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Transportation Planners' Guide To Using the 1980 Census
Click HERE for graphic. NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The U.S. Government assumes no liability for its contents or the use thereof. This report does not constitute a standard specification or regulation. Click HERE for graphic. TRANSPORTATION PLANNERS' GUIDE TO USING THE 1980 CENSUS Prepared By: COM SIS Corporation Wheaton, Maryland For: Urban Planning and Transportation Management Division Office of Highway Planning U.S, DEPARTMENT OF TRANSPORTATION FEDERAL HIGHWAY ADMINISTRATION URBAN MASS TRANSPORTATION ADMINISTRATION PREFACE This report was prepared to assist the transportation planner in the use of the 1980 decentenial Census data. It provides a basic source of reference related to data items available, forms of distribution, information on a tape file developed specifically for planning purposes, and examples of the many uses of the Census data in transportation planning. The report was prepared by the COMSIS Corporation for the Urban Planning and Transportation Management Division of the Federal Highway Administration, U.S. Department of Transportation. The project was accomplished under a contract to provide planner aids to assist MPO and State officials in utilizing techniques, methodologies and data. The principal author of this report was Arthur B. Sosslau. The Federal Highway Administration contracting officers technical representative was William A. Martin. Other personnel who contributed significantly to the report included James J. McDonnell and Carlos G. Rodriguez of the Federal Highway Administration and Thomas J. Hillegass of the Urban Mass Transportation Administration. Special thanks go to Phillip N..Fulton and Marshall L. Turner, Jr. of the Bureau of the Census and to Ralph Hoar who did a notable job in editing the material. TABLE OF CONTENTS Chapter Page ONE: INTRODUCTION AND EXECUTIVE SUMMARY . . . . . . . . . . . . . . . . . 1 Uses for Census Data . . . . . . . . . . . . . . . . . . . . . . . . 1 History of Census Use. . . . . . . . . . . . . . . . . . . . . . . . 2 New Data for 1980. . . . . . . . . . . . . . . . . . . . . . . . . . 3 Geographic Coding Accuracy . . . . . . . . . . . . . . . . . . . . . 3 The Special Urban Transportation Planning Package (UTPP) . . . . . . 4 UTPP Availability and Cost . . . . . . . . . . . . . . . . . . . . . 5 TWO: INFORMATION AVAILABLE. . . . . . . . . . . . . . . . . . . . . . . . 6 Major Types of Information . . . . . . . . . . . . . . . . . . . . . 6 Reporting Format . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Summary Tape Files . . . . . . . . . . . . . . . . . . . . . . . . . 9 Printed Reports--Volume 1 Series . . . . . . . . . . . . . . . . . .15 Printed Reports--PHC Series. . . . . . . . . . . . . . . . . . . . .15 Microfiche . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Special Tabulations. . . . . . . . . . . . . . . . . . . . . . . . .16 Public-Use Microdata Samples (PUS) . . . . . . . . . . . . . . . . .17 Disclosure and Suppression . . . . . . . . . . . . . . . . . . . . .17 THREE: URBAN TRANSPORTATION PLANNING PACKAGE (UTPP). . . . . . . . . .19 Description of the UTPP. . . . . . . . . . . . . . . . . . . . . . .19 Availability and Cost. . . . . . . . . . . . . . . . . . . . . . . .29 Source of the UTPP . . . . . . . . . . . . . . . . . . . . . . . . .32 Zone Versus Tract Data . . . . . . . . . . . . . . . . . . . . . . .33 Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . .33 Journey-to-Work Adjustments . . . . . . . . . . . . . . . . . .36 Commutersheds . . . . . . . . . . . . . . . . . . . . . . . . .37 FOUR: SUPPLEMENTING CENSUS DATA . . . . . . . . . . . . . . . . . . .42 Supplementing Commuting Data . . . . . . . . . . . . . . . . . . . .42 Nonwork Travel Data. . . . . . . . . . . . . . . . . . . . . . . . .43 Summary of Supplemental Data Collection. . . . . . . . . . . . . . .43 Employee Survey . . . . . . . . . . . . . . . . . . . . . . . .43 Auto Use Survey . . . . . . . . . . . . . . . . . . . . . . . .43 Peak Hour (and Daily) Traffic Counts. . . . . . . . . . . . . .44 On-Board Transit Survey . . . . . . . . . . . . . . . . . . . .44 External Cordon Line Survey . . . . . . . . . . . . . . . . . .44 Truck Survey. . . . . . . . . . . . . . . . . . . . . . . . . .44 Updating 1980 Census Data. . . . . . . . . . . . . . . . . . . . . .44 i TABLE OF CONTENTS (Continued) Chapter Page FIVE: USES OF CENSUS DATA FOR ANALYSIS PURPOSES. . . . . . . . . . . .48 Transportation Planning Uses . . . . . . . . . . . . . . . . . . . .48 Establishment of a Data Base . . . . . . . . . . . . . . . . . . . .50 Nontransportation Planning Uses. . . . . . . . . . . . . . . . . . .51 Detailed Descriptions of Selected Uses . . . . . . . . . . . . . . .51 Transit Planning Through Successive Overlays . . . . . . . . . . . .55 Accessibility and Special Population Segment Analysis. . . . . . . .57 Locating Park-and-Ride Lots. . . . . . . . . . . . . . . . . . . . .61 Bus-Routing and Circulation Analysis . . . . . . . . . . . . . . . .62 HOV-Lane Evaluation. . . . . . . . . . . . . . . . . . . . . . . . .62 Land Use and Arterial Spacing. . . . . . . . . . . . . . . . . . . .65 Selected-Link Analysis . . . . . . . . . . . . . . . . . . . . . . .68 SIX: MODEL-RELATED USES OF CENSUS DATA. . . . . . . . . . . . . . . . . .70 Transportation Planning Uses . . . . . . . . . . . . . . . . . . . .70 Checking Census Data . . . . . . . . . . . . . . . . . . . . . . . .71 Census Data in Model Applications. . . . . . . . . . . . . . . . . .71 Trip Generation. . . . . . . . . . . . . . . . . . . . . . . . . . .73 Trip Distribution. . . . . . . . . . . . . . . . . . . . . . . . . .75 Mode Choice. . . . . . . . . . . . . . . . . . . . . . . . . . . . .77 Auto Occupancy . . . . . . . . . . . . . . . . . . . . . . . . . . .79 Other Considerations . . . . . . . . . . . . . . . . . . . . . . . .82 Journey-to-Work Data Conversions . . . . . . . . . . . . . . . . . .82 Trip Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 Gravity Model Calibration/Development. . . . . . . . . . . . . . . .87 Trip-Volume Factors. . . . . . . . . . . . . . . . . . . . . . . . .90 Census Processing and Analysis Products. . . . . . . . . . . . . . .90 Format . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90 Census Data Accessibility with UTPS. . . . . . . . . . . . . . . . .92 Bureau of the Census Software. . . . . . . . . . . . . . . . . . . .92 Other Software . . . . . . . . . . . . . . . . . . . . . . . . . . .93 SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98 APPENDIX A: STF TABLE OUTLINES APPENDIX B: INFORMATION ON CENSUS REPORTS APPENDIX C: URBAN TRANSPORTATION PLANNING PACKAGE APPENDIX D: DEFINITIONS OF CENSUS TERMS APPENDIX E: COMMUTERSHEDS FOR PLACE-OF-WORK CODING IN 1980 SUMMARY OF CENSUS APPENDIX F: BUREAU SOFTWARE PROGRAMS ii TABLE OF CONTENTS (Continued) APPENDIX G: 1980 CENSUS LONG FORM APPENDIX H: MODIFIED URBAN TRANSPORTATION PLANNING PACKAGE APPENDIX I: LIST OF URBAN AREAS WHICH CAN GET A MODIFIED URBAN TRANSPORTATION PLANNING PACKAGE APPENDIX J: BASIC DATA FOR URBAN TRANSPORTATION PLANNING iii LIST OF FIGURES Figure Number Title Page 1 1980 CENSUS DATA ITEMS . . . . . . . . . . . . . . . . . . . . . . . 7 2 JOURNEY-TO-WORK QUESTIONS. . . . . . . . . . . . . . . . . . . . . .34 3 EXAMPLE OF TRACT-ZONE ALLOCATION WHERE BOUNDARIES COINCIDE . . . . .39 4 EXAMPLE OF TRACT-ZONE ALLOCATION WHERE BOUNDARIES DO NOT COINCIDE. .41 5 PROCEDURES FOR ALLOCATING DATA BY TRAFFIC ANALYSIS ZONE. . . . . . .46 6 USE OF 1970 CENSUS DATA ITEMS. . . . . . . . . . . . . . . . . . . .49 7 EXAMPLES OF CENSUS DATA USE FOR OTHER THAN TRANSPORTATION PLANNING ACTIVITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52 8 SAMPLE PLOTS FOR SUCCESSIVE OVERLAY TECHNIQUE. . . . . . . . . . . .56 9 ACCESSIBILITY TO EMPLOYMENT BY AUTOMOBILE DURING PEAK HOURS. . . . .58 10 ACCESSIBILITY FOR LOW INCOME GROUP (ZONE 1) TO EMPLOYMENT OPPORTUNITIES VIA HIGHWAY DURING PEAK HOURS. . . . . . . . . . . . .59 11 PLOT OF ACCUMULATED PERCENT TOTAL POPULATION VERSUS TRAVEL TIME FOR MAJOR MEDICAL FACILITIES . . . . . . . . . . . . . . . . . . . . . .60 12 DOWNTOWN BUS CIRCULATION ANALYSIS. . . . . . . . . . . . . . . . . .63 13 BUS ROUTING ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . .64 14 HOV LANE VEHICLE ACCUMULATION. . . . . . . . . . . . . . . . . . . .66 15 CHART FOR SUBREGIONAL DENSITY VS. AVERAGE VOLUMES AND LANE REQUIREMENTS FOR ARTERIALS . . . . . . . . . . . . . . . . . . . . .67 16 ADJUSTMENT FACTORS FOR LAND USE--ARTERIAL SPACING PROCEDURE 69 17 TRAFFIC ESTIMATION PROCEDURES USING 1980 CENSUS URBAN TRANSPORTATION PLANNING PACKAGE . . . . . . . . . . . . . . . . . . . . . . . . . .72 18 CROSS-CLASSIFICATION TRIP GENERATION ANALYSIS. . . . . . . . . . . .74 19 POTENTIALLY USEFUL RELATIONSHIPS FOR TRANSIT ESTIMATES--RESIDENT END78 iv List of Figures ( Continued ) Figure Number Page 20 POTENTIALLY USEFUL RELATIONSHIPS FOR TRANSIT ESTIMATES--WORK END . .80 21 PROCESS FOR CALIBRATING WORK MODE CHOICE MODEL FROM UTPP AND NETWORK DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81 22 PEAK HOUR MODEL--TRIP ENDS . . . . . . . . . . . . . . . . . . . . .86 23 WORK TRIP MODEL--TRIP ENDS . . . . . . . . . . . . . . . . . . . . .88 24 PEAK FACTORS RELATED TO EMPLOYMENT DENSITY AND TRIP LENGTH . . . . .89 25 INTERZONAL FLOW OF TRANSIT WORK TRIPS. . . . . . . . . . . . . . . .94 26 ORIGIN PIE CHART OF TRANSIT WORK TRIPS . . . . . . . . . . . . . . .95 27 PIE CHARTS AND ARROWS. . . . . . . . . . . . . . . . . . . . . . . .96 F-1 CENSPAC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . F-2 v LIST OF TABLES Table Number TitlePage 1 PROVISIONAL SCHEDULE FOR RELEASE OF MAJOR CENSUS DATA PRODUCTS AS OF SEPTEMBER 1982 . . . . . . . . . . . . . . . . . . . . . . . . . . .10 2 OVERVIEW OF PLANNED SUMMARY LEVELS FOR 1980 CENSUS SUMMARY TAPE FILES12 3 SUMMARY OF INFORMATION IN URBAN TRANSPORTATION PLANNING PACKAGE: . .20 4 PART I - TABULATIONS BY CENSUS TRACT OR BLOCK GROUP (OR ZONE--SPECIAL ORDER) OF RESIDENCE. . . . . . . . . . . . . . . . . . . . . . . . .22 5 PART II - TABULATIONS BY LARGE GEOGRAPHIC AREAS OF RESIDENCE . . . .24 6 PART III- TABULATIONS BY CENSUS TRACT (OR ZONE SPECIAL ORDER) OF WORK26 7 PART IV - TABULATIONS BY CENSUS TRACT OF RESIDENCE TO CENSUS TRACT OF WORK (OR ZONE OF RESIDENCE TO ZONE OF WORK--SPECIAL ORDER) . . . . .27 8 PART V - TABULATIONS BY BLOCK GROUP OF WORK (SUB-TOTALS TO CENSUS TRACT OF WORK OR ZONE OF WORK--SPECIAL ORDER). . . . . . . . . . . .28 9 PART VI- TABULATIONS BY COUNTY, OF RESIDENCE TO COUNTY OF WORK (INCLUDES 20 EXTERNAL COUNTIES WITH A LARGE NUMBER OF JOURNEY-TO-WORK TRIPS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 10 ESTIMATED COST OF UTPP . . . . . . . . . . . . . . . . . . . . . . .31 11 DETAILED TRIP-GENERATION CHARACTERISTICS . . . . . . . . . . . . . .76 12 CONVERSION FACTORS FOR CRITICAL PERIODS OF INTERNAL PERSON-TRAVEL: URBANIZED AREA POPULATION, 250,000-750,000 . . . . . . . . . . . . .84 13 HOURLY DISTRIBUTION OF INTERNAL AUTO-DRIVER AND TOTAL VEHICLE TRAVEL: URBANIZED AREA POPULATION, 250,000-750,000 . . . . . . . . . . . . .85 14 HOURLY DISTRIBUTION OF TOTAL TRAVEL ON ARTERIALS: URBANIZED AREA POPULATION, 250,000-750,000. . . . . . . . . . . . . . . . . . . . .91 vi CHAPTER ONE INTRODUCTION AND EXECUTIVE SUMMARY For two decades the decennial Census has proven to be a valuable source of data upon which to base transportation planning. Data from the 1980 Census will prove significantly more so for a combination of reasons: - Most urban area planning agencies have had to forego large-scale data collection since the 1960's because of rising costs and diminishing local resources. As a result, these agencies have been forced to rely heavily on out-of-date information. - Concurrent with the decline in local large-scale data gathering, planning agencies have faced creative pressures from decision-makers to base their analyses and recommendations on up-to-date information. - Improvements during the past decade, both in data-based modeling and in the transferability of parameters between areas, has greatly reduced the need for locally conducted surveys, such as home-interview origin-destination studies. - Perhaps most significantly, improvements both in the level of detail sought in the 1980 Census questionnaire and in geographic coding of the data obtained now afford transportation planners a data base which, when appropriately used, can fill most of the void left by the slow-down in local information gathering. A more obvious bonus for planners is that the 1980 Census data are far more current than the most recent statistics collected locally by most of the nation's area transportation planning agencies. Many Census questions closely parallel those traditionally asked in local surveys by transportation planners. However, some discrepancies do exist. This guide identifies these discrepancies and describes procedures that can be used to adjust for them. Uses For Census Data The 1980 Census provides both socio-demographic and journey-to-work information, data that are essential to analysis of current conditions, trend evaluation and accurate forecasting of such travel characteristics as vehicle availability. Residential population and housing statistics and employment information can 1 all be used in determining trip-generation patterns and their rates of growth or decline. Additionally, Census information now is also available on the duration of journeys to work, major work-trip movements, modes of travel used, carpool usage, etc. Such information can assist planners to develop insights into shifts during recent years, both in travel generating characteristics in residential and employment zones and in the patterns of travel between those zones (Chapters Five and Six). Other uses that can be made of 1980 Census data include: - Analysis of accessibility to transportation by population segment; - Development and/or review of basic relationships such as car availability as related to income and household size; - Evaluation of transit service, for example, by use of successive overlays; - Analysis of parking demand as reflected in work-trip destinations; - Analysis and forecasts of land-use trends; - Evaluation of regional growth models against 1980 field conditions; - Evaluation of corridor service using reserved lanes for high occupancy vehicles (HOV's) and of bus route studies in CBD's; and - Improvement of multi modal travel services for work trips and selected link analysis for highway analysis. Census information will be available in three formats: files, microfiche and printed reports (Chapter Two). However, fewer reports will be printed than was the case in 1970 because of budgetary considerations. History of Census Use Two decades ago it was recognized that the decennial Census was a valuable source of data for transportation planning. It included many of the variables traditionally employed in transportation studies, and Census questions regarding the journey to work were similar to those planners used in origin-destination surveys. However, a shortcoming was that place-of- work data in the 1960 Census were coded only to place and/or county--not to smaller geographic units as needed by planners. Yet another deficiency was that, for the generally available Census variables, such as population and housing units, tract definitions usually were not compatible with planners' traffic analysis zones. 2 With the 1970 Census, development of the geographic base file/dual independent map encoding (GBF/Dime) capability overcame some-of the difficulties by allowing residence and work addresses to be coded by block. Block data could then be selected out and accumulated for such geographic units as traffic analysis zones identified by a planning agency. Also in 1970, the Federal Highway Administration (FHWA) funded development of special summary tabulations--the first Urban Transportation Planning Package (UTPP). New Data for 1980 The 1980 Census has moved a step further. Its expanded questionnaire has collected more detailed information on the journey to work and other transportation-related items (Chapter Two). One new question asked the time usually required for the trip from home to work. Others asked about car occupancy and carpooling. Trucks, vans, bicycles and motorcycles each became a separate category in questions about the means of transportation used in travel to work. Figure 1 on page 7 presents the 1980 Census data items and identifies those that are new or changed since the 1970 Census. Geographic Coding Accuracy Among the most significant improvements made in the 1980 Census were those made in the effort to code places of employment. Improvements were made in the questionnaire, in the coding operation itself, and in the development of an allocation procedure for uncodable addresses. In the questionnaire, each respondent was asked to provide the name of the building, shopping center, or other physical location of employment if the street address was not known. This was supplemented by development of resource guides capable of detailed geographical coding of employer names, building names, shopping centers, etc. Other improvements were the use of follow-ups to obtain better reporting of addresses, the use of updated and accurate geographic base files covering most of the urbanized sections of Standard Metropolitan Statistical Areas (SMSA's) that joined the Bureau of the Census GBF/Dime program, and coding in three Census centers rather than in one. Also, a contact person was designated in each urban area to assist in coding work places whenever at least 50 persons reported a work place not in the coding guide. Regardless of the accuracy of coding guides and other procedures, addresses always remain that cannot be coded. To assign these addresses as reasonably as possible, the Bureau of the 3 Census developed an allocation procedure (for UTPP data only) using information available from responses to the questionnaire. It should be noted, however, that experience to date indicates about 85 percent of all addresses eligible for small area coding are codable to tracts and blocks without such allocation. The long-form Census questionnaire, which contained the work-travel questions, was sent to one of every six households in SMSA's, but only about one-half of these were coded for work addresses (a sample of about 8 percent) because of budgetary constraints. The special Urban Transportation Planning Package (UTPP) Work-place information at the tract and block group (zone) level--the detail desired by transportation planners--will not be available from any regular Census source. Instead, it is being included in a special Urban Transportation Planning Package (UTPP) along with journey-to-work and other information useful to planning agencies (Chapter Three). It can be purchased only on request to the Bureau of the Census (pages 29-32). The package consists of six parts. - Part I contains counts by residence area (Census tract or zone) of such variables as persons, workers, households, vehicles available, vehicle occupancy, types of ride-sharing, modes of travel, and traveltime by mode. - Part II contains counts of households and workers in aggregate areas such as Central Business District (CBD), Central City, County, SMSA, and transportation study areas. It also includes cross-classification of data, such as households classified by autos available, income, and household size. - Part III contains data similar to Part I, but for workers by place of work. - Part IV contains data on workers' travel between residence and place of work. - Part V contains tabulations by groups of blocks at the work-trip end. - Part VI contains journey-to-work information by county of residence to county of work, including up to 20 surrounding counties with a large number of journey-to-work trips. 4 UTPP Availability and Cost The Bureau of the Census expects this special package to be available from late 1982 until late 1983 at a cost of about $10 per 1,000 population for the standard package, in which data will be coded by Census tract. The UTPP information can also be coded to a zone system as defined by the local agency and submitted to the Bureau. This will cost an additional $2-$3 per 1,000 population. Actual costs for a given area can be obtained from the Bureau of the Census upon request to the address on page 32 of this report. The UTPP is also a valuable resource for nontransportation agencies in urban areas, especially those interested in employment data. In as much as such work-place data will not be available in Census sources other than the UTPP, an opportunity is afforded for cost-sharing between agencies. Examples of potential Census uses by nontransportation agencies are listed in Figure 7 (pages 52-54). 5 CHAPTER TWO INFORMATION AVAILABLE Much 1980 Census information that is useful to the transportation planner is being made available through the normal release of Census data in printed reports, tape files, and microfiche. Such information is obtainable at many levels of geographic detail, the most useful of which to transportation planners are the Census tract and block levels. This chapter summarizes the information available in normal Census releases to facilitate judgments as to the best sources for the information required by each planning agency. The special Urban Transportation Planning Package (UTPP) described in Chapter Three is, of course, the best source for most planning purposes. This one data source, not a normal Census product, is one offered only on special request. It assembles Census information that will satisfy most needs at a geographic level of detail--the zone--most useful to planners. The information in this chapter is current as of the date on the cover. However, the Bureau of the Census from time to time makes adjustments in dates of release, exact form and contents of tapes and reports, etc. When ready to utilize Census information, the user is advised to refer to the 1980 Census User's Guide as well as to documentations for computer tape files. For information on this Guide contact: Mr. Gary Young Data User Services Division Data Access and Use Staff Bureau of the Census Washington, D.C. 20233 (301) 763-1584 Major Types of Information Information from the 1980 Census is derived either from questions asked of the entire population or from questions asked of a representative sample of the population. The complete count questionnaire was to be answered by all households. The supplementary questions of the long-form questionnaire were to be answered by only a sampling of households--about one in five nationally. Figure 1 lists the items on which data were collected in the 1980 Census. Asterisks indicate those that were new items in 1980 and that were changed since the 1970 Census. The nature of these changes are discussed later in this chapter. 6 Click HERE for graphic. 7 Census data were developed for various political and statistical areas, as listed below. Political Areas: - United States - States - Congressional Districts - Counties - Minor Civil Divisions - legal subdivisions of counties, called townships in most states. - Incorporated Places - cities, villages, etc. Statistical Areas: - Census Regions and Divisions - The 50 States have been divided into four regions, each containing two or three divisions. - Standard Consolidated Statistical Area (SCSA) -A large concentration of metropolitan population composed of two or more contiguous SMSA's which together meet criteria of population size, urban character, social and economic integration, and/or contiguity of urbanized areas. Each SCSA must include at least one SMSA with a population of one million or more. - Standard Metropolitan Statistical Area (SMSA) Usually consists of a central city with a population exceeding 50,000, the county(ies) in which it is located, and other contiguous counties that are metropolitan in character and are socially and economically integrated with the central city. - Urbanized Areas - Defined by population density, each includes a central city and the surrounding closely settled urban fringe (suburbs) which together have a population of 50,000 or more. - Urban/Rural - All persons living in urbanized areas and in places of 2,500 or more constitute the "urban" population; all others constitute the "rural" population. - Census County Divisions - Statistical subdivisions of a county defined for those States where minor civil divisions are not appropriate for the publication of statistics. - Census Designated Places - Residential concentrations. whose populations consider themselves 8 belonging to geographically defined "places," although the "places" are not legally incorporated. - Census Tracts - Statistical subdivisions of an SMSA with an average population of 4,000. - Enumeration Districts - Census collection areas used as tabulation areas where block statistics are not collected. - Block Groups - Census tabulation areas intermediate between Census tracts and blocks. - Blocks - The smallest Census geographic areas, used as basic tabulation units in urbanized areas and incorporated places with a population of 10,000 or more. Reporting Format Census data are made available in printed reports, on computer tapes, and on microfiche. Data in 1980 Census reports will be similar in kind and quantity to the data contained in reports from the 1970 Census. Printed reports are the most convenient and readily available source for those who do not require information in great detail for a large number of areas. For those who require Census statistics in greater detail or who wish to manipulate or process Census data, computer tape files are the most used Census product. Five series of Summary Tape Files (STF's) are being produced. These will contain cross-tabulations of data summarized to a hierarchy of geographic areas. The Bureau of the Census will also produce Public-Use Microdata Sample (PUS) tape files containing small samples (1 and 5 percent) of unidentified household records for large geographic areas. Each household sample record will contain all Census data collected about each person in the household plus the housing units' characteristics. Iden- tifying information such as names, addresses, and other details of location will not be included. In addition to printed reports and tape files, certain Census information will be available on microfiche. The latest information available from the Bureau of the Census regarding form and availability is summarized in Table 1. Summary Tape Files The five basic STF's differ from each other in the level of geography being reported, in the level of detail at which the 9 Click HERE for graphic. 10 information is reported, and in whether they represent 100 percent data or estimates based on sampling. STF's 1 and 2 provide data based on questions asked of all persons and for all housing units. STF's 3, 4, and 5 are estimates based on the responses of a sample of the population and housing units but contain more extensive housing and population information than do STF's 1 and 2. In 1980, the sample rate was 1 in 2 in governmental units with less than 2,500 inhabitants and 1 in 6 elsewhere. This resulted in a national sampling rate of approximately 1 in 5. The Bureau's 1977 population estimates were used to determine the sampling rate in each area. The maximum possible geographic detail available from the Census is contained in STF 1: data for individual blocks in block-numbered areas and for enumeration districts outside of block-numbered areas. The smallest units of geography for which data are provided in STF 2 are the Census tract or minor civil division/Census county division (MCD/CCD) and places of 1,000 or more inhabitants in nontracted areas. The smallest for data in STF 3 are the block group or enumeration district and places of 2,500 or more inhabitants in nontracted areas. The smallest for data in STF 4 are the Census tract or MCD/CCD and places of 2,500 population in nontracted areas. The smallest geographic units reflected in STF 5 are SMSA's, central cities, places of 50,000 or more inhabitants, and counties of 50,000 or more inhabitants. (Table 2 profiles the geographic levels at which data are to be reported in each STF.) The subject matter on STF 1 is listed in Appendix A. In summary, STF 1 contains more detailed geography but less subject matter detail than does STF 2. Similarly, STF 3 contains more detailed geography but less subject matter detail than STF 4. STF's 1 and 2 contain complete-count data, and STF's 3 and 4 contain estimates based on sampling. Finally, STF 5 contains sample-based estimates aggregated to larger geographic units than is the case with the other files but presents the information in the greatest subject matter detail. The STF 1 file includes 321 cells of complete-count population and housing data. This corresponds to the 1970 Census First and Third Count files. Data are summarized for the United States, regions, divisions, States, SCSA's, SMSA's, urbanized areas, congressional districts, counties, county subdivisions, places, Census tracts, enumeration districts in unblocked areas, and blocks and block groups in blocked areas. This file includes the data in the PHC80-1, PHC80-3 and PC80-1-A reports. (See pages 15-16 for a description of these reports and Appendix A for STF 1 table outlines.) The STF 2 file contains 2,292 cells of detailed complete-count population and housing data, of which 962 are repeated for race and/or Spanish-origin groups in the tabulation area. Data are summarized for the United States, regions, divisions, States, SCSA's, urbanized areas, counties, county subdivisions, places of 11 Click HERE for graphic. 12 FOOTNOTES TO TABLE 2 1/ In addition to summary areas presented on the Summary Tape Files, geographic area codes are included for areas such as Ward, State EconOmic Subregion, District Office Code, Indian Subreservation, and Standard Federal Administrative Region. 2/ Population size cutoffs for the presentation of place-level data in the STF's are as follows: STF 1A all places STF 1B all places STF 1C 10,000 or more STF 2A 10,000 or more STF 2B 1,000 or more STF 2C 20,000 or more STF 3A all places STF 3C 10,000 or more STF 4A 10,000 or more STF 4B 2,500 or more STF 4C 10,000 or more STF 5 50,000 or more 3/ STF 3B, which was planned to provide 5-digit ZIP Code tabulations, has been canceled. However, private groups are currently discussing the possibility of funding Census Bureau tabulation of these data. The geographic structure of such a file will be decided at a later date. 4/ Multiple summary level codes for a Summary Area indicate a series of very similar summary levels that are presented in identical STF files. A specific listing is shown below of summary levels that are grouped together from the chart. (A slash mark "/" will be used to indicate "within.") Grouping 13, 14, 15, and 16: 13. Place/MCD (CCD)/County/state 14. Tract (BNA)/Place/MCD (CCD)/County/State 15. BG/Tract (BNA)/Place/MCD (CCD)/County/State 16. ED/Tract (BNA)/Place/MCD (CCD)/County/State Grouping. 