on the appropriate
criteria for validation of the mode choice model. The criteria may include overall work trip mode
choice in the county, overall transit ridership, and transit ridership across a few select screenlines
or cordon lines.
Code Existing Transit Network: Existing fixed-route transit lines will be coded relative to the
existing road network. Average transit operating speeds will be determined from route schedules,
and will be coded in relation to roadway speeds. The transit coding will also include information
on parking locations and transfer points.
Compile Zone Data: A zonal data file will be compiled for each zone in Shasta County, based on
Census tract information (or Census block information if readily available). The zonal data file will
include such information as:
• Percent of households in the zone accessible to transit by walking
• Percent of jobs in the zone accessible to transit by walking
• Average parking cost, if any, for employees in the zone
• Percentage of households with no automobile available
• Average household income
• Whether the zone is in a "Central Business District" (this factor may not be needed, but
has been found to be useful in many regional models)
The zonal data file will be used as an input to the work trip mode choice model.
Develop Logit Mode Choice Model for Work Trips: A module will be added to the MINUTP
model which performs the calculations for a logit mode choice model for work trips. The following
five modes will be represented:
• Drive alone
• Carpool, 2 persons
• Carpool, 3 or more persons
• Transit, walk access
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DKS Associates
• Transit, drive access
For each pair of zones, the mode choice will be calculated separately for three types of transit
accessibility:
• Transit within walking distance at home and at workplace (all five modes possible)
• Transit within walking distance at workplace but not at home (four modes available, no
Transit Walk Access)
• No transit within walking distance at workplace (three auto modes only)
This stratification allows for a more accurate representation of transit accessibility without splitting
the analysis zones into smaller sizes.
A set of standard parameters derived from other models will be used to reflect values such as driving
cost per mile, relative values of transit waiting time versus in-vehicle travel time, and relative values
of cost versus time. Other coefficients which reflect people's perceptions of the relative
attractiveness of each mode will be calibrated specifically for Shasta County conditions, based on
the available data. The final coefficients will be compared to other calibrated models to ensure
reasonableness of the estimates.
Develop Factored Mode Choice for Non-Work Trips: A module will be added to the MINUTP
model which estimates non-work mode choice relative to the work trip mode choice for each zone-
to-zone movement. The process is used in Sacramento and has been accepted by FTA for use in
a AA/EIS on a major light-rail extension project. The process consists of a look-up table which
relates the non-work trip percentages for transit and carpools to the corresponding percentages for
work trips. The factors are stratified by auto availability and by trip length. For example, if the
work trip mode choice indicates that 4.5 percent of trips will use transit for a certain 25 minute trip,
the look-up table may indicate a 2.7 percent transit percentage for home-based-other trips and a 2.3
percent transit percentage for non-home-based trips. The factors for non-work trips will be derived
from factors used in other model with more extensive databases on existing transit ridership, and
then adjusted for Shasta County conditions.
Our work with more extensive travel survey data sets in Sacramento and Seattle has indicated that
a logit mode choice model for non-work trips can be successfully developed, but only if household
data can be defined through extensive cross-classifications. The classifications would include
income, workers per household, persons per household and autos per household. At this time, we
are not proposing that Shasta County allocate the extensive resources required to prepare the detailed
breakdowns of Census household data. However, DKS will discuss incorporating additional survey
information to improve the quality of the mode choice models, if the survey information is available
in a compatible format.
A94X0908-01 18
DKS Associates
Revise Model Jobstream: The mode choice calculations require additional inputs on auto and
transit travel times, zonal data, and trip lengths. Additional modules will be added to the jobstream
to provide the necessary inputs. In particular, a preliminary A.M. peak hour traffic assignment will
be added before the mode choice calculations. The A.M. peak hour assignment will provide and
initial estimate of auto travel times (separate times for drive alone and HOV) on a congested road
network. These "congested" auto times will be used as an input to the work trip mode choice model.
After the work and non-work travel modes have been calculated, an updated table of daily vehicle
trips will be calculated. The final daily and peak hour trips for assignment will be based on the final
(post-mode-choice) daily trip table.
Modules will also be added to calculate transit travel times for the mode choice model, and to
provide assignments of transit trips.
System Validation: The work trip mode choice and non-work mode choice calculations will each
be run up to five times to calibrate the coefficients to the existing county-wide mode shares
determined from the survey data.
Task 8: Calibrate Daily Model
Traffic volumes calculated by the revised model using the new existing land use, external travel
tables, and highway network will be compared to actual traffic counts. The emphasis of this
comparison will be on screenlines, such as those established for the current model, and appropriate
new ones in the expanded model area. Screenlines are a valuable diagnostic tool that can identify
the needs to adjust various model parameters such as trip generation rates, purpose splits, and
distribution factors. The calibration process should attain agreement within 10 percent of major
screenlines and most minor screenlines.
Individual links, of course, will not be overlooked, in the search for trip assignment problems and
localized land use or trip generation problems (though by no means can we find all problems in this
manner). When calibrated, the modeled volumes on most facilities should be within a lane's
capacity of their counts. However, in all but the most extensive calibration efforts, localized
problems are expected to remain, due to the coarseness of traffic loadings by centroids, and spot
errors in land use data or interpretation.
As mentioned before, calibration of the model to 1994 school-year conditions requires that the daily
and peak hour traffic counts are reasonably up-do-date, and that the land use tables are likewise
up-to-date.
Task 9: Calibrate A.M. and P.M. Peak Hours
Once the daily model has been reasonably calibrated to 1994 conditions, the process of calibrating
both the AM and PM peak hours will begin. Knowledge gained from the peak hour calibration
A94X0908-01 19
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DKS Associates
process usually assists in improving the daily calibrations. The peak hour volumes are based on
applying a set of factors by trips purpose and direction (i.e. from production to attraction and
attraction to production). The factors can be obtained from the Statewide Travel Survey data and
adjusted during calibration if necessary.
Task 10: Model Documentation
DKS will update the Users Manual we prepared for the current model to fully document the new
Countywide model including its structure, inputs and outputs, calibration and example applications.
DKS will also provide a section on the best ways to develop all the input data for future year
application of the new model.
Product: DKS will provide an updated Users Manual and all of the MINUTP set-up files to run
the new model. The 1994 input and output files (both MINUTP and Database files) for
the calibrated model will also be provided.
Task 11: Training
DKS will provide 3 days of training on the new model, all in the Redding area. After the first
session on an overview of the new model, DKS will ask SCRTA to limit the class size to about four
to six people so that adequate hands-on training can be provided.
A94XO908-01 20
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3. Project Team
The development of a regional travel demand model is a complex process and one that is notorious
for significant cost and time overruns. DKS Associates clearly recognizes that fact due to our
extensive experience in the development of multi-modal regional models. To avoid schedule and
budget problems and still deliver a quality product requires strong project management, a quality
control program and a dedicated staff.
Mr. John Long will be DKS Associates' project manager. John has 19 years of experience leading
major regional transportation planning and corridor studies, many of which have involved
development or refinement of regional travel models. He has led multi- disciplinary project teams
on several complex planning/engineering studies and has a reputation for completing such projects
on-time and within budget.
Our project organization is shown on Figure 1. We have structured out staff into four basic groups:
the project manager, the advisors and two implementation groups: roadside surveys and model
development.
The roadside surveys will be directed by Mark Rackovan of DKS who has recently overseen a major
license plate origin/destination survey of HOV users on US 101 in Santa Clara County. Videotaping
of license plates on I-5 will be conducted by ATD Northwest who specializes in such work and have
conducted numerous videotape surveys for Caltrans in District 3, 4, and 7 (as described in Section
1 of the proposal).
The roadside surveys on SR 299W, SR 229E and SR 44, as well as the truck surveys on I-5 will be
conducted by Wiltec, who specialize in the collection and analysis of traffic data. Wiltec is certified
by Caltrans as a DBE firm.
The model revisions will be implemented by John Gibb and Mike Aronson under the direction of
John Long. As shown in Section 4, this team has collaborated together on the development of a
number of travel models throughout the West Coast.
For the key issues related to transit/mode split models and air quality models, the model development
team will draw on the advise of William Dietrich and Rob Ireson. Mr. Dietrich has managed major
transit studies throughout the West Coast. In 1993, he assisted Nelson\Nygaard Consulting
Associates in the preparation of the Shasta County Transit Development Plan and is therefore
familiar with RABA and Shasta County's transit needs. Rob Ireson is one of the premier experts
in air quality analysis. He is currently directing the conversion of the Caltrans DTIM model for PC
applications and is assisting DKS in linking the new Sacramento regional model to DTIM. He will
assist DKS in linking the Shasta County model to a future DTIM model for the County.
A94X0908-01 21
DKS ASSOCIATES
Figure 1
Project Organization
City of Redding Shasta County
Shasta County RegionTransportation
Regional Trtation
Caltrans Planning Agency
PROJECT MANAGER
John P. Long, P.E.
ROADSIDE SURVEYS MODEL DEVELOPMENT MODE SPLIT AND AIR
QUALITY ADVISORS
Mark Rackovan, DKS John Gibb, DKS
A.T.D. Videotaping Mike Aronson, DKS William Dietrich, DKS
WILTEC Roadside Surveys Rob Ireson, SAI
0 0
DKS Associates
The most relevant experience of our project staff is summarized below. Full resumes of each staff
member is provided in Appendix A.
John P. Long, P.E., Project Manager. John Long, a principal with DKS, will be DKS Associates
project manager. John has 19 years of experience leading major regional transportation planning and
corridor studies, many of which have involved development or refinement of regional travel models
throughout the West Coast. Mr. Long is the project manager for updates of the Sacramento and
Seattle regional travel models. Those efforts are intended to help the MPOs in those regions meet
the requirements of ISTEA and the Clean Air Act.
Mr. Long led DKS's model development effort for the Redding area. He has also developed travel
demand models, including documentation and training of staff, for the cities of Seattle, Bellevue and
Kent and for Clark County in Washington State, and for the cities of Roseville, Redding and
Woodland and Placer County in California. He also assisted Clark County Washington in
development of a Home-Interview Travel Survey and recalibration of their travel models based on
the survey results. He has experience with MINUTP, TRANPLAN, UTPS, MicroTRIPS, and
EMME/2 modelling packages.
John Gibb, Model Development. John Gibb is a transportation engineer with 7 years of
experience, most of which has involved the development and application of travel demand models
including models for Sacramento, Placer, El Dorado, Yolo and San Joaquin counties, and for the
Cities of Roseville and Redding. In these efforts, he helped refine detailed land use data, developed
trip generation submodels, implemented model structure and performed detailed calibration efforts.
He also utilized the resulting models for the development of long-range forecasts and needs analyses,
and provided training of agency staff.
Most importantly, Mr. Gibb, under the direction of John Long, has recently estimated the auto
ownership, trip generation, trip distribution and mode choice submodels for the update to SACOG's
regional travel model for the Sacramento area. He has also recently estimated new trip generation
models for PSRC's model of the Seattle region. He has used the ALogit and SPSS software
packages to estimate these state-of-the-art submodels.
John is experienced with advanced modeling techniques such as logit model estimation, trip
generation from parcel-databases, select-link-based cost-share analysis, equilibrium peak hour
modeling, impacts of bottlenecks upon downstream flows, intersection delay methodologies for the
trip assignment process, and simplifications to the network coding process.
Mike Aronson, P.E., Model Development. Mike Aronson, a transportation engineer with 12 years
experience, is a key member of DKS's modeling staff. He has developed and adapted numerous
travel forecasting computer models for local and regional areas. In addition, he has developed and
led model training courses for clients including Caltrans Districts 3 and 4, Sacramento Regional
Transit, El Dorado County, University of California at Davis, City of San Luis Obispo and more.
He has prepared detailed user manuals, and provided on call consultation.
A94X090"1 22
DKS Associates
Relevant projects include revising the trip generation and trip distribution processes and developing
a new mode split model for the San Joaquin County MINUTP Model; interregional transit and
highway forecasts for the SACOG/MTC Strategic Transportation Planning Study of the I-80
Corridor; assisted the development of a multi-modal regional model for Sacramento Regional Transit
and SACOG; model development for the SR 152 and SR 102 corridors for Caltrans; patronage
estimation for BART'S Dublin-Pleasanton Extension and for CalTrain service to San Francisco; and
General Plan circulation studies in San Luis Obispo, Morgan Hill, Fairfield, Woodland and other
communities.
