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San Francisco Bap urea Draft Regional Housing Needs allocation, 4'~' Revision <br />space. In addition, regional assumptions would promote greater use of public transportation <br />through increased job development near transit. <br />C. Household Growth near Transit, 5 Percent; Employment Growth near Transit, <br />5 Percent <br />Each local jurisdiction with an existing transit station should plan for more housing near such <br />stations. As a factor, "household growth near transit" allocates 5 percent of the regional <br />housing need to jurisdictions based on their forecasted household growth near existing transit <br />stations. As a factor, "employment growth near transit" allocates 5 percent of the regional <br />housing need to jurisdictions based on their forecasted employment growth near existing <br />transit stations. <br />Transit is defined as areas with existing fixed-alignment public transit. The transit services <br />included are: Altamont Commuter Express (ACE), Bay Area Rapid Transit (BART), <br />Caltrain, San Francisco MUNI light rail, and Santa Clara Valley Transportation Authority <br />(VTA) light rail, and ferries. <br />Growth near transit is defined as household or employment growth within one-half mile of an <br />existing transit station, but eliminating any overlap between stations located within one mile <br />of each other. <br />Incorporating a transit factor directly into the methodology would, in effect, give extra weight <br />to this state and regional objective. This is because atransit-based policy is already <br />incorporated into ABAG's policy-based Projections. Current regional policy places <br />incrementally more growth along major transportation corridors and at transit stations. <br />Therefore, a housing need allocation that uses regional housing growth and employment as <br />factors would indirectly include "transit" as a policy issue in the allocation methodology. <br />Using transit as a direct factor in the methodology would give transit a greater degree of <br />policy weight. Those jurisdictions with existing transit stations, would receive a relatively <br />higher proportion of the housing needs allocation than those jurisdictions without existing <br />transit stations. <br />Transit is used as a direct factor, in part, due to the expectation that impacts of the policy <br />assumptions in Projections will not begin to take effect until 2010. Directing growth to areas <br />with public transit in the allocation methodology would ensure that this regional policy <br />influences development patterns during the 2007-2014 RHNA period. <br />Use of these transit factors would address the state RHNA objectives and regional goals of <br />encouraging the use of public transit and the efficient use of transportation infrastructure. <br />Directing housing need to areas near transit would also promote infill development, as <br />existing transit stations are primarily in existing urbanized areas in the region. <br />D. The Allocation Formula <br />The household growth, employment and transit factors are weighted together to create an <br />allocation formula. Each factor describes a jurisdiction's "share" of a regional total. For <br />example, if the region expects to grow by 100 households, and one city in the region is to <br />grow by 10 households in the same period, then that city's "share" of the region's growth is 10 <br />percent. <br />_~ugust ?007, Page 10 <br />