18, 19, 20, 21, and 22: 18. MCD (CCD)/County/SMSA/State 19. Place/MCD (CCD)/County/SMSA/State 20. Tract (BNA)/Place/MCD (CCD)/County/SMSA/State 21. Block/Tract (BNA)/Place/MCD (CCD)/County/SMSA/State 22. ED/Tract (BNA)/Place/MCD (CCD)/County/SMSA/State Grouping 23 and 24: 23. Place/County/SMSA/State 24. Tract (BNA)/Place/County/SMSA/State Grouping 25 and 26: 25. Block/Tract (BNA)/Place/County/SMSA/State 26. ED/Tract (BNA)/Place/County/SMSA/State Grouping 30 and 31: 30. Indian Reservations and Alaskan Native Villages by State 31. Indian Reservations and Alaskan Native Villages by County within State 13 1,000 or more inhabitants, Census tracts, American Indian reservations, and Alaska native villages. This file includes the data in the PHC80-2, PC80-1- B, and HC80-1-A reports. The STF 3 file contains 1,126 cells of population and housing data estimated from the sample counts in the same areas as in STF 1, excluding blocks. This file includes the data in the PHC80-3 reports. The Bureau of the Census is also exploring the possibility of producing STF 3 data for 5- digit ZIP Code areas on a cost-reimbursable, special-tabulation basis. The STF 4 file is the geographic counterpart of STF 2, but contains approximately three times the number of cells of data. STF 4 provides detailed population and housing data estimated from the sample, some of which are repeated for race, Spanish-origin, and ancestry groups. Data are summarized for areas similar to those in STF 2, except that data for places are limited to those with 2,500 or more inhabitants. This file includes the data in the PHC80-2, PC80-1-C, and HC80-1-B reports. The STF 5 file contains over 100,000 cells of population and housing data estimated from the sample count and provides highly detailed tabulations and cross- classifications for States, SMSA's, and counties and cities of 50,000 or more inhabitants. Most subjects are classified by race and Spanish origin. This file includes data in the PC80-1-D and HC80-2 reports. Several additional summary tape files do not use the STF designation. These include: - The P.L. 94-171 files, released in February and March of 1981 and designed principally for use in legislative redistricting. More recently, the Bureau of the Census released "household" and "persons in household" counts on tape for tracts and minor civil divisions. Neither of these files reflect the geographic refinements made for STF 1 and future data files. - The Master Area Reference File (MARF), another summary of total population and a dozen other basic statistics coded for the standard geographic codes. The MARF was issued State-by-State, but a consolidated national version can also be obtained. - The Census/EEO Special File, designed to meet data needs for planning affirmative action for equal employment opportunity. This file tabulates detailed occupation by race and Spanish origin, and by sex in one tally and education by age, by race and Spanish origin, and by sex in another. The data are being summarized for all counties and for places of 50,000 or more inhabitants. 14 Printed Reports--Volume 1 Series Republication of bound volumes, one for population (PC80) and one for housing (HC80), in clothbound editions has been discontinued because of budgetary pressures. Instead, most of the basic population and housing series will be issued as separate paperback chapters. (PHC80-I, "Block Statistics," will be available only on microfiche.) The printed series contains data for basic political and larger statistical geographic areas: - PC80-1-A, "Number of Inhabitants," contains total population counts and is the best printed report for studying historic population counts for the hierarchy of Census geography. This report is derived from STF 1A. - PC80-1-B, "General Population Characteristics," and HC80-1-A, "General Housing Characteristics," are matched reports containing complete-count characteristics for States, SMSA's, counties, county subdivisions, places of 1.,000 or more, etc. - Similarly, PC80-1-C, "General Social and Economic Characteristics," and HC80-1-B, "Detailed Housing Characteristics," contain estimates based on samplings for the same areas as in the previous reports, excepting most county subdivisions and all places with less than 2,500 population. Compared to 1970 reports, these five population and housing reports have been designed with: - more commonality in structure, - more data distributed by race and Spanish origin, more data for counties, and - more data for towns and townships in five States--Michigan, New Jersey, New York, Pennsylvania, and Wisconsin--treating them the same as the six New England States. Printed Reports--PHC Series The combined population and housing (PHC80) series includes several reports with data for small areas or special areas not included in the regular PC and HC series. 15 Census Tracts reports (series PHC80-2) will be available in print. Most of the tables in these reports are derived from STF 4. Tract outline maps will be available in time for publication of the tract reports--in late 1982 and early 1983. The PHC80-3 series, "Summary Characteristics for Governmental Units and Standard Metropolitan Statistical Areas,".is a new Census product. It contains about 75 basic data items and is meant to alleviate the effects of omitting small places and minor civil divisions from printed population and housing report tables. It is also the first report to publish sampling data for counties and places. The complete-count section of this report is produced from STF 1A. Appendix B contains details on final reports from the 1980 Census and their anticipated release dates. Microfiche All 1980 Census publications were originally intended to be made available both in print and on microfiChe, as was done with the 1970 Census. However, for reasons of economy, the Bureau of the Census no longer plans to make microfiche available as backup to its publications. Each of the following series will be disseminated either in print or on microfiche, not both: PHC80-1 Block Statistics PC80-1-D Detailed Population Characteristics HC80-2 Metropolitan Housing Characteristics The original program also planned to make significant amounts of Summary Tape File data available on microfiche. Again for reasons of economy, the only STF data to be duplicated on microfiche are in the already available P.L. 94-171, the forthcoming microfiche of all STF 1A data, and selected information from the Master Area Reference File. The STF 1A microfiche will be the one most valuable to planners. It will have a broad range of complete-count characteristics and will include summaries for every block group or enumeration district, Census tract, minor civil division or Census county division, county, and place, with no population minimum. In some respects STF 1A is even more detailed than the complete-count tables in tract reports. For example, STF 1A microfiche will include 26 age categories by sex, compared to 17 categories in the tract reports. Special Tabulations Inevitably some specialized needs are not met by the standard products of the Bureau of the Census, despite the vast amount of data it makes available in print and on computer tape and 16 microfiche. To meet these needs, the Bureau is willing to prepare special tabulations on a cost-reimbursement basis, insofar as it can do so without delaying production of its regular data products. It should be noted, however, that even at-cost purchase of special tabulations is much more expensive than purchase of existing, public-use data sources. The Bureau normally will not do special displays or recompilations of data already available for purchase on its summary tapes. It assumes instead that State Data Centers or private organizations can do the work. The Bureau concentrates its resources on those special tabulations that require access to its confidential files. Public-Use Microdata Samples (PUS) The Bureau of the Census will also release some unaggregated records on households with information on the characteristics of each unit and the people in it. These records have been edited to exclude information that might be used to identify the persons or households. Such public-use microdata samples (PUS) may be thought to make do-it- yourself special tabulations possible, but this fails to take into account serious limitations necessary to protect confidentiality. No names, addresses, or other geographic identifications will be published and only small samples of the population will be included. Three mutually exclusive samples will be available. One includes 5 percent of all housing units; each of the other two includes only 1 percent. Detail will necessarily be limited on residence, type of group quarters, high incomes, etc. The limitation on geography will be less stringent than was the case in past Census reporting because the Bureau has reduced its minimum- population criterion from 250,000 to 100,000 in each identifiable area. The Bureau will work with State Data Centers to identify areas that have local relevance. States and most large SMSA's will be identifiable on one or more of the files. As in previous censuses, public-use microdata files will contain all details recorded in the Census for most items. For example, more than 500 categories of occupation will be included. Also, as with the 1960 and 1970 microdata samples, the Bureau will Continue To employ a hierarchical file structure, with personal records following their corresponding household records. Disclosure and Suppression To maintain the confidentiality promised respondents and required by law, the Bureau suppresses tabulations of characteristics of very small groups of people or housing units. The 17 rules for suppression differ for the complete-count and sample data. As an example of suppression criteria, on the record for an enumeration district with a population of 1 to 14 persons, population characteristics such as age and relationship are supposed. Only counts for total population and the number of persons within specific racial or Spanish-origin groups are published. However, when the geographic area being summarized has 15 or more persons, population characteristics will not be suppressed except, possibly, when tables are cross-classified by race or Spanish origin. Each Census product's rules for data suppression can be found in the "Technical Documentation" for Summary Tape Files and in the printed reports. 18 CHAPTER THREE URBAN TRANSPORTATION PLANNING PACKAGE (UTPP) A special data tape, the Urban Transportation Planning Package (UTPP), has been developed to help metropolitan planning organizations (MPO's) and other planning agencies effectively use Census material. This will be the only source from which place-of-work information by traffic zones can be obtained. The special package can be purchased only on request to the U.S. Bureau of the Census. Development of the UTPP program was funded by the U.S. Department of Transportation. Specifications for the UTPP were prepared by an ad hoc committee of experienced transportation planners representing the Transportation Research Board's Committee on Transportation Systems and Data Requirements. The committee consisted of transportation professionals from the U.S. government, metropolitan planning organizations, and consultants. Their preliminary design was distributed to selected MPO's and state transportation agencies for review and comment. Modifications were then incorporated, followed by successive reviews and modifications. The package attempts to provide the data that are most useful to all planning agencies. Description of the UTPP The UTPP consists of six parts, 82 summaries and 13,391 data items. (See Appendix C for details of each "tabulation" or data summary. ) Parts I and II provide residential information, Parts III and V provide employment-end in formation and Parts IV and VI provide information on trips between residence and work. Table 3 summarizes the information contained in the UTPP. Most of it is about workers and their travel. The balance is about households, vehicles, and persons. "Vehicles" include automobiles, trucks, and vans available to a household. In Table 3, "mode" is synonymous with means of transportation and usually consists of: Car--drive alone Car--carpool Truck or van--drive alone Truck or van--carpool Bus or streetcar Railroad Subway or elevated Taxicab Motorcycle Bicycle Walked only Other means In some tables (I-20, III-10, IV-3, V-5, VI-8) the number of vehicles used in travel to work has been calculated from the number of workers who drive alone and the number who travel in 19 Click HERE for graphic. 20 carpools, which range from two-person pools to those of seven or more persons. In this latter category (workers in carpools of seven or more persons) 0.1428 was the factor used to convert the number of workers to the number of vehicles used. Persons-per-carpool is calculated by dividing the number of workers who share driving, drive others only, or ride as a passenger only by the number of carpool vehicles used in travel to work (total vehicles minus vehicles of workers who drive alone). Since geographic coding was done at the block level, the UTPP can be ordered coded either to Census tracts or to a zone system defined to the Bureau by the requesting agency. As shown in Tables 4 through 9, subtotals are also developed for such geographic units as the CBD, central city, etc. Part I provides 29 tabulations of data by tract or zone of residence. Subtotals are provided for the CBD, central city, entire area, county, and SMSA. The information in these tabulations is listed in Table 4. Part II provides 19 tables of residence data for larger areas (CBD, central city, entire area, county, and SMSA) and is most useful for examining cross-classification relationships. Two examples: households are classified by vehicles available, income, and household size, and the number of workers are classified by household income, by size of household and by means of transportation and carpooling to work (Table 5). Part III provides 14 tabulations of data similar to Part except that they are summarized by tract or zone for place of work instead of residence. Subtotals on all tabulations are provided by CBD, central city, entire area, county, and SMSA (Table 6). Part IV provides three tabulations of information on journeys between residence and place of work. Residence and place of work can each be identified either by Census tract or planning zone. In addition to the trip tables by means of transportation for the journey to work distributed by tract or zone, summary trip tables will be provided for the CBD, central city, entire area, county, SMSA, within commutershed, and outside commutershed (Table 7). Part V provides seven tabulations of place-of-work data at the block group level. Subtotals are provided by Census tract or by a locally defined zone system upon request. The information includes the number of workers by occupation and sex and by major industry and sex, the number of private vehicles used, persons per vehicle, and persons per carpool (Table 8). Such numerical information is useful in proportioning other data available only by tract or zone to the smaller geography of block groups. Part VI provides 10 tables of journey-to-work information on travel between counties. This summarized information, when compared to 1970 Census data for example, is useful in the study of 21 TABLE 4 PART I - TABULATIONS BY CENSUS TRACT OR BLOCK GROUP (OR ZONE-SPECIAL ORDER) OF RESIDENCE Subtotals By: (a) CBD (b) Central City (c) Area (Urbanized or Study) (d) Minor Civil Division (9 N.E. States only) (e) County (f) SMSA TABLE DATA NO. DESCRIPTION ITEMS I-1. Number of persons in households by sex and age 51 I-2. Number of persons in group quarters by sex and age 51 I-3. All persons by sex and age 51 I-4. All persons by race and Spanish origin 8 I-5. Number of persons 3 years old and over enrolled in school 6 I-6. Number of workers by sex and occupation 36 I-7. Number of workers by sex and industry 48 I-8. Number of workers by sex and class of worker 15 I-9. Number of households by size of household 10 I-10. Number of households' by number of workers in household 9 I-11. Number of households by household income 12 I-12. Number of vacant year-round housing units by duration of vacany 7 I-13. Number of year-round housing units by type of structure 10 I-14. Number of households by number of automobiles available 5 I-15. Number of households by number of trucks or vans available 5 I-16. Number of households by number of vehicles (Cars, trucks, or vans) available 5 I-17. All workers not working at home by mean travel time, means of transportation, and carpooling 26 I-18. All workers by means of transportation and carpooling 14 I-19. All workers using a car, truck, or van, by carpool type and vehicle occupancy 40 * Number of items for each geographic area. 22 Table 4 (Continued) PART I - (Continued) I-20. Number of vehicles (cars, trucks, or vans) used in travel to work 1 I-21. Number of persons per vehicle 1 I-22. Number of persons per carpool 1 I-23. Number of workers by means of transportation and earnings 75 I-24. Number of workers in households by means of transportation and household income I-25. Number of workers by means of transportation, race, and Spanish origin 40 I-26. Number of workers by means of transportation, sex, and age 105 I-27. Number of workers in households by means of transportation and number of vehicles (carS, trucks, or vans) available 25 I-28. Noninstitutional population 16 years old and over with a disability 42 by type of disability and age 42 I-29. All workers with a public transportation disability by means of transportation and carpooling 14 ________________________________________ TOTAL 773 23 TABLE 5 PART II - TABULATIONS BY LARGE GEOGRAPHIC AREAS OF RESIDENCE Tabulations By: (a) CBD (optional) (b) Central City (c) Area (Urbanized or Study) (d) Minor Civil Division (9 N.E. States only) (e) County (f) SMSA TABLE DATA NO. DESCRIPTION ITEMS* II-1. Number of workers by race, Spanish origin, earnings, means of transportation, and carpooling 1680 II-2. Number of workers by means of transportation, carpooling, and class of worker 70 II-3. Number of workers by age, earnings, means of transportation, and carpooling 1470 II-4. Number of workers not working at home by travel time and means of transportation 470 II-5. Number of workers in households by household income, size of household, means of transportation, and carpooling 1344 II-6. Number of workers in households by household income, number of vehicles (cars, trucks, or vans) available, means of trans- portation, and carpooling 840 II-7. Number of workers in households by sex, number of workers per household, number of vehicles (cars, trucks, or vans) available, means of transportation, and carpooling 1050 II-8. Number of workers in households by race and Spanish origin, household income, and number of vehicles (cars, trucks, or vans) available 480 II-9. Number of workers in households who use a car, truck, or van, by vehicle occupancy, household income, and size of household 768 II-10. Number of workers in households who use a car, truck, or van by vehicle occupancy, size of household, and number of vehicles (cars, trucks, or vans) available 320 II-11. Number of workers in households who use a car, truck, or van by vehicle occupancy, household income, and number of vehicles (cars, trucks, or vans) available 480 II-12. Number of workers who use a car, truck, or van by sex, carpool type, and vehicle occupancy 120 * Number of items for each geographic area. 24 TABLE 5 (Continued) PART II- (Continued) II-13. Number of households by type of structure, household income, and size of household 960 II-14. Number of households by number of automobiles available, household income, and size of household 480 II-15. Number of households by number of trucks or vans available, household income, and size of household 480 II-16. Number of households by number of vehicles (cars, trucks, or vans) available, household income, and size of household 480 II-17. Number of households by type of structure and number of automobiles available 50 II-18. Number of households by type of structure and number of trucks or vans available 50 II-19. Number of households by type of structure and number of vehicles (cars, trucks, or vans) available 50 ________________________________________ TOTAL 11,642 25 TABLE 6 PART III - TABULATIONS BY CENSUS TRACT (OR ZONE-SPECIAL ORDER OF WORK Subtotals By: (a) CBD (b) Central City (c) Area (Study) (d) Minor Civil Division (9 N.E. States only) (e) County (f) SMSA TABLE DATA NO. DESCRIPTION ITEMS* III-1. Number of workers by sex and occupation 36 III-2. Number of workers by sex and industry 48 III-3. Number of workers by sex and class of worker 15 III-4. Number of workers by means of transportation and earnings 75 III-5. Number of workers by means of transportation and carpooling 14 III-6. Number of workers not working at home by mean (average) travel time and standard deviation, means of transportation, and carpooling 26 III-7. Number of workers by means of transportation, race, and Spanish origin 40 III-8. Number of workers by means of transportation and sex 15 III-9. Number of workers using a car, truck, or van by carpool type and vehicle occupancy 40 III-10. Number of vehicles (cars, tucks, or vans) used in travel to work1 III-11. Number of persons per vehicle 1 III-12. Number of persons per carpool 1 III-13. Number of workers in households by number of workers per household, means of transportation, and household income 180 III-14. Number of workers in households by means of transportation and number of vehicles (cars, trucks, or vans) available 25 ________________________________________ TOTAL 517 * Number of items for each geographic area. 26 TABLE 7 PART IV - TABULATIONS BY CENSUS TRACT OF RESIDENCE TO CENSUS TRACT OF WORK (OR ZONE OF RESIDENCE TO ZONE OF WORK-SPECIAL ORDER) Subtotals By: (a) CBD (b) Central City (c) Area (Urbanized (Residence Only) or Study ) (d) Minor Civil Division (9 N.E. States only) (e) County (f) SMSA TABLE DATA NO. DESCRIPTION ITEMS IV-1. Number of workers by means of transportation 14 IV-2. Number of workers not working at home by mean (average) travel time and means of transportation 13 IV-3. Number of vehicles (cars, trucks, or vans) used in travel to work, number of persons per vehicle, and number of persons per carpool 3 ________________________________________ TOTAL 30 * Number of items for each geographic area. 6/10/82 27 TABLE 8 PART V - TABULATIONS BY BLOCK GROUP OF WORK (SUB-TOTALS TO CENSUS TRACT OF WORK (OR ZONE OF WORK-SPECIAL ORDER.)) TABLE DATA NO. DESCRIPTION ITEMS* V-1. Number of workers by sex and occupation 36 V-2. Number of workers by sex and industry 48 V-3. Number of workers by sex and class of worker 15 V-4. Number of workers by means of transportation 5 V-5. Number of vehicles (cars, trucks, or vans) used in travel to work 1 V-6. Number of persons per vehicle 1 V-7. Number of persons per carpool 1 ________________________________________ TOTAL 107 * Number of items for each geographic area. 28 transportation and land-use trends. For each county within an SMSA, data are given for up to 20 counties that account for a large number of journey- to-work trips (Table 9). Availability and Cost The special Urban Transportation Planning Package (UTPP) is expected to be available from late 1982 through 1983 for 277 SMSA's coded to place of work. The package must be ordered by special request to the Bureau of the Census. Requests generally will be filled in the order received from those areas for which data are available. The reporting unit requested can be the Census.tract or any other combination of blocks. The cost of the UTPP to any given SMSA will be supplied by the Bureau of the Census on request. Table 10 lists cost estimates for ten SMSA population sizes based on the Bureau's guidelines: - $10/1,000 Population: on tract basis - $12-$13/1,000 Population: on traffic analysis zone basis (or other geographic combination of blocks) Agencies of urbanized areas outside SMSA's or inside new 1980 SMSA's will not be able to obtain the complete UTPP for their jurisdictions, but will be able to obtain a modified version of the package as described in Appendix H. This modified package, like the complete UTPP, will contain data not available from summary tape files or Census publications. Appendix 1 lists those areas that did not participate in the Census GBF/Dime Program in 1978 and consequently did not have work addresses coded. The final form in which the UTPP will be sold by the Bureau of the Census has not yet been determined. However, three options have been decided upon as to the tape contents that will be made available: - Full UTPP tabulations on tape without format, with a print program and only Part II on a computer printout. - Full UTPP tabulations on tape without format, with a print program and all six parts on a computer printout. - Full UTPP tabulations on tape without format, with a print program and all six parts furnished on micro-fiche. 29 TABLE 9 PART VI - TABULATIONS BY COUNTY OF RESIDENCE TO COUNTY OF WORK (INCLUDES 20 EXTERNAL COUNTIES WITH A LARGE NUMBER OF JOURNEY-TO-WORK TRIPS) TABLE DATA NO. DESCRIPTION ITEMS* VI-1. Number of workers by sex and occupation 36 VI-2. Number of workers by sex and industry 48 VI-3. Number of workers by sex and class of worker 15 VI-4. Number of workers by means of transportation and earnings 75 VI-5. Number of workers by means of transportation, race, and Spanish origin 40 VI-6. Number of workers by means of transportation and sex 15 VI-7. Number of workers using a car, truck, or van, by carpool type 5 VI-8. Number of vehicles (cars, trucks, or vans) used in travel to work, number of persons per vehicle, and number of persons per carpool 3 VI-9. Number of workers in households by means of transportation and number of vehicles (cars, trucks, or vans) available 25 VI-10. Number of workers in households by means of transportation and household income 60 ________________________________________ TOTAL 322 * Number of items for each geographic area. 6/10/82 30 TABLE 10 ESTIMATED COST OF UTPP* Cost of UTPP ($) _________________________________ Population of SMSA Tract Zone 50,000 2,500** 3,400** 100,000 2,500** 3,400** 200,000 2,500** 3,400** 300,000 3,000 3,750 400,000 4,000 5,000 500,000 5,000 6,250 750,000 7,500 9,375 1,000,000 10,000 12,500 2,000,000 20,000 25,000 3,000,000 30,000 37,500 * Detailed estimate must be obtained from the Bureau Census upon request. The above is based on the most current information where: Tract Level Cost = $10/1,000 population Zone Level Cost = $12-$13/1,000 population The above Tract and Zone Level Costs per 1,000 population are averages and generally the cost in larger areas will be less than the average and in smaller areas the cost will be greater than the average. ** Approximate minimum charge for an order. 31 Tables on microfiche may also be purchased at additional cost. All requests for price estimates should be addressed to: Mr. Philip Fulton, Chief Journey-to-Work and Migration Statistics Branch Population Division U.S. Bureau of the Census Washington, D.C. 20233 (301) 763-3850 Source of the UTPP The UTPP journey-to-work information was collected from responses to the long-form Census questionnaire intended to be completed by one in every six households and returned on Census Day, Tuesday, April 1, 1980. However, because of budget constraints, only half of these were coded for place of work, resulting in a sampling of one household in 12 or about 8.3 percent of all households. Geographic coding was made as complete and accurate as feasible, including use of improved coding guides. Also, information was requested as a substitute for valid work addresses whenever a street address could not be specified. If the street address was not known, the respondent was asked to enter the building name, shopping center, or other physical location de- scription. Three Census Bureau offices were established to do the geographic coding of work places. As a result of this decentralization, personnel in these offices could more efficiently contact local agencies for help in coding addresses which could not be coded from available information. For the UTPP only, workers whose place of work was not reported or whose work place could not be coded to the finest geographic detail for which it was eligible were allocated to a tract or block based on the best available information. As a result, all residents in a given SMSA who worked within that area were assigned to a tract (or traffic zone) and block of work. The multistage allocation procedure developed for the UTPP utilizes individual Census data records. In brief, workers whose places of work were not reported were assigned a place and county of work based on the distribution of work-place responses of other workers who resided within the same Census tract and who had similar characteristics (e.g., means of transportation, traveltime to work, type of employment). Workers coded or allocated only to place or county of work were then assigned to a tract of work based on the distribution of similar workers among tracts within that place or county. Finally, workers coded or allocated to a tract but not to a block were allocated to a block of work based on the distribution of similar workers among blocks within that tract. 32 Only in the UTPP can the cross-classified data of Part II be found. It is not available from other Census sources. Appendix J compares the UTPP data and data available from other Census sources. Zone Versus Tract Data The UTPP Can be ordered either with the Census tract as the basic reporting unit or with some other aggregate unit of block geography such as a traffic zone. Requests for zone representation must be accompanied by a Census-geography-to-zone conversion table. Upon requesting the UTPP by zone, the Bureau of the Census will supply a list of Census geographic codes and maps if needed. A zone number must then be assigned to each Census geographic unit and the list returned to Census. If both tract and zone UTPP's are desired, they may be ordered. If zone and tract boundaries coincide there will be little, if any, additional cost for obtaining both. If they do not coincide, additional costs will be incurred. The advantage in obtaining the UTPP by traffic analysis zones is that the information will be available for zone-based transportation planning without further manipulation. It should be noted, however, that the data will not be geographically compatible with Census data available from standard Bureau releases (reports, STF's, etc.) in which the basic reporting unit is the Census tract. A cost differential also exists: reporting by tract will cost about $10 per 1,000 population; by zone between $12 and $13 per 1,000. As an example, for an area with 750,000 population the cost difference will be about $1,900. However, should zone data be needed, the cost increment is small compared to the costs of converting purchased tract data to zones. If both tract and zone data are purchased, they can be used in comprehensive planning as well as for traffic analysis. Definitions Journey-to-work questions asked in the Census differ in some respects from those usually asked by planners in travel surveys. Figure 2 lists the questions related to work trips and vehicle ownership as asked in 1980 and, for purposes of comparison, in 1970. (Appendix D gives detailed definitions and explanations relevant to journey-to-work questions.) Several points should be kept in mind when considering the use of Census data about work trips. - The address where the individual worked most often was recorded in the Census questionnaire- When a worker held two jobs, the second job LOCATION normally was not entered. 