Robert G. Ireson, Air Quality Advisor. Rob Ireson, Director of Air Quality Management with
Systems Applications International (SAI), holds a Ph.D. in operations research. Since joining
Systems Applications in 1979, Dr. Ireson has designed and managed numerous projects involving
the adaptation and evaluation of urban- and regional-scale models for specific regulatory issues, and
studies of the use of technical information in policy decisions.
Since 1987, he has been project manager or technical director for a number of significant projects
related to air quality planning in the Sacramento Air Basin. These include: (1) the 1987 "scoping
study" for the Sacramento Air Quality Management District (AQMD) that identified the key
atmospheric processes and meteorological patterns leading to high ozone concentrations, and that
developed alternative monitoring strategies to support a technically sound photochemical modeling
approach; (2) the current Sacramento Area Council of Governments (SACOG) project that has
included the 1989 and 1990 field monitoring studies, selection and analysis of the two ozone
episodes to be modeled for the 1993 Air Quality Management Plan, development of episode-specific
point and area source emission adjustments, development of episode-specific mobile source emission
inventories that integrated five travel demand model forecasts, and development of the new PC-based
version of DTIM; (3) the current California Air Resources Board (ARB) project for photochemical
modeling of the Broader Sacramento Area, to support control strategy evaluation in the 1993
Sacramento Air Quality Management Plan; and (4) a SACOG and AQMD winter carbon monoxide
monitoring program to improve understanding of the high CO events in the Sacramento area.
Dr. Ireson has been extensively involved in the development and application of techniques for
linking transportation planning forecasts to emission estimation and air quality planning. He directed
SAI's development and extension of both the TRFCONV and DTIM models for generating link-level
mobile source emissions, based on travel demand model forecasts. He has been a major contributor
to the development of methods for assessing conformity and for the evaluation of TCM benefits.
He has directed studies of the adequacy of existing data and forecasting techniques to support air
quality planning in four urban areas, and as noted above, is project manager of SACOG's
multimillion dollar ozone air quality study. He is directing the conversion of the CALTRANS DT1M
model for PC applications in conjunction with this project.
Prior to joining SAI, Dr. Ireson worked for the U.S. EPA's Office of Research and Development and
San Francisco Regional Office, working in the areas of ambient monitoring, quality assurance and
planning.
A94X0908-01 23
DKS Associates
William Dietrich, Transit/Mode Split Model Evaluation. Mr. Dietrich is a founding principal of
DKS Associates with 30+ years of experience and a nationally recognized expert in transit studies
and alternatives analysis. Mr. Dietrich has held positions of primary responsibility on major transit
projected throughout the West Coast. He recently directed the draft AA/EIS/EIR for Tasman
Corridor in Santa Clara County, evaluating transportation improvement alternatives including LRT,
busways, and HOV for a 12 mile corridor northeast of San Jose; and the BART Warm Springs
Extension Alternatives Analysis/EIR, evaluating 11 alternatives, multiple station extension of BART
in Alameda County. He also led DKS's effort on the Shasta County Transit Development Plan.
A94X090"l 24
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DKS Associates
4. Qualifications and References
DKS staff assigned to this project are experienced in developing, exercising and maintaining multi-
modal travel models for cities, counties and regional planning agencies throughout the West Coast.
We have also conducted a number of key projects in Shasta County. The following represents a
selected number of projects completed in the last 5 years that are very relevant to the update of the
Shasta County travel demand model. We are proud of these efforts. All of them have led to follow-
on work due to satisfied clients. We encourage you to contact the references listed on any of the
projects listed below.
Sacramento Area Travel Demand Model Update. DKS is currently finishing an update of the
region's travel demand forecasting model (SACMET) for SACOG. Together with a panel of
nationally recognized modeling experts, the model's structure is being modified and enhanced to
incorporate data from a 4,000 household travel survey, and to address the latest technical issues on
travel modeling and associated environmental areas posed by ISTEA. This update includes the
following:
• Auto Ownership Submodel - A new submodel has been added to SACOG's structure to
estimate the number of automobiles available by a household (as well as each worker and
person in the household). This logit submodel includes income, household size, number
of workers, "pedestrian environment factors", retail jobs within a mile and total jobs within
30 minutes by transit as variables.
• Trip Generation - A new trip generation model was developed that includes an expanded
cross-classification process involving more household variables than the previous model,
and adds school trips as a separate trip purpose category. It includes a three-way cross
classifications of input variables for home-based-shop and home-based-other trip purposes.
• Trip Distribution - The gravity model has been re-estimated based on the travel survey data
using a "composite impedance" of the log sums of the mode choice model coefficients for
each trip purpose.
• Mode Choice - A new logit model was developed that includes estimates of bike and
pedestrian travel mode choices as well as auto and transit. A nested logit model combining
trip distribution and mode choice has been developed for home-work trips.
• Model Processes - A "feedback loop" that accounts for the effects of congested roadway
speeds on trip distribution and mode choice has included in the upgrade along with the use
of multiple time periods. A "peak spreading" process is also being explored.
Contact: Gordon Garry
A94X0908-0I 25
DKS Associates
SACOG
3000 "S" Street, Suite 300
Sacramento, CA 95816
(916)457-2264
Key Staff: John Long, John Gibb, Greig Harvey, Mike Aronson
Completion:1994
Redding Area Travel Model/Street Master Plan. The purpose of the study was to assess 10 and
20 year transportation improvement needs within the Redding urbanized area utilizing a
computerized travel forecasting model and reflecting anticipated growth under the current General
Plan of the City. DKS developed and calibrated a travel model that covered all of Central Shasta
County. Then DKS developed interchange improvements as well as intersection widening and
signalization improvements (based on detailed analysis of 187 intersections within the city limits
using DKS's model "post-processor"). The products included a Street Master Plan that provides the
cost and phasing of improvements over 20 years plus documentation and training on the regional
travel model. The travel model is now being used by City staff for a number of planning efforts.
Contact: Doug Will
City of Redding, Department of Public Works
760 Parkview Avenue
Redding, CA 96001
(916) 225-4182
Key Staff: John Long, John Gibb
Completion:1991
Model Refinement for the Puget Sound Region. DKS is currently finishing an update of the
Seattle regional travel model for the Puget Sound Regional Council of Governments. That effort
involves development of a strategy for a full update of the regional model and then implementation
of a portion of the update focussing on a new trip generation model. DKS has estimated a new trip
generation model using two travel survey databases: a 4,000 household travel survey and a multi-
year "panel" survey of 1,600 households. The new trip generation model includes walk and bike
trips and involves a sophisticated three-way household cross-classification scheme for trip
productions. New attraction rates for six employment categories have also been estimated for each
trip purpose. A new "truck trip" purpose has been added based on data from over 100 trip
generation studies that included vehicle classification counts. Special generators have also been
expanded and updated.
Contact: Robert Sicko
Puget Sound Regional Council of Governments
A94X0908-01 26
DKS Associates
216 First Avenue, S.
Seattle, WA 98104
(206)464-5325
Key Staff: John Long, John Gibb
Completion:1994
Route 273 Corridor Study, Shasta County. DKS Associates completed a study of the Route 273
corridor in the Redding area. The study area began north of Redding, and extended through the
CBD to the City of Anderson to the south, a total length of 16 miles. The principal facility studied
was Route 273, a 4-lane arterial which is the only route in the vicinity west of the Sacramento River.
Route 273 is closely paralleled by the Southern Pacific Railroad trackage along most of its length
as well as by the Interstate 5 freeway immediately east of the river. DKS examined a wide range
of improvements including modifications of flow through the downtown, realignment of closely
paralleling streets, traffic signal modifications and installations, and full grade separations. The
improvements were grouped into three policy options: 1) "do nothing", 2) "constrained funding", 3)
"unconstrained funding". Improvements were evaluated in terms of construction costs, secondary
negative impacts (such as right-of-way requirements), and resulting traffic service levels. Moderate-
cost near-term solutions, as well as higher-cost long-term solutions were identified.
Contact: Tom Hayward
Shasta County Regional Transportation Planning Agency
1855 Placer Street
Redding, CA 96001
(916)225-5661
Key Staff John Long
Completion:1988
Shasta County Transit Development Plan. DKS recently conducted analyses as part of an
engineering and planning team to plan future transit services in Shasta County. DKS's principal role
was the development of transit ridership projections in the Redding area for the Year 2010.
Activities are continuing on the development of a Master Plan for bus maintenance facilities.
Contact: Tom Hayward
Shasta County Regional Transportation Planning Agency
1855 Placer Street
Redding, CA 96001
(916)225-5661
Key Staff: William Dietrich
Completion:1993
A94XO908-01 27
DKS Associates
Sacramento County General Plan Update - Sacramento, California. DKS Associates prepared
the transportation analysis of the environmental review of the proposed Sacramento County General
Plan. SACOG's regional SACMET model was modified to include proposed land use and
transportation infrastructure associated with the new plan. This analysis identified current and future
deficiencies in the transportation network, and identified opportunities for impact mitigation. The
travel forecasting also included an analysis of travel characteristics of transit- oriented developments
(TOD's), as well as an analysis of the impacts of reaching the 1.5 AVR required by the California
Clean Air Act.
Contact: Dennis Yeast
Sacramento County Environmental Coordinator
827 7th Street, Room 220
Sacramento, CA 95814
(916) 440-7914
Key Staff: John Long, John Gibb, Vic Maslanka
Completion:October, 1992
Placer County Congestion Management Plan. DKS worked with PCTC and Placer County staff
plus the staffs of all the cities and transit agencies in the County to develop the Placer County CMP.
This effort involved the development of a Countywide travel model, defining level of service
standards for both roadway and transit facilities/services, and identifying needs. DKS also
established a land use/transportation analysis program and a TDM element. DKS is currently
overseeing the preparation of an EIR on both the CMP and the Placer County Regional
Transportation Plan.
The travel model development involved expanding the number of traffic zones in the County from
about 50 used by SACOG to about 850. This allowed a more detailed roadway network as well as
expansion of the model's coverage to include the Colfax and Foresthill areas. A linkage to
SACOG's model was provided since the SACMET model's person trip tables (by purpose and mode)
are used to 1) incorporate SACOG's land use/trip generation outside Placer County, 2) provide an
initial regional distribution of trips and 3)estimate regional mode choice. The Placer County model
then redistributes trips within Placer County, and reassigns traffic on a detailed regional network that
utilizes aggregation of some zones outside the County.
Contact: Tim Douglas
Placer County Transportation Commission
853 Lincoln Way, Suite 109
Auburn, CA 95603
(916) 823-4030
Key Staff: John Long, John Gibb
Completion:1992
A94X090M I 28
DKS Associates
Placer County General Plan. DKS is working with Placer County and a multi-disciplinary
consulting team, to develop an update to the County's General Plan. DKS's initial role was to
enhance the Countywide travel model based on a new land use inventory and evaluate the
transportation impacts of several growth alternatives for the County. Based on the outcome of this
analysis and direction from the County Board of Supervisors, DKS will develop the Circulation
Element of the General Plan Update and prepare the transportation section of the EIR on the Update.
The model enhancement was facilitated by obtaining the assessor's records for all parcels in Placer
County. DKS then geocoded each parcel to one of the 850 zones in the County. The model has
been recalibrated to all available 1990/1991 traffic count data.
Contact: John Krogsrud Loren Clark
Placer County Department of Public Works Placer County Planning Department
11444 "B" Avenue, Dewitt Center 11444 "B" Avenue, Dewitt Center
Auburn, CA 95603 Auburn, CA 95603
(916) 889-7581 (916) 889-7470
Key Staff. John Long, John Gibb
Completion:1993
San Joaquin County General Plan DEER and Travel Model Update, San Joaquin, California.
DKS Associates prepared EIR transportation inputs for San Joaquin County's Draft General Plan.
The Draft General Plan anticipates dramatic growth over the next 20 years, including the possibility
of five new or expanded communities in unincorporated areas. DKS expanded the countywide travel
model previously prepared by the Council of Governments to cover 13 Northern California counties
to address issues related to potential commute travel between San Joaquin County and the Bay Area
and Sacramento regions. Due to the amount of growth projected, and the relative lack of regional
transportation improvements explicitly included in the Circulation Element, a comprehensive set of
mitigation measures was developed to address transportation impacts of the plan. These measures
included programs to reduce traffic generation in the county by improving public transit, ridesharing
programs and bicycle/ pedestrian facilities; recommendations for regional and local roadway
improvements beyond those already included in the Regional Transportation Plan; and policies to
balance future growth against the infrastructure funding/implementation potential. DKS assessed
each of the proposed new/expanded communities and identified mitigation measures that focus on
the individual projects and other major developments in the county.
Contact: Gary Dickson
Senior Regional Planner
San Joaquin County Council of Governments
1860 East Hazelton Avenue
Stockton, CA 95205
(209) 468-3913
A94XO908-0I 29
DKS Associates
or
Eric Parfrey
San Joaquin County Department of Planning
1810 East Hazelton Avenue
Stockton, CA 95205
(209) 468-3153
Key Staff: Mike Kennedy, Mike Aronson
Completion.-July, 1992
Citywide Traffic Model and Traffic Impact Fee, Roseville. DKS developed a regional MINUTP
traffic model which focuses on Roseville, allowing the city to forecast the effects on both regional
and local travel. Following model developments, DKS prepared a Capital Improvement Program
(CIP) for the next 20 years. We have defined a traffic mitigation and transit cost-share fee structure
for new development, and have recommended a roadway improvement phasing plan.
The model is consistent with the Placer County travel model as well as SACOG's SACMET model.
It has since been used by DKS to develop the Circulation and Air Quality Elements of Roseville's
General Plan Update. This effort involved evaluation of several land use and modal alternatives, as
well as the impacts of Roseville's TSM Ordinances.
Contact: Larry Pagel
Director of Public Works
City of Roseville
316 Vernon Street
Roseville, CA 95678
(916) 781-0331
Key Staff: John Long, John Gibb
Completion:October, 1992
Woodland Street Master Plan/Travel Model. As part of an Update to the City's General Plan,
DKS prepared a street master plan for the City of Woodland. The study evaluated the traffic
circulation needs within the City's sphere of influence; defined policies, goals, and objectives of the
City's circulation system; evaluated alternative improvement schemes; developed an implementation
strategy; and identified the range of funding sources available to the City for development of the
circulation system.
To evaluate alternatives, DKS developed a detailed model for the Woodland/Davis area. A detailed
land use database was developed by DKS from Citywide aerial photos and other sources. The
A94X0908-01 30
DKS Associates
model, which was calibrated to 1989 conditions, has since been used to evaluate a General Plan
amendment in Woodland and the Long-range Development Plan for U.C. Davis.
Contact: Don Costa
City of Woodland, Department of Public Works
City Hall
Woodland, CA 95695
(916) 661-5974
Key Staff: John Long, Mike Aronson
Completion:1989
Travel Demand Model, Seattle, Washington. DKS developed and calibrated a travel demand
model with a primary focus on the Northgate and University districts, but with the capacity to
include all of Seattle. The model allows the City to analyze land use, roadway capacity and mode
choice plans and issues, and features linkages to a traffic volume database, a mode choice model,
and an air quality model.
Contact: Henry Sharpe
City of Seattle
600 4th Avenue, Room 200
Seattle, WA 97104
(206)684-8056
Key Staff John Long, John Gibb
Completion:1990
Bellevue CBD Implementation Study and Travel Model Development. DKS was the Prime
Contractor on the development of a transportation plan and implementation strategy for Bellevue's
fast-growing CBD. This two year study involved examining a complete range of transportation
issues and alternatives, as well as the development of an environmental assessment on the plan.
In the development of the plan, DKS first tested a series of transportation strategies. As part of the
analysis of a major expansion of the bus service serving the CBD (with an emphasis on express
buses using Seattle's planned HOV lane system), DKS conducted a detailed "equilibration process"
on the transit system in the same fashion required by UMTA in a Alternatives Analysis or Systems
Planning Study. Also, DKS conducted a sensitivity analysis of parking costs to transit usage to
demonstrate how the City's parking policies must change to achieve significant increases in
ridership.
To test the many multi-modal alternatives identified during the plan development, DKS developed
a sophisticated travel model with a n-logit mode choice model. The work trip mode choice model
A94X0908-01 31
DKS Associates
splits person trips into drive-access transit, walk-access transit, shared ride and drive alone modes.
Non-work trips were split among auto, walk-access and drive-access transit.
Given the emphasis on HOV's and express bus service, a key feature in the travel model developed
by DKS was the use of multiple peak hour equilibrium capacity-restraint assignments to accurately
predict carpool usage and paths. This process, that follows UMTA's recent guidelines, involves
"opening and closing" separate HOV links in iterative assignments to properly assign carpools and
test their travel time savings over single-occupant autos.
DKS also developed a model post-processor to 1) enhance travel forecasts based on the City's
extensive traffic count data 2) conduct detailed level of service analysis at our 200 signalized
intersections 3) determines signal warrants at unsignalized intersections and 4) provides detailed
output on volume, speeds and delays for use in an air quality model. DKS provided the City staff
with extensive model documentation and training.
Contact: Tom Noguchi
Transportation Planning Manager
City of Bellevue
(206) 462-4073
Key Staff. John Long
Completion:1989
Buenaventura Boulevard Improvement Project, Redding. As part of an engineering team, DKS
Associates are studying the proposed extension of Buenaventura Boulevard to provide an arterial
roadway southwest of downtown Redding from SR 273 to SR 299 W (Eureka Way). DKS is
responsible for the development of roadway plan lines for Buenaventura Boulevard through Blue
Gravel Canyon and at SR 273, alternative alignments for the reconstruction of the intersections of
Buenaventura Boulevard, Westside Road, Railroad Avenue, and Cedars Road near SR 273, Year
2012 traffic volume forecasting for four study alternatives, and analysis of traffic impacts for
inclusion in the project EIR.
Contact: Doug Will
City of Redding
760 Parkview Avenue
Redding, CA 96001
(916) 225-4182
Key Staff: Vic Maslanka
A94X0908-01 32
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DKS Associates
5. Cost Proposal and Schedule
As requested, DKS has included a cost breakdown for how we propose to complete the project Table
3 provides the estimated number of hours that each professional and support staff team member will
devote to each of the task/product groups. It also provides our cost for each task.
DKS will prepare the required evaluation of optional mode split models including the pros and cons
of each, in Task 5. As discussed in our proposed approval and work program, DKS believes that
a viable mode split model can be developed at a reasonable cost. That mode split model would be
comparable to the ones now being used by SACOG and San Joaquin County, both of which are non-
attainment areas for air quality. As indicated in Table 3, the optional Task 7 to prepare the mode
choice model would cost $20,000.
Without optional Task 7, DKS would conduct the work program described in this proposal for a not-
to-exceed cost of$125,000. The breakdown of costs by the four work elements required in the RFP
is a follows:
Without With
Tasks Task 7 Task 7
A. Roadside Interviews 3 $65,600 $65,600
B. Revise Model 1,2,4,6,8,10,11 $43,900 $43,900
C. AM and PM Peak Hours 9 $8,500 $8,500
D. Transit/Mode Split 5,7 $7,000 $27,000
Evaluation
Total $125,000 $145,000
Figure 2 shows our proposed schedule for the project. DKS recognizes that the traffic count data
collected by the local jurisdiction will be collected in both the spring and fall of 1994 and will not
be fully available for model calibration until November, 1994. Also, the roadside surveys must be
conducted after the summer vacation season (i.e. after mid September). However, a number of key
tasks can be conducted before November, including expansion of the model's zones, network and
structure and the estimation of model parameters from the Statewide Travel Survey data. The new
traffic count data and roadside surveys will not be required until the beginning of the model
calibration, Tasks 8 and 9.
The 1994 land use data for the expanded/updated model, would be needed by early September, 1994
to meet the schedule outlined in Figure 3. If that is possible, DKS is confident that the project can
be completed in 10 months. This is well ahead of the 18 month schedule requirement in the RFP.
A94X090M 1 33
Table 3
Cost Proposal - with Staff Hours/Costs by Task
STAFF HOURS
TASKJohn John Mike William Mark DKS Rob Ireson COS-1,
Long Gibb Aronson Dietrich Rackovan Clerical Wiltec AID -loial
1. Develop Zone System and Network 4 20 24 48 $4,000
2. Define Land Use and Traffic Data 4 8 2 14 $1,500
3. Design and Conduct Roadside Surveys 12 8 76 2 382 320 800 $65,600
4. Review Travel Survey/Census Data and Model 16 60 4 80 $8,000
Structure
5. Transit Mode Split Evaluation 8 12 20 16 2 58 $7,000
6. Estimate Parameters and Revise Model 8 100 16 108 $12,500
7. Develop Mode Split Model (optional) 8 160 40 1 208 $20,000
8. Calibrate Daily Model 12 100 112 $11,000
9. Calibrate A.M. and P.M. Peak Hours g 80 88 $g 500
10. Model Documentation 12 20 8 40 $3,900
11. Training 8 16 24 $3,000
Total 100 584 60 16 100 18 16 382 320 1580 $145,000
DKS Associates
Figure 2
Proposed Project Schedule
1994
Tasks May June July August September October November December January February
1. Develop Zone System and Network X
2. Define Land Use and Traffic Data X
Requirements
3A. Design Roadside Surveys X
4
3B. Conduct Roadside Surveys X
4. Review Travel Survey/Census Data X
and Model Structure
5. Travel Mode Split Evaluation X
6. Estimate Parameters and Revise
Model
7. Develop Mode Split Model(Optional) e
8. Calibrate Daily Model
9. Calibrate AM and PM Peak Hours
10. Model Documentation X
11. Training
X-Product
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DKS Associates
JOHN P. LONG
Principal
EDUCATION
Bachelor of Science, Civil Engineering, University of California, Berkeley, 1974
Master of Science, Transportation Engineering, University of California, Berkeley, 1976
PROFESSIONAL REGISTRATION
California No. 30636 (Civil)
California No. 1387 (Traffic)
Oregon No. 11017 (Civil)
Nevada No. 009866 (Civil)
YEARS EXPERIENCE: 18
PROFESSIONAL EXPERIENCE
Corridor Studies. Project manager Route 102 Feasibility Study that evaluated a 35-mile-long bypass corridor to
Interstate 80 in the northern Sacramento area. This $1 million study for Caltrans identified and mapped
environmental constraints on alternative corridors in a 500-square-mile study area,prepared travel demand analysis,
estimated right-of-way and construction costs, and prepared the scope for Tier I/Tier II EIS process and conducted
public involvement process. Project manager of similar route selection study for the proposed 35-mile-long Beltway
Corridor around eastern and southern Sacramento. Study involved preparation of"constraint" mapping for the four
alternative highway alignments over a 350-square-mile corridor area study area.
Project manager for the I-80 Corridor Strategic Planning Study, a cooperative effort for SACOG, MTC and Caltrans.
This study provided Congress with information and recommendations used in development of the Intermodal Surface
Transportation Efficiency Act of 1991. The San Francisco-Sacramento urban complex was chosen as a case study
with a focus on the 100-mile I-80 corridor that links these two regions. The study defined and evaluated nearly$8
billion in state highway, arterial, transit and traffic operational improvements.
Project manager of Route 273 corridor study through Redding in Shasta County. Project examined modifications
of flow through downtown Redding,realignment of close parallel streets, traffic signal modifications and installations,
and full-grade separations.
Areawide Studies. For the Sacramento County General Plan Update, managed the transportation analysis for the
environmental document. This effort included the evaluation of land use alternatives, multi-modal network
alternatives involving light-rail and express bus transit proposals,and transit-oriented developments(TODs)concepts.