33 FIGURE 2 JOURNEY TO-WORK QUESTIONS 1970/1980 1970 Did this person work at any time last week? How many hours did he work last week (all jobs)? Where did he work last week? (If he worked in more than one place, print where he worked most). a) address (number and street name) b) name of city, town, village. etc. c) inside the limits of this city. town. village, etc. d) county e) state f) zip code How did he get to work last week? (Chief means used on the last day worked at the address given) Driver, Private Auto Passenger, Private Auto Bus or Streetcar Subway or Elevated Railroad Taxicab Walked Only Worked at Home Other Means How many passenger automobiles are owned or regularly used by members of your household? None 1 Automobile 2 Automobiles 3 Or More Automobiles Not Included Not Included Not Included Not Included JOURNEY TO-WORK QUESTIONS 1980 Did this person work at any time last week? How many hours did this person work last week (at all jobs)? At what location did this person work last week? (If this person worked at more than one location, print where he or she worked most. a) address (number and street) If street address is not known enter The building name, shopping center, or other physical location description. b) name of city, town, village, borough, etc. c) Is the place of work inside the incorporated (legal) limits of that city, town, village, borough, etc.? d) county e) state f) zip code How did this person usually get to work last week? (If this person used more than one method, give the one usually used for most of the distance.) Car Truck Van Bus or Streetcar Railroad Subway or Elevated Taxicab Motorcycle Bicycle Walked Only Worked at Home Other--Specify How many automobiles are kept at home for use by members of your household? None 1 Automobile 2 Automobiles 3 Or More Automobiles How many vans or trucks of one-ton capacity or less are kept at home for use by members of your household? None 1 Van or Truck 2 Vans or Trucks 3 Or More Vans or Trucks When going to work last week, did this person usually: Drive alone Share driving Drive others only Ride as passenger only How many people, including this person, usually rode to work in the car, truck, or van last week? Last week, how long did it usually take this person to get from home to work (one way) in minutes? 34 - Some workers go to different work locations on any given day. If such workers reported to a central location, this location was to be entered as the work place. If no central location was reported to and the worker went to various work locations, then the smallest geographic area common to the starting places (for example, Westchester County, New York) was entered. - The questions assumed direct trips from residence to work place and did not request information about indirect work trips. - The Census asked about work "at any time last week." Thus, "typical" (usual) workday information was received rather than "average" workday information. The difference between an "average day" and a "typical day" is significant in transportation planning inasmuch as on an average day some 10-20 percent of all workers may not commute from home to work for one reason or another. - Time-of-day travel information was not obtained in the Census. An understanding of local work schedules is important in estimating peak- hour traffic volumes. (See Chapter Six for a discussion of procedures for converting Census data into estimates of peak-hour travel. ) - The difference between 1970 and 1980 in the wording of questions about mode of travel should also be noted. - The 1980 Census asked how the person "usually" got to work the previous week. This probably results in mode estimates that are low for transit and high for the automobile as compared to the wording of questions customarily asked in transportation studies. - Similarly, questioning about "usual" carpool size probably results in overestimation of carpool size. Car-pools are "usually" formed of a given number of passengers. However, on any given day a carpool member might not work, might be out of town, etc., resulting in a number of passengers lower than that reported for the "usual" case. - The Census asked where the respondent was employed "last week." It did not ask, as travel surveys do, whether a trip to work was made "yesterday." - Journey-to-work questions were asked both of full- and part-time workers indiscriminately and only the combined responses are reported by the Bureau of the Census. 35 The following section and remaining chapters will discuss further the importance of these factors and how they may be managed practically. Journey-to-Work Adjustments1 The Washington Metropolitan Area Council of Governments compared Census journey-to-work data With those of the Metropolitan Planning Organization. The Census source in this case was the 1977 Annual Housing Survey and a supplementary journey-to-work survey conducted by the Bureau of the Census for the U.S. Department of Housing and Urban Development. The journey-to-work supplement was similar in form to the 1980 Census. The Census asked where the respondent was employed "last week." It did not ask, as travel surveys usually do, whether a trip to work was made "yesterday." In Washington, D.C., it was found that a factor of 0.85 was required to adjust the Census "usual day" data to travel demands on a specific day as sought by transportation planners. Public transit trips tended to be under-reported in the Census data because only the "usual" mode was requested. A Washington, D.C., survey of transit riders showed that only 89 percent of bus riders and 76 percent of rail riders used public transit four or more days per week. For both forms of transit combined, 85 percent were regular users. Comparisons were also made of person work-trips and transit work- trips. For the Washington region, Census data were a little more than 6 percent low for total trips and a little more than 5 percent low for transit trips. Overall employment data were also compared. The Census does not count second jobs and, except in areas where commutershed information is available, the failure to count work trips into the region from counties outside the SMSA results in under-reporting the volume of travel demands. Such under-reporting results even if commutershed reporting is provided, because not all areas external to an SMSA are considered. In Washington, D.C., the Census reported 1.2 million jobs, as compared to local agency estimates of 1.5 million jobs, a Census under-reporting of about 20 percent. Chapter Four discusses supplemental data collection efforts that can assist in adjusting Census data to meet traditional transportation planning objectives. ___________________________ 1Much of this information is derived from "Comparisons of Census Journey to Work Findings with Metropolitan Planning Organization Data," by George V. Wickstrom, an unpublished report presented at the 60th Annual Meeting of the Transportation Research Board, January 1981. 36 Commutersheds An option available in the UTPP is inclusion of special commutershed data for contiguous SMSA's that make up a larger planning region. The commutershed of an SMSA includes all territory in which its workers reside and from which they travel to work. In a given pair of SMSA's, the "sending" SMSA from which a significant number of commuters travel to the other is considered part of the commutershed of the "receiving" SMSA. In regions where significant rates of commuting occur in both directions, each SMSA is considered within the commutershed of the other. Similarly, if an SMSA sends a significant number of commuters to more than one other SMSA, it is considered part of the commutershed of each receiving area. In coding responses to the 1980 Census question on place of work, the usual procedure was to code inter-metropolitan commuters only to place and/or county of work. However, residents of SMSA's designated as within the commutershed of an adjoining SMSA were coded to the Census tract and block level if they commuted into that adjacent SMSA. This now allows the option of including these inter-metropolitan commuters in tabulations by Census tract of work (Part III) and in tabulations of Census tract of residence by Census tract of work (Part IV). Analysis of 1970. data on commutation between contiguous SMSA's, between all areas within multi-SMSA,s, and between all areas within multi- SMSA transportation planning regions led to development of the following criteria for commutershed designation. - For an SMSA that is not part of a multi-SMSA transportation planning region: - If the SMSA receives 10,000 or more commuters from a contiguous SMSA, the sending SMSA is designated within the commutershed of the receiving SMSA. - If 20 percent or more of the workers in the SMSA commute from outside the area, any contiguous SMSA which accounts for 5 percent or more of the SMSA,s workers is included within the SMSA's commuter-shed. - For an SMSA that is part of a multi-SMSA transportation planning region that is also a Standard Consolidated Statistical Area (SCSA) or part of one, if the SMSA receives 3,000 or more commuters from another SMSA in the study region (whether contiguous or not)the sending SMSA is designated part of the commutershed of the receiving SMSA. - For an SMSA that is part of a multi-SMSA transportation planning region and the region is not an SCSA or part of one, the SMSA is included in the commutershed of 37 each other SMSA in that study region. (Such regions never consist of more than two SMSA's and are few in number. ) Appendix E lists commutersheds and the criteria used in determining their status. Inclusion of commutershed data in the UTPP is by special request only and at additional cost. (See address, page 32.) Zonal Allocation Procedures (ZAP) An effort was made to incorporate within the UTPP all Census data items useful in transportation planning, but agencies differ as to the specific items of information they use for planning purposes. Some may not find a desired item of information in the UTPP which is available in other Census material. This may result in some data being available by zone and other data by tract. Similarly, some agencies may not elect to obtain the UTPP by zone and will want to convert tract data contained in Census tapes and publications to their traffic planning zones. Zonal allocation from tracts obviously results in an "estimate" of zonal information, not a true count. Regardless how they are accomplished, the results will not be as correct as zonal data obtained directly by accumulating block information. However, because such conversions may be found necessary, examples of zonal allocation procedures are described here. Block-level data is needed to convert Census tract information to zones. The Bureau of the Census publishes 100 percent block-level counts of population and year-round housing units plus a few related items of information. Also, Part V of the UTPP provides worker counts by block group at the place of employment. In such counts blocks are not grouped across tract boundaries; thus, the data also meet the needs for tract-zone conversion. The first step is to convert residence-end data from tracts to zones. For the simplest case, in which tract and zone boundaries coincide, the tract-to-zone conversion is straightforward. In the example depicted in Figure 3, vehicles available and percent of trips by public transit are desired by zone. The number of housing units in each zone is determined by accumulating the available block data. The percent of housing units in each zone within a tract is then calculated and the count of vehicles available within the tract is proportioned among the zones. In determining the percentage of transportation mode choice, the overall tract percentage is used for each of the zones within the tract. 38 Click HERE for graphic. 39 If tract and zone boundaries do not coincide the conversion is more complicated. The amount of work required and the potential for error are commensurately greater than for those cases in which boundaries do coincide. Figure 4 depicts a case in which a zone lies within two Census tracts. Block statistics on housing units and/or population are accumulated for that portion of the zone located in each tract. In this case the population of zone 207 is composed of 410 of the 1,000 persons residing in Tract 28 and 740 of the 2,000 in Tract 29. The number of vehicles available in each of the two tracts is then proportionately reduced and allocated to the zone and the two estimates are summed to produce the zone estimate. To estimate the rate of mass transit usage in the zone, the value for each tract is applied to that portion of the zone's population within the tract and the two transit-using populations are summed. This sum is then divided by the number of households or by the population of the zone to obtain the percent of transit usage. The second step is to make similar allocations at the employment end of the journey-to-work using block-group estimates of employment from the UTPP. Where zone-tract and block-group boundaries do not coincide, some estimates by block may have to be made. Converting trip tables from tract to zone is a computer processing exercise, the cost of which in most cases will be more than the added expense of ordering zone-level data from the Bureau of the Census. For a small additional cost both tract and zone data may be purchased. The Bureau of the Census should be contacted for a cost estimate (see page 32). The cost of applying any zonal allocation procedure is probably greater than asking the Bureau to run the package in as many different area configurations as are needed. 40 Click HERE for graphic. 41 CHAPTER FOUR SUPPLEMENTING CENSUS DATA To make the best possible use of Census data, planning agencies will want to supplement, update, and otherwise prepare for data collection and/or adjustment of Census information. Such data collection would be most useful if it had been done in 1980, but current data can also increase significantly the usefulness of the Census. While the data from the Census are considerable, gaps exist. Nonwork travel, for example, was not part of the 1980 Census, and Chapter Three has already described some of the differences between Census reporting of work trips and the usual criteria used by transportation planners. Supplementing Commuting Data2 As described in Chapter Three, the difference between an "average" day and a "typical" (usual) day is significant to the transportation planner because on an average day 10-20 percent of workers may not commute from home to work. Although work-trip generation rates probably have not changed significantly over time, it would be useful to verify these rates locally, perhaps through small-sample surveys. Knowledge of work schedules is critical in developing estimates of peak-hour travel demands. Although work trips are a minority of daily travel, they represent most peak-hour travel, especially in the morning. In some areas staggered work hours, "flexitime," the 4-day work-week, and promotion of carpooling and special carpool lanes on highways are elements that did not exist at the time most local travel surveys were conducted. Such factors may be reducing the percentage of vehicles used for commuting during peak hours. Planners in areas where these factors are prevalent may find it useful to examine for their effects by a sampling survey of commuters. Also as noted previously, the Census did not obtain journey-to-work information on second jobs. Although in most areas only about 5 percent of all workers hold more than one job, such part-time jobs may account for a much larger percentage of total employment and work-trip generation in certain business areas. In some larger urbanized areas, especially those with extensive transit systems, the Census data on transit usage may not be satisfactory. The Census asked only for one mode of travel--the one used for most of the trip. Planners. may require more ___________________________ 2Much of this information is derived from "Preparation for the 1980 Census," Institute of Transportation Engineers Committee 6A-12, ITE Journal, March 1979. 42 detail on trips in which a combination of modes (auto, bus, rail, etc.) is used. This information can be obtained either through surveys of workers or on-board transit surveys. Nonwork Travel Data Less is known about nonwork travel than about work travel. Most origin-destination surveys in the past resulted in significant under- reporting of nonwork travel. In some areas a small survey of auto use to measure the total of nonwork travel might be advisable. An important component of nonWork travel for transportation planners is nonwork transit travel. Because this is usually a small percentage of nonwork trips, the data can best be obtained through on-board transit surveys. Summary of Supplemental Data Collection The data needed to supplement the 1980 Census will vary from one area to another. A rapidly growing area of moderate size with a high level of transportation planning resources and many problems to solve will certainly have different requirements than a smaller area with low growth and few major problems. Because of these differences, each jurisdiction should judge for itself which of the surveys and inventories discussed below are appropriate. Supplemental data should be obtained only where absolutely necessary. In Chapter Six some methods are described for using Census- generated data to estimate total work trips, total daily trips, and peak- hour travel. These methods should be considered before mounting any local data collection effort. The one collection effort that will prove valuable in most areas is traffic counting. Such a program is needed to verify the results of any model based on Census information. In addition to the surveys and inventories recommended, the following list includes two items beyond the scope of Census data: a truck survey and an external travel survey. Employee Survey: An effective means of collecting commuter information not gathered in the Census, such as trip rates and peak-hour factors, a survey of employees can also be used to check the accuracy of employment reporting by the Census and to develop factors for converting the Census journey-to-work definitions to those used in planning. Auto-Use Survey..:3 To supplement Census data on travel-to-work, a survey of auto trips can measure the total number of ___________________________ 3 See "Transportation Planning for Your Community- System Planning Manual," U.S. Department of Transportation, Federal Highway Administration, Washington, D.C., 1980. 43 trips by purpose, trip length, and vehicle miles traveled (VMT). This would provide non work trip information without having to code for origins and destinations. Odometer readings and time-of-day records could be used to estimate trip lengths and trips by purpose. The sample frame could be either vehicle registration files or housing units. In the latter case, the number of vehicles in the household should be obtained in the interview. Peak-Hour (and Daily) Traffic Counts: These data are needed to evaluate the procedures for system-use estimation procedures that are based on Census and other data. Field traffic counts allow vehicle-mile checks for an entire area or subarea, such as the CBD and link-by-link comparisons of assigned volumes with ground counts at screenlines, cutlines and the cordon. On-Board Transit Survey: To supplement and verify transit information obtained from the Census, an on-board survey can sample all transit trips, both work and nonwork. Such a survey should be considered only in areas where the level of transit travel is considered significant. External Cordon-Line Survey: The 1980 Census provides socio-economic data and journey-to-work data for zones inside the urbanized area, but it may be advisable to supplement this with interviews of persons using vehicular traffic into and out of the area. Such a survey would also count vehicular movements between the urban and exurban areas. Truck Survey: The Census does not provide data on truck trips. Where such travel is significant, a truck survey should be considered. Updating 1980 Census Data The 1980 Census data are no longer current. Consequently, for some types of studies transportation planners should consider methods of updating the 1980 information to the current year. This is particularly true when the intent of a study is to design a plan for immediate action. One approach is to use interim certificates of occupancy, accumulate housing units by traffic analysis zone, and add these to the Census figures for 1980. This results in a current estimate of occupied housing units. Estimates of population, vehicles available, workers, etc., can be made by applying rates of population per household, vehicles per household, etc., based on zonal rates available from the 1980 Census and adjusted by current knowledge regarding local shifts that may be occurring in those rates. The Census Bureau's periodic estimates of changes in the national rate of persons-per-household can be used as an indicator of local change. Records of auto registration may be examined to calculate the change in vehicles per household. For population estimates, the formula is: 44 (1980 Census Pop.) + (1980 to Current Year Certificates of Occupancy) x Persons/Dwelling Unit = Current Year Population Some methods of allocating population, dwelling units, automobiles, and employment to zones are summarized in Figure 5. 45 FIGURE 5 PROCEDURES FOR ALLOCATING DATA BY TRAFFIC ANALYSIS ZONE (TAZ)* PROCEDURES FOR ALLOCATING DWELLING UNITS BY TAZ - Obtain electric meter connections, then either manually or by using DIME file, locate by address. - Obtain current aerial photos, count and plot. - Take tax appraiser rolls and create file with TAZ locations attached. - Use 1980 Census housing data as base, apportion by TAZ, then add all new building permits (certificates of occupancy) by TAZ to determine current numbers of houses. PROCEDURES FOR ALLOCATING POPULATION BY TAZ - 1980 Census tract data allocated by TAZ by disaggregation plus all interim year certificates of occupancy or building permits by TAZ multiplied by a persons/dwelling unit factor(s) obtained from 1980 Census figures yields current population in TAZ. - Same as above except vacancy factor generally from postal survey is also included in calculation. - Take current electric meter connections by address, manually match to TAZ, multiply by persons/dwelling unit factor*(derived from: (1) survey updates, (2) Census, (3) other area figures) yields current population in TAZ. - This could be county wide or TAZ specific. - Take 1980 Census tract population and electric meter connections, perform linear regression using current meter connections for current population in TAZ. - Take 1980 Census tract/zone data and estimates from recent aerials, count total number of houses, compare with above housing estimates, then factor error across total county. 46 FIGURE 5 (Continued) PROCEDURES FOR ALLOCATING AUTOMOBILES BY TAZ - Subjectively determine economic status of area, then apply factor based on household type to estimate number of autos in TAZ. - Based on 1980 Census auto data related to household data, DMV auto registrations are apportioned to TAZs. - Obtain ownership address information from county licensing bureau and vehicle inspection agency, then match by address. - Conduct telephone survey and apply results on number of autos/dwelling unit type (single family, multi-family, mobile). PROCEDURES FOR ALLOCATING EMPLOYMENT BY TAZ - Obtain Department of Labor and/or Commerce tape of employers' addresses and number of employees by SIC type and match to TAZ by address. - Using 1977 survey data, utilize land use allocation method to apportion types of employment by TAZ. * NOTE: Where appropriate, consideration should be given to reduction in housing and population due to demolition. 47 CHAPTER FIVE USES OF CENSUS DATA FOR ANALYSIS PURPOSES Transportation planning agencies were surveyed in 1972 to determine the data items most frequently used from the 1970 Census. Figure 6 summarizes the results of that survey as published in a report prepared for the Federal Highway Administration.4 The range of socio-economic information contained in the Census can readily be seen from the lists in Figure 6. This wealth of data, packaged in the UTPP and not generally available from any other Census product, affords transportation and other urban planners a unique opportunity to relate social, demographic, and economic factors to transportation patterns and trends and thereby to gain insights that are essential to understand current year conditions, to evaluate trends, and to construct models for developing future transportation strategies. For purposes of this report, transportation planning uses of Census data are divided into two categories: nonmodel and model. This chapter describes the uses of Census data in studying and evaluating current conditions (nonmodel). Chapter Six will discuss applications of the data in travel demand modeling. Transportation Planning Uses At least three major categories of uses of Census data apply to nonmodel transportation planning and analysis: - Establishment of a Data Base - Data Summary and Reporting - Travel-Related Analysis Following are examples of such uses: ESTABLISHMENT OF A DATA BASE Establishment of a current data base of the socio-economic variables used in transportation planning at the resident end. ___________________________ 4"The Census and Transportation and Planning; Survey of Evaluations and Recommendations as to the Usefulness of the 1970 Census Data in Urban Transportation Planning," Robert C. Stuart and Michael R. Hauck, U.S. Department of Transportation, Federal Highway Administration, Washington, D.C., March 1976. 48 1. Census Items Most Frequently Used Population & Household Data by block, tract, enumeration. district, etc. Age and Sex Race Income Auto Ownership Occupation industry & Class of Worker Place of Work Mode of Journey-to-Work Spanish Origin Number of Units at Address Value Contract Rent 2. Items Frequently Used Vacancy Status Employment Status Hours Worked Last Week Place of Residence 5 Years Ago Tenure Second Home Disability Presence & Duration 3. Items Occasionally Used Marital Status State or Country of Birth Years of School Completed Number of Children Ever Born Weeks Worked Last Year Last Year in Which Worked Country of Birth of Parents Mother Tongue School or College Enrollment Veteran Status Access to Unit Kitchen Facilities Rooms Flush Toilet Bathroom or Shower Basement Months Vacant Heating Components of Gross Rent Year Structure Built Number of Units in Structure/or Trailer Farm Residence Water Source Sewerage Disposal Bathrooms Number of Stories/Elevator Fuel Bedrooms Air Conditioning 4. Items Seldom or Not Used Citizenship Year of Immigration Marital History Vocational Training Occupation-Industry 5 Years Ago Commercial Establishment on Property Clothes Washing Machine Clothes Dryer Dishwasher Home Food Freezer Television Radio FIGURE 6 USE OF 1970 CENSUS DATA ITEMS Source: "Preparation for the 1980 Census," ITE Journal, March 1979. 49 - Establishment of a current data base of employment characteristics at the employment end. - Establishment of a current data base of journey-to-work trip information on a residence-to-work-place basis. DATA SUMMARY AND REPORTING - evaluation of trends in characteristics at the residence end and work end in population, housing, and employment characteristics by comparing 1960, 1970, and 1980 Census data. - Summary, reporting, and analysis of 1980 conditions for journey-to- work trip lengths, major trip movements (distribution), mode use, carpooling, traveltimes, etc. - Evaluation of Changes in journey-to-work travel such as distribution of trips within the region, changes in mode of travel, Vehicle use, etc., by comparing 1970 and 1980 Census data. TRAVEL-RELATED ANALYSIS - Analysis of accessibility to community services of segments of the population to assess transportation needs of special users. A PLANPAC program, "SAACESS", is a convenient tool to accomplish this (see page 57). - Mapping of population-related characteristics which support transit use (items such as car ownership, income, population within one- quarter mile of transit service, etc.), by applying the successive overlay technique ( see page 55 ) . - Utilization of journey-to-work information to indicate parking demand by destination area and area of residence for work travel. - Impact analyses of transportation ranging from characterization of the social and economic structure of the areas through which a new system will pass to analysis of the impacts on particular groups in the population. - Specialized analysis of population segments to develop targeting programs to encourage and enhance carpooling, vanpooling, transit and bicycle use, etc. Establishment of a Data Base Among the most valuable applications of Census data is the building of a data base upon which present conditions of population, employment, and work trips can be evaluated. Such 50 evaluation is the first step in determining how a region is developing, what changes are occurring that may affect its transportation system, and where travel-related problems might arise. The data base also is used in most technical activities, such as evaluating changes over time and accomplishing analyses of parking demand, accessibility, and ride-share planning. These are "now" activities that usually do not require models and other forecasting methods. The information required is available directly from Census products. Socio-economic data used in transportation planning at the residence end include counts of population, housing units, vehicles available, income, and school enrollment. These variables are available at the Census tract and/or zone level from Part I of the UTPP. The data can also be used to examine relationships among variables, such as the number of vehicles available by household, income, and household size. This is available from Part II of the UTPP. Employment-end information includes counts of total workers, of workers by mode of travel, of workers by sex and occupation, and of persons per vehicle and persons per carpool. This information is available from Parts III and V of the UTPP. As an example of use in transportation planning, such data can be compared with previous counts to assess shifts in nonresidential growth and changes in an area's employment makeup (e.g., shifts from industrial to service economy). Residence-to-work trip information is available from Part IV of the UTPP at the Census tract or zone level and in Part VI at the inter-county level. These data are important in developing an understanding of the geographic distribution of travel, the selection of travel modes, travel durations by mode, and the extent of and potential for ride-sharing. Nontransportation Planning Use Census data also are a valuable resource for a number of agencies other than those directly involved in transportation planning, thereby offering the possibility of cost-sharing in the purchase of the UTPP. Of special interest is worker information coded to zone or tract at the work place which is not available from other Census sources. Potential uses by nontransportation agencies are listed in Figure 7. Detailed Descriptions of Selected Uses Several applications of Census data involve analysis and presentation of the data and do not require forecasting or reliance on modeling procedures. One example is accessibility analysis for various segments of the population. Another is the use of Census data to help determine park- and-ride lot locations. 