Project manager for the transportation element of the Placer County General Plan Update. Study involves the
development of a county-wide travel model, analysis of future growth scenarios, development of the transportation
policies for the General Plan, preparation of the transportation section of an EIR on the Update, and development
of a traffic impact fee structure for the County. Also, managed the development of Placer County's first Congestion
Management Program.
Manager of the transportation and air quality elements for the update to the City of Roseville's General Plan. These
efforts involved the development of a citywide travel model, defining the 20-year phased Capital Improvement
Program, developing a traffic impact fee structure, establishing policies for General Plan and preparation of the
transportation section of the EIR. Also managed the development of a travel model and Street Master Plan for both
the City of Woodland and the City of Redding.
DKS Associates John P. Long /page 2
Project manager for a multimodal transportation plan for the downtown area of Bellevue,Washington, for Washington
County Transportation Plan Update in Oregon, for arterial needs studies for both Clark County and City of Kent,
Washington, for the John Muir Parkway Specific Plan Area in Martinez, for the Cordelia Specific Area Plan in
Fairfield, for a citywide traffic analysis of the City of Hercules, and for the Southeast Truckee Meadows Circulation
Study in Reno, Nevada.
Managed several major transportation impact studies including the 3,500-dwelling-unit Del Webb project in Roseville,
the 2,000-dwelling-unit Park Fort Washington development in Fresno, the 2,350-dwelling-unit American River
Canyon North project in Folsom, the 1,100-dwelling-unit Tree Lake Village project in Southeast Placer County, and
the 2,300-dwelling-unit Walpert Ridge project in Hayward. All of these studies included identification of the
cumulative impacts of potential development in large areas surrounding these major projects.
Travel Demand Modeling. Currently updating the Sacramento regional travel model for SACOG based on a recent
4,400 household interview survey. Also updating the trip generation submodel for PSRC's travel demand model for
the Seattle region. Has developed travel demand models, including documentation and training of staff, for cities
of Seattle, Bellevue and Kent and for Clark County in Washington State, and for the cities of Rocklin, Roseville,
Redding and Woodland and Placer County in California. Assisted Clark County in development of a home-interview
travel survey and recalibration of their travel models based on the survey results. Has experience with MINUTP,
TRANPLAN, UTPS, MicroTRIPS, and EMME/2 modeling packages.
Freeway Interchange Analysis and Design. Project manager for a design/traffic analysis study for the proposed
Gold River interchange on Highway 50 in Sacramento County. Prepared traffic impact analysis for EIS on new
connections between 1-580 and Cannon International Airport in Reno including development of preliminary designs
for alternative freeway interchanges. Also involved in an EIS for the 1-15/Flamingo Road interchange in Las Vegas.
Assisted the town of Corte Madera in the development of several alternatives for a redesigned freeway interchange
and in the preparation of the EIS for the Route 12 Bypass in Fairfield, including the development and analysis of
several alternative configurations for the proposed new state route. For ADOT, developed a microcomputer program
and database for detailed analysis of all the freeway ramp junctions in the Phoenix area based on the 1985 Highway
Capacity Manual methods.
Roadway Analysis and Design. Project manager for a study of the extension of Irvington Avenue in Fremont, an
alternative analysis study for the extension of Delaware Street in San Mateo, and a traffic impact study of the
proposed closure of the Great Highway in San Francisco. Designed and conducted roadside interviews of thousands
of motorists to determine corridor travel patterns for both the Delaware Street and Great Highway studies. Developed
new alignments, including preliminary engineering and traffic analysis for proposed extensions of Carlos Bee
Boulevard and Harder Road in Hayward and prepared preliminary design and cost estimates for alternative alignments
for new access roadway into Carlsbad Caverns National Park in New Mexico.
Special Traffic Generators. Managing the development of a traffic operations plan for the proposed North Natomas
Stadium/arena sport complex in Sacramento. This project is identifying the type and frequency of events at the
complex,and developing a signage/control plan for major(45,000 to 70,000 attendance)events at the complex. Also,
project manager for the transportation analysis of the Galena Ski Resort, a proposed new destination ski resort near
Reno that would contain 6,000 beds and a lift capacity for 10,000 skiers per day, and for a major conference center
between Reno and Carson City, including preparation of preliminary design drawings of widening, channelization
and signal layout on U.S. 395 at project entrances for review by NDOT. Also conducted the traffic impact analysis
for the City of Bellevue's conference center and the proposed Wingspread Beach conference center near Aptos,
California.
Involved in the development of a pian for Denali State Park in Alaska, including potential alignments for an access
road and passenger rail line.
Parking Studies. Managed parking study for three hospitals in the Medical Hill area of Oakland, for St. Agnes
Hospital in Fresno, and for a comprehensive parking study for the CBD of Hillsboro, Oregon. Also involved in
parking studies for the CBD's of Eureka, Hayward and Manteca, California.
DKS Associates John P. Long l page 3
Traffic Signal Design and Timing. Prepared plans and specifications on new and modified traffic signal systems
for numerous intersections in Carson City, San Ramon, Pleasanton, Pinole, Roseville, Fremont, Mill Valley, and
San Diego. Assistant manager on the re-timing of a 144-intersection traffic signal system in Anchorage using
TRANSYT-7F.
Teaching. Conducted numerous transportation engineering seminars through the Institute of Transportation Studies
Extension Program in Berkeley. Topics included the 1985 Highway Capacity Manual and microcomputer applications
in traffic engineering. Also trained several agencies on the use of various travel demand models that he developed.
Taught an introductory course in transportation planning at Portland State University. As a teaching assistant at
U.C. Berkeley, assisted surveying courses, and highway design and traffic engineering courses.
MEMBERSHIPS
Institute of Transportation Engineers
PUBLICATIONS
"Trip Generation Characteristics of Travel Oriented Developments", issue papers for the Institute of Transportation
Engineers International Conference, Monterrey, California, March, 1992.
"Preserving a Corridor in the Context of Today's Environment", proceedings of the Institute of Transportation
Engineer International Meeting, September, 1991.
A Microcomputer Tool for Comprehensive Intersection Analysis,proceedings of Institute of Transportation Engineers,
District 6 Annual Meeting, July 1985.
Computer-Aided Timber Transportation Analysis, Institute of Transportation Studies Special Report, February 1977.
R1093
DKS Associates
JOHN A. GIBB, III
Transportation Engineer
EDUCATION
Bachelor of Science, Civil Engineering, California State University, Sacramento, January 1987
PROFESSIONAL REGISTRATION
California No. TR001627 (Traffic)
YEARS EXPERIENCE: 7
PROFESSIONAL EXPERIENCE
Mr. Gibb is a transportation engineer with particular skill in the development and application of computerized travel
demand models.
Travel Model Estimation. Project engineer for ongoing regional model redesign and parameter estimation for
Sacramento Area Council of Governments(SACOG). For this effort he is using statistical techniques and the ALogit
and SPSS software to describe,validate:,and model SACOG's recent 4,400 household travel survey data. The model
update also involves estimating and evaluating logit models of auto ownership, origin/destination choice and mode
choice(including nested logit models combining origin/destination and mode choice)and estimating and testing cross-
classification models of household trip generation.
Project engineer for ongoing redesign of the trip generation model for the Puget Sound Council of Governments
(PSRC). He is utilizing both a 4,000 household travel survey and a "three-wave panel survey" of 1,600 households
to test a wide range of alternative trip generation classification schemes.
Travel Model Application. Project engineer for planning studies, responsible for design, implementation,
calibration, and validation of travel demand models. Applies travel models to forecast future conditions, including
alternative transportation system improvements and measures of effectiveness. Oversees compilation of travel
network, traffic count, land use and other data. Prepares model documentation and trains agency staff in model
usage.
Project engineer for the development of travel models for Placer County, Roseville, Rocklin and Redding, using
MINUTP software. All of these efforts have developed trip generation from detailed land use data, calibration and
forecasting, as well as training of agency staff. For the Placer County models he has developed a model data flow
linkage to that model from the SACMET regional model, to promote inter-model consistency.
Project engineer for travel demand modeling elements of the Watt Avenue Traffic Study in the County of Sacramento,
which involved the assessment of arterial street corridor improvements. Refined and recalibrated existing Sacramento
metropolitan area model(SACMET) with focused transportation network, land use and traffic volume data. Applied
the model to assess the impacts of future project alternatives, including a light rail transit extension, roadway
widenings, and HOV lanes.
Advanced Modeling Applications. Experienced with modeling techniques such as trip generation from parcel-
databases,select-link-based cost-share analysis, peak hour modeling, impacts of bottlenecks upon downstream flows,
intersection delay methodologies for the trip assignment process, and simplifications to the network coding process.
Developing integrated application of travel models that seek full equilibrium of travel demands and travel times.
Other Experience. Capacity and level of service analysis at both generalized and detailed levels; site impact studies.
Strong database manipulation skills including programming within Access, DBase, and FoxPro software. Software
DKJ Associates John A. Gibb, III / page 2
development of Windows and DOS applications and function libraries, using Visual Basic, Fortran, and other
languages.
PROFESSIONAL AFFILIATIONS
Institute of Transportation Engineers, Associate Member
R1093
DKS Associates
MICHAEL ARONSON
Senior Transportation Engineer
EDUCATION
Bachelor of Science, Civil Engineering, Cornell University, 1981
Master of Science, Transportation Planning, University of California, Berkeley, 1982
PROFESSIONAL REGISTRATION
California No. 48759 (Civil)
YEARS EXPERIENCE: 11
PROFESSIONAL EXPERIENCE
General and Specific Plans. Project manager for circulation elements of General Plan Amendment and Specific Plan
studies for the West Sacramento Triangle, Douglas County (Nevada), Dougherty Valley in San Ramon, Eastern
Dublin and Santa Nella in Merced County. Project manager for Mountain View citywide model development and
traffic forecasts. Developed citywide traffic forecasts and infrastructure requirements for General Plan studies in San
Ramon, Fairfield, Morgan Hill, Walnut Creek, Woodland, Redlands, Campbell and El Dorado County.
Alternatives Analysis/Corridor Studies. Project manager for State Route 152 corridor traffic forecasts for Caltrans,
which evaluated 30 different combinations of roadway alignments and development patterns. Managed travel
forecasting tasks for the Caltrans Route 102 Initial Feasibility Study. Project engineer for the SACOG/MTC Strategic
Transportation Planning Study of the I-80 corridor and the I-280 Transfer Concept Program in San Francisco.
Corridor study tasks included forecasting traffic and transit volumes, and development of evaluation criteria such as
travel times and transit patronage.
Development Master Plans. Project manager for circulation and master plan studies for the West Sacramento
Triangle, Children's Hospital in Oakland and Chevron Park in San Ramon. Project engineer for extensive access,
circulation and impact studies of Mission Bay in San Francisco, and Kaiser Center in Oakland. The master plan work
included site planning, evaluation of master plan alternatives, traffic and transit forecasts, and preparation of EIR
material.
Travel Demand Models. Developed and adapted numerous travel forecasting computer models for local and regional
areas. Software packages include MINUTP, EMME/2, TRANPLAN, TMODEL and TRAFFix. MINUTP models include
the San Joaquin County regional mode choice model,State Route 152 corridor for Caltrans, Sacramento multi-modal
regional model for Regional Transit and SACOG, City of Mountain View, City of Morgan Hill, City of Woodland,
and City of San Luis Obispo. TRANPLAN models include the Tri-Valley model for the Cities of San Ramon and
Dublin, BART Livermore-Pleasanton extension(replication of MTC model), City of Fairfield and City of Redlands.
Developed TMODEL applications for the City of Campbell and San Luis Obispo County.
Highway Design. Project manager for Project Study Report for State Route 275 in West Sacramento, evaluating
freeway interchange improvements as well as potential conversion to an arterial with signalized intersections.
Prepared preliminary design and cost estimates for roadway and interchange improvements.
Training Programs. Developed and led training programs in travel forecasting, forecasting software(MINUTP and
TRANPLAN), traffic impact analysis and computer basics. Clients include Caltrans Districts 3 and 4, Sacramento
Regional Transit, Bay Area Air Quality Management District, El Dorado County, researchers at the University of
California, Davis, and city staff in San Luis Obispo, Salinas and Suisun City. Prepared detailed step-by-step user
manuals and provided on-call consultation.
DKS Associates Michael Aronson / page 2
Areawide Traffic Studies. Project manager for traffic studies for the Fairfield Downtown Plan and the North
Concord Reorganization (annexation) Area. Project engineer for areawide studies including Mountain View North
Bayshore, the Walnut Creek Core Area Plan, the Bishop Ranch Areawide Traffic Study in San Ramon, the Oakland
Airport Sphere of Influence study, the Rincon Hill Plan in San Francisco, and freeway interchange area studies in
Novato, San Rafael and Sacramento County (Gold River).
Traffic Impact Studies. Project manager for EIR traffic studies for the Dougherty Valley Specific Plan in San
Ramon, the West Sacramento Triangle Specific Plan, and Children's Hospital and Kaiser Center in Oakland. Project
engineer for traffic impact studies of office buildings, retail developments, housing projects, medical facilities and
landfills. Study locations include San Francisco, Oakland,San Jose, Walnut Creek, Pleasant Hill, Livermore, Napa,
Lake Tahoe, Daly City and San Ramon.
Transit. Project engineer for patronage, revenue and operating cost analyses for the Livermore-Pleasanton BART
extension. Developed patronage estimates for the extension of Southern Pacific commuter rail service to downtown
San Francisco and for the MUNI Metro extension to China Basin. Provided technical input for a design study for
the Transbay Terminal in San Francisco, which included expansion of bus loading areas, evaluation of pedestrian
corridors, and integration of express and local bus activity with a proposed Southern Pacific rail terminal and
air-rights development.
Parking. Project engineer for parking demand studies in Walnut Creek, Daly City, San Rafael and for the Ferry
Building in San Francisco. Evaluated parking entrance and exit operations for special events(Anaheim Stadium,the
Solano County Fair) and office/retail developments.
Transportation System Management (TSM). Evaluated traffic impacts of citywide TSM programs in Walnut
Creek, San Luis Obispo and Morgan Hill. Analyzed park-and-ride lot survey data for the California Department of
Transportation and prepared recommendations for the design and location of these lots. Research assistant for a
California Energy Commission study which evaluated the energy conservation potential of numerous transportation
programs including signal coordination, preferential parking, ride sharing and transit.
Traffic Operations. Managed technical work for study of light rail signal prioritization on the Embarcadero in San
Francisco. Prepared many detailed analyses of signal operations, delays and queueing.
MEMBERSHIPS
Institute of Transportation Engineers
PUBLICATIONS
"Using Traffic Network Models to Assess Site Impact Traffic", Site Impact Traffic Assessment Problems and
Solutions, American Society of Civil Engineers, June 1992. (co-author)
The Location and Design of Safe and Efficient Park-and-Ride Lots, Institute of Transportation Studies, University
of California, Berkeley, January 1983. (co-author)
R1193
DKS Associates
WILLIAM H. DIETRICH
Principal
EDUCATION
Bachelor of Science, Mechanical Engineering, California Institute of Technology, 1957
Master of Science, Industrial Engineering, Ohio State University, 1960
PROFESSIONAL REGISTRATION
California No. 1047 (Traffic) California No. 1022 (Industrial)
YEARS EXPERIENCE: 32
PROFESSIONAL EXPERIENCE
William Dietrich is a founding principal of DKS Associates, and a nationally recognized expert in rail transit. He
is skilled in leading multi-disciplinary teams through alternatives analysis,preliminary engineering,and environmental
assessment phases of major transit-related projects. Other skills include transportation policy and finance, and
transportation systems management(TSM).
Transit Planning. Project Manager on Alternative Modes Analysis for AC Transit, comparing the seven major
travel corridors and alternatives modes of Bus, Electric Trolley Bus and LRT. The project identified several
corridors for further investigation of LRT and several corridors for Electric Trolley Bus implementation. Project
manager of Phase I of MTC's Fremont-South Bay Corridor AA/EIS Systems Planning Study, Fremont-South Bay
Corridor AA/EIS, evaluating busway, light rail, and BART alternatives between southern Alameda and northern
Santa Clara counties. Responsible for all technical and administrative direction, including public participation,
alternatives definition and evaluation, and environmental assessment.
Project manager for Tasman Corridor Draft AA/EIS/EIR, Santa Clara County, an evaluation of transportation
improvement alternatives for a 12-mile corridor northeast of San Jose. Defined and evaluated a series of mode and
alignment scenarios,and identified associated environmental impacts. In preparing the Draft AA/EIS/EIR, performed
extensive coordination with UMTA, three transit agencies, six cities, two counties, and the MPO.
Project manager for alignment alternatives feasibility study for a BART extension to Santa Clara County. Directing
a multi-disciplinary team in the analysis of routes from the Santa Clara County line through downtown San Jose to
the Cahill CalTrain Station.
Project manager for BART Warm Springs Extension AA/EIR, Alameda County, involving the preparation of the EIR
for a proposed 7.8-mile, three-station extension of BART. The analysis covered the proposed project, eleven
alternatives, and multiple design options.
Project manager for LRT preliminary engineering project in Mission Valley, San Diego, for MTDB, identifying
alignment, preparing plan and profiles, and environmental assessment for the alignment. Project manager for
Sacramento LRT extension study identifying and evaluating alignments for 10 future LRT extension corridors.
Project manager for needs assessment and site selection analysis for a new bus maintenance facility for Vallejo
Transit; for San Diego County/MTDB San Diego State University Transit Center Site Evaluation project; for Solano
County Transportation Centers Study; for feasibility study for San Rafael Transportation Center; for short-range
transit plan for the City of Vallejo; for the City of Visalia evaluating transit needs and development of new transit
service; for rail station access study for Southern California Rapid Transit District; for cost analyses and technology
assessments of transit alternatives for San Diego Region Comprehensive Planning Organization; and for site selection
study for Long Beach Transportation Center.
DKS Associates William H. Dietrich /page 2
Project manager for preparation of a 5-year public transit development plan for the Lake Tahoe Basin. Project
director for San Bernardino County Elderly and Handicapped Study. Project engineer for Los Angeles and Santa
Clara County alternatives analysis studies; for Los Angeles International Airport Ground Access Study; for rail access
study to Kennedy Airport, New York City.
Transportation Planning. Principal-in-charge of the congestion management plans for Marin and Sonoma counties.
Project manager for the transportation element of the Oakland Coliseum Area Development Program; for the
Monterey Regional Recreational Travel Feasibility Study; for the Performance Audit of the San Bernardino
Associated Governments.
Project manager for study of alternative transportation modes in the Tucson, Arizona, area; for development of a
transportation plan for the University of California at Santa Cruz; for a study of oceanfront access and public trans-
portation needs for the City of Redondo Beach, California.
Responsible for development of planner oriented performance characteristics for a variety of conventional and
nonconventional transportation systems for the Urban Mass Transportation Administration(UMTA). Project engineer
on Santa Clara County project to develop the framework for a county-wide multimodal transportation system based
on analysis of transportation alternatives; for the State of California Transportation System Evaluation Project.
Innovative Transit Feasibility Studies. Project manager for the Monterey Recreational Trail Feasibility Study.
Project engineer for comparative evaluation of new transportation technology, including operational practicality and
environmental acceptability, for the State of Michigan; for operational analyses of high-speed ground transportation
systems in the Northeast Corridor; for Seattle Monorail study; for a preliminary study of high-speed ground
transportation system to serve Las Vegas, Palmdale, and Los Angeles; for a preliminary study of high-speed ground
access for a new jetport in southern Florida; for analysis of V/STOL aircraft potentials in the short haul transportation
market; for investigation of evaluation criteria and costs of new technology transportation systems for U.S.
Department of Transportation.
Transportation System Management (TSM). Project manager for Joint Institutional TSM Study for the City of
San Francisco. Study included surveys of employee travel habits and development of twelve institutional TSM plans
for eight hospitals, three universities and one private employer, all outside the City's central business district. The
TSM plans included considerations of carpools, vanpools, buspools, special shuttle bus services, transit service
improvements, parking management and a detailed implementation program.
Traffic Impact. Project manager for traffic impact studies of proposed Research and Development Center at the
University of California at Santa Cruz; for traffic impacts associated with the completion of Loop Road in South Lake
Tahoe; for traffic impacts of proposed master plan for St. Mary's Hospital; for downtown transportation and parking
study for the City of San Rafael; for numerous Marin County traffic impact studies including Smith Ranch (San
Rafael), East San Rafael, Bel Marin Keys, Tiburon Highlands and Tiscorin Marina. Project engineer on traffic
impact studies for commercial office and residential developments, including Hamilton Air Force Base Reuse study,
Fireman's Fund, Marin County office sites, and Sahara Tahoe parking garage.
R1093
DKS Associates
MARK A. RACKOVAN
Assistant Transportation Engineer
EDUCATION
Bachelor of Science, Civil Engineering, California State University, Sacramento - 1991
Associate of Science, General Education, Santa Rosa Junior College, Santa Rosa - 1988
YEARS OF EXPERIENCE: 2
PROFESSIONAL REGISTRATION
California No. XE081144 (Engineer-in-Training)
PROFESSIONAL EXPERIENCE
Transportation Planning. Assisted in development of City of Roseville Transportation Model, and the Placer
County General Plan and Congestion Management Plan. Responsible for Level of Service analysis for Sacramento
County General Plan EIR. Project Engineer for City of Roseville Del Webb and Comprehensive Land Use
Allocation EIRs; developed future network and intersection geometries for analysis purposes using MINUTP. Project
manager for City of Woodland Wal-Mart EIR; conducted level of service analysis at key intersections for various
alternatives, under both existing and future conditions, determined impacts of project on pedestrians, bikeways,
parking and transit.
Civil Engineering. Prepared base plans for City of Napa Highway 29/Wine Country Bl. intersection project using
AutoCad and DCA. Project Engineer for Sacramento County Bradshaw Road Widening and Signal Improvements;
responsible for preparing base plans, utility coordination, horizontal and vertical geometric design, design of two
traffic signals, and assisted in preparation of special provisions as well as construction assistance. Project Engineer
for City of Redding Buenaventura Boulevard Plan Line Study; responsible for preparation of various alternative
horizontal and vertical alignments, calculation of earthwork quantities and preliminary intersection design. Project
Engineer for City of Stockton Arterial Street Improvements project; responsible for operational analysis and
preparation of three design alternatives for both the Airport Way and Pacific Avenue Corridors.
Traffic Impact. Project Engineer for Truxel Road LRT Traffic Impact Study;performed intersection level of service
and queuing analysis; prepared base maps using AutoCad. Project Engineer for North Rocklin Traffic Study;
responsible for analysis of existing conditions and traffic mitigation measures to accommodate future traffic volumes
and cost estimation of future roadway alignment alternatives. Project Engineer for North Natomas Sports Complex
Traffic Operations Plan; responsible for analysis of existing traffic control methods, research of similar facilities and
their traffic control strategies, development of traffic operations plan for proposed sports complex and analysis of
impacts on adjacent streets and highways.