51 DEVELOPMENT PLANNING - Developing community profile for Overall Economic Development programs - Analysis of labor force composition and trends - Analysis of population/employment distribution pattern - Retail location and marketing studies EDUCATIONAL PLANNING - Analysis of future school enrollments by grade - Redistricting of schools - Analysis of special educational needs by small areas - Assessment of bilingual education needs HOUSING - Assessment of housing improvement needs - Analyses of real estate trends and tax revenue forecasting - Targeting of building code inspections - Analysis of displacement and other problems occasioned by condominium conversion HEALTH CARE - General health care planning - Analysis of special health program needs as related to socio-economic factors - Analysis of public health factors - Identification of areas not adequately served by physicians - Identification of areas most in need of improved ambulance service FIGURE 7 EXAMPLES OF CENSUS DATA USES FOR OTHER THAN TRANSPORTATION PLANNING ACTIVITIES 52 FIGURE 7 (Continued) ENERGY CONSERVATION PLANNING - Identification of target areas for energy conservation assistance in the building sector - Analysis of local problems and opportunities for energy conservation in space heating, water heating and cooking - Identification of key corridors for bicycle facility development LAND-USE PLANNING - Analysis of socio-economic, demographic, housing, employment, and transportation trends FIRE PROTECTION AND DISASTER PLANNING - Analysis of fire and disaster risks by subareas - Insurance-cost analysis for residences by small areas PUBLIC WORKS - Evaluation of projects requiring displacement or relocation of residents - Improved record-keeping of street inventory data using Census GBF/Dime capabilities - Assessment of utility needs - Estimation of right-of-way acquisition costs - Preparation of Environmental Impact Statements SOCIAL SERVICE PROGRAMS - Analysis of service area boundaries and facility locations - Analysis of client group needs and resources - Assessment of day care center requirements - Assessment of playground requirements 53 FIGURE 7. (Continued) - Preparation of funding applications for programs - Forecasts of future tax revenues LOCAL GOVERNMENT ADMINISTRATION - Forecasts of future demand for services - Identification of target areas and groups to increase voter registration OTHER - Assessment of labor market conditions and workers by type activity SOURCE: "Census Computer Programs: An Introduction to Management," Public Technology, Inc., May 1981. 54 Transit Planning Through Successive Overlays Transit properties generally have not utilized data sources such as the Census in planning route extensions or cutbacks and service increases or decreases. In the current economic and political climate the need for such data-based planning has grown. The successive overlays technique geographically plots selected transit-related variables such as car ownership, income, percentages of elderly and/or young populations, etc., on individual transparent map sheets which can be overlaid one upon the other with a street system as the base.5 In this way potential areas of high transit patronage are identified for use in evaluating current transit travel (also available for journey-to-work Census data). Another variable of interest that was not available in previous Census data is the population of handicapped persons. In one urban area this technique was used effectively to measure the propensity for transit usage in terms of the following variables: - Passenger Cars per Dwelling Unit: Considered that less than one vehicle/dwelling unit = high transit use propensity; 1-2 vehicles= medium propensity; and more than 2 vehicles = low propensity - Average Income: $0-4,000 = high propensity; $4,000-$10,000 = medium propensity; above $10,000 = low propensity. (NOTE: These incomes were for 1970.) - Females Aged 16-24: 0.5-1.2 females per acre = high propensity; 0.3- 0.5 = medium propensity; 0-0.3 = low propensity. - Persons Aged 62 or Over: 2.0-2.82 per acre = high propensity; 1.0-2.0 = medium propensity; less than 1.0 = low propensity. - Dwelling Units per Acre: 4.0-6.9 = high propensity; 1.0-4.0 = medium propensity; 0-1.0 = low propensity. These items were plotted individually-and an overlay of all items was made, as shown in Figure 8. The results defined an area in which a postal card home survey of potential transit riders was then made. As a result of using the overlay technique the survey cost was reduced by targeting the limited area in which the survey was most likely to produce significant results. ___________________________ 5 "Successive Overlays - A Small City Transit Surveying Process," Traffic Engineering, Corradino, Coomer and Upshaw, December 55 Click HERE for graphic. 56 Accessibility and Special Population segment Analysis6 Many community services are keyed to special segments of the population--the elderly, the poor, ethnic and racial groups, etc. Other services, although keyed to the general population, may have limited interest to all but target populations--such as programs to encourage carpooling, vanpooling, and bus use. Census data allow stratification and geographic plotting of the population by key variables such as sex, income, and car availability. Accessibility measures may also be developed linking targeted segments of the population to community services such as hospitals, schools, and employment areas. Measures of accessibility by transit and automobile can thus be developed by combining population stratifications from Census data with local transportation networks. Accessibility is also used by planning agencies to measure the social impact of community services upon segments of the population. Such measurements are then used to evaluate alternative proposals for transportation improvements. In fact, accessibility has been used to measure progress toward several goals--land use development objectives, social objectives, and system performance objectives. Charts and graphs are commonly used to display accessibility measurements. Figure 9 illustrates a graphic technique that compares accessibility of employment opportunities to population subgroups of differing geographical and income stratifications under two alternative plans. Accessibility is measured during the peak hours for the automobile mode. Similar figures could be developed from Census data for other groups, other modes, other activities, and for a wide variety of combinations. Figure 10 uses an isochronal map to display the accessibility of the low-income group to employment using the same data as was used for Figure 9. The isochronal map adds a dimension missing from Figure 9 by illustrating that although Plan B provides a higher level of accessibility overall, certain areas are more accessible under Plan A. A third type of display of accessibility measurement is illustrated in Figure 11. Accumulated percentages of total population are plotted across traveltimes to major medical facilities separately for travel by transit and by automobile. Census data can be used to further distribute these variables by sex, income, auto availability, etc. ___________________________ 6 Much of this material is derived from the report, "Special Area Analysis," U.S. Department of Transportation, August 1973. Available from FHWA Urban Planning and Transportation Management Division, Washington, D.C. 57 Click HERE for graphic. 58 Click HERE for graphic. 59 Click HERE for graphic. 60 Computers software is available for accessibility analysis. It produces a combination of graphic and tabular reports to display accessibility by a highway and/or transit system. The program is called SAACCESS (Special Area Accessibility Model) and is part of the PLANPAC system of programs. A standard set of reports is produced for each facility or group of facilities using SAACCESS. These include: - a plot of cumulative percentages of the population-versus traveltime, - a histogram of percent of the population versus travel-time, - a tabulation of actual population with the percentage of population and the accumulated percentage of population accessible at each traveltime increment, and - a listing for each zone of the closest facility among a number of major community facilities and its travel-time. Locating Park-and-Ride Lots Census data on work trips by mode can be assigned to the highway and/or transit network of an area for graphic display or they can be displayed as in the examples in Figures 9-11. These offer good visual summaries of conditions as they existed in 1980, and the successive overlay procedure can indicate those areas that have the potential for increased ride-sharing or transit patronage. However, these types of analysis and display do not reveal the potential transportation savings that would result from provision of park-and-ride lots. Selection of potential park-and-ride sites for further study can best be achieved by assigning journey-to-work vehicle trips to a transportation network land examining the link-volumes that result. Destination areas with large numbers of workers are then selected and trips from all origins to the selected destinations are assigned. (The selected destinations Can "be combinations of downtown zones that comprise areas of approximately one square mile each, but destinations outside the CBD that have large concentrations of employment should also be examined as sources of park- and-ride usage.) Difficulty arises in that traffic assignment program traditionally assign trips from a single origin to all destinations. The reverse, assigning trips from all origins to a selected destination, would prove costly. To overcome this, the journey-to-work trip table derived from the Census can be transposed so that the work place appears as the trip origin and the residence appears as the destination. Concentrations of these trips on individual links of the network indicate potential locations for park- and-ride lots. 61 The UTPS (Urban Transportation Planning System) programs of interest are UMATRIX and UROAD. UMATRIX is used to transpose the trip table. UROAD assigns trips from selected origins to all destinations. Bus-Routing and Circulation Analysis Journey-to-work trip tables contained in Part IV of the UTPP provide information useful for analysis and evaluation of bus routings and circulation. Figure 12 (a) shows an example of what might be a current CBD routing of a bus from an outlying market area. The information in Part IV of the UTPP allows identification of transit trips from the market area to each zone within t. he central area. CBD zones with high proportions of journey-to- work destinations from the market area are then identified. Generally they are zones with an aggregate of 70 percent of all CBD destinations from the market area. Depending upon local conditions, those zones might be selected which have at least a given percentage of total destinations (15 percent in the example shown in Figure 12). Using block-group information at the work place from Part V of the UTPP, zonal destinations can be further subdivided for a more detailed geographical display, as in Figure 12(b). The existing bus route can then by matched to these destinations to determine how present service might be improved, as in Figure 12(c). Similar analysis can be done to determine optimum bus routing to a location outside a central area, such as a major induStrial park or other area of high employment. Such a case is represented by Figure 13. Part (a) of the figure displays a bus route through the CBD into an outlying area. Transit work-trip destinations (from Part IV of the UTPP) in the area outside the central area are plotted by zone. This is done for the origin market area for each route to be examined. The existing routing is then compared to the distribution of destinations to determine if route changes are advisable. For this type of analysis, zones are generally appropriate areas of aggregation although in some instances subdivision of destinations by block groups as described for Figure 12 might also be appropriate. The transit system might already serve the destination concentrations thus plotted by use of transfers in the downtown area, but more direct through-routing is generally more desirable, as shown in Figure 13(b), and likely to attract heavier patronage. HOV-Lane Evaluation Use of high occupancy vehicles (HOV's) is often encouraged by reserving a special highway lane Which provides better service than is available to other traffic. In designing an HOV lane, 62 Click HERE for graphic. 63 Click HERE for graphic. 64 one problem often encountered is in determining where on the facility the special lane should start. Low traffic volume on the special lane might result if it is not placed at the proper location. Journey-to-work information from the Census is most useful in making this decision. The trip table in Part IV of the UTPP can -indicate those residence-to-work movements that are most likely to use the roadway being considered for an HOV lane. The trips selected for examination should be those with more than one person per vehicle. These vehicle trips would be accumulated along the facility through a manual assignment based upon visual inspection of the best route. The accumulated volumes suggest where the HOV lane should start. Figure 14 illustrates how the volume might be posted. It should be noted that this procedure identifies existing carpools only and fails to acknowledge the potential carpool market. The institution of an HOV lane itself is likely to encoUrage a shift to carpooling, and this should also be addressed before reaching a final decision as to where the HOV lane will start or end. Land Use and Arterial Spacing A technique developed by Gruen Associates has proven useful in evaluating the impact of a proposed traffic generator (shopping center, industrial park, airport, etc.) on the highway system surrounding the development.7 The procedure can also be used to estimate arterial requirements in developing suburban sections of metropolitan regions where growth potentials offer a broad range of planning opportunities. Figure 15 shows the first step, an initial approximation of average traffic volumes adjusted by factors based upon: - Density and project size - Level of service - Auto ownership - Transit utilization - Project and nonresidential/residential mix - Freeway diversion The average number of lanes and the spacing required are derived from an estimate of gross subregional density in residents per square mile: population data from the Census divided by the area measured from a map. Many of the adjustment ___________________________ 7 "Land Use and Arterial Spacing in Suburban Areas," U.S. department of Transportation, Federal Highway Administration, Washington, D.C., May 1977. 65 Click HERE for graphic. 66 Click HERE for graphic. 67 factors (for auto ownership, household income, transit utilization, nonresidential/residential mix) can also be obtained from Census' data (i.e., UTPP Part I for residential; UTPP Part III for work place). The pertinent adjustment curves are shown in Figure 16. Those interested in using this technique should refer to the Federal Highway Administration report (see footnote, page 65). Selected-Link Analysis In many locations traffic problems arise from the interactions of major movements through a section of highway or arterial roadway. Selected- link analysis is a useful tool for identifying these major interactions and can be performed using origin-destination data available from Part IV of the UTPP. Although many selected-link applications are accomplished with computer programs available in PLANPAC and UTPS, evaluations of a small number of locations can also be done manually with a map and the journey- to-work trip information from the UTPP. This can be accomplished by determining from Census data the origins and destinations of those trip movements that use the section of roadway being examined. The trips are then assigned to the section and accumulated in a fashion that allows evaluation of major movements. 68 Click HERE for graphic. 69 CHAPTER SIX MODEL-RELATED USES OF CENSUS DATA The Urban Transportation Planning Package contains data essential to the application, calibration, and development of planning models used to analyze and evaluate complex transportation systems both in large urbanized areas and in smaller areas that have fast-growth opportunities. The availability every 10 years of fresh Census data on the location and characteristics of both population and employment is of critical importance. Without it travel demand models would become obsolete and consequently useless tools in the transportation planning process. This chapter discusses model-related uses of Census data, Census processing, analysis software, and procedures, as well as factors which can be used to convert daily work-trip totals to levels of travel during peak hours. Transportation Planning Uses Following are uses to which Census data can be put in the application, calibration, and development of urban transportation planning models. APPLICATION - Current socio-economic data can be used as input to determine current trip-generation with existing models (i.e., population, dwelling units, income, vehicles available, employees, etc. ). - Census data can serve as a 1980 benchmark against which updated long- and short-range land-use and socio-economic data may be checked. - Information from responses to journey-to-work Census questions can be used as a secondary source for checking the validity of trip-length frequency distributions, trip ends and work-trip tables. - The Census supplies basic information required for some regional growth models. CALIBRATION AND DEVELOPMENT - New trip-generation models can be developed using the basic relationships for work trips and secondary relationships for other purposes (e.g., car availability as related to income and household size) derived from Census data. 70 - Recalibration or checking of work-trip distribution calibration factors (e.g., gravity model "F" and "K" factors) can be done with journey-to-work trip tables derived from the Census. - Work-trip mode-choice models, either of the direct demand type or logit formulation, can be developed or recalibrated based on Census data. - Existing work-purpose-related travel models can be verified or calibrated through accumulations of journey-to-work trips by mode across corridors, cutlines, and cordons around areas such as the CBD. - Factors and procedures can be developed to convert the journey-to-work Census information to peak-hour work travel, which in turn can be converted to all-purpose travel and to all-purpose peak-hour travel. - Land-use forecasting procedures can also be developed or calibrated. Data from current and previous censuses enable both the development of many types of urban activity models (e.g., empiric model) and validation of previously calibrated models. Checking Census Data Before using the sample-based Census estimates of employment by work place (Part III of UTPP) they should be checked for reasonableness against local conditions and/or rules of thumb. For example, a labor force participation rate can be developed by comparing Census data to the reasonable rate of 0.40 to 0.45 workers per population. Chapter Three of this report ("Source of UTPP" Section, page 32) and Chapter Four should also be reviewed for Census definitions and the possible need for adjustments. A review of employment data may result in the need to apply one or more factors to Census employment estimates to arrive at actual employment levels. The resulting adjusted employment can then be used as input in the trip-attraction procedure to be described below. Likewise, zonal data from the Census to be used as input to the trip-production procedure to be described should also be reviewed and factored, if needed, although this generally will not be necessary. Census Data in Model Applications This section focuses on a simplified application of the traditional four-step approach to using Census data in model applications, as illustrated by the flow chart in Figure 17. The 71 Click HERE for graphic. 72 procedure uses Census data as input to available models to validate those models against 1980 ground conditions and to modify the procedure as appropriate. Available models include those borrowed from other areas and those contained in NCHRP Report 187.8 Modification of models and/or model development thus is possible utilizing Census data for work travel as well as data for certain relationships such as auto occupancy and ownership. Trip Generation Most trip-generation procedures use such statistical bases as auto ownership and/or income and the number of households and/or population. The Census contains these variables and others used in procedures employed by most planning agencies. For trip-attraction estimates, employment by industry is most often used. These data are also available from the Census. A 1973 FHWA report has suggested a procedure for developing a trip- generation model of the cross-classification type that relates trip volumes to auto ownership, income, and households.9 The purpose here is to update this procedure to conform with trip-generation information contained in NCHRP Report 187. Where a local model is available, it should be considered first. The procedure is illustrated in Figure 18. The relationship of the percent of households by income and by cars available (Figure 18-A) is derived from Census data contained in Table II-14 of the UTPP. Analysis of previous origin-destination data can establish person- trips per dwelling unit by income level and by auto ownership (Figure 18- B). These data can be collected in a local survey or, if not available, from the NCHRP Report 187 (Table 11 in this report) under the heading, "Average Daily Person-Trips per HH by No. of Autos/HH." Figure 18-C displays percentages of trips by income and trip-purpose. Again, these can be gleaned from local data or from Table 11, under the heading, "% Average Daily Person-Trips by Purpose." Care should be taken in using Report 187 tables. First, they are merely national averages for four area-population groups. Secondly, they are based on 1970 data and require ___________________________ 8"Quick Response Urban Travel Estimation Techniques and Transferable Parameters," Transportation Research Board, Washington, D.C., 1978, NCHRP Report 187, 9"Updating an Urban Transportation Study Using the 1970 Census Data," Highway Planning Technical Report, U.S. Department of Transportation, Federal Highway Administration, Washington, D.C., 1973. 73 Click HERE for graphic. 74 updating. Availability of 1980 Census data will facilitate such updating of certain items in the Table: 1980 income levels can be used rather than the 1970 incomes shown; the "% HH by Autos Owned" can be updated using Table II-14 of the UTPP; and, using this updated distribution of "% HH by Autos Owned" from the 1980 Census, Column 2 of Table 11 can also be recalculated. The equation to be used: Average Autos per HH = (1 x % HH with 1 Auto + 2 x % HH with 2 Autos + 3.3 x % HH with 3+ Autos) / 100 (3.3 is an estimate of average autos per household for households with three or more autos.) These changes should be made only if it appears that the distribution of "% HH by Autos Owned" for a given urban area is significantly different from that shown in Table 11. For trip-attraction factors many planners consider other characteristics as well as employment. The UTPS (Urban Transportation Planning System) default-attraction procedure and the one included in NCHRP Report 187--Table 3--both use total employment for home-based work (HBW) trip attraction and retail employment, non-retail employment, and dwelling units for both home-based nonwork (HBNW) attractions and all non-home-based (NHB) attractions. These data are available by zone in Parts I and III of the UTPP. The results of applying the trip-generation model can then be used as input to a trip-distribution model, which in turn can be assigned to the transportation network. If ground counts are not closely matched, the trip- generation rates might require adjustment. Regardless of the trip-generation procedure used, the independent variables are probably available from the Census UTPP and the models can be applied either to the Census year data or to Census data updated to the current year. Trip Distribution For trip distribution, zone-to-zone traveltimes from the local area network would be used with previously developed friction factors for the area. Where locally developed friction factors are not available, they may be borrowed from another area or the values in NCHRP Report 187 may be used. For work trips, the journey-to-work information in Part IV of the UTPP can be used to develop a trip-length frequency distribution. I[ this distribution is significantly different from that obtained by 75 Click HERE for graphic. 76 applying the distribution model, the model should be recalibrated. Prior to recalibration, the Census-derived frequency distribution of work-trip lengths should be smoothed out, as is usually done for calibration. For home-based nonwork trips and non-home-based trips, the change in the frequency distribution of trip lengths exhibited by the Census data for work trips should be applied proportionately. Another check is to compare the distribution of work trips from the Census with that from the model, both perhaps summarized to larger area levels -- county-to-county in large urbanized areas, superdistrict-to- superdistrict in medium and smaller areas. The journey-to-work information in the Census also includes data needed to develop updated "F" and "K" factors for the Gravity Model. For many agencies the 1980 Census is the source of the most recent such travel information available for this recalibration. AGM (Gravity Model Program) is the UTPS program used in calibrating or applying the Gravity Model. The program's input would be the journey-to-work trip table. Mode Choice The next step described in Figure 17 is development of a procedure to estimate mode choice. In all but large urbanized areas, simple estimation of the choice of travel mode is often appropriate. In such cases direct generation of transit trips is often also desirable. Mode choice at the residence end is usually related to income, household size, and vehicle availability--data on all of which are contained in the Census. Characteristics peculiar to local systems can be factored in by determining the availability or nonavailability of transit service in a given zone or by a computer-generated accessibility measure. The same type of analysis of mode choice at the work place can also be accomplished as data on certain worker characteristics, such as the number of workers by income, sex, and industry, are available from the Census. It should be noted, however, that estimates of mode choice made from Census data are for work trips only, although these are the ones of greatest concern in most areas. Several tabulations in the UTPP will be useful in developing estimates of mode choice. Those in Part II will be of greatest value. For example, UTPP Table II-6 summarizes the number of workers by vehicles available, by income, and by mode. This may be displayed in the form shown in Figure 19- A. Another useful relationship is that of transit usage to income and workers per household, as displayed in Figure 19-B. Such relationships might be developed separately for central city residents and for those in the remainder of the urban area. 77 Click HERE for graphic. 78 UTPP Table III-8 is probably the most useful in developing a destination-end mode-choice relationship. One approach is to correlate the work place (e.g., CBD, central city, remainder of area) with the sex of the worker and whether or not the Census tract or zone of work is served by public transit. This last item will have to be added to Census data from local sources. In this way a table patterned on the one in Figure 20 can be developed using averages derived from Census data. The UTPP package can also be used to calibrate aggregate mode-Choice models using data of observed work trips by mode among zones in an urban area. The models are aggregate in that the dependent variables could include traveltimes and costs by each mode between zones in each pair, and the socio-demographic characteristics of the zones such as income or auto availability. A logit model structure can be used to calibrate these aggregate models of work-trip mode choices and any of several UTPS programs can be used to develop the necessary data to calibrate the models. Such models usually are not required in smaller urban areas. Data available in origin-destination format from the UTPP include total trips by mode, perceived traveltime by mode, number of workers, number of vehicles, and number of persons per car-pool. Additional information is needed to develop a model, including network traveltimes by mode, travel costs by mode, and socio-demographic variables from each end of the trip. Some of these data will be available from other sections of the UTPP but others must be obtained from local transportation sources. The UTPS program that can most readily assemble this information into a calibration file is UMODEL, which permits melding of Census data in EBCDIC format with network impedance data in UTPS matrix format and will optionally produce a calibration file in the format required by the UTPS logit model calibration program ULOGIT. Figure 21 displays a simplified flow chart of this process of mode-choice model calibration showing required datasets and programs. Auto Occupancy If a locally developed auto occupancy procedure is available it should be considered first. If not, alternatives are procedures borrowed from another area, factors provided in NCHRP Report 187 (see Table 3), and relationships available from the UTPP. Relationships for the residence end are contained in UTPP Tables II-9 through II-12. Table IV-3 has occupancy data on an origin-destination basis by zone and/or tract. Table V-6 provides persons-per-vehicle by destination area. Such zone-level data can be used to develop relationships between occupancy and other characteristics not included in Part II tables, if desired. The Census material provides occupancy only for work travel. The relationship between non-home-based and home-based nonwork vehicle occupancy can be developed by evaluating the relationship 79 TRANSIT* AVAILABILITY SEX AREA TYPE % TRANSIT Y M CBD X.X Central City X.X Suburbs X.X F CBD X.X Central City X.X Suburbs X.X N M CBD X.X Central City X.X Suburbs X.X F CBD X.X Central City X.X Suburbs X.X FIGURE 20 POTENTIALLY USEFUL RELATIONSHIPS FOR TRANSIT ESTIMATES-- WORK END * NOTE: Employment Density might be used as a replacement variable. 