MEMBERSHIPS
Institute of Transportation Engineers
American Society of Civil Engineers
R1193
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Table 9
1991 WEEKDAY TRIP TYPE DISTRIBUTION
By Region,Total Trips,Person Trips,and Driver Trips
California
TotalTri s Person Trisr Driver Trip
Tri TNumber :Percent Number Percent Number : Percent
Horne-Other 35,921,000 37.4% 31,156,000 35.8% 20,663,000 31.1%
Other-Other 21,994,000 22.9% 20,420,000 23.5% 15,202,000 22.9%
Work-Other 9,976,000 10.4% 9,019,000 10.4% 8,073,000 12.1%
Horne-Work 17,020,000 17.7% 16,220,000 18.6% 14,385,000 21.6%
Home-Shop 11,141,000 11.6% 10,181,000 11.7% 8,197,000 12.3%
Total 96,052,000 100.0% 86,996,000 100.0% 66,520,000 100.0%
AMBAG
Total'IYi s Person Tri 9E�E
:Tn s'*
Tn Number Percent Number Home-Other 740,000 36.1% 625,500 433,400 303%
Other-Other 498,700 24.4% 438,000 24.4% 343,000 24.0%
Work-Other 228,700 11.2% 205,000 11.4% 189,500 13.3%
Home-Work 357,300 17.5% 333,100 18.5% 294,700 20.6%
Home-Shop 221,500 10.8% 196,300 10.9% 168,500 11.8%
Total 2,046,200 100.0% 1,797,900 100.0%111,429,100 100.0%
Butte
Total Tris Person Tri sr Drivel:Tris.*:'
T Number Percent Number ::Pe
Number l Percent'
Home-Other i 303,900 39.3% 259,800 36.9% 174,000 32.0%
Other-Other 209,600 27.0% 197,900 28.1% 151,100 27.8%
Work-Other 71,200 9.2% 67,000 9.5% 63,900 11.7%
Home-Work 89,500 11.5% 83,100 11.8% 79,700 14.7%
Home-Shop 101,000 13.0% 96,600 13.7% 75,000 13.8%
Total 775,2001 100.0% 704,4001 100.0% 543,700 100.0%
"Person trips include all trips except walk,bicycle,airplane,and"other"mode trips.
"Driver trips include automobile,pickup,RV,van,truck,and motorcycle driver trips.
32
Table 9(continued)
1991 WEEKDAY TRIP TYPE DISTRIBUTION
By Region,Total Trips,Person Trips,and Driver Trips
SLAG
Tota1Trips Person Trips" Driver Trips."'"
Trip Type Number Percent Number Percent Number;' Percenf
` Home-Other 16,269,700 38.0% 14,163,800 36.2% 9,448,400 31.6%
ther-Other 9,125,400 21.4% 8591,000 22.0% 6,366,000 21.4%
Work-Other 4,139,300 9.7% 3,887,100 9.9% 3,414,800 11.5%
Home-Work 8,135,200 19.1% 7,821,300 20.0% 6,898,900 23.2%
Home-Shop 5,034,100 11.896 4,633,000 11.9% 3,654,700 12.3%
Total 42,703,7001 100.0% 39,096,200 100.0%11 29,782,800 100.0%
Shasta
Total Taps Person.Tr s* Driver PS711
�'np 7�rpe Number Percent Number Percent Dumber Percent:
Home-Other 206,700 37.2% 186,300 35.6% 118,900 29.7%
Other-Other 156,400 28.1% 150,500 28.8% 112,800 28.2%
Work-Other 59,300 10.7% 55,900 10.7% 52,100 13.0%
Home-Work 73,800 13.3% 72,000 13.8% 67,900 17.0%
Home-Shop 59,700 10.7% 57,800 11.1% 48,600 12.1%
Total 555,900 100.0% 522500 100.0% 400,3001 100.0%
Stanislaus
Total Tnps Person Trips". Driver Trips'*
Trip Type Number Percenf ;Number PercenNumber Percent
Home-Other 546,600 38.8% 469,300 36.4 287,100 30.2%
Other-Other 344500 24.4% 328,100 25.5 240,200 25.2%
Work-Other 132,800 9.4% 126,600 9.8 117,300 12.3%
Home-Work 204500 14.5% 193,400 15.0 180,000 18.9%
Home-Shop 181,400 12.9% 171,400 13.319.., 127,800 13.4%
Total 1,409,800 100.0% 1,288,800 100.0% 952,400 100.0%
*Person trips include all trips except walk,bicycle,airplane,and'other"mode trips.
**Driver trips include automobile,pickup,RV,van,truck,and motorcycle driver trips.
36
Table 10a
1991 WEEKDAY PERSON TRIPS' PER HOUSEHOLD
By Region,Housing Unit Type,Vehicle Ownership,and Trip Type
Trip Type:
Housing Vehicle Home- Other" Work• ;Home- I' Home"
Region Unit Type, Ownership Other Other Other Work "Sho in Total
California
Single
0 1.0 0.8 0.3 0.4 0.3 2.8
1 2.3 1.5 0.4 0.8 0.8 5.9
2 3.6 2.4 1.0 1.7 1.2 10.0
3+ 4.9 3.3 1.6 2.8 1.6 14.1
Subtotal 3.5 2.3 1.0 1.7 1.2 9.
Multiple
0 0.8 0.5 0.1 0.5 0.2 2.1
1 1.9 1.0 0.5 1.0 0.6 5.1
2 2.6 1.7 0.9 1.9 0.9 8.0
3+ 3.8 2.9 1.5 2.6 1.0 11.8
Subtotal 2.1 1.3 0.6 1.30. 5.9
Total 3.0 2.0 0.9 1.6 1. 8.4
AMBAG
Single
0 1.7 0.9 0.2 0.1 0.1 2.
1 2.3 1.6 0.9 1.0 1.1 6.9
2 3.4 2.7 0.9 1.6 1.1 9.6
3+ 4.5 3.2 1.9 3.0 1. 14.1
Subtotal 3.4 2.5 1.2 1.8 1.1 9.9
Multiple
0 0.5 0.9 0.2 0.0 0.5 2.0
1 2.5 1.8 0.8 1.2 0.6 7.0
2 3.6 1.6 0.9 2.1 1.1 9.
3+ 4.1 3.0 1.5 3.0 0.6 12.2
Subtotal 2.8 1.7 0.8 1.5 0.7 7.6
Total 1 3.2 2.2 1.0 1.7 1.0 9.2
Butte
Single
0 4.2 1.7 0.0 0.0 1.3 7.1
1 2.7 2.3 0.4 0.4 1.4 7.3
2 3.9 3.4 1.1 1.5 1.4 11.3
3+ 5.3 4.2 1.7 2.1 2. 15.3
Subtotal 4.0 3.3 1.1 1.3 1.6 11.2
Multiple
0 1.6 0.5 0.1 0.2 0.4 2.8
1 2.4 1.5 0.5 0.4 1.0 5.
2 4.0 2.1 1.2 1.7 0.8 9.9
3+ 4.8 3.0 1.5 1.6 1. 11.8
Subtotal 2.9 1.7 0.7 0.9
Total 3.6 2.8 0.9 1.2
'Person trips include all trips except walk,bicycle,airplane,and"other" mode trips.
39
0
Table 10a (continued)
1991 WEEKDAY PERSON TRIPS* PER HOUSEHOLD
By Region,Housing Unit Type,Vehicle Ownership,and Trip Type
Trip T e
:
cle ' Home- Other- Work-: Home Home
Housing Vehi -
Region Unit Type Ownership Other Other .Other 'Work Shopping Total
SCAG
Single
0 1.1 0.7 0.3 0.5 0.2 2.8
1 2.4 1.4 0.5 0.9 0.9 6.
2 3.4 2.0 0.9 1.7 1.2 9.1
3+ 4.9 3.1 1.5 2.9 1.5 13.9
Subtotal 3.5 2.1 0.9 1.8 1.1 9.4
Multiple
0 0.7 0.5 0.1 0.3 0.1 1.9
1 1.9 1.0 0.4 1.1 0. 4.9
2 2.4 1.6 0.9 1.9 0. 75
3+ 35 2.6 1.5 2.7 1.2 115
Subtotal 2.0 1.2 0.6 1.3 0.6 5.6
Total 2.9 1.8 0.8 1.6 1.0 8.0
Shasta
Single
0 15 3.9 0.7 0.7 1.1 7.9
1 2.3 1.6 0.4 0.6 0.7 55
2 3.6 3.1 1.1 1.5 1.1 10.4
3+ 5.0 4.3 2.1 2.1 1.1 15.1
Subtotal 3.6 3.1 1.2 1.4 1.1 10.4
Multiple
0 15 0.0 0.1 0.2 0.1 2.0
1 1.8 1.3 0.4 0.7 0.7 4.9
2 4.1 2.7 0.7 1.3 0.9 9.
3+ 2.9 1.7 1.1 2.1 1. 8.9
Subtotal 2.5 1.6 0.5 0.9 0. 6.2
Total 3.3 2.7 1.0 1.3 1. 9.3
Stanislaus
Single
0 1.4 0.1 0.0 0.0 0. 1.8
1 3.0 2.5 0.5 0.8 1.3 8.1
2 4.2 2.5 1.0 1.8 1.3 10.8
3+ 5.8 4.5 2.3 3.0 2.0 17.
Subtotal 4.3 2.9 1.2 1.8 1.5 11.
Multiple
0 1.3 0.9 0.0 0.0 0.4 2.6
1 2.1 1.6 0.3 0.6 1. 5.8
2 3.1 2.4 1.1 1.2 1.3 9.0
3+ 3.0 4.7 0.9 2.0 2.1 12.
Subtotal 2 3 1.8 05 0.7 1.1 6.4
Total 3.7 2.6 1.01 15 1.4 10.3
*Person trips include all trips except walk,bicycle,airplane,and"other" mode trips.
43
Table 11
1991 WEEKDAY DRIVER TRIPS* PER HOUSEHOLD
By Region,Housing Unit Type,Vehicle Ownership,and Trip Type
Tri.'T
Work- Home- Home-'.
Housing Vehicle Home Other - Totat
R on Unit Type Owsiershi Other Other Other :Work.. >Shopping
California
Single 0.2 02 0 1.
0 0.3 0.3 0 4.
1 1.5 1.0 0.4 0.7
2 2.4 1.8 17.
3+ 3.4 2.6 1.4 2.6 1.
Subtotal 2.3
1.7 0.9 1-5 0.9 7.
Multiple 0.0 01 0. 0•
0 0.1 0.1
1 1.3 0.8 0.5 0.8 0 3.9
1.8 1.4 0.8 1.8 0. 6.5
2
3+ 29 2.5 1.4 2.4 0.9 10.1
4.5
Subtotal 1.4 0.9 0.6 1.1 0
Total 2.0 1.5
0.8 1.4 0. 6.
AMBAG
Single0.0 0.0 0.1 1.
0 0.4 0.5
1.5 1.2 0.9 0.8 0. 5.
2 2.3 2.1 0.9 1.4
17 2 9
3+ 3.4 2.7 8 1 11.8.
Subtotal 2.3 2.0
1.1 1.6 1.
Multiple 0.0 0.0 0 0.
0 0.3 0.2
1 1.7 1.3 0.7 0.9 0 5.
0.8 1.9 1. 7.
2 2.5 1.2
3+ 3.2 2.6 1.4 2.7 0 10.
Subtotal 1.9 1.3 0.7 1.3
0. 5.
Total
2.2 1.8 1.0 15 0.9 7.3
Butte
Single0.0 0.0 0. 4.
0 2.9 OS 1 S.
1 1.9 1.6 0.4 0.4
2.5 2.7
1.1 15 1.1 8.
23.7 34 1.6 2.0 1. 12.
3+ . 13 1 8.
Subtotal 2.7 2.5 1.0
Multiple 01 02 0 1.1
0 0.4 0.3 0 4.
1 1.8 12 0.4 0.4 7.
1.2 1.6 0.
2.6 1.5 0.9 9.
2 1.2 1.4
3+ 3.9 2.3 5.
Subtotal 2.0
1.2 0.7 0.8 0.
2.4 2.1
0.9 1.1 1.
Total
1 7.
I
*Driver trips include automobile,pickup,RV,van,truck,and motorcycle driver trips.
47
Table 11 (continued)
1991 WEEKDAY DRIVER TRIPS' PER HOUSEHOLD
By Region,Housing Unit Type,Vehicle Ownership,and Trip Type
Tri `'T
"Housing Vehicle 'I Home- .Other- Work- Home- Home.-
Regina Unit Type Ownership Other. Other Other Work Shopping Total
SCAG
Single
0 0.3 0.2 0.2 0.1 0.1 0.
1 1.6 1.0 0.4 0.7 0.7 4.
2 2.2 1.5 0.8 1-5 0.9 7.
3+ 3.4 2.4 1.3 2.7 1. 11.
Subtotal 2.3 1-5 0.8 1.6 0.9 7.1
Multiple
0 0.1 0.0 0.0 0.1 0. 0.2
1 1.3 0.8 0.3 0.9 05 3.
2 1.8 1.3 0.8 1.8 0. 6.
3+ 2.5 2.3 1.4 25 1.0 9•
61
Subtotal 1.3 0.9 0.5 1.1 OS 4.
Total 1.9 1.3 0.7 1.4 O.q 6.1
Shasta
Single
0 0.9 1.6 0.4 0.40 3.
1 1.5 1.1 0.3 OS 0. 4.
2 2.2 2.5 1.1 15 0.9 8.
3+ 3.1 3.1 1.9 2.0 1.4 11.5
Subtotal 2.3 2.3 1.1 1-3 1.0 8.
Multiple
0 0.5 0.0 0.1 0.2 0.0 0•
1 1.4 1.1 0.4 0.6 0.6 4.1
2 2.8 1.9 0.7 1.2 0.7 7•
3+ 2.0 1.7 1.1 2.1 1.2 8.
Subtotal 1.7 1.2 0.5 0.9 0.6 4.9
Total 2.1 2.0 0.91 1.2 0.9 7.
Stanislaus
Single
0 05 0.1 0.0 0.0 0. 0•
1 1.9 1.9 0.5 0.7 1. 6•
2 2.5 1.7 0.9 1.7 0.9 7.
3+ 3.8 3.6 2.2 2.9 1. 14.1
Subtotal 2.6 2.2 1.1 1.7 1.1 8.
Multiple
0 0.0 0.0 0.0 0.0 0. 0•
1 1.3 1.1 0.2 05 0. 4•
2 2.0 1.6 0.9 1.2 0. 6.
3+ 1.3 2.7 0.9 2.0 1. 8.
Subtotal 1.3 1.1 0.4 0.6
Total 2-31 1.9 0.9 1.4 1•1 1 7.
'Driver trips include automobile,pickup,RV,van,truck,and motorcycle driver trips.
51
Table 13a
1991 WEEKDAY PERSON*AND VEHICLE DRIVER**TRIPS PER HOUSEHOLD
By Region,Household Size,and Housing Unit Type
California
PersonTrips/Household DriverTnps/Household
Hous ;Unit T
Hin Housin Unit T
Household Size Single Multiple Total Single.: Multiple Total
1 3.7 3.3 3.5 3.3 2.9 3.
2 7.8 6.8 7.5 6.4 5.3 6.1
3 11.2 7.7 10.1 9.1 5.9 8.2
4 13.5 8.6 12.5 9.7 5.6 8.9
5+ 15.6 9.4 14.4 10.0 5.4 9.1
Total 9.7 5.91 8.4 7.4 4.5 6.4
AMBAG
Person Trips/I-Iousehoid DnverTripsj)-lousehold
Housin Unit T Housin Unit T
Household Syie Stngte .Multiples. Total Single Multiple Total
1 4.3 4.0 4.1 3.8 3.6 3.
2 8.7 7.7 8.4 7.2 6.4 7.
3 10.4 8.6 9.8 8.7 5.8 7.8
4 14.7 12.5 14.2 10.8 9.7 10.5
5+ 18.6 19.6 18. 13.9 9.0 13.1
Total 9.9 7.6 9. 8.0 5.8 7.3
Butte
Person Tri s%Household Driver Tri s/Household
Housin Unit T Housin Unit T
_. g yP g YPe
Household Size SingIe Iviultiple Total .' SIngle IvMultiple 'Total
1 5.0 4.5 4. 4.4 3.9 4.1
2 9.1 7.9 8. 7.5 5.7 6.9
3 14.0 8.2 13. 11.4 6.7 10.
4 15.4 13.3 15. 11.0 9.6 10.8
5+ 19.9 13.5 19.3 13.1 8.5 12.
Total 11.2 7.0 9.8 8.7 5.3 7.
*Person trips include all trips except walk,bicycle,airplane,and 'other"mode trips.
**Driver trips include automobile,pickup,RV,van,truck,and motorcycle driver trips.
73
Table 13a (continued)
1991 WEEKDAY PERSON* AND VEHICLE DRIVER`*TRIPS PER HOUSEHOLD
By Region,Household Size,and Housing Unit Type
SCAG
Person Trips/Household Driver Trips/Household
:,:,Housing:::Unit T e Housin Unit T
Household Size Single Multiple Total Single Multiple Total
1
3.9 3.3 3.5 3.5 2.8 3.1
2 7.5 6.9 7.3 6.3 5.5 6.
3 10.7 6.7 9.3 8.7 5.1 7.4
4 12.5 8.2 11. 8.9 5.2 8.1
5+ 14.2 7.7 12. 9.1 4.4 7.9
Total 9.4 5.6 8.0 7.1 4.3 6.1
Shasta
Person Trips/Household Driver Tri jHousehold
HousMg,Unit Housin Unit T'ypeIX
Household Size g Jldultiple Total Single Multiple Total
S'tn le
1 4.1 4.4 4.2 3.9 4.2 4.
2 9.4 6.3 8. 7.6 5.1 7.
3 12.9 7.4 11. 10.3 5.2 9.1
4 13.3 8.9 12.4 9.1 6.1 8.5
5+ 15.4 7.7 14.2 9.7 4.4 8.9
Total 10.4 6.2 9. 8.0 4.9 7.2
Stanislaus
Rerson<Tri %Household Driver Tri /Household
Housing Unit TypeHousing Unit Type
Household Size Single Multiple Total Single Multiple Total
1 4.1 3.1 3. 3.8 2.7 3.2
2 8.2 7.0 7.9 7.1 4.6 6.5
3 12.7 8.5 11.8 10.6 5.9 9.
4 15.4 10.9 14. 10.9 4.7 9.8
5+ 187 6.9 18.4 11.1 4.9 11.
Total 11'.616.4 10. 8.8 4.2 7.
*Person trips include all trips except walk,bicycle,airplane,and'other"mode trips.
**Driver trips include automobile,pickup,RV,van,truck,and motorcycle driver trips.
77
Table ]3b (continue)
1991 WEEKDAY DRIVER TRIPS* PER VEHICLE
By Region,Household Size,and Housing Unit Type
SCAG Shasta
-IousinUnitType HousingUnitTy
Househoid$ize; Single:; Multiple; Total Single Multiple 'Total
1 3.1 3.1 3.1 3.2 4.2 3.5
2 3.2 3.5 3. 3.6 3.8 3.
F3 3.6 3.4 35 4.0 3.1 3.9
4 3.6 3.2 3. 3.7 3.6 3.
5+ 3.5 3.3 3.5 3.4 3.1 3.4
Total 3.4 3.3 3.4 3.6 3.7 3.
.. .... .. . ..... ... ...
Stanislaus Tulare
Housin UnitT Housin UnitT
HausehoIdSize SuYgle Multipte; Total Single .. IvlulWe
1 3.7 3.1 3.4 3.8 4.4 4.
2 3.6 3.7 3.6 3.4 3.0 3.3
3 4.5 3.9 4.4 4.4 4.2 4.4
4 4.6 3.7 4.5 4.4 4.4 4.4
5+ 1 4.6 2.5 4.611 4.6 2.5 4.4
Total 4.2 3.6 4.1 4.1 3.8 4.
;:Rural
Housin Unit Type
Household Size Single Ivlultiple Total
1 3.2 3.4 3.2
2 3.3 3.7 3.4
3 3.9 4.0 3.9
4 4.3 4.9 4.4
5+ 4.4 3.9 4.4
Total 3.8F 3.91 3.8
*Driver trips include automobile,pickup,RV,van,truck,and motorcycle driver trips.
81
I
Table 14 I
1991 WEEKDAY PERSON* AND VEHICLE DRIVER**TRIPS PER HOUSEHOLD
By Region,Household Income,and Housing Unit Type
California
Person>Tri sf Household Driver Trips/Household;
Housing Unit Type Housing Unit Type
HousehoId.Income**', Single Multiple Total! Single Multiple Total
L45.0 5. 4.6 3.4 3.9
Under$20,0004 g 5.9
$20,000-$34,999 6.3 7.9 6.87.09.4 8.0 5.67.$35,000-$49,999 6.18.$50,000-$74,999 74 10.5 9.0$75,000 and over6.1 10. 9.1 5.2 8.2
Total 6.1 8.5 7.5 4.6 6.5
AMBAG
Person Tri s/Household Driver Tri /Househ!tal
Hous�ngUnit Type Housing UnitiType
Tousehold Income::. Single lviuhpie Totat Single; Ivtulhple
6S 6.0 6.3 5.2 4.5 4.8
Under$20,000 6.3 6.
$20,000-$34,999
8.3 8.0 8.2 6.9
$35,000-$49,999 12.0 9.5 11. 9.4 7.3 8.5
11.7 8.5 11.3 10.0 6.5 9.5
$,50,000-$74,999 9.4 5.7 8.
$75,000 and over 11.9 7.6 10.9
Total 10.1 7.7 9.3
8.2 5.9 7.4
Butte
Person Trips/Household: Driver T.ripslHousehold
Housin` Unit T Housn Unit T e
�iousehold Income Single:... Multiple:: Total Single Multiple Total
8.1 5.8 7. 6.2 4.5 5.3
Under$20,000 6.8 7,8
$20,000-$34,999 11.1 9.3 10. 8.2
13.6 10.5
13.4 10.7 9.1 10.
$35,000-$49,999
10. 10.
$50,000-$74,999 13.4 12.6 13.3 10.6 7
$75,000 and over
12.4 6.8 11.4 10.8 5.5 9.8
Total 11.0
7.1 9.7 8.5 5.4 7.5
*Person trips include all trips except walk,bicycle,airplane,and "other"mode trips.
**Driver trips include automobile,pickup,RV,van,truck,and motorcycle driver trips.
***Note that 19%of the sample households statewide did not answer the household
income question.
82
Table 14 (continued)
1991 WEEKDAY PERSON*AND VEHICLE DRIVER**TRIPS PER HOUSEHOLD
By Region,Household Income,and Housing Unit Type
SCAG
Person Tri sf Household Driver Tri s f Household
Housing Unit T e <> Housing Unit Type
Household income ;Single Multiple Total Single Multiple Total
Under$20,000 5.6 4.4 5.0 3.9 3.0 3.4
$20,000-$34,999 8.8 6.1 7.6 6.6 4.6 5.
$35,000-$49,999 9.6 6.8 8.7 7.3 5.5 6.
$50,000-$74,999 11.1 7.0 10.0 8.7 5.9 7.9
$75,000 and over 1 10.81 6.5 9.811 8.7 5.4 8.
Total 9.3 5.8 8. 7.21 4.41 6.1
Shasta
Person Tri sf Household Driver Tri sI Household
Housing UnitiType Housing Unit Type
X.Household Income Single.: Multiple:: Total Single. Multiple Total :?
Under$20,000 7.0 5.7 6.5 5.3 4.7 5.1
$20,000-$34,999 9.9 7.5 9.5 7.9 5.6 7.5
$35,000-$49,999 13.2 11.6 13.0 9.8 8S 9.
$50,000-$74,999 13.8 6.3 13.5 10.7 5.1 10.5
$75,000 and over 11.3 6.9 10. 9.3 4.6 8.2
Total 10.2 6.5 9. 7.9 5.1 7.2
Stanislaus
Person Trips/Household Driver TripslHousehold
Housin Unit T e Housin Unit T
Household Income Single Ntultiple Total Single Mulriple Total
Under$20,000 7.8 6.4 7.1 5.6 4.0 4.8
$20,000-$34,999 10.8 10.5 10. 8.6 6.7 8.1
$35,000-$49,999 13.1 6.7 12.3 9.7 5.3 9.2
$50,000-$74,999 13.4 4.1 13. 10.5 4.1 10.2
$75,000 and over 14.7 4.5 14.1 10.9 3.2 10.5
Total [-- 11.7 7.2 10. 8.9 4.6 7.9
*Person trips include all trips except walk,bicycle,airplane,and'other"mode trips.