80 Click HERE for graphic. 81 of these to work-trip occupancy from an old local survey, from other urban areas, or from data in NCHRP Report 187, and by proportionately adjusting the work-occupancy model developed from Census data. Other Considerations Forecasting of truck travel and external travel may also be desired. Again, local data and/Or procedures may be available and should be considered first. NCHRP Report 187 contains a table (see Table 13 of this report and the discussion under Trip Factors which follows this section) for converting internal auto-driver trips to total vehicle trips, including truck trips and external trips. The results of applying this procedure should be validated against known local conditions. Assignment results are normally checked against ground counts and detailed information about such checking has been reported in several publications. A good summary is provided in the System Planning Manual of the "Transportation Planning for Your Community" series.10 Journey-to-Work Data Conversions Transportation agencies traditionally have forecast travel demand in terms of total daily travel using models and techniques based on total daily trips. Others use peak-hour models, recognizing that peak-hour volumes are needed for many analyses and network designs. Because journey- to-work constitutes only one trip purpose, Census journey-to-work counts must be converted to these counts of total daily trips or total peak-hour trips. Less error is introduced in converting Census work trips to peak-hour trips than is the case with conversions to total daily trips because work trips constitute 70-80 percent of all peak-hour trips. However, some research indicates that 92 percent of the variation in the results of origin-destination trips assign to a network can be explained by daily work-trip link volumes.11 Also, considerable data are available on peak-hour factors by type-of facility, area of city, and orientation of facility.12 ___________________________ 10"Transportation Planning for Your Community, System Planning," U.S. Department of Transportation, Federal Highway Administration, Washington, D.C., 1980, pp. 45-48. 11"Primary Work Trips as Estimators of Urban Travel Patterns," Carl S. Ambrister, Thesis for masters in Civil Engineering, University of Texas, Austin, Texas, May 1970. 12"An Analysis of Urban Area Travel by Time of Day," Peat, Mar-wick, Mitchell & Co., prepared for U.S. Department of Transportation, Federal Highway Administration, Washington, D.C., January 1972. 82 Trip Factors The NCHRP Report 187 contains tables for converting trips among various subgroupings, such as peak-hour, total day and work trips, and for estimating total vehicle travel from internal residence travel. A separate table presents data for each range of urban area population (Chapter VI of the report). Table 12 presents this information for urban areas with populations of 250,000-750,000. Using this table, for example, total travel can be estimated from work travel by applying a factor of 5.515. If peak- hour travel were to be estimated from total work travel, a factor of 0,554 should be used, etc. The factors in the table are averages for many areas within the population range. They also are averages. for the entire region and can be expected To vary from zone to zone. Where local data are available, they should be used to develop either an area-wide factor or a factor for each zone within the area. An example of another useful table in NCHRP Report 187 is shown as Table 13 of this report, also for urban areas with populations of 250,000- 750,000. Its factors convert estimates of total "internal" auto-driver trips (made by applying factors such as those in Table 12 to Census journey-to-work data) to estimates of total vehicle trips. For example, total daily trips--including external trips, truck trips, etc.--are 1.5 times the number of internal auto trips alone. The factors listed in Table 13 are for conversions by hour of day. For instance, total trips for the peak hour 7-8 A.M. can be calculated at 1.3 times the internal auto driver trips in that time period. It is useful to examine how some trip factoring can be accomplished using available software. The discussion that follows assumes local origin- destination data are used rather than values from NCHRP Report 187. In the first method (Figure 22), factors for converting work-trip ends to peak-hour trip ends are developed by zone for both origins and destinations. Inputs to this factor development are base-year origin- destination output from UTPS Program MBUILD. This program can split off peak-hour trips from the total daily origin-destination work-trip file using the starting time of each trip. The trip-end factors thus developed can be applied to the Census work- trip table using the UTPS Program UMCON to obtain a 1980 peak-hour trip table. To judge the adequacy of this trip table, the trips should be assigned to a 1980 network and compared to 1980 peak-hour ground counts. Forecasts Of work-trip ends can be made using existing or updated trip- generation models, or new models developed from Census data. Application of 83 Click HERE for graphic. 84 TABLE 13 HOURLY DISTRIBUTION OF INTERNAL AUTO-DRIVER AND TOTAL VEHICLE TRAVEL: URBANIZED AREA POPULATION, 250,000-750,000 Percent Percent Ratio Of Internal Total Vehicles Total Vehicles To Hour Auto Drivers (INT + EXT) INT Auto Drivers 24-1 0.9 0.9 1.45 1-2 0.4 0.5 1.80 2-3 0,3 0.4 2.07 3-4 0.1 0.3 2.88 4-5 0.2 0.4 2.57 5-6 0.8 1.0 1.87 6-7 4.4 4.3 1.49 7-8 10.0 8.6 1.30 8-7 6.2 6.4 1.53 9-10 3.8 4.9 1.88 10-11 4.1 5.0 1.82 11-12 4.4 5.0 1.73 12-13 4.7 5.1 1.63 13-14 4.7 5.3 1.69 14-15 5.2 5.7 1.64 15-16 7.3 7.3 1.50 16-17 9.5 9.1 1.44 17-18 10.4 9.4 1.35 18-19 6.3 5.9 1.40 19-20 5.2 4.7 1.33 20-21 3.8 3.4 1.35 21-22 3.4 3.1 1.33 22-23 2.3 2.0 1.29 23-24 1.6 1.4 1.35 100.0 100.0 1.50b a. Source: Reference (36) and nine urbanized area studies. b. Represents weighted Average for determining ADT total VMT from total internal auto driver travel. Source: Quick Response Urban Travel Estimation Techniques and Transferable Parameters-- User's Guide, NCHRP Report 187. 85 Click HERE for graphic. 86 the previously developed factors results in a forecast of peak-hour trip ends which can then be distributed and assigned to a future transportation network. This technique assumes that models have been provided that are capable of distributing and assigning peak-hour trips rather than the more traditional total daily trips. A similar approach bases trip-end conversion factors on the relationship between work trips and total daily trips. In an ADT (average daily traffic) model, socio-economic data from the Census are applied to existing or updated trip-generation models to obtain 1980 trip ends by zone for all trip purposes (Figure 23). Census journey- to-work trip ends by zone are applied to the previously developed trip ends to arrive at conversion factors. These might be developed for the entire study area or for smaller geographic units, depending on the level of aggregation of the data from which the factors were developed. Work-trip ends can be forecast by using existing or updated trip- generation procedures already discussed (page 73). The work-to-total trip- end factors can then be applied to obtain total future trip ends. The remainder of the forecasting process involves application of traditional estimating techniques. The Washington, D.C., Transportation Planning Board has developed peak-hour trip relationships based on employment density and trip length.13 The Board reasoned that as employment at the destination of the trip increases, the ratio of peak-hour to work trips decreases (i.e., work trips become a larger part of total peak-hour trips). However, consideration should be given to the type of land use as an indicator which may perform better than employees-per-acre. Similarly, the Board reasoned that the longer the trips, the greater will be the percentage of total peak-hour trips that will be trips to/from work. These two relationships are illustrated in Figure 24. Application of the concept involves combining both relationships, as shown at the bottom of the figure. A matrix of zone- to-zone work trips can also be factored using ratios based on employment at the destination and traveltime (skim tree) between the Zones. Gravity Model Calibration/Development Journey-to-work Census data are useful in checking local work-trip distribution models, adjusting or recalibrating those models, or developing new ones. As obtained from the Census, the data can be used to develop a trip-length frequency distribution which can then be compared to distributions developed by applying the local model. Correspondence between the two indicates that the local model remains reliable. ___________________________ 13"Estimating Peak Automobile Travel," W. Mann, Technical-Note No. 4, Transportation Planning Board, Metropolitan Washington Council of Governments, Washington, D.C., Summer 1972. 87 Click HERE for graphic. 88 Click HERE for graphic. 89 Trip-Volume Factors Surveys of peak-hour travel by type of roadway have resulted in distributions of percentages of average daily peak-hour traffic by functional class of roadway, by type of area (CBD, suburb, etc.) and by roadway orientation (radial, circumferential, etc.).14 Using peak-hour assigned volumes, as might be developed using the procedure illustrated in Figure 9-2, factors can be applied to obtain ADT. NCHRP Report 187 contains tables of hourly factors by facility type, area type, and trip orientation by population size group. Table 14 is an example for arterials in urbanized areas with populations of 250,000- 750,000. If the default values are used, the journey,to-work trip table derived from Census data, adjusted for such definition discrepancies as "average" day versus "usual" day (Chapter Three), can be converted to total peak-hour volume using the factors in Table 12. This peak-hour table is then assigned to the transportation network and factors listed in Table 13 are applied to obtain total daily travel. As noted earlier, these default values are national averages and local data should be used where available. Regardless of the procedure used, a good ground count program can supply the information needed to check results and calibrate or adjust them as needed. Census Processing and Analysis Products Software programs useful for handling 1980 Census data are available from the Bureau of the Census, the Federal Highway Administration, and the Urban Mass Transportation Administration. The functions to be accomplished with these programs include development of formats for tabulations, geographic plotting, statistical analysis, geographic coding, data-base management, and development of trip tables and other input for transportation models. Format As previously noted, the special Urban Transportation Planning Package (UTPP) will supply a series of data items which constitute the tabulations described in Appendix C. These items will be supplied without format design. Three options will be available in purchasing the UTPP from the Bureau of the Census, as listed on page 29. ___________________________ 14"An Analysis of Urban Area Travel by Time of Day," Peat, Mar-wick, Mitchell & Co., prepared for U.S. Department of Transportation, Federal Highway Administration, Washington, D.C., January 1972. 90 Click HERE for graphic. 91 Census Data Accessibility With UTPS Access to two types of Census data can be made directly with UTPS: geographic trip-end data associated with traffic analysis zones (or Census tracts) and trip interchange data, both available from UTPP tabulations. Geographic trip-end data tabulations are those associated with a zone or tract that can be related to travel, such as number of households, average household income, the distribution of households by number of vehicles in the household, etc. Travel forecasting and analysis models within UTPS can be used with these data in a variety of studies but these data must first be converted to formats which can be read by UTPS programs. The UTPS program UMODEL can be instructed to read EBCDIC data in format from the Census UTPP tape and to convert tabulations to UTPS Z-file format. The Z-file format is the structure used by UTPS to store zonal or geographic trip-end type data. It constructs sets of LAV's (List of Attribute Values) which contain the data for each zonal attribute. For example, an LAV can be constructed of zonal population, the contents of which would be the population of each zone in the study area. Once the Z- file and associated LAV's have been constructed by UMODEL from UTPP tabulations they can be used by other UTPS programs, such as UMATRIX, to perform manipulations and transgenerations on the LAV's and to apply models using a "powerful" command language. Trip-interchange data in the UTPP includes origin-destination person- trip tables by mode for work trips, perceived travel-time by mode, number of vehicles, average vehicle occupancy, and average carpool size for each origin-destination pair. These EBCDIC zonal interchange data files on the UTPP tape also must be converted to UTPS format to be made accessible to appropriate programs. The UTPS program most suited for this is MBUILD, designed to build UTPS J-files. This format includes origin zone, destination zone, and zonal interchange values. Use of these programs will be demonstrated by a case study application using Census data (see Summary following this chapter). Bureau of the Census Software The Bureau of the Census has also developed software packages useful in manipulating and analyzing standard Census products. These software systems are not necessarily appropriate for use with the UTPP, however. Appendix F summarizes the various Census programs to assist in determining their usefulness for specific objectives. 92 The Data User Services Division of the Bureau of the Census provides varying degrees of support for the computer programs it distributes. For information about computer programs and support services supplied by the Bureau contact: Mr. Lawrence Finnegan, Chief Systems and Programming Branch Data User Services Division Bureau of the Census Washington, D.C. 20233 (301)763-5242 Other Software Several other computer software programs are available for building tables, plotting output, and performing statistical analyses. Many of these can be used to handle Census data. A program of particular interest is FLOWMAP, "An Interactive Graphic Mapping Program for Displaying Origin-Destination Patterns in Space and Time."15 FLOWMAP allows the interactive designing of flow maps at a graphics terminal using origin-destination data. Options allow changes in maps to be made quickly and comprehensively. The program currently runs on the CDC CYBER 170/750 at the University of Washington and is available to outside users on G. E. Telnet. The program can produce six types of maps of journey-to-work flows derived from Census data: - Interzone flows displayed as variable width arrows (Figure 25), - Net flows showing the difference between incoming and outgoing flows, - Interzonal flow displayed as graduated circles, - Origin pie charts (Figure 26), - Destination pie charts, and - Pie charts and arrow flows on the same map (Figure 27). ___________________________ 15Developed at the University of Washington. Paper with above title presented at the 61st Annual Meeting of the TRB. Authors: Bob Evatt, Jr., Jerry Schneider, Harvey Greenberg & Natarajan Ianarthanan. 93 Click HERE for graphic. 94 Click HERE for graphic. 95 Click HERE for graphic. 96 Further information on this system can be obtained from: Mr. Jerry B. Schneider Professor of Urban Planning and Civil Engineering 133 More Hall (FX-10) Department of Civil Engineering University of Washington Seattle, Washington 98195 97 SUMMARY The 1980 Census is a valuable source of data needed in many transportation planning efforts. As such, the Census fills a void left by the absence of local travel data collection in most urbanized areas since the 1960's. The best source of Census data is the Urban Transportation Planning Package (UTPP). Although the package must be ordered at a cost from the Bureau of the Census, the form and features available in it make the UTPP the most cost-effective source of data. The six parts of the UTPP provide: - Residence data such as population, housing units, vehicles available, household size, and income; - Work-end data on employees by occupation and industry, mode of travel used, income, sex, etc.; - Relationships useful to most planning agencies (i.e., vehicles available by household size and income and percent of households by income and number of vehicles); - Journey-to-work trips by mode between residence and work place by trip duration, and by car occupancy. The UTPP is the only Census source in which: (1) information can be supplied by traffic analysis zone; (2) an allocation of workers to work place is made when a work address cannot be coded; and (3) data are available on zone-to-zone journey-to-work trips. The cost of the UTPP is low compared to its uses. For UTPP data coded at the zone level, the cost to an area in the 200,000 population range is about $2,500. For a population of 500,000, the cost is about $6,500. The specific cost for a given urban area will be supplied by the Bureau of the Census upon request to the address on page 32. Census data provide a base for a wide variety of metropolitan planning organization activities. A summary, analysis, and presentation of the data for 1980, or updated to the current year, supplies information necessary to any understanding of population, housing, and related factors for today as well as changes that have occurred over time. Work trips represent a significant share of total travel in a region. The Census journey-to-work data provide insight into many characteristics of such travel, including geographic distribution, choice of mode, trip duration, vehicle use, occupancy, and carpooling. Important studies of current conditions that can 98 be accomplished with such Census data include analysis of accessibility of segments of the population to community services and employment, analysis of the potential for transit use, and determination of the most effective sites for park-and-ride lots. Still other analyses important to evaluating current and long-range problems and issues are development and/or checking of procedures of trip generation, mode choice, and trip-distribution. A planner's aid of case studies demonstrating the handling and use of Census data will be published probably in early 1983. As planned, the case studies will include: - Building J trip files of the journey-to-work using UTPS Program MBUILD. - Building Z files of zonal attributes for the residence and work ends using UMODEL. - Building charts relating percent of households to cars available and income, percent transit usage to vehicles available and income, and percent transit usage to workers per household and income. - Developing data in a form to calibrate a logit model using ULOGIT. - Producing an ADT model from work trips as shown in Figure 23. - Developing data in a form for calibrating a gravity model using AGM, including development of trip-length frequency distributions by mode. - Locating park-and-ride lots using UMATRIX to transpose trip tables and UROAD to load selected origin-destination trips. The case studies will be in the form of flow charts and program set- ups. In some cases output data will be included. A large number of requests for the UTPP are anticipated. Requests will be handled in the order received for those areas in which data are available. 99 Click HERE for graphic. A-1 Click HERE for graphic. A-2 Click HERE for graphic. A-3 Click HERE for graphic. A-4 APPENDIX B: INFORMATION ON CENSUS REPORTS Census of and Housing Revised February 1982 * Tentative Publication and Computer Tape Program The results of the 1980 census will be released as soon as they are tabulated and assembled. In this data dissemination program three major media will be utilized: printed reports, computer tapes, and microfiche. The publications of the 1980 census are released under three subject titles, 1980 Census of Population and Housing, 1980 Census of Population, and 1980 Census of Housing. The description of the publication program below is organized in sections, by census title, followed by the reports under each title. It should be noted that a number of the population census reports contain some housing data and a number of the housing census reports contain some population data. Following the description of the publication program are sections on computer tapes, maps, and microfiche, and a section listing the subject items included in the 1980 census. The data product descriptions include listings of geographic areas for which data are summarized in that product. Note that the term "place" refers to incorporated places and census designated (or unincorporated) places, as well as towns and townships in 11 States (the 6 New England States, the 3 mid-Atlantic States, Michigan, and Wisconsin). Order forms for these materials are available in most cases, subject to availability of the data product, from Data User Services Division, Customer Services, Bureau of the Census, Washington, D,C. 20233; Census Bureau Regional Offices; U.S. Department of Commerce District Offices; and State Data Centers. Inquiries concerning any phase of the data dissemination program may be addressed to Data User Services Division, Customer Services, Bureau of the Census, Washington, D.C. 20233. After publication, census reports are on file in many libraries and are available for examination at any Department of Commerce District Office or Census Bureau Regional Office. The Bureau is continually reviewing its 1980 census publication and computer tape program. Changes may occur to content, schedules, and media as described in this leaflet. When dates are not shown below, schedules are in review. Revisions showing more complete scheduling will be issued as necessary. REPORTS 1980 Census of Population and Housing Preliminary Reports Series PHC80-P Preliminary Population and Housing Unit Counts Issued: 10/80-2/81 These reports present preliminary population and housing unit counts as compiled in the census district offices. Counts are shown for the following areas or their equivalents: States, counties, county subdivisions, incorporated places, standard metropolitan statistical areas (SMSA's) as designated prior to the census, and congressional districts as delineated for the 96th Congress. There is one report for each State, the District of Columbia, Puerto Rico, Guam, Virgin Islands of the United States, and American Samoa, and a U.S. Summary report showing counts for the United States, regions, divisions, and States. Advance Reports Series PHC80-V Final Population and Housing Unit Counts To be Issued: 2/81- early 1982 These reports present provisional population counts classified by race and Spanish origin and also final housing unit counts prior to their publication in the final reports. These figures supersede the preliminary counts published in the PHC80-P series. Final counts are shown for the following areas or their equivalents: States, counties, county subdivisions, incorporated places, and congressional U.S, Department of Commerce BUREAU OF THE CENSUS *A more current estimate of release dates was obtained from the Bureau of the Census in August 1982. These revised dates are shown. B-1 districts as delineated for the 96th Congress. There is one report for each State, the District of Columbia, Puerto Rico, Guam, Virgin Islands of the United States, and American Samoa, and a U.S. Summary report showing counts for the United States, regions, divisions, States, and congressional districts. Final Reports Series PHC80-1 BLOCK STATISTICS To be issued: 10/81-9/82 These reports present population and housing unit totals and statistics on selected characteristics which are based on complete.count data. Statistics are shown for individual blocks in urbanized areas, for selected blocks adjacent to urbanized areas, for blocks in places of 10,000 or more inhabitants, and for blocks in areas which contracted with the Census Bureau to provide block statistics. The set of reports consists of 375 sets of microfiche (no printed reports) and includes a report for each SMSA, showing blocked areas within the SMSA, and a report for each State and for Puerto Rico, showing blocked areas outside SMSA's, and a U.S. Summary which is an index to the set. In addition to microfiche, printed detailed maps showing the blocks covered by the particular report are available. Series PHC80-2 CENSUS TRACTS To be issued: late 1982-mid-1983 Statistics for most of the population and housing subjects included in the 1980 census are presented for census tracts in SMSA's and in other tracted areas. Some tables show complete.count data and others, sample-estimate data. Most statistics are presented by race and Spanish origin for areas with at least a specified number of persons in the relevant population groups. There is one report for each SMSA, as well as one for most States and Puerto Rico covering the tracted areas outside SMSA's (designated selected areas). Copies of tables containing complete account data may be purchased at the cost of reproduction as each set of tables is completed. Completion dates range from early 7982 through mid-1982. Series PHC80-3 SUMMARY CHARACTERISTICS FOR GOVERNMENTAL UNITS AND STANDARD METROPOLITAN STATISTICAL AREAS To be issued: 8/82-Late 1982 Statistics are presented on total population and on complete-count and sample population characteristics such as age, race, education, disability, ability to speak English, labor force, and income, and on total housing units and housing characteristics such as value, age of structure, and rent. These are shown for the following areas or their equivalents: States, SMSA's, counties, county subdivisions (those which are functioning general- purpose local governments), and incorporated places. There is one report for each State, the District of Columbia, and Puerto Rico. This series does not include a U.S. Summary. Copies of tables containing complete-count data may be purchased at the cost of reproduction as each set of tables is completed. Completion dates range from September 1981 through early 1982. Series PHC50-4 CONGRESSIONAL DISTRICTS OF THE 98th CONGRESS To be issued: Fall 1982-Early 1983 This report presents complete count and sample data for congressional districts of the 98th Congress. The report reflects redistricting now underway in anticipation of the 1982 elections and the special needs of the congressional audience. One report will be issued for each of the 50 States and the District of Columbia. Copies of tables containing complete.count data may be purchased at the cost of reproduction as each set of tables is completed. Completion dates range from early 1982 through mid-1982. Series PHC80-SI-1 PROVISIONAL ESTIMATES OF SOCIAL, ECONOMIC, AND HOUSING CHARACTERISTICS Issued: March 1982 This report presents provisional estimates based on sample data collected in the 1980 census. Data on social, economic, and housing characteristics are shown for the United States as a Whole, each State, the District of Columbia, and SMSA's of 1,000,000 or more inhabitants. These data are based on a special subsample of the full census sample. The sample, which represents about 1.6 percent of the total population, was developed to provide users with early data on characteristics of the population and housing units. B-2 1980 Census of Population Volume 1. Final Reports CHARACTERISTICS OF THE POPULATION This volume presents final population counts and statistics on population characteristics. It consists of reports for the following 57 areas: the United States, each of the 50 States, the District of Columbia, Puerto Rico; and the outlying areas of Guam, Virgin Islands of the United States, American Samoa, and the Trust Territory of the Pacific Islands. The volume consists of four chapters for each area, chapters A, B, C, and D, Chapters A and B present data collected on a complete count basis, and chapters C and present estimates based on sample information, except for outlying areas where all data are collected on a complete count basis. In the complete* count data presented there are some differences from the counts presented earlier in the PHC80-V reports because corrections were made for errors found after the PHC80-V reports were issued. Chapters B, C, and D present most statistics by race and Spanish origin for areas with at least a specified number of the relevant population groups. The U.S. Summary reports present statistics for the United States, regions, divisions, States, and selected areas below the State level. The State or equivalent area reports (which include the District of Columbia, Puerto Rico, and outlying areas) present statistics for the State or equivalent area and its subdivisions. Statistics for each of the 57 areas are issued in separate paperbound editions of chapters A, B, and C. Chapter D is to be issued on microfiche only. Series PC80-1-A Chapter A NUMBER OF INHABITANTS be issued: 10/81-7/82 Final population counts are shown for the following areas or their equivalents: States, counties, county subdivisions, incorporated places and census designated places (and towns and townships in selected States), standard consolidated statistical areas (SCSA's), SMSA's, and urbanized areas. Selected tables contain population counts by urban and rural residence. Many tables contain historical statistics from previous censuses. Series PC80-1-B Chapter B GENERAL POPULATION CHARACTERISTICS To be issued: 3/82-Fall 1982 Statistics on household relationship, age, race, Spanish origin, sex, and marital status are shown for the following areas or their equivalents: States, counties (by rural residence), county subdivisions, places (and towns and townships in selected States) of 1,000 or more inhabitants, SCSA's, SMSA's, urbanized areas, American Indian reservations, and Alaska Native villages. Series PC80-1-C Chapter C GENERAL SOCIAL AND ECONOMIC CHARACTERISTICS To be issued: Late 1982-Spring 1983 Data for subjects shown in the PC80-1-B reports are presented in more detail in PC80-1-C. Also shown are statistics on nativity, State or country of