**Driver trips include automobile,pickup,RV,van,truck,and motorcycle driver trips.
86
Table 16a (continued)
1991 WEEKDAY UNLINKED DRIVER TRIP PURPOSE INTERCHANGES(Percentage)
By Region
Shasta
Trip Purpose To (Pervert)
work Shop Change
Tfip P11rpoS@ SNork Related 5ocfall Cortvehfience Shop Serve Travel Total
Place Business Entertainment Recreation8l Goods
Compad ScFad P Mode Other From
Home N/A 54.5% 13.7% 37.1% 48.0% 32.0% 24.4% 65.7% 57.5% 54.4% 37.4% 28.5%
Work Place 20.6% 3.4% 27.1% 7.3% 3.7% 11.8% 9.2% 2.7% 11.3% 22.8% 13.4% 13.6%
Work-Related
Business 3.8% 8.5% 49.4% 1.8% 2.2% 0.9% 2.5% 1.9% 2.0% 0.0% 1.2% 5.9°%
Social/Entertainment 10.2% 2.8% 0.4% 14.9% 10.6% 3.0% 3.9% 6.5% 3.2% 0.0% 2.9% 5.7%
,...
O
V Recreational 3.9% 0.7% 0.0% 1.6% 5.5% 2.5% 2.4% 0.0% 1.7% 0.0% 0.9% 2.1%
Shop-Convenience
Goods 18.4% 6.1% 1.7% 12.4% 14.5% 17.1% 9.1% 2.3% 6.2% 22.8% 9.7% 11.9%
Shop-Comparison 5.5% 1.5% 0.9% 4.0% 1.7% 5.7% 23.2% 1.1% 1.1% 0.0% 3.1% 4.5°%
School 2.8% 1.2% 0.7% 1.7% 2.1% 1.9% 0.9% 2.2% 1.9% 0.0% 1.3% 1.8°%
Serve Passenger 9.4% 5.9% 1.2% 3.9% 4.1% 2.8% 5.8% 11.9% 5.4% 0.0% 3.1% 5.6% •
Change Travel Mode 0.1% 0.1% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.3% 0.0% 0.2% 0.1%
[ther 25.3% 15.29'0 5.1% 15.3% 7.7% 22.3% 18.6% 5.7% 9.4% 0.0% 26.9%11 20.2%
Total To 27.8% 13.6% 6.0% 5.8% 2.0% 12.0% 4,6% 1.8% 5.8% 0.1% 20.6% 100.0*
Table 16b (continued)
1991 WEEKDAY UNLINKED DRIVER TRIP PURPOSE INTERCHANGES(Frequency)
By Reg Ion
Shasta
;Trip Ptrrpose;To (Frequency)'.
Work-.::::: Shop- :Change
7rtp,iPurpose YVork >Related' $0 aV convenience Shop 5erye Travei Total
FroO. 44604 Place '::(Business Entertainriient Recreational Goods Co 'son School Passenger Mode Other From .
Home N/A 31,000 3,400 9,000 4,000 16,100 4,700 5,000 13,900 200 32,300 119,600
Work Place 24,000 2,000 6,800 1,800 300 5,900 1,800 200 2,700 100 11,500 57,100
Work-Related
Business 4,400 4,800 12,500 400 200 400 500 100 500 0 1,100 24,900
Social/Entertainment 11,800 1,600 100 3,600 900 1,500 800 500 800 0 2,500 24,100
Recreational 4,600 400 0 400 500 1,300 500 0 400 0 700 8,800
Shop-Convenience
Goods 21,400 3,500 400 3,000 1,200 8,600 1,800 200 1,500 100 8,300 50,000
Shop-Comparison 6,400 900 200 1,000 100 2,900 4,500 100 300 0 2,700 19,100
School 3,200 700 200 400 200 1,000 200 200 500 0 1,100 7,700
Serve Passenger 10,900 3,400 300 900 300 1,400 1,100 900 11300 0 2,600 23,100
Change Travel Mode 200 100 0 0 0 0 0 0 100 0 100 500 •
Other 29,500 8,700 1,300 3,700 600 11,200 3,600 400 2,300 0 23,200 84,500
Total To 1116,4 0 57,1001 25,200 24 200 8,300 50,3001 19,500 7,600 24,300 400 86,100 419,400
Table 17a (continued)
1991 WEEKDAY UNLINKED AND LINKED TRIPS DISTRIBUTED
By Particular Travel Mode and Grouped Modes
Shasta
Number of Percent of Number of Percent of
Mode Unlinked Trips' Total Ltnlinked Linked Trips" 'Total Linked''
Auto/Pickup/RV/Van Driver 414,300 71.4% 396,300 713%
ruck Driver 5,000 0.9% 5,000 0.9%
Motorcycle Driver 0 0.0% 0 0.0%
Vehicle Driver 419,300 72.3% 401,300 72.2%
Auto/Pickup/RV/Van Passenger 104,000 17.9% 100,700 18.1%
Truck Passenger 200 0.0% 200 0.0%
axi/Limo Passenger 800 0.1% 800 0.1%
Motorcycle Passenger 300 0.1% 300 0.1%
Vehicle Passenger 105,300 18.2% 102,000 183%
Local Public Bus 3,600 0.6% 3,100 0.6%
Light Rail/Streetcar 0 0.0% 0 0.0%
rCable Car 0 0.0% 0 0.0%
Dial-A-Ride/Paratransit 0 0.0% 0 0.0%
BART 0 0.0% 0 0.0%
Calt T 0 0.0% 0 0.0%
0 0.0% 0 0.0%
Ferry
Local Public Transit 3,600 0.6% 3,100 0.6%
Intercity Bus 400 0.1% 400 0.1%
JAMTRAK 0 0.0% 0 0.0%
Commercial Airplane 300 0.0% 300 0.0%
Intercity Public Transportation 700 0.1% 700 0.1%
Private Airplane 0 0.0% 0 0.0%
School Bus 16,600 2.9% 16,600 3.0%
Moped/Motorized Bike 0 0.0% 0 0.0%
Bicycle 6,300 1.1% 6,100 1.1%
Walk 27,400 4.7% 25,500 4.6%
Other 800 0.1% 600 0.1%
Miscellaneous Modes 51,100 8.8% 48,800 8.8%
Grand Total 580,000 100.0% 555,900 100.0%
*Expanded data/unadjusted for screenline counts.
142
Table 19b(continued)
PERCENT OF 1991 WEEKDAY DRIVER TRIPS*
By Region,Hour of Trip Start,and Trip Type
Shasta
Tri p,T
Home- Clther Work- Home- Home
Hour of Trip Start< other Qther cher Work Shopping `Total
12:00 AM 0.6 0.8 0.3 0.4 0.2 0.5
1:00 AM 0.3 0.0 0.6 0.5 0.7 0.3
2:00 AM 0.0 0.1 0.0 0.1 0.0 0.
3:00 AM 0.1 0.0 0.3 0.6 0.0 0.2
4:00 AM 0.1 0.1 0.6 2.0 0.5 0.5
5:00 AM 0.9 0.2 1.2 3.9 0.3 1.2
6:00 AM 1.2 0.2 2.0 9.0 0.9 2.3
7:00 AM 6.3 1.7 6.6 15.4 1.6 6.
8:00 AM 7.6 4.6 6.6 8.6 4.3 6.4
9:00 AM 6.0 7-5 8.3 2.6 8.3 6.4
10:00 AM 6.3 10.6 7.1 2.1 6.3 6.9
11:00 AM 6.2 10.9 8.5 3.5 11.9 8.
12:00 PM 6.7 10.1 14.2 5.6 5.8 8.4
1:00 PM 6.2 11.2 12.1 4.5 6.4 8.3
2:00 PM 5.4 8.4 7.9 4.3 7.3 6.
3:00 PM 5.5 8.9 6.3 8.7 8.6 7.5
4:00 PM 6.4 6.8 6.2 8.0 10.8 7.3
5:00 PM 7.4 5.4 6.9 10.5 8.9 7.5
6:00 PM 7.8 3.9 1.6 2.8 8.9 5.2
7:00 PM 7.4 3.3 1.0 1.7 3.3 4.
8:00 PM 5.3 2.4 0.9 1.6 1.6 2.8
9:00 PM 4.0 2.1 0.0 1.8 1. 2.3
10:00 PM 1.3 0.5 0.6 0.2 1. 0.8
11:00 PM 1.0 0.3 0.2 1.6 0. 0.
Totals 100.0 100.0 100.0 100.0 100. 100.
*Driver trips include automobile,pickup,RV,van,truck,and motorcycle driver trips.
Base: 66520,000 driver trips.
202
Table 20b(continued)
1991 WEEKDAY RESPONDENT REPORTED DRIVER TRIP LENGTHS
FREQUENCY DISTRIBUTION IN FIVE MINUTE INTERVALS
By Total Trips and Home-Work Trips by Region(Intraregional)
Shasta StAnislaus
Total Trips Home-Work TotalTnps Home-Work
R
Qntrar oral) > ( ntrae 'ona (Intrar ional)1 {Intrar s) T 000 % 1 OOOs 103 26.9 9 12 237 27.7 27 16.
95 24.7 15 22- 247 29.0 42 26.
79 20.6 16 23. 163 19.2 33 20.
41 10.6 11 16.7 77 9.0 19 11.
21-25 20 5.2 5 7.3 45 5.2 12 7.
26-30 17 4.4 3 5.2 42 4.9 14 9.
31-35 8 2.0 2 3.7 15 1.7 6 3.
36-40 5 1.3 1 1.6 7 0.9 2 1.
4145 4 1.0 2 2.4 7 0.8 2 1
46,50 2 0.5 0 0.7 3 0.3 1 0.
51-55 1 0.3 0 0.5 2 0.2 0 0.1
56-60 3 0.7 0 0.4 3 0.4 1 0.
61-65 1 0.2 0 0.3 2 0.2 0 0.
66-70 1 0.2 0 0.6 1 0.1 0 0.
71-75 1 03 1 1.0 0 0.0 0 0.
76-80 0 0.1 0 0.1 0 0.0 0 0.
81-85 0 0.1 0 0.1 0 0.0 0 0.
86+ 1 0.7 0 0.6 1 0.3 0 0.
Mean Time 15 Min 100.0 1_9M in 100. 13 Min 100.0 16 Min 100.
Median Time 11 Min 15 Min 10 Min 15 Min
Tu..:re
Rura <>
Total Trips Home•Wark Total Trips Home-Work
Yntervaf f[n.Erdt. . bna]) f intra anal) (Intrare 'ona]) (intrar ''oval)
LcnMinutes) 10005 °k I,000s 9a1,000s.. `Yo;' T,000s 96
0-5 207 30.9 25 20.
924 36.2 123 27.
6-10 204 30.5 39 31 708 27.8 120 26.
11-15 107 15.9 18 14.S 369 14.5 74 16.
16-20 61 9.2 16 13. 187 7.3 44 9.
21-25 2 4.0 9 7.1 99 3.9 24 5
26-30 27 4.1 8 6. 106 4.1 27 6.
31-35 9 1.4 2 1. 38 1.5 9 1.
36-40 7 1.0 1 0. 23 0.9 8 1.
41-45 6 1.0 2 1. 23 0.9 8 1.
46-50 2 0.4 1 0. 14 0.5 3 0.
51-55 2 03 0 0. 8 0.3 2 0.
56-60 2 03 0 0. 15 0.6 3 0.
61-65 1 0.1 0 0. 7 0.3 2 0.
66-70 1 0.2 0 0.3 4 0.1 1 0.1
71-75 1 0.1 0 0.1 4 0.2 1 0.
76-80 1 0.2 0 0.4 1 2 .0.1 0 0.1
81-85 0 0.0 0 0. 2 0.1 1 0.1
86+ 2 0.5 0 0. 10 0.8 2 0.
Mean Time 13 Min 100.0 15 Min 100. 13 Min 100.0 15 Min 100.
Median Time 10M
11 Min 9 Min 11 Min
212
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DKS Associates Appendix C
Summan, of DKS Associates' Insurance Coverage
Coverage Limit
Automobile Liability $1,00,000 body injury and property damage
each occurrence and in the aggregate
General Liability $1,000,000 body injury and property damage
each occurrence and in the aggregate
Professional Liability $1,000,000 each claim and in the annual
aggregate
Umbrella Liability Insurance $5,000,000 limit for umbrella coverage
Workers' Compensation & Employer's California Statutory Limits ($1,000,00)