birth, citizenship and year of immigration for the foreign born population, language spoken at home and ability to speak English, ancestry, fertility, family composition, type of group quarters, marital history, residence in 1975, journey to work, school enrollment, years of school completed, disability, veteran status, labor-force status, occupation, industry, class of worker, labor-force status in 1979, income in 1979, and poverty status in 1979. Each subject is shown for some or all of the following areas or their equivalents: States, counties (by rural and rural- farm residence), places (and towns and townships in selected States) of 2,500 or more inhabitants, SCSA's, SMSA's, urbanized areas, American Indian reservations, and Alaska Native villages. Series PC80-1-D Chapter D DETAILED POPULATION CHARACTERISTICS To be issued: mid to late 1983 Statistics on population characteristics are presented in considerable detail and cross-classified by age, race, Spanish origin, and other characteristics. Each subject is shown for the State or equivalent area, and some subjects are also shown for rural residence at the State level. Most subjects are shown for SMSA's of 250,000 or more inhabitants, and a few are shown for central cities of these SMSA's. B-3 Series PC80-2 Volume 2. SUBJECT REPORTS To be issued: beginning 1983 Each of the reports in this volume focuses on a particular subject. Cross- tabulations of population characteristics are shown on a national, regional, and divisional level. A few reports show statistics for States, large cities, SMSA's. American Indian reservations. or Alaska Native villages. Separate reports are tentatively planned on any or all of the following characteristics: racial and ethnic groups, type of residence, fertility, families, marital status, migration. education, employment, occupation, industry, journey to work, income, poverty status, and other subjects. Note that the preparation of subject reports is dependent upon availability of funding in 1983. Series PC80-SI SUPPLEMENTARY REPORTS These reports present special compilations of 1980 census statistics dealing with specific population subjects. The reports tentatively include the following: To be issued: 5/81 1. PC80-SI-1 Age, Sex, Race, and Spanish Origin of the Population by Regions. Divisions, and States: 1980 5/81 2. PC80-SI-2 Population and Households by States and Counties: 1980 7/81 3. PC80-SI-3 Race of the Population by States: 1980 9/81 4. PC80-SI-4 Population and Households for Census Designated Places: 1980 10/81 5. PC80-SI-5 Standard Metropolitan Statistical Areas and Standard Consolidated Statistical Areas: 1980 6. Unassigned Nonpermanent Residents by State and County: 1980 7. Unassigned Population and Housing Unit Counts for Identified American Indian Areas and Alaska Native Villages: 1980 8. Unassigned Persons of Spanish Origin by State: 1980 1980 Census of Housing Final Reports Volume 1. CHARACTERISTICS OF HOUSING UNITS This volume presents final housing unit counts and statistics on housing characteristics. It consists of reports for the following 57 areas: the United States, each of the 50 States, the District of Columbia, Puerto Rico, and the outlying areas of Guam, Virgin Islands of the United States, American Samoa, and the Trust Territory of the Pacific Islands. The volume consists of two chapters for each area, chapters A and B. Chapter A presents data collected on a complete-count basis. Chapter B presents estimates based on sample information, except for outlying areas where all data are collected on a complete-count basis. Both chapters present most statistics by race and Spanish origin for areas with at least a specified number of the relevant population groups. The U.S. Summary report presents statistics for the United States, regions, divisions, States, and selected areas below the State level. The State or equivalent area reports (which include the District of Columbia, Puerto Rico, and outlying areas) present statistics for the State or equivalent area and its subdivisions. Statistics for each of the 57 areas are issued in separate paperbound editions of chapters A and B. Series HC80-1-A Chapter A GENERAL HOUSING CHARACTERISTICS To be issued: 4/82- Fall 1982 Statistics on units at address, tenure, condominium status, number of rooms, persons per room, plumbing facilities, value, contract rent, and vacancy status are shown for some or all of the following areas or their equivalents: States, counties, county subdivisions, places (and towns and townships in selected States) of 1,000 or more inhabitants, SCSA's, SMSA's, urbanized areas, American Indian reservations, and Alaska Native villages. Selected tables contain housing characteristics for urban and rural areas. Series HCB0-1-B Chapter B DETAILED HOUSING CHARACTERISTICS To be issued: Late 1982-Spring 1983 Some subjects included in the HC80-1-A reports are also covered in this report. Additional subjects covered include units in structure, year moved into unit, year structure built, heating equipment, fuels, air conditioning, water and sewage, gross rent, and selected monthly ownership costs. The statistics are shown for some or all of the following areas or their equivalents: States, counties, places' (and towns and townships in selected States) of 2,500 or more inhabitants, SCSA's, SMSA's, urbanized areas, American Indian reservations, and Alaska Native villages. Selected tables show housing characteristics for rural-farm and rural non-farm residence at the State and county level. B-4 Series HC80-2 Volume 2. METROPOLITAN HOUSING CHARACTERISTICS To be issued: mid to late 1983 This volume presents statistics on microfiche (tentatively, no printed reports planned) for most of the 1980 housing census subjects in considerable detail end cross-classification. Most statistics are presented by race and Spanish origin for areas with at least a specified number of the relevant population groups. Data are shown for States or equivalent areas, SMSA's and their central cities, and other cities of 50,000 or more inhabitants. There is one report for each SMSA, and one report for each State, the District of Columbia, and Puerto Rico. The set includes a U.S. Summary report showing these statistics for the United States and regions. Series HC80-3 Volume 3. SUBJECT REPORTS To be issued: beginning 1983 Each of the reports in this volume focuses on a particular subject. Detailed sample estimates and cross-tabulations of housing characteristics are provided on a national, regional and divisional level. Separate reports are tentatively planned on homing of the elderly, mobile homes, and American Indian households. Note that the preparation of object reports is dependent upon availability of funding in 1983. Series HC804 Volume 4. COMPONENTS OF INVENTORY CHANGE To be issued: Early 1983 This volume consists of two reports presenting statistics on the 1950 characteristics of housing units which existed in 1973, as well as on newly constructed units, conversions, mergers, demolitions, and other additions and losses to the housing inventory between 1973 and 1980. These reports present data derived from a sample survey conducted in the fall of 1980. Data are presented for the United States and regions. Some data are presented by inside and outside SMSA's and central cities. HC80-5 Volume 5. RESIDENTIAL FINANCE To be issued: mid 1983 This volume consists of one report presenting statistics on the financing of non-farm homeowner, rental and vacant properties: including characteristics of the mortgage, property, and owner, The statistics are based on a sample survey conducted in the spring of 1981, Data are presented for the United States and regions. Some data are presented by inside and outside SMSA's and central cities. HC80-SI-I SUPPLEMENTARY REPORT-Selected Housing Characteristics by States and Counties: 1980 Issued: 10/81 This report presents statistics from the 1980 Census of Housing on general characteristics of housing units for the 50 States and the District of Columbia, counties, and independent cities. 1980 Census of Population and Housing Evaluation and Reference Reports SeriesPHC80-E EVALUATION AND RESEARCH REPORTS Beginning 1983 These reports present the results of the extensive evaluation program conducted as an integral part of the 1980 census. This program relates to such matters as completeness of enumeration and quality of the data on characteristics. Series PHC80-R REFERENCE REPORTS These reports present information on the various administrative and methodological aspects of the 1980 census. The series includes: PHC80-R1 Users' Guide. To be issued: beginning April 1982 This report covers subject content, procedures, geography, statistical products, limitations of the data, sources of user assistance, notes on data use, a glossary of terms, and guides for locating data in reports and tape files. The guide is issued in loose-leaf form and sold in parts (R1- A, B, etc.) as they are prepared. PHC80-R2 History. To be issued: 1984 This report describes in detail all phases of the 1980 census, from the earliest planning, and through all stages, to the dissemination of data and evaluation of results. It contains detailed discussions of 1980 census questions and their use in previous decennial censuses. B-5 PH C80-R3 Alphabetical Index of Industries and Occupations. To be issued: beginning in 1980 with updates through 1983 This report was developed primarily for use in classifying responses to certain census questions relating to an employer's kind of business and an employee's kind of work. The index lists approximately 20,000 industry and 29,000 occupation titles in alphabetical order. PHC80-R4 Classified Index of Industries and Occupations. To be issued: beginning in 1980 with updates through 1983 This report defines the industrial and occupational classifications adopted for the 1980 Census of Population. It presents the individual titles that constitute each of the 231 industry and 503 occupation categories in the classification systems. The individual titles are the same as those shown in the Alphabetical index. The 1980 occupation classification reflects the new U.S. Standard Occupational Classification (SOC). As in the past, the 1980 industry classification also reflects the Standard Industrial Classification (SIC). PHC80-R5 Geographic Identification Code Scheme. To be issued: Late 1982 This report identifies the names and related geographic codes for each State, county, minor civil division, place, region, division, SCSA, SMSA, American Indian reservation, and Alaska Native village for which the Census Bureau tabulated data from the 1980 census. COMPUTER TAPES Summary Tape Files--General In addition to the printed and microfiche reports, results of the 1980 census also are provided on computer tape for the United States and Puerto Rico in the form of summary tape files (STF's). These data products have been designed to provide statistics with greater subject and geographic detail than is feasible or desirable to provide in printed and microfiche reports. The STF data are made available, subject to suppression of certain detail where necessary to protect confidentiality, at nominal cost. There are five STF's, and the amount of geographic and subject detail presented varies. STF's 1 and 2 contain complete-count data, and STF's 3, 4, and 5 contain sample-estimate data. Note that the term "cells" used below refers to the number of subject statistics provided for each geographic area, and the number of cells is indicative of the complexity of the subject content of the file. Additionally, each of the STF's consists of a set of tapes with geographic coverage varying by file within the set. These are issued a State at a time, followed by the national level tapes. More complete descriptions of the STF's than given in the summaries below can be found in the technical documentation for the specific file, and in the 1980 Census of Population and Housing Users' Guide. Summary Tape Files STF 1 Available: 9/81-3/82 This file provides 321 cells of complete count population and housing data. Data are summarized for the United States, regions, divisions, States, SCSA's, SMSA's, urbanized areas, congressional districts, counties, county subdivisions, places, census tracts, enumeration districts in unblocked areas, and blocks and block groups in blocked areas. This file set includes data shown in the PHC80-1, PHC80-3, and PC80-1-A reports. STF 2 Available: 2/827/82 This file contains 2,292 cells of detailed complete-count population and housing data, of which 962 are repeated for race and/or Spanish origin groups present in the tabulation area. Data are summarized for the United States, regions, divisions, States, SCSA's, urbanized areas, counties, county subdivisions, places of 1,000 or more inhabitants, census tracts, American Indian reservations, and Alaska NatiVe villages. This file set includes data shown in the PHC80*2, PC80-1-B, and HC80-1-A reports. STF 3 Available: Spring 19827/82 This file contains 1,126 cells of population and housing data estimated from the sample for the same area as in STF 1, excluding blocks. This file set includes data shown in the PHC80.3 reports. In addition, the Census Bureau is exploring the possibility of producing STF 3 data for 5-digit ZIP Code areas on a cost-reimbursable, special-tabulation basis, STF 4 To be available: Late 1982-Early 1983 This file is the geographic counterpart of STF 2, but the number of cells of data is approximately three times greater. STF 4 provides detailed population and housing data estimated from the sample, some of which are repeated for race, Spanish origin, and ancestry groups. Data are summarized for areas similar to those shown for STF 2, except that data for places are limited to those with 2,500 or more inhabitants. This file set includes data shown in the PHC80-2, PC80-1, and HC80-1-B reports. B-6 STF 5 To be available: mid to late 1983 This file contains over 100,000 cells of population and housing data estimated from the sample and provides highly detailed tabulations and cross-classifications for States, SMSA's, and counties and cities of 50,000 or more inhabitants. Most subjects are classified by race and Spanish origin. This file set includes data shown in the PC80-1-0 and HC80-2 reports. Other Computer Tape Files P.L. 94-171 Population Counts Issued: 2/81-3/81 In accordance with Public Law (P.L.) 94-171,/the Census Bureau provided population tabulations to all States for legislative reapportionment/redistricting.! The file was issued on a State-by-State basis. It contains the final population counts classified by race and Spanish origin. The data are tabulated for the following levels of geography as applicable: States, counties, county subdivisions, incorporated places, census tracts, block groups, and blocks or enumeration districts, For States participating in the voluntary program to define election precincts in conjunction with the Census Bureau, the data are also tabulated for election precincts. Master Area Reference File (MARF) To be available: 9/81 - early 1982 This geographic reference file is an extract of STF 1 designed for those who require a master list of geographic codes and areas, along with basic census counts arranged hierarchically from the State down to the block group and enumeration district level and is issued on a State-by-State basis. The file contains records for States, counties, county subdivisions, places, census tracts, enumeration districts in unblocked areas, and block groups in blocked areas. Each record shows the total population by five race groups, population of Spanish origin, number of housing units, number of households, number of families, and a few other items. Geographic Bee File/ Dual Independent Map Encoding-GBF/DIME Beginning in 1978 periodic updates These files are computerized representations of the Metropolitan Map Series, including address ranges and ZiP Codes, which generally cover the urbanized portions of SMSA's. GBF/DIME files are used to assign census geographic codes to addresses (geocoding). The files are issued by SMSA. Public-Use Microdata Samples To be available: Fall 1982 Public-use microdata samples are computerized files containing most population and housing characteristics as shown on a sample of individual census records. These files contain no names or addresses, and geographic identification is sufficiently broad to protect confidentiality. There are three mutually exclusive samples, the A sample including 5 percent, and the B and C samples each including 1 percent of all persons and housing units. States and most large SMSA's will be identifiable on one or more of the files. Microdata files allow the user to prepare customized tabulations. Census/EEO Special File To be available: Late 1982 In addition to the regular summary tape files, the Bureau plans to prepare a "Census/EEO Special File." This public-use computer file will provide sample census data with specified relevance to EEO and affirmative action uses. The file will contain two tabulations, one with detailed occupational data and the other with years of school completed by age. The data in both tabulations will be crossed by sex and Hispanic origin or race for non- Hispanics. These data will be provided for all counties, for all SMSA's, and for incorporated places with a population of 50,000 or more. MAPS Maps necessary to define areas are generally published as part of the corresponding reports. Detailed map packages showing the blocks in the 1980 Census of Population and Housing Block Statistical reports (PHC80-1) must be purchased separately. Maps necessary to define enumeration districts are available on a cost-of-reproduction basis. MICROFICHE Some of the computer tape products are available on micro-fiche. Like the summary tape file sets, the STF microfiche are issued a State at a time, followed by the national-level microfiche. These include: STF 1A Microfiche - Data from the STF 1 file set are presented in tabular form for STF 1A summarization levels (block data from STF 1B are not included). P.L. 94-171 Counts Microfiche - Data from the P.L. 94-171 file are presented in a listing format on microfiche. The microfiche was issued on a State-by-State basis. B-7 APPENDIX C URBAN TRANSPORTATION PLANNING PACKAGE 1980 CENSUS DETAILED SPECIFICATIONS Journey-to-Work and Migration Statistics Branch U.S. Bureau of the Census November 3, 1981 Revised June 21, 1982 NOTE The Urban Transportation Planning Package is a special tabulation of census data for individual standard metropolitan statistical areas (SMSA's) tailored to geographic areas that are used in transportation planning. Local transportation planning organizations submit specifications to the Census Bureau for the geographic detail required for their SMSA (i.e., traffic zones or census tracts), and the Bureau then produces a standard set of tabulations for those planning areas on a cost reimbursable basis. These specifications were prepared by an ad hoc committee of transportation planners, representing the Transportation Research Board's Committee on Information Systems and Data Requirements. Funding for the development of the UTPP Program is provided by the U.S. Department of Transportation. URBAN TRANSPORTATION PLANNING PACKAGE 1980 CENSUS DATA PART DESCRIPTION TABULATIONS ITEMS I Tabulations by census tract or block group (or zone-special order) of residence. 29 773 II Tabulations by large geographic areas of residence. 19 11,642 III Tabulations by census tract (or zone-special order) of work. 14 517 IV Tabulations by census tract of residence to census tract of work (or zone of residence to zone of work-special order). 3 30 V Tabulations by block group-of work (sub-totals to census tract of work or zone of work-special order). 7 107 VI Tabulations by county of residence to county of work (includes 20 external counties with a large number of journey-to-work trips) 10 322 ________________________________________ TOTAL 82 13,391 6/10/82 C-2 PART I - TABULATIONS BY CENSUS TRACT OR BLOCK GROUP (OR ZONE-SPECIAL ORDER) OF RESIDENCE Subtotals By: (a) CBD (b) Central City (c) Area (Urbanized or Study) (d) Minor Civil Division (9 N.E. States only) (e) County (f) SMSA TABLE NO. DESCRIPTION ITEMS I-1 Number of persons in households by sex and age 51 I-2 Number of persons in group quarters by sex and age 51 I-3 All persons by sex and age 51 I-4 All persons by race and Spanish origin 8 I-5 Number of persons 3 years old and over enrolled in school 6 I-6 Number of workers by sex and occupation 36 I-7 Number of workers by sex and industry 48 I-8 Number of workers by sex and c)ass of worker 15 I-9 Number of households by size of household 10 I-10 Number of households by number of workers in household 9 I-11 Number of households by household income 12 I-12 Number of vacant year-round housing units by duration of vacancy 7 I-13 Number of year-round housing units by type of structure 10 I-14 Number of households by number of automobiles available 5 I-15 Number of households by number of trucks or vans available 5 I-16 Number of households by number of vehicles (cars, trucks, or vans) available 5 I-17 All workers not working at home by mean travel time, means of transportation, and carpooling 26 I-18 All workers by means of transportation and carpooling 14 I-19 All workers using a car, truck, or van, by carpool type and vehicle occupancy 40 C-3 PART I - (Continued) I-20 Number of vehicles (cars, trucks, or vans) used in travel to work 1 I-21 Number of persons per vehicle 1 I-22 Number of persons per carpool 1 I-23 Number of workers by means of transportation and earnings 75 I-24 Number of workers in households by means of transportation and household income 60 I-25 Number of workers by means of transportation, race, and Spanish origin 40 I-26 Number of workers by means of transportation, sex, and age 105 I-27 Number of workers in households by means of transportation and number of vehicles (cars, trucks, or vans) available 25 I-28 Noninstitutional population 16 years old and over with a disability by type of disability and age 42 I-29 All workers with a public transportation disability by means of transportation and carpooling 14 ________________________________________ TOTAL 773 C-4 I-1. SEX (3) BY AGE (17) Data Items Universe: All Persons in Households 51 All persons in households: (Repeat Age) Male: All ages Under 6 years 6-13 years 14-15 years 16-18 years 19-20 years 21-24 years 25-34 years 35-44 years 45-54 years 55-59 years 60-61 years 62-64 years 65-74 years 75 years and over Median Mean Female: (Repeat Age) I-2. SEX (3) BY AGE (17) DATA Universe: All Persons in Group Quarters ITEMS All persons in group quarters: (Repeat Age) 51 Male: All ages Under 6 years 6-13 years 14-15 years 16-18 years 19-20 years 21-24 years 25-34 years 35-44 years 45-54 years 55-59 years 60-61 years 62-64 years C-5 I-2. SEX (3) BY AGE (17) - Continued 65-74 years 75 years and over Median Mean Female: (Repeat Age) I-3. SEX (3) BY AGE (17) DATA Universe: All persons ITEMS All persons: (Repeat Age) 51 Male: All ages Under 6 years 6-13 years 14-15 years 16-18 years 19-20 years 21-24 years 25-34 years 35-44 years 45-54 years 55-59 years 60-61 years 62-64 years 65-74 years 75 years and over Median Mean Female: (Repeat Age) I-4. RACE AND SPANISH ORIGIN (8) DATA ITEMS Universe: All persons 51 All persons White Black American Indian, Eskimo, and Aleut Asian and Pacific Islander Other races Spanish origin Not of Spanish origin C-6 I-5. SCHOOL ENROLLMENT (6) DATA ITEMS Universe: All Persons 3 Years Old and Over Enrolled in School 51 Total enrolled, 3 years old and over Nursery School Kindergarten Elementary High school College I-6. SEX (3) BY OCCUPATION (12) DATA ITEMS Universe: All Workers 36 All workers (Repeat Occupation) Male In civilian labor force, at work Executive, administrative, and managerial occupations Professional specialty occupations Technicians and related support occupations Sales occupations Administrative support occupations, including clerical Service occupations Farming, forestry, and fishing occupations Precision products, craft, and repair occupations Operators, fabricators, and laborers Armed forces, at work Female (Repeat Occupation) I-7. SEX (3) BY INDUSTRY (16) DATA ITEMS Universe: All Workers 48 All workers (Repeat Industry) Male In civilian labor force, at work Agriculture, forestry, and fisheries Mining Construction Manufacturing Transportation, communications, and other public utilities Wholesale trade Retail trade C-7 I-7. SEX (3) BY INDUSTRY (16) - Continued Finance, insurance, and real estate Business and repair services Personal services Entertainment and recreation services Professional and related services Public administration Armed forces, at work Female (Repeat Industry) I-8. SEX (3) BY CLASS OF WORKER (5) DATA ITEMS Universe: All Workers 15 All workers Private wage and salary workers Government workers Self-employed workers Unpaid family workers Male (Repeat Class of Worker) Female (Repeat Class of Worker) I-9. SIZE OF HOUSEHOLD (10) DATA ITEMS Universe: All Households 10 All households 1 person 2 persons 3 persons 4 persons 5 persons 6 persons 7 or more persons Median Mean C-8 I-10. NUMBER OF WORKERS IN HOUSEHOLD (9) DATA ITEMS Universe: All Households 9 All households No workers 1 worker 2 workers 3 workers 4 workers 5 or more workers Median Mean I-11. HOUSEHOLD INCOME (12) DATA ITEMS Universe: All Households 12 All households Less than $5,000 $5,000 to $7,999 $8,000 to $9,999 $10,000 to $14,999 $15,000 to $19,999 $20,000 to $24,999 $25,000 to $34,999 $35,000 to $49,999 $50,000 or more Median Mean I-12. DURATION OF VACANCY (7) DATA ITEMS Universe: All Vacant Year-Round Housing Units 7 All vacant year-round housing units Less than 1 month 1 up to 2 months 2 up to 6 months 6 up to 12 months 1 year up to 2 years 2 or more years I-13. TYPE OF STRUCTURE (10) DATA ITEMS Universe: All Year-Round Housing Units 10 All year-round housing units One family house-detached One family house-attached Building for 2-4 families C-9 I-13. TYPE OF STRUCTURE (10) - Continued Building for 5-9 families Building for 10-19 families Building for 20-49 families Building for 50 or more families Mobile home or trailer Other (boat, van, tent, etc.) I-14. NUMBER OF AUTOMOBILES AVAILABLE (5) DATA ITEMS Universe: All Households 5 All Households No automobiles 1 automobile 2 automobiles 3 or more automobiles I-15. NUMBER OF TRUCKS OR VANS AVAILABLE (5) DATA ITEMS Universe: All Households 5 All households No trucks or vans 1 truck or van 2 trucks or vans 3 or more trucks or vans I-16. NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) DATA ITEMS Universe: All Households 5 All households No vehicles 1 vehicle 2 vehicles 3 or more vehicles I-17. MEAN (AVERAGE) TRAVEL TIME AND STANDARD DEVIATION (2) BY MEANS OF TRANSPORTATION AND CARPOOLING (13) DATA ITEMS Universe: All Workers Not Working at Home 26 Mean travel time (minutes): All workers not working at home Car: drive alone carpool Truck or van: drive alone carpool C-10 I-17. MEAN (AVERAGE) TRAVEL TIME AND STANDARD DEVIATION (2) BY MEANS OF TRANSPORTATION AND CARPDOLING (13) - Continued Bus or streetcar Railroad Subway or elevated Taxicab Motorcycle Bicycle Walked only Other means Standard deviation: (Repeat Means of Transportation and Carpooling) I-18. MEANS OF TRANSPORTATION AND CARPDOLING DATA ITEMS Universe: All Workers 14 All workers Car: drive alone carpool Truck or van: drive alone carpool Bus or streetcar Railroad Subway or elevated Taxicab Motorcycle Bicycle Walked only Worked at home Other means I-19. CARPOOL TYPE (5) BY VEHICLE OCCUPANCY (8) DATA ITEMS Universe: All Workers Using a Car, Truck, or Van 40 All workers using a car, truck, or van Drive alone In 2-person carpools In 3-person carpools In 4-person carpools In 5-person carpools In 6-person carpools In 7-or-more person carpools Drive alone (Repeat Vehicle Occupancy) Share driving (Repeat Vehicle Occupancy) C-11 I-19. CARPOOL TYPE (5) BY VEHICLE OCCUPANCY (8) -Continued Drive others only (Repeat Vehicle Occupancy) Ride as passenger only (Repeat Vehicle Occupancy) I-20. NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) USED DATA IN TRAVEL TO WORK (1) ITEMS Number of vehicles = (Total workers who drive alone) + 1 (Total workers in 2-person carpools x .5) + (Total workers in 3-person carpools x .3333) + (Total workers in 4-person carpools x .25) + (Total workers in 5-person carpools x .2) + (Total workers in 6-person carpools x .1666) + (Total workers in 7-or-more person carpools x .1428) I-21. PERSONS PER VEHICLE (1) DATA ITEMS No. of workers using a car, truck, or van 1 __________________________________________________ No. of vehicles used in travel to work I-22. PERSONS PER CARPOOL (1) DATA ITEMS No. of workers who share driving, drive others only, or ride as passenger only 1 _______________________________________________________________ No. of carpool vehicles used in travel to work (Total vehicles minus vehicles of workers who drive alone) I-23. MEANS OF TRANSPORTATION (5) BY EARNINGS (15) DATA ITEMS Universe: All Workers 75 All workers Without earnings With earnings $1 to $2,999 $3,000 to $4,999 $5,000 to $7,999 $8,000 to $9,999 $10,000 to $14,999 $15,000 to $19,999 $20,000 to $24,999 $25,000 to $34,999 $35,000 to $49,999 $50,000 or more Median Mean C-12 I-23. MEANS OF TRANSPORTATION (5) BY EARNINGS (15) - Continued Car, truck, or van (Repeat Earnings) Public transportation (bus or streetcar, railroad, or taxicab) (Repeat Earnings) Bicycle, walked only, or worked at home (Repeat Earnings) Other means (motorcycle or other means) (Repeat Earnings) subway or elevated, I-24. MEANS OF TRANSPORTATION (5) BY HOUSEHOLD INCOME (12) DATA ITEMS Universe: All Workers in Households 60 All workers Less than $5,000 $5,000 to $7,999 $8,000 to $9,999 $10,000 to $14,999 $15,000 to $19,999 $20,000 to $24,999 $25,000 to $34,999 $35,000 to $49,999 $50,000 or more Median Mean Car, truck, or van (Repeat Household Income) Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) (Repeat Household Income) Bicycle, walked only, or worked at home (Repeat Household Income) Other means (motorcycle or other means) (Repeat Household Income) C-13 1-25. MEANS OF TRANSPORTATION (5) BY RACE AND SPANISH ORIGIN (8) Data Items Universe: All Workers 40 All workers White Black American Indian, Eskimo, and Aleut Asian and Pacific Islander Other races Spanish origin Not Spanish origin Car, Truck, or Van (Repeat Race and Spanish Origin) Public transportation (bus or streetcar, subway or elevated, railroads or taxicab) (Repeat Race and Spanish Origin) Bicycle, walked only, or worked at home. (Repeat Race and Spanish Origin) Other means (motor-cycle or other- means) (Repeat Race and Spanish Origin) I-26. MEANS OF TRANSPORTATION (5) BY SEX (3) BY AGE (7) Data Items Universe: All Workers 105 All workers 16-20 years 21-44 years 45-59 years 60-61 years 62-64 years 65 years and over Male (Repeat Age) Female (Repeat Age) Car, truck, or van (Repeat same as for All workers) Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) (Repeat same as for All workers) Bicycle, walked only, or worked at home (Repeat same as for All workers) C-14 I-26. MEANS OF TRANSPORTATION (5) BY SEX (3) BY AGE (7) - Continued Other means (motorcycle or other means) (Repeat same as for All workers) I-27, MEANS OF TRANSPORTATION (5) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) DATA ITEMS Universe: All Workers in Households 25 All workers in households No vehicles 1 vehicle 2 vehicles 3 or more vehicles Car, Truck, or Van (Repeat Number of Vehicles Available) Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) (Repeat Number of Vehicles Available) Bicycle, walked only, or worked at home (Repeat Number of Vehicles Available) Other means (motorcycle or other means) (Repeat Number of Vehicles Available) I-28. TYPE OF DISABILITY (6) BY AGE (7) Universe: Non-Institutional Population 16 years and over with a Disability C-15 I-28. TYPE OF DISABILITY (6) BY AGE (7) - Continued Persons 16 years old and over with a disability (work disability and/or public transportation disability) 16-20 years 21-44 years 45-59 years 60-61 years 62-64 years 65 years and over With a public transportation disability and a work disability that prevents working (Repeat Age) With a public transportation disability and a work disability that does not prevent working (Repeat Age) With a public transportation disability but no work disability (Repeat Age) With no public transportation disability but with a work disability that prevents working (Repeat Age) With no public transportation disability but with a work disability that does not prevent working (Repeat Age) I-29. MEANS OF TRANSPORTATION AND CARPDOLING (14) DATA ITEMS Universe: All Workers With a Public Transportation Disability 14 All workers with a public transportation disability Car: drive alone carpool Truck or van: drive alone carpool Bus or streetcar Railroad Subway or elevated Taxicab Motorcycle Bicycle Walked only Worked at home Other means C-16 PART II - TABULATIONS BY LARGE GEOGRAPHIC AREAS OF RESIDENCE Tabulations By: (a) CBD (optional) (b) Central City (c) Area (Urbanized or Study) (d) Minor Civil Division (9 N.E. States only) (e) County (f) SMSA TABLE DATA NO. DESCRIPTION ITEMS II-1. Number of workers by race, Spanish origin, earnings, means of transportation, and carpooling 1,680 II-2. Number of workers by means of transportation, carpooling, and class of worker 70 II-3. Number of workers by age, earnings, means of transportation, and carpooling 1,470 II-4. Number of workers not working at home by travel time and means of transportation 470 II-5. Number of workers in households by household income, size of household, means of transportation, and carpooling 1,344 II-6. Number of workers in. households by household income, number of vehicles (cars, trucks, or vans) available, means of trans- portation, and carpooling 840 II-7. Number of workers in households by sex, number of workers per household, number of vehicles (cars, trucks, or vans) available, means of transportation, and carpooling 1,050 II-8. Number of workers in households by race and Spanish origin, household income, and number of vehicles (cars, trucks, or vans) available 480 II-9. Number of workers in households who use a car, truck, or van, by vehicle occupancy, household income, and size of household 768 II-10. Number of workers in households who use a car, truck, or van by vehicle occupancy, size of household, and number of vehicles (cars, trucks, or vans) available 320 II-11. Number of workers in households who use a car, truck, or van by vehicle occupancy, household income, and number of vehicles (cars, trucks, or vans) available 480 II-12. Number of workers who use a car, truck, or van by sex, carpool type, and vehicle occupancy 120 C-17 PART II - (Continued) II-13. Number of households by type of structure, household income, and size of household 960 II-14. Number of households by number of automobiles available, household income, and size of household 480 II-15. Number of households by number of trucks or vans available, household income, and size of household 480 II-16. Number of households by number of vehicles (cars, trucks, or vans) available, household income, and size of household 480 II-17. Number of households by type of structure and number of automobiles available 50 II-18. Number of households by type of structure and number of trucks or vans available 50 II-19. Number of households by type of structure and number of vehicles (cars, trucks, or vans) available 50 _______________ TOTAL 11,642 C-18 II-1. RACE AND SPANISH ORIGIN (8) BY EARNINGS (15) BY MEANS OF TRANSPORTATION AND CARPOOLING (14) DATA ITEMS Universe: All Workers 1,680 All workers: Total, earnings (Repeat Means of Transportation and Carpooling) Without earnings Car: drive alone carpool Truck or van: drive alone carpool Bus or streetcar Railroad Subway or elevated Taxicab Motorcycle Bicycle Walked only Worked at home Other means With earnings (Repeat Means of Transportation and Carpooling) $1-$2,999 (Repeat Means of Transportation and Carpooling) $3,000-$4,999 (Repeat Means of Transportation and Carpooling) $5,000-$7,999 (Repeat Means of Transportation and Carpooling) $8,000-$9,999 (Repeat Means of Transportation and Carpooling) $10,000-$14,999 (Repeat Means of Transportation and Carpooling) $15,000-$19,999 (Repeat Means of Transportation and Carpooling) $20,000-$24,999 (Repeat Means of Transportation and Carpooling) $25,000-$34,999 (Repeat Means of Transportation and Carpooling) $35,000-$49,999 (Repeat Means of Transportation and Carpooling) $50,000 or more (Repeat Means of Transportation and Carpooling) C-19 II-1. RACE AND SPANISH ORIGIN (B) BY EARNINGS (15) BY MEANS OF TRANSPORTATION AND CARPOOLING (14) - Continued Median (Repeat Means of Transportation and Carpooling) Mean (Repeat Means of Transportation and Carpooling) White: (Repeat same as for All workers) Black: (Repeat same as for All workers) American Indian, Eskimo, and Aleut: (Repeat same as for All workers) Asian and Pacific Islander: (Repeat same as for All workers) Other races: (Repeat same as for All workers) Spanish origin: (Repeat same as for All workers) Not of Spanish origin: (Repeat same as for All workers) II-2. MEANS OF TRANSPORTATION AND CARPOOLING (14) BY CLASS OF WORKER (5) DATA ITEMS Universe: All Workers 70 All workers Private wage and salary workers Government workers Self-employed workers Unpaid family workers Car: drive alone (Repeat Class of Worker) Car: carpool (Repeat Class of Worker) Truck or van: drive alone (Repeat Class of Worker) Truck or van: carpool (Repeat Class of Worker) C-20 II-2. MEANS OF TRANSPORTATION AND CARPOOLING (14) BY CLASS OF WORKER (5) - Continued Bus or streetcar (Repeat Class of Worker) Rail road (Repeat Class of Worker) Subway or elevated (Repeat Class of Worker) Taxi cab (Repeat Class of Worker) Motorcycle (Repeat Class of Worker) Bicycle (Repeat Class of Worker) Walked only (Repeat Class of Worker) Worked at home (Repeat Class of Worker) Other means (Repeat Class of Worker) II-3. AGE (7) BY EARNINGS (15) BY MEANS OF TRANSPORTATION AND CARPOOLING (14) DATA ITEMS Universe: All Workers 1,470 All Workers: Total, earnings (Repeat Means of Transportation and Carpooling) Without earnings Car: drive alone carpool Truck or van: drive alone carpool Bus or streetcar Rail road Subway or elevated Taxicab Motorcycle Bicycle Walked only Worked at home Other means C-21 II-3. AGE (7) BY EARNINGS (15) BY MEANS OF TRANSPORTATION AND CARPOOLING (14) - Continued With earnings (Repeat Means of Transportation and Carpooling) $1-$2,999 (Repeat Means of Transportation and Carpooling) $3,000-$4,999 (Repeat Means of Transportation and Carpooling) $5,000-$7,999 (Repeat Means of Transportation and Carpooling) $8,000-$9,999 (Repeat Means of Transportation and Carpooling) $10,000-$14,999 (Repeat Means of Transportation and Carpooling) $15,000-$19,999 (Repeat Means of Transportation and Carpooling) $20,000-$24,999 (Repeat Means of Transportation and Carpooling) $25,000-$34,999 (Repeat Means of Transportation and Carpooling) $35,000-$49,999 (Repeat Means of Transportation and Carpooling) $50,000 or more (Repeat Means of Transportation and Carpooling) Median (Repeat Means of Transportation and Carpooling) Mean (Repeat Means of Transportation and Carpooling) 16-20 years: (Repeat same as for All Workers) 21-44 years: (Repeat same as for All Workers) 45-59 years: (Repeat same as for All Workers) 60-61 years: (Repeat same as for All Workers) 62-64 years: (Repeat same as for All Workers) 65 years and over: (Repeat same as for All Workers) C-22 II-4. TRAVEL TIME (94) BY MEANS OF TRANSPORTATION (5) DATA ITEMS Universe: All Workers Not Working at Home 470 All workers not working at home (Repeat Means of Transportation) 1 minute Car, truck, or van Public transportation (bus or streetcar, railroad, subway or elevated, taxicab) Bicycle or walked only Motorcycle or other means 2 minutes (Repeat Means of Transportation) 3 minutes (Repeat Means of Transportation) - - - 90 minutes (Repeat Means of Transportation) 91 or more minutes (Repeat Means of Transportation) Median (Repeat Means of Transportation) Mean (Repeat Means of Transportation) II-5. HOUSEHOLD INCOME (12) BY SIZE OF HOUSEHOLD (8) BY MEANS OF TRANSPORTATION AND CARPOOLING (14) DATA ITEMS Universe: All Workers in Households 1,344 All workers in households: Total, size of household (Repeat Means of Transportation and Carpooling) 1 person Car: drive alone carpool Truck or van: drive alone carpool Bus or streetcar Railroad C-23 II-5. HOUSEHOLD INCOME (12) BY SIZE OF HOUSEHOLD (8) BY MEANS OF TRANSPORTATION AND CARPOOLING (14) - Continued Subway or elevated Taxicab Motorcycle Bicycle Walked only Worked at home Other means 2 persons (Repeat Means of Transportation and Carpooling) 3 persons (Repeat Means of Transportation and Carpooling) 4 persons (Repeat Means of Transportation and Carpooling) 5 persons (Repeat Means of Transportation and Carpooling) 6 persons (Repeat Means of Transportation and Carpooling) 7 or mere persons (Repeat Means of Transportation and Carpooling) Less then $5,000: (Repeat same as for All workers in households) $5,000-$7,999: (Repeat same as for All workers in households) $8,000-$g,999: (Repeat same as for All workers in households) $10,000-$14,999: (Repeat same as for All worker's in households) $15,000-$19,999: (Repeat same as for All workers in households) $20,000-$24,999: (Repeat same as for All workers in households) $25,000-$34,999: (Repeat same as for All workers in households) $35,000-$49,999: (Repeat same as for All workers in households) $50,000 or more: (Repeat same as for All workers in households) C-24 II-5. HOUSEHOLD INCOME (12) BY SIZE OF HOUSEHOLD (8) BY MEANS OF TRANSPORTATION AND CARPOOLING (14) - Continued Median: (Repeat same as for All workers in households) Mean: (Repeat same as for All workers in households) II-6. HOUSEHOLD INCOME (12) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) BY MEANS OF TRANSPORTATION AND CARPDOLING (14) DATA ITEMS Universe: All Workers In Households 840 All workers in households: Total, number of vehicles available (Repeat Means of Transportation and Carpooling) No vehicles Car: drive alone carpool Truck or van: drive alone carpool Bus or streetcar Railroad Subway or elevated Taxicab Motorcycle Bicycle Walked only Worked at home Other means 1 vehicle (Repeat Means of Transportation and Carpooling) 2 vehicles (Repeat Means of Transportation and Carpooling) 3 vehicles (Repeat Means of Transportation and Carpooling) Less then $5,000: (Repeat same as for All workers in households) $5,000-$7,999: (Repeat same as for All workers in households) $8,000-$9,999: (Repeat same as for All workers in households) C-25 II-6. HOUSEHOLD INCOME (12) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) BY MEANS OF TRANSPORTATION AND CARPOOLING (14) - Continued $10,000-$14,999: (Repeat same as for All workers in households) $15,000-$19,999: (Repeat same as for All workers in households) $20,000-$24,999: (Repeat same as for All workers in households) $25,000-$34,999: (Repeat same as for All workers in households) $35,000-$49,999: (Repeat same as for All workers in households) $50,000 or more: (Repeat same as for All workers in households) Median: (Repeat same as for All workers in households) Mean: (Repeat same as for All workers in households) II-7. SEX (3) BY NUMBER OF WORKERS PER HOUSEHOLD (5) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) BY MEANS OF TRANSPORTATION AND CARPOOLING (14) DATA ITEMS Universe:. All Workers in Households 1,050 All workers in households: Total, workers per household Total, number of vehicles available Car: drive alone carpool Truck: drive alone carpool Bus or streetcar Railroad Subway or elevated Taxicab Motorcycle Bicycle Walked only Worked at home Other means No vehicles (Repeat Means of Transportation and Carpooling) C-26 II-7. SEX (3) BY NUMBER OF WORKERS PER HOUSEHOLD (5) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) BY MEANS OF TRANSPORTATION AND CARPOOLING (14) - Continued 1 vehicle (Repeat Means of Transportation and Carpooling) 2 vehicles (Repeat Means of Transportation and Carpooling) 3 or more vehicles (Repeat Means of Transportation and CarpDoling) 1 worker (Repeat same as for Total, workers per household) 2 workers (Repeat same as for Total, workers per household) 3 workers (Repeat same as for Total, workers per household) 4 or more workers (Repeat same as for Total, workers per household) Male: (Repeat same as for All workers in households) Female: (Repeat same as for All workers in households) II-8. RACE AND SPANISH ORIGIN (8) BY HOUSEHOLD INCOME (12) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) DATA ITEMS Universe: All Workers in Households 480 All-workers in households Total, household income (Repeat Number of Vehicles Available) Less than $5,000 No vehicles 1 vehicle 2 vehicles 3 or more vehicles $5,000-$7,999 (Repeat Number of Vehicles Available) $8,000-$9,999 (Repeat Number of Vehicles Available) C-27 II-8. RACE AND SPANISH ORIGIN (8) BY HOUSEHOLD INCOME (12) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) - Continued $10,000-$14,999 (Repeat Number of Vehicles Available) $15,000-$19,999 (Repeat Number Of Vehicles Available) $20,000-$24,999 (Repeat Number of Vehicles Available) $25,000-$34,999 (Repeat Number of Vehicles Available) $35,000-$49,999 (Repeat Number of Vehicles Available) $50,000 or more (Repeat Number of Vehicles Available) Median (Repeat Number of Vehicles Available) Mean (Repeat Number of Vehicles Available) White: (Repeat same as for all workers in households) Black: (Repeat same as for all workers in households) American Indian, Eskimo, and Aleut: (Repeat same as for all workers in households) Asian and Pacific Islander: (Repeat same as for All workers in households) Other races: (Repeat same as for All workers in households) Spanish Origin: (Repeat same as for All workers in households) Not of Spanish origin: (Repeat same as for All workers in households) C-28 II-9. VEHICLE OCCUPANCY (8) BY HOUSEHOLD INCOME (12) BY SIZE OF HOUSEHOLD (8) DATA ITEMS Universe: All Workers in Households Who Use a Car, Truck, or Van 768 All workers in households who use a car, truck, or van: Total, household income (Repeat Size of Household) Less than $5,000 1 person 2 persons 3 persons 4 persons 5 persons 6 persons 7 or more persons $5,000-$7,999 (Repeat Size of Household) $8,000-$9,999 (Repeat Size of Household) $10,000-$14,999 (Repeat Size of Household) $15,000-$19,999 (Repeat,Size of Household) $20,000-$24,999 (Repeat Size of Household) $25,000-$34,999 (Repeat Size of Household) $35,000-$49,999 (Repeat Size of Household) $50,000 or more (Repeat Size of Household) Median (Repeat Size of Household) Mean (Repeat Size of Household) Drive alone: (Repeat same as for All workers in households who use a car, truck, or van) C-29 II-9. VEHICLE OCCUPANCY (8) BY HOUSEHOLD INCOME (12) BY SIZE OF HOUSEHOLD (8) - Continued In 2-person carpool: (Repeat same as for All workers in households who use a car truck, or van) In 3-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 4-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 5-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 6-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 7-or-more person carpool: (Repeat same as for All workers in households who use a car, truck, or van) II-10. VEHICLE OCCUPANCY (8) BY SIZE OF HOUSEHOLD (8) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) DATA ITEMS Universe: All Workers in Households Who Use a Car, Truck, or Van 320 All workers in households who use a car, truck, or van: Total, size of household (Repeat Number of Vehicles Available) 1 person No vehicles 1 vehicle 2 vehicles 3 or more vehicles 2 persons (Repeat Number of Vehicles Available) 3 persons (Repeat Number of Vehicles Available) 4 persons (Repeat Number of Vehicles Available) 5 persons (Repeat Number of Vehicles Available) 6 persons (Repeat Number of Vehicles Available) 7 or more persons (Repeat Number of Vehicles Available) C-30 II-10. VEHICLE OCCUPANCY (8) BY SIZE OF HOUSEHOLD (8) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) - Continued Drive alone: (Repeat same as for All workers in households who use a car, truck, or van) In 2-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 3-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 4-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 5-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 6-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 7-or-more person carpool: (Repeat same as for All workers in households who use a car, truck, or van) II-11. VEHICLE OCCUPANCY (8) BY HOUSEHOLD INCOME (12) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) DATA ITEMS Universe: All Workers in Households Who Use a Car, Truck, or Van 480 All workers in households who use a car, truck, or van: Total, household income (Repeat Number of Vehicles Available) Less than $5,000 No vehicles 1 vehicle 2 vehicles 3 or more vehicles $5,000-$7,999 (Repeat Number of Vehicles Available) $8,000-$9,999 (Repeat Number of Vehicles Available) $10,000-$14,999 (Repeat Number of Vehicles Available) $15,000-$19,999 (Repeat Number of Vehicles Available) $20,000-$24,999 (Repeat Number of Vehicles Available) C-31 II-11. VEHICLE OCCUPANCY (8) BY HOUSEHOLD INCOME (12) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) - Continued $25,000-$34,999 (Repeat Number of Vehicles Available) $35,000-$49,999 (Repeat Number of Vehicles Available) $50,000 or more (Repeat Number of Vehicles Available) Median (Repeat Number of Vehicles Available) Mean (Repeat Number of Vehicles Available) Drive alone: (Repeat same as for All workers in households who use a car, truck, or van) In 2-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 3-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 4-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 5-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 6-person carpool: (Repeat same as for All workers in households who use a car, truck, or van) In 7-or-more person carpool: (Repeat same as for All workers in households who use a car, truck, or van) II-12. SEX (3) BY CARPOOL TYPE (5) BY VEHICLE OCCUPANCY (8) DATA ITEMS Universe: All Workers Who Use a Car, Truck, or Van 120 All workers who use a car, truck, or van: Total, carpool type (Repeat Vehicle Occupancy) Drive alone Drive alone In 2-person carpool In 3-person carpool In 4-person carpool In 5-person carpool In 6-person carpool In 7-or-more person carpool C-32 II-12. SEX (3) BY CARPOOL TYPE (5) BY VEHICLE OCCUPANCY (8) - Continued Share driving (Repeat Vehicle Occupancy) Drive others only (Repeat Vehicle Occupancy) Ride as passenger only (Repeat Vehicle Occupancy) Male: (Repeat same as for All workers who use a car, truck, or van) Female: (Repeat same as for All workers who use a car, truck, or van) II-13. TYPE OF STRUCTURE (10) BY HOUSEHOLD INCOME (12) BY SIZE OF HOUSEHOLD (8) DATA ITEMS Universe: All Households 960 All households: Total, household income (Repeat Size of Household) Less than $5,000 1 person 2 persons 3 persons 4 persons 5 persons 6 persons 7 or more persons $5,000-$7,999 (Repeat Size of Household) $8,000-$9,999 (Repeat Size of Household) $10,000-$14,999 (Repeat Size of Household) $15,000-$19,999 (Repeat Size of Household) $20,000-$24,999 (Repeat Size of Household) $25,000-$34,999 (Repeat Size of Household) C-33 II-13. TYPE OF STRUCTURE (10) BY HOUSEHOLD INCOME (12) BY SIZE OF HOUSEHOLD (8) - Continued $35,000-$49,999 (Repeat Size of Household) $50,000 or more (Repeat Size of Household) Median (Repeat Size of Household d) Mean (Repeat Size of Household) 1 family house-detached: (Repeat same as for All households) 1 family house-attached: (Repeat same as for All households) Building for 2-4 families: (Repeat same as for All households) Building for 5-9 families: (Repeat same as for All households) Building for 10-19 families: (Repeat same as for All households) Building for 20-49 families: (Repeat same as for All households) Building for 50 or more families: (Repeat same as for All households) Mobile home or trailer: (Repeat same as for All households) Other (boat, van, tent, etc.): (Repeat same as for All households) II-14. NUMBER OF AUTOMOBILES AVAILABLE (5) BY HOUSEHOLD INCOME (12) BY SIZE OF HOUSEHOLD (8) DATA ITEMS Universe: All Households 480 All households: Total, household income (Repeat Size of Household) C-34 II-14. NUMBER OF AUTOMOBILES AVAILABLE (5) BY HOUSEHOLD INCOME (12) BY SIZE OF HOUSEHOLD (8) - Continued Less than $5,000 1 person 2 persons 3 persons 4 persons 5 persons 6 persons 7 or more persons $5,000-$7,999 (Repeat Size of Household) $8,000-$9,999 (Repeat Size of Household) $10,000-$14,999 (Repeat Size of Household) $15,000-$19,999 (Repeat Size of Household) $20,000-$24,999 (Repeat Size of Household) $25,000-$34,999 (Repeat Size of Household) $35,000-$49,999 (Repeat Size of Household) $50,000 or more (Repeat Size of Household) Median (Repeat Size of Household) Mean (Repeat Size of Household) No automobiles: (Repeat same as for All households) 1 automobile: (Repeat same as for All households) 2 automobiles: (Repeat same as for All households) 3 or more automobiles: (Repeat same as for All households) C-35 II-15. NUMBER OF TRUCKS OR VANS AVAILABLE (5) BY HOUSEHOLD INCOME (12) BY SIZE OF HOUSEHOLD (8) DATA ITEMS Universe: All Households 480 All households: Total, household income (Repeat Size of Household) Less than $5,000 1 person 2 persons 3 persons 4 persons 5 persons 6 persons 7 or more persons $5,000-$7,999 (Repeat Size of Household) $8,000-$9,999 (Repeat Size of Household) $10,000-$14,999 (Repeat Size of Household) $15,000-$19,999 (Repeat Size of Household) $20,000-$24,999 (Repeat Size of Household) $25,000-$34,999 (Repeat Size of Household) $35,000-$49,999 (Repeat Size of Household) $50,000 or more (Repeat Size of Household) Median (Repeat Size of Household) Mean (Repeat Size of Household) No trucks or vans: (Repeat same as for All households) 1 truck or van: (Repeat same as for All households) C-36 II-15. NUMBER OF TRUCKS OR VANS AVAILABLE (5) BY HOUSEHOLD INCOME (12) BY SIZE OF HOUSEHOLD (8) - Continued 2 trucks or vans: (Repeat same as for All households) 3 or more trucks or vans: (Repeat same as for All households) II-16. NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) BY HOUSEHOLD INCOME (12) BY SIZE OF HOUSEHOLD (8) DATA ITEMS Universe: All Households 480 All households: Total household income (Repeat Size of Household) Less than $5,000 1 person 2 persons 3 persons 4 persons 5 persons 6 persons 7 or more persons $5,000-$7,999 (Repeat Size of Household) $8,000-$9,999 (Repeat Size of Household) $10,000-$14,999 (Repeat Size of Household) $15,000-$19,999 (Repeat Size of Household) $20,000-$24,999 (Repeat Size of Household) $25,000-$34,999 (Repeat Size of Household) $35,000-$49,999 (Repeat Size of Household) $50,000 or more (Repeat Size of Household) Median (Repeat Size of Household) C-37 II-16. NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) BY HOUSEHOLD INCOME (12) BY SIZE OF HOUSEHOLD (8) - Continued Mean (Repeat Size of Household) No vehicles: (Repeat same as for All households) 1 vehicle: (Repeat same as for All households) 2 vehicles: (Repeat same as for All households) 3 or mere vehicles: (Repeat same as for All households) II-17. TYPE OF STRUCTURE (10) BY NUMBER OF AUTOMOBILES AVAILABLE (5)DATA ITEMS Universe: All Households 50 All households No automobiles 1 automobile 2 automobiles 3 or more automobiles 1 family house-detached (Repeat Number of Automobiles Available) 1 family house-attached (Repeat Number of Automobiles Available) Building for 2-4 families (Repeat Number of Automobiles Available) Building for 5-9 families (Repeat Number of Automobiles Available) Building for 10-19 families (Repeat Number of Automobiles Available) Building for 20-49 families (Repeat Number of Automobiles Available) Building for 50 or more families (Repeat Number of Automobiles Available) Mobile home or trailer (Repeat Number of Automobiles Available) Other (boat, van, tent, etc.) (Repeat Number of Automobiles Available) C-38 II-18. TYPE OF STRUCTURE (10) BY NUMBER OF TRUCKS OR VANS AVAILABLE (5)DATA ITEMS Universe: All Households 50 All households No trucks or vans 1 truck or van 2 trucks or vans 3 or more trucks or vans 1 family house-detached (Repeat Number of Trucks or Vans Available) 1 family house-attached (Repeat Number of Trucks or Vans Available) Building for 2-4 families (Repeat Number of Trucks or Vans Available) Building for 5-9 families (Repeat Number of Trucks or Vans Available) Building for 10-19 families (Repeat Number of Trucks or Vans Available) Building for 20-49 families (Repeat Number of Trucks or Vans Available) Building for 50 or more families (Repeat Number of Trucks or Vans Available) Mobile home or trailer (Repeat Number of Trucks or Vans Available) Other (boat, van, tent, etc,) (Repeat Number of Trucks or Vans Available) C-39 II-19. TYPE OF STRUCTURE (10) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) DATA ITEMS Universe: All Households 50 All households No vehicles 1 vehicle 2 vehicles 3 or more vehicles 1 family house-detached (Repeat Number of Vehicles Available) 1 family house-attached (Repeat Number of Vehicles Available) Building for 2-4 families (Repeat Number of Vehicles Available) Building for 5-9 families (Repeat Number of Vehicles Available) Building for 10-19 families (Repeat Number of Vehicles Available) Building for 20-49 families (Repeat Number of Vehicles Available) Building for 50 or more families (Repeat Number of Vehicles Available) Mobile home or trailer (Repeat Number of Vehicles Available) Other (boat, van, tent, etc.) (Repeat Number of Vehicles Available) C-40 PART III- TABULATIONS BY CENSUS TRACT (OR ZONE-SPECIAL ORDER) OF WORK Subtotals By: (a) CBD (b) Central City (c) Area (Study) (d) Minor Civil Division (9 N.E. States only) (e) County (f) SMSA TABLE DATA NO. DESCRIPTION ITEMS III-1. Number of workers by sex and occupation 36 III-2. Number of workers by sex and industry 48 III-3. Number of workers by sex and class of worker 15 III-4. Number of workers by means of transportation and earnings 75 III-5. Number of workers by means of transportation and carpooling 14 III-6. Number of workers not working at home by mean (average) travel time and standard deviation, means of transportation, and carpooling 26 III-7. Number of workers by means of transportation, race, and Spanish origin 40 III-8. Number of workers by means of transportation and sex 15 III-9. Number of workers using a car, truck, or van by carpool type and vehicle occupancy 40 III-10. Number of vehicles (cars, tucks, or vans) used in travel to work 1 III-11. Number of persons per vehicle 1 III-12. Number of persons per carpool 1 III-13. Number of workers in households by number of workers per household, means of transportation, and household income 180 III-14. Number of workers in households by means of transportation and number of vehicles (cars, trucks, or vans) available 25 _______________ TOTAL 517 C-41 III-1. SEX (3) BY OCCUPATION (12) DATA ITEMS Universe: All Workers 36 All workers (Repeat Occupation) Male In civilian labor force, at work Executive, administrative, and managerial occupations Professional specialty occupations Technicians and related support occupations Sales occupations Administrative support occupations, including clerical Service occupations Farming, forestry, and fishing occupations Precision products, craft, and repair occupations Operators, fabricators, and laborers Armed forces, at work Female (Repeat Occupation) III-2. SEX (3) BY INDUSTRY (!6) DATA ITEMS Universe: All Workers 48 All workers (Repeat Industry) Male In civilian labor force, at work Agriculture, forestry, and fisheries Mining Construction Manufacturing Transportation, communications, and other public utilities Wholesale trade Retail trade Finance, insurance, and real estate Business and repair services Personal services Entertainment and recreation services Professional and related services Public administration Armed forces, at work Female (Repeat Industry) C-42 III-3. SEX (3) BY CLASS OF WORKER (5) DATA ITEMS Universe: All Workers 15 All workers Private wage and salary workers Government workers Self-employed workers Unpaid family workers Male (Repeat Class of Worker) Female (Repeat Class of Worker) III-4. MEANS OF TRANSPORTATION (5) BY EARNINGS (15) DATA ITEMS Universe: All Workers 75 All workers Without earnings With earnings $1 to $2,999 $3,000 to $4,999 $5,000 to $7,999 $8,000 to $9,999 $10,000 to $14,999 $15,000 to $19,999 $20,000 to $24,999 $25,000 to $34,999 $35,000 to $49,999 $50,000 or more Median Mean Car, truck, or van (Repeat Earnings) Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) (Repeat Earnings) Bicycle, walked only, or worked at home (Repeat Earnings) Other means (motorcycle or other means) (Repeat Earnings) C-43 III-5. MEANS OF TRANSPORTATION AND CARPOOLING (14) DATA ITEMS Universe: All Workers 14 All workers Car: drive alone carpool Truck or van: drive alone carpool Bus or streetcar Railroad Subway or elevated Taxicab Motorcycle Bicycle Walked only Worked at home Other means II[-6. MEAN (AVERAGE) TRAVEL TIME AND STANDARD DEVIATION (2) BY MEANS OF TRANSPORTATION AND CARPOOLING (13) DATA ITEMS Universe: All Workers Not Working at Home 26 Mean travel time (minutes): All workers not working at home Car: drive alone carpool Truck or van: drive alone carpool Bus or streetcar Railroad Subway or elevated Taxicab Motorcycle Bicycle Walked only Other means Standard deviation: (Repeat Means of Transportation and Carpooling) III-7. MEANS OF TRANSPORTATION (5) BY RACE AND SPANISH ORIGIN (8) DATA ITEMS Universe: All Workers 40 All workers White Black American Indian, Eskimo, and Aleut Asian and Pacific Islander Other races C-44 III-7. MEANS OF TRANSPORTATION (5) BY RACE AND SPANISH ORIGIN (8) - Continued Spanish origin Not Spanish origin Car, Truck, or Van (Repeat Race and Spanish Origin) Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) (Repeat Race and Spanish Origin) Bicycle, walked only, or worked at home (Repeat Race and Spanish Origin) Other means (motorcycle or other means) (Repeat Race and Spanish Origin) III-8. MEANS OF TRANSPORTATION (5) BY SEX (3) DATA ITEMS Universe: All Workers 15 All workers Car, truck or van Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) Bicycle, walked only, or worked at home Other means (motorcycle or other means) Male (Repeat Means of Transportation) Female (Repeat Means of Transportation) III-9. CARPOOL TYPE (5) BY VEHICLE OCCUPANCY (8) DATA ITEMS Universe: All Workers Using a Car, Truck, or Van 40 All workers using a car, truck, or van Drive alone In 2-person carpools In 3-person carpools In 4-person carpools In 5-person carpools In 6-person carpools In 7-or-more person carpools Drive alone (Repeat Vehicle Occupancy) C-45 III-9. CARPOOL TYPE (5) BY VEHICLE OCCUPANCY (8) - Continued Share driving (Repeat Vehicle Occupancy) Drive others only (Repeat Vehicle Occupancy) Ride as passenger only (Repeat Vehicle Occupancy) III-10. NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) DATA USED IN TRAVEL TO WORK (1) ITEMS Number of vehicles: (Total workers who drive alone) + 1 (Total workers in 2-person carpools x .5) + (Total workers in 3-person carpools x .3333) + (Total workers in 4-person carpools x .25) + (Total workers in 5-person carpools x .2) + (Total workers in 6-person carpools x .1666) + (Total workers in 7-or-more person carpools x .1428) III-11. PERSONS PER VEHICLE (1) DATA ITEMS No. of workers using a car, truck, or van ______________________________________________________ 1 No. of vehicles used in travel to work III-12. PERSONS PER CARPOOL (1) No. of workers who share driving, drive others only, or ride as passenger only __________________________________________________________________________ No. of carpool vehicles used in travel to work (Total vehicles minus vehicles of workers who drive alone) III-13. NUMBER OF WORKERS PER HOUSEHOLD (3) BY MEANS OF TRANSPORTATION (5) BY HOUSEHOLD INCOME (12) DATA ITEMS Universe: All Workers in Households 180 All workers in households: Total, means of transportation Less than $5,000 $5,000 to $7,999 $8,000 to $9,999 $10,000 to $14,999 $15,000 to $19,999 $20,000 to $24,999 $25,000 to $34,999 $35,000 to $49,999 $50,000 or more Median Mean C-46 III-13. NUMBER OF WORKERS PER HOUSEHOLD (3) BY MEANS OF TRANSPORTATION (5) BY HOUSEHOLD INCOME (12) - Continued Car, truck, or van (Repeat Household Income) Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) (Repeat Household Income) Bicycle, walked only, or worked at home (Repeat Household Income) Other means (motorcycle or other means) (Repeat Household Income) 1 worker: (Repeat same as for All workers in households) 2 or more workers: (Repeat same as for All workers in households) III.14. MEANS OF TRANSPORTATION (5) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) AVAILABLE (5) DATA ITEMS Universe: All Workers in Households 25 All workers in households No vehicles 1 vehicle 2 vehicle 3 or more vehicles Car, Truck, or Van (Repeat Number of Vehicles Available) Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) (Repeat Number of Vehicles Available) Bicycle, walked only, or worked at home (Repeat Number of Vehicles Available) Other Means (motorcycle or other means) (Repeat Number of Vehicles Available) C-47 PART IV - TABULATIONS BY CENSUS TRACT OF RESIDENCE TO CENSUS TRACT OF WORK (OR ZONE OF RESIDENCE TO ZONE OF WORK-SPECIAL ORDER) Subtotals By: (a) CBD (b) Central City (c) Area (Urbanized (Residence Only) or Study) (d) Minor Civil Division (9 N.E. States only) (e) County (f) SMSA Table Data No. DESCRIPTION ITEMS IV-1. Number of workers by means of transportation 14 IV-2. Number of workers not working at home by mean (average) travel time and means Of transportation 13 IV-3. Number of vehicles (cars, trucks, or vans) used in travel to work, number of persons per vehicle, and number of persons per carpool 3 _______________ TOTAL 30 6/10/82 C-48 IV-1. MEANS OF TRANSPORTATION (14) DATA ITEMS Universe: All Workers 14 All workers Car, truck, or van: Drive alone Carpool: 2-person carpool 3-person carpool 4-or-more person carpool Bus or streetcar Subway or elevated Railroad Taxicab Motorcycle Bicycle Walked only Worked at home Other means IV-2. Mean (AVERAGE) TRAVELTIME BY MEANS OF TRANSPORTATION (13) DATA ITEMS Universe: All Workers Not Working at Home 13 Mean traveltime (minutes): All workers not working at home Car, truck, or van: Drive alone Carpool: 2-person carpool 3-person carpool 4-or-more person carpool Bus or streetcar Subway or elevated Railroad Taxicab Motorcycle Bicycle Walked only Other means IV-3. NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) USED IN TRAVEL TO WORK (1), PERSONS PER VEHICLE (1), AND PERSONS PER CARPOOL (1) DATA ITEMS Number of vehicles = 3 (Total workers who drive alone) + (Total workers in 2-person carpools x .5) + (Total workers in 3-person carpools x .3333) + (Total workers in 4-person carpools x .25) + (Total workers in 5-person carpools x .2) + (Total workers in 6-person carpools x .1666) + (Total workers in 7-or-more person carpools x .1428) 6/10/82 C-49 IV-3. NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) USED IN TRAVEL TO WORK (1), PERSONS PER VEHICLE (1), AND PERSONS PER CARPOOL (1) (Continued) Persons per vehicle = No. of workers using a car, truck, or van _____________________________________________________ No. of vehicles used in travel to work Persons per carpool = No. of workers who share driving, drive others only, or ride as passenger only __________________________________________________________ No. of carpool vehicle used in travel to work (Total vehicles minus vehicles of workers who drive alone) 6/10/82 C-50 PART V - TABULATIONS Y BLOCK GROUP OF WORK (SUB-TOTALS TO CENSUS TRACT OF WORK oAR ZONE OF WORK-SPECIAL ORDER)) Table Data No. DESCRIPTION ITEMS V-1. Number of workers by sex and occupation 36 V-2. Number of workers by sex and industry 48 V-3. Number of workers by sex and class of worker 15 V-4. Number of workers by means of transportation 5 V-5. Number of vehicles (cars, trucks, or vans) used in travel to work 1 V-6. Number of persons per vehicle 1 V-7. Number of persons per carpool 1 _______________ TOTAL 107 C-51 V-1. SEX (3) BY OCCUPATION (12) DATA ITEMS Universe: All Workers 36 All workers (Repeat Occupation) Male In civilian labor force, at work Executive, administrative, and managerial occupations Professional specialty occupations Technicians and related support occupations Sales occupations Administrative support occupations, including clerical Service occupations Farming, forestry, and fishing occupations Precision products, craft, and repair occupations Operators, fabricators, and laborers Armed forces, at work Female (Repeat Occupation) V-2. SEX (3) BY INDUSTRY (16) DATA ITEMS Universe: All Workers 48 All workers (Repeat Industry) Male In civilian labor force, at work Agriculture, forestry, and fisheries Mining Construction Manufacturing Transportation, communications, and other public utilities Wholesale trade Retail trade Finance, insurance, and real estate Business and repair services Personal services Entertainment and recreation services Professional and related services Public administration Armed forces, at work Female (Repeat Industry) C-52 V-3 SEX (3) BY CLASS OF WORKER (S) Universe: All Workers All workers Private wage and salary workers Government workers Self-employed workers Unpaid family workers Male (Repeat Class of Worker) Female (Repeat Class of Worker) V-4 MEANS OF TRANSPORTATION (5) DATA ITEMS Universe: All Workers 5 All workers: Car, truck, or van Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) Bicycle, walked only, or worked at home Other means (motorcycle or other means) V-5. NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) USED IN TRAVEL TO WORK (1)DATA ITEMS Number of vehicles: (Total workers who drive alone) + 1 (Total workers in 2-person carpools x .5) + (Total workers in 3-person carpools x .3333) + (Total workers in 4-person carpools x .25) + (Total workers in 5-person carpools x .2) + (Total workers in 6-person. carpools x .1666) + (Total workers in 7-or-more person carpools x .1428) V-6. PERSONS PER VEHICLE (1) DATA ITEMS No. of workers using a car, truck, or van _____________________________________________________ 1 No. of vehicles used in travel to work V-7. PERSONS PER CARPOOL (1) DATA ITEMS No. of workers who share driving, drive others only, or ride as passenger only 1 __________________________________________________________________ No. of Carpool vehicles used in travel to work (Total vehicles minus vehicles of workers who drive alone) C-53 PART VI - TABULATIONS BY COUNTY OF RESIDENCE TO COUNTY OF WORK (INCLUDES 20 EXTERNAL COUNTIES WITH A LARGE NUMBER OF JOURNEY-TO-WORK TRIPS) Table Data No. DESCRIPTION ITEMS VI-1. Number of workers by sex and occupation Number of workers by sex and industry 36 VI-2. Number of workers by sex and class of worker 48 VI-3. Number of workers by means of transportation and earnings 15 VI-4. Number of workers by means of transportation, race, and Spanish origin 75 VI-5. Number of workers by means of transportation and sex 40 VI-6. Number of workers using a car, truck, or van, by carpool type 15 VI-7. Number of vehicles (cars, trucks, or vans) used in travel to work, 5 VI-8. Number of persons per vehicle, and number of persons per carpool 3 VI-9. Number of workers in households by means of transportation and number of vehicles (cars, trucks, or vans) available 25 VI-10. Number of workers in households by means of transportation and household income 60 _______________ TOTAL 322 6/10/82 C-54 VI-1. SEX (3) BY OCCUPATION (12) DATA ITEMS Universe: All Workers 36 All workers (Repeat Occupation) Male In civilian labor force, at work Executive, administrative, and managerial occupations Professional specialty occupations Technicians and related support occupations Sales occupations Administrative support occupations, including clerical Service occupations Farming, forestry, and fishing occupations Precision products, craft, and repair occupations Operators, fabricators, and laborers Armed forces, at work Female (Repeat Occupation) VI-2. SEX (3) BY INDUSTRY (16) DATA ITEMS Universe: All Workers 48 All workers (Repeat Industry) Male In civilian labor force, at work Agriculture, forestry, and fisheries Mining Construction Manufacturing Transportation, communications, and other public utilities Wholesale trade Retail trade Finance, insurance, and real estate Business and repair services Personal services Entertainment and recreation services Professional and related services Public administration Armed forces, at work Female (Repeat Industry) C-55 VI-3. SEX (3) BY CLASS OF WORKER (5) DATA ITEMS Universe: All Workers 15 All workers Private wage and salary workers Government workers Self-employed workers Unpaid family workers Male (Repeat Class of Worker) Female (Repeat Class of Worker) VI-4. MEANS OF TRANSPORTATION (5) BY EARNINGS (15) DATA ITEMS Universe: All Workers 75 All workers Without earnings With earnings $1 to $2,999 $3,000 to $4,999 $5,000 to $7,999 $8,000 to $9,999 $10,000 to $14,999 $15,000 to $19,999 $20,000 to $24,999 $25,000 to $34,999 $35,000 to $49,999 $50,000 or more Median Mean Car, truck, or van (Repeat Earnings) Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) (Repeat Earnings) Bicycle, walked only, or worked at home (Repeat Earnings) Other means (motorcycle or other means) (Repeat Earnings) C-56 VI-5. MEANS OF TRANSPORTATION (5) BY RACE AND SPANISH ORIGIN (8) DATA ITEMS Universe: All Workers 40 All workers White Black American Indian, Eskimo, and Aleut Asian and Pacific Islander Other races Spanish origin Not Spanish origin Car, Truck, or Van (Repeat Race and Spanish Origin) Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) (Repeat Race and Spanish Origin) Bicycle, walked only, or worked at home (Repeat Race and Spanish Origin) Other means (motorcycle or other means) (Repeat Race and Spanish Origin) VI-6. MEANS OF TRANSPORTATION (5) BY SEX (3) DATA ITEMS Universe: All Workers 15 All workers Car, truck, or van Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) Bicycle, walked only, or worked at home Other means (motorcycle or other means) Male (Repeat Means of Transportation) Female (Repeat Means of Transportation) VI-7. CARPOOL TYPE (5) DATA ITEMS Universe: All Workers Using a Car, Truck, or Van 5 All workers using a car, truck, or van Drive alone Share driving Drive others only Ride as passenger only C-57 VI-8. NUMBER OF VEHICLES (CARS, TRUCKS, OR VANS) USED IN TRAVEL TO WORK (1) PERSONS PER VEHICLE (1), AND PERSONS PER CARPOOL (1) DATA ITEMS Number of vehicles = (Total workers who drive alone) + (Total workers in 2-person carpools x .5) + 3 (Total workers in 3-person carpools x .3333) + (Total workers in 4-person carpools x .25) + (Total workers in 5-person carpools x .2) + (Total workers in 6-person carpools x .1666) + (Total workers in 7-or-more person carpools x .1428) Persons per vehicle = No. of workers using a car, truck or van ____________________________________________________ No. of vehicles used in travel to work Persons per carpool = No. of workers who share driving, drive others only, or ride as passenger only ______________________________________________________________________ No. of carpool vehicles used in travel to work (Total vehicles minus vehicles of workers who drive alone) VI-9. MEANS OF TRANSPORTATION (5) BY NUMBER OF VEHICLES (CARS, TRUCKS, OR WINS) AVAILABLE (5) DATA ITEMS Universe: All workers in Households 25 All workers in households No vehicles 1 vehicle 2 vehicles 3 or more vehicles Car, Truck, or Van (Repeat Number of Vehicles Available) Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) (Repeat Number of Vehicles Available) Bicycle, walked only, or worked at home (Repeat Number of Vehicles Available) Other means (motorcycle or other means) (Repeat Number of Vehicles Available) 6/10/82 C-58 VI-10. MEANS OF TRANSPORTATION (5) BY HOUSEHOLD INCOME(12) DATA ITEMS Universe: All Workers in Households All workers Less than $5,000 $5,000 to $7,999 $8,000 to $9,999 $10,000 to $14,999 $15,000 to $19,999 $20,000 to $24,999 $25,000 to $34,999 $35,000 to $49,999 $50,000 or more Median Mean Car, truck, or van (Repeat Household Income) Public transportation (bus or streetcar, subway or elevated, railroad, or taxicab) (Repeat Household Income) Bicycle, walked only, or worked at home (Repeat Household IncOme) Other means (motorcycle or other means) (Repeat Household Income) C-59 APPENDIX D DEFINITIONS OF CENSUS TERMS Place Of Work The data on place of work were derived from answers to question 23, asked only of persons who indicated in answer to question 22 that they had worked at any time during the reference week. Place of work refers to the geographic locations at which workers carried out their occupational activities during the reference week. The exact address (number and street) of the place of work was asked, as well as the place (city, town, village, borough, etc.); whether or not the place of work was inside or outside its incorporated (legal) limits; and the county, state, and ZIP code. If the person's employer operated in more than one location, the exact address of the location or branch where the respondent worked was requested. If the number and street name could not be given, the building name or other description of the physical location was to be entered. Respondents who worked at more than one location were asked to report the one at which they worked the greatest number of hours during the reference week. Those who regularly worked in several locations during the reference week were requested to give the address at which they began work each day. In those cases in which daily work was not begun at a central location each day, respondents were asked to provide as much information as possible which described the area in which they worked most during the reference week (for example, various locations within a particular city). Respondents were tabulated as working in an incorporated place if they reported working inside its legal limits, or reported an incorporated place as their place of work without specifying whether or not they work. ed inside its legal boundaries. Those who reported working outside the limits of an incorporated place were tabulated as working outside the place. In contrast, respondents who reported a Census designated place (CDP)--a place with no legal boundaries--as their place of work were tabulated as working in that place regardless of their response on the incorporated limits question. The accuracy of place-of-work data for certain CAP's may be affected by the extent to which their Census names were familiar to respondents, and by coding problems caused by similarities between the CAP name and the names of other geographic jurisdictions in the same vicinity. Place-of-work data are given for minor civil divisions (townships and towns) in the nine Northeastern States. Many townships and towns are locally regarded as equivalent to a place D-1 and were, therefore, reported as the place of work. When a respondent reported a locality or incorporated place that is part of a township or town, the coding and tabulating procedure was designed to include the response in the total for the township or town. It is believed that the accuracy of place-of-work data for minor civil divisions is greatest for the New England States. However, the data for some New England towns, for towns in New York, and for townships in New Jersey and Pennsylvania may be affected by coding problems that resulted from unfamiliarity of the respondent with the minor civil division in which the workplace was located, or from a township and a neighboring city or borough having the same or similar names. Means Of Transportation To Work Data on means of transportation to work were derived from answers to questions 24b, 24c and 24d, asked only of persons who indicated in answer to question 22 that they had worked at any time during the reference week. Means of transportation to work refers to the principal mode of travel or type of conveyance the respondent usually used to get from home to work during the reference week. Those who used different means of transportation on different days of the week were asked to specify the one they used most often. Those who used more than one means of transportation to get to work each day were asked to report the one used for the longest distance during the work trip. The category "private vehicle" includes cars (including company cars but excluding taxicabs), trucks of one-ton capacity or less, and vans. The category "public transportation" includes bus or streetcar, subway or elevated, railroad, and taxicab. A question on carpooling (question 24c) was asked of all workers who reported their means of transportation to work as "car," "truck," or "van." The category "drive alone" includes those who usually drove alone to work as well as those who were driven to work by someone who then drove back home or to a nonwork destination. The category "carpool" includes those who reported that they usually shared driving, drove others, or rode as a passenger during the reference week. The data on means of transportation for some areas in this report may show workers using modes of public transportation that are not available in those areas (e.g., subway or elevated riders in an SMSA where there actually is no subway or elevated service). This result is attributable to respondents who worked during the reference week at a location that was different from their usual place of work (such as persons away from home on business in an SMSA where subway service was available), and those who used more than one means of transportation each day but whose principal means was not available where they lived (for D-2 example, residents of non metropolitan areas who drove to the fringe of an SMSA and took the commuter railroad most of the distance to work). Private Vehicle Occupancy Data on private vehicle occupancy were derived from answers to question 24d, asked only of respondents who indicated in answer to question 22 that they had worked at any time during the reference week, and who reported in answer to question 24c that they usually shared driving, drove others, or rode as a passenger in a car, truck, or van. Private vehicle occupancy refers to the number of persons who usually rode to work in the vehicle during the 'reference week. The measure of "persons per private vehicle" was obtained by dividing the number of persons who reported using a car, truck, or van to get to work by the number of such vehicles that they used. The number of vehicles used was derived by counting each person who drove alone as one vehicle, each person who reported being in a two-person carpool as one-half vehicle, each person who reported being in a three-person carpool as one-third vehicle, etc., then summing the vehicles. Traveltime To Work Data on traveltime to work were derived from answers to question 24a, asked only of respondents who indicated in answer to question 22 that they had worked at any time during the reference week. Traveltime to work refers to the total number of minutes that it usually took the respondent to get from home to work during the reference week. The elapsed time includes time spent waiting for public transportation, picking up passengers in carpools, or in other activities related to getting to work. D-3 APPENDIX E COMMUTERSHEDS FOR PLACE-OF-WORK CODING IN 1980 When coding place-of-work Also code persons working for these SMSA's within these SMSA's to tract/block Criteria United States 93 New England 22 Boston Brocktom I.B. Bridgeport New Haven- West Haven II. Norwalk II. Stamford II. Bristol New Britain I.B. Brockton Boston I.A. Fall River New Bedford III. Hartford New Britain I.B. Lawrence - Haverhill Boston I.A. Lowell Boston I.A. Manchester Nashua I.B. New Bedford Fall River III. New Britain Bristol I.B. Hartford I.A. Meriden I.B. New Haven Bridgeport II. Meriden I.B. Norwalk New York II. Stamford II. Springfield - Hartford I.A. Chicopee- Holyoke Stamford New York II. Waterbury New Haven II. E-1 March 19, 1979 COMMUTERSHEDS FOR PLACE-OF-WORK CODING IN 1980 When coding place-of-work Also code persons working for these SMSA's within these SMSA's to tract/block Criteria Middle Atlantic 28 Jersey City New York, Newark II. Long Branch - Asbury Park New Brunswick - Perth Amboy - Sayreville II. New York II. Newark II. Nassau- Suffolk New York II. New Brunswick - Jersey City II. Perth Amboy - Long Branch - Asbury Park II. Sayreville New York II. Newark II. New York Jersey City II. Nassau- Suffolk II. New Brunswick - Perth Areboy - Sayreville II. Newark II. Paterson - Clifton - Passaic II. Stamford II. Newark Jersey City II. New Brunswick - Perth Amboy- Sayreville II. New York II. Paterson- Clifton - Passaic II. Paterson - Clifton - New York II. Passaic Newark II. Philadelphia Trenton II. Wilmington I.A. Poughkeepsie New York II. Trenton Philadelphia II. Wilmington Philadelphia I.A. York Harrisburg I.A. East North Central 16 Akron Cleveland I.A. Ann Arbor Detroit II. E-2 March 19, 1979 COMMUTERSHEDS FOR PLACE-OF-WORK CODING IN 1980 When coding place-of-work Also code persons working for these SMSA's within these SMSA's to tract/block Criteria Canton Akron I.B. Chicago Gary - Hammond - East Chicago I.A. Cincinnati Hamilton - Middletown II. Cleveland Akron I.A. Lorain - Elyria II. Detroit Ann Arbor II. Gary - Hanmond - East Chicago Chicago I.A. Hamilton - Middletownn Cincinati II. Kenosha Racine III. Lorain - Elyria Cleveland II. Milwaukee Racine II. Racine Kenosha III. Milwaukee III. Springfield Dayton I.A. South Atlantic 8 Baltimore Washington I.A. Bradenton Sarasota III. Ft. Lauderdale - Hollywood Miami I.A. Miami Ft. Lauderdale - Hollywood I.A. Newport News - Hamptom Norfolk - Virginia Beach - Portsmouth III. Norfolk - Virginia Beach - Portsmouth Newport News - Hampton III. Sarasota Bradenton III. Washington Baltimore I.A. E-3 March 19, 1979 COMMUTERSHEDS FOR PLACE-OF-WORK CODING IN 1980 When coding place-of-work Also code persons working for these SMSA's within these SMSA's to tract/block Criteria East South Central 3 Biloxi - Gulfport Pascagoula - Moss Point III. Mobile Pascagoula - Moss Point I.B. Pascagcula - Moss Point Biloxi - Gulfport III. West South Central 2 Galveston- Texas City Houston II. Houston Galveston- Texas City II. Mountain 0 Pacific 14 Anaheim - Santa Ana - Garden Grove Los Angeles - Long Beach II. Los Angeles - Long Beach Anaheim - Santa Ana - Garden Grove II. Oxnard - Simi Valley - Ventura II. Riverside - San Bernardino - Ontario II. Oxnard - Simi Valley - Ventura Los Angeles - Long Beach II. Riverside - San Bernardino - Ontario Anaheim - Santa Ana - Garden Grove II. San Francisco - Oakland Los Angeles -Long Beach II. San Jose San Francisco - Oakland II. Santa Rosa San Francisco - Oakland II. Seattle - Everett Takoma II. Takoma Seattle - Everett II. Vallejo - Fairfield - Napa San Francisco - Oakland II. E-4 APPENDIX F SUMMARY OF CENSUS BUREAU SOFTWARE PROGRAMS The Census Software Package (CENSPAC): This is a generalized data retrieval, data management, and report generation system for use with Census Bureau statistical data files and non-Census data files. CENSPAC CaD process any fixed length record data file, including 1980 Census summary files and micro-data files, but its features have wider applicaticm. CENSPAC can produce reports, create file extracts or copies, sort data, and/or re-aggregate data in a single run. The following capabilities are included in CENSPAC: - Generalized input file definition - Use of machine readable data dictionaries - Matching for two input files - Sorting - Record selection - Report generation - Extract file creation - Inter- and intra-record computation and array manipulation - Aggregation - User subroutine and source-code interface CENSPAC was written using the 1974 ANSI COBOL standard. It requires a minimum of 150K characters of main storage on IBM systems or 25K words on UNIVAC 1100 systems, direct access storage for the data dictionary files, as well as input and output devices to support the input and output data files for particular runs. CENSPAC was developed on an IBM 370/168 under VS and is operational on UNIVAC EXEC-8, Honeywell Level 6, Control Data Corporation Cyber 7, DEC-10, DEC VAX, and APPLE II systems. The system is written in a machine-independent style so that conversion to other systems can be accomplished. The flow chart in Figure F-1 identifies the three programs and the key files in the CENSPAC system. The CENSPAC system, including source code and user manual, is available for the cost of reproduction ($140 for the program release tape; $5 for the user manual, if ordered separately). F-1 Click HERE for graphic. F-2 ADMATCH: A program designed to match GBF/Dime or ACG reference files against user data files containing address information and to append Census geocodes to the user data file. The system consists of a pre-processor which standardizes address fields and the matcher program. Separate versions are supplied for IBM OS Assembler, IBM DOS Assembler, and COBOL. The COBOL version was developed by a user group and is not currently supported by the Census Bureau. CARPOL: A FORTRAM IV program designed to assist with carpooling. The program generates a list of potential riders for carpooling. EASYMAP: A FORTRAN choropleth (shaded area) mapping program that produces maps by geographic area. Maps can contain various densities of shading to represent different data values. Data values and other text can be printed inside the boundaries of each geographical area. EASYMAP is easy to use and allows the user considerable flexibility in producing line printer maps. This system is designed to be used on small to medium-scale computers by users with minimal computer knowledge. EASYCORD: A FORTRAN program designed to calculate areas and compute centroids of user-specified areas such as blocks, tracts, block groups or other local areas in the GBF/Dime file. It can produce three types of output files, one of which is a boundary file compatible with EASYMAP. GRIDS: The Grid-Related Information Display System is a generalized computer graphic system capable of a wide variety of mapping tasks such as producing shaded, density, and value maps. SPLITS: A COBOL program which will separate pre-processed ADMATCH GBF/Dime records into individual block face records prior to ADMATCH matching. UNIMATCH: A generalized record-linkage system which has additional capabilities over the ADMATCH program (see above). Separate versions are available for IBM OS Assembler and IBM DOS Assembler. This may be used for most linkage applications by defining with the UNIMATCH language the nature of the record-linkage task (such as the matching of street intersections, major traffic generators, individual names, etc.) UNIMATCH can be used for a variety of record-linkage applications such as matching vital statistics files, matching names having uncertainty in spelling, updating a master file with a transaction file, or address matching. Zipstan: An address standardizer designed to be operated in conjunction with the UNIMATCH system. ZIPSTAN assists users in one particular application of UNIMATCH: the linkage of records on the basis of street addresses containing nonstandard abbreviated components, or street addresses written in free field format. F-3 Click HERE for graphic. G - 1 Click HERE for graphic. G - 2 Click HERE for graphic. G - 3 Click HERE for graphic. G - 4 Click HERE for graphic. G - 5 Click HERE for graphic. G - 6 Click HERE for graphic. G - 7 Click HERE for graphic. G - 8 Click HERE for graphic. G - 9 Click HERE for graphic. G - 10 APPENDIX H MODIFIED URBAN TRANSPORTATION PLANNING PACKAGE 1980 CENSUS DATA PART DESCRIPTION TABULATIONS ITEMS I Tabulations by census tract or block group (or zone-special order) of residence. 29 773 II Tabulations by large geographic areas of residence 19 11,642 ** III Tabulations by census tract (or zone-special order) of work. 14 517 ** IV Tabulations by census tract of residence to census tract of work (or zone of residence to zone of work-special order). 3 30 ** V Tabulations by block group of work (sub-totals to census tract or work or zone of work- special order). 7 107 VI Tabulations by county of residence to county of work (includes 20 external counties with a large number of journey-to-work trips) 10 322 ___________________________________________________________________ TOTAL 82 13,391 ** = will change to: III TABULATIONS BY CENTRAL CITY(s), PLACE(s) 2500+ pop., county, SMSA OF WORK IV TABULATIONS BY PLACE/COUNTY OF RESIDENCE TO PLACE/COUNTY OF WORK V NOT APPLICABLE TO THOSE AREAS NOT PARTICIPATED IN THE CENSUS GBF/DIME PROGRAM H-1 APPENDIX I LIST OF URBANIZED AREAS THAT CAN GET A MODIFIED URBAN TRANSPORTATION PLANNING PACKAGE Auburn-Opelika, Alabama Decatur, Alabama Dothan, Alabama Chico, California Redding, California Visalia, California Yiba City, California Yuma, Arizona-California Grand Junction., Colorado Fort Pierce, Florida Fort Walton Beach, Florida Naples, Florida Ocala, Florida Athens, Georgia Rome, Georgia Pocatello, Idaho Danville, Illinois Elhart-Goshen, Indiana Iowa City., Iowa Houma, Louisiana Bangor, Maine Hagerstown, Maryland-Pennsylvania Taunton, Massachusetts Benton Harbor, Michigan Hattiesburg, Mississippi Joplin, Missouri Missoula, Montana Portsmouth-Dover-Rochester, New Hampshire--Maine Las Cruces, New Mexico Santa Fe, New Mexico I-1 Click HERE for graphic. 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