AndreaBozzo/ceres-open-data-index huggingface dataset:
CDC Social Vulnerability Index 2018

* This feature layer visualizes the 2018 overall SVI for U.S. counties and tracts * Social Vulnerability Index (SVI) indicates the relative vulnerability of every U.S. county and tract * 15 social factors grouped into four major themes * Index value calculated for each county for the 15 social factors, four major themes, and the overall rank What is CDC Social Vulnerability Index? ATSDR’s Geospatial Research, Analysis & Services Program (GRASP) has created a tool to help emergency response planners and public health officials identify and map the communities that will most likely need support before, during, and after a hazardous event. The Social Vulnerability Index (SVI) uses U.S. Census data to determine the social vulnerability of every county and tract. CDC SVI ranks each county and tract on 15 social factors, including poverty, lack of vehicle access, and crowded housing, and groups them into four related themes: * Socioeconomic * Housing Composition and Disability * Minority Status and Language * Housing and Transportation Variables For a detailed description of variable uses, please refer to the [full SVI 2018 documentation]. Rankings We ranked counties and tracts for the entire United States against one another. This feature layer can be used for mapping and analysis of relative vulnerability of counties in multiple states, or across the U.S. as a whole. Rankings are based on percentiles. Percentile ranking values range from 0 to 1, with higher values indicating greater vulnerability. For each county and tract, we generated its percentile rank among all counties and tracts for 1) the fifteen individual variables, 2) the four themes, and 3) its overall position. Overall Rankings: We totaled the sums for each theme, ordered the counties, and then calculated overall percentile rankings. Please note: taking the sum of the sums for each theme is the same as summing individual variable rankings. The overall tract summary ranking variable is RPL_THEMES. Theme rankings: For each of the four themes, we summed the percentiles for the variables comprising each theme. We ordered the summed percentiles for each theme to determine theme-specific percentile rankings. The four summary theme ranking variables are: * Socioeconomic theme - RPL_THEME1 * Housing Composition and Disability - RPL_THEME2 * Minority Status & Language - RPL_THEME3 * Housing & Transportation - RPL_THEME4 Flags Counties in the top 10%, i.e., at the 90th percentile of values, are given a value of 1 to indicate high vulnerability. Counties below the 90th percentile are given a value of 0. For a theme, the flag value is the number of flags for variables comprising the theme. We calculated the overall flag value for each county as the total number of all variable flags. SVI Informational Videos [Introduction to CDC Social Vulnerability Index (SVI)] [Methods for CDC Social Vulnerability Index (SVI)] More Questions? [CDC SVI 2018 Full Documentation] [SVI Home Page] [Contact the SVI Coordinator]
Popular Demographics in the United States - Tract

This feature layer provides Esri 2018 demographic estimates for popular variables including: 2018 Total Population, 2018 Household Population, 2018 Median Age, 2018 Median Household Income, 2018 Per Capita Income, 2018 Diversity Index and many more. Data is available from country, state, county, ZIP Code, tract, and block group level with adjustable scale visibility. It is intended as a sample feature service to demonstrate [smart mapping] capabilities with Esri's Demographic data. Example feature views and web maps built from this layer include: * [Predominant Generations in the United States] * [Unemployment in the United States] * [Median Home Value and Income] * [Population Growth or Decline?] For more information, visit the [Updated Demographics] documentation. For a full list of variables, click the [Data ]tab. This data is featured on the [Mapping page of www.esri.com ]
Disadvantaged Communities

This Disadvantaged Communities (DAC) file contains the Census tracts that met criteria as 2022 Disadvantaged Communities (SB535) with Tribal Areas that fall outside of the designated Census tracts. This DAC file represents four (4)geographic areas. In this designation, CalEPA formally designated four categories of geographic areas as disadvantaged: 1. Census tracts receiving the highest 25 percent of overall scores in CalEnviroScreen 4.0. 2. Census tracts lacking overall scores in CalEnviroScreen 4.0 due to data gaps, but receiving the highest 5 percent of CalEnviroScreen 4.0 cumulative pollution burden scores. 3. Census tracts identified in the 2017 DAC designation as disadvantaged, regardless of their scores in CalEnviroScreen 4.0. 4. Lands under the control of federally recognized Tribes. For purposes of this designation, a Tribe may establish that a particular area of land is under its control even if not represented as such on CalEPA’s DAC map and therefore should be considered a DAC by requesting a consultation with the CalEPA Deputy Secretary for Environmental Justice, Tribal Affairs and Border Relations at TribalAffairs@calepa.ca.gov. SCAG combined both those Census tracts described in 1-3 categories and tribal areas defined by the United States Census Bureau in the 4th category to present a single layer with all of the designated disadvantaged communities. Note: Tribal Areas do not have CalEnviroScreen 4.0 analysis.
High Injury Network SCAG

Dataset Description: SCAG’s Regional High Injury Network (HIN) is a network of designated corridor-level segments where the highest concentrations of serious and fatal collisions occur over the course of the most recent five years of available collision data (2015 – 2019). This dataset is an update to SCAG’s regional HIN (2010-2014) developed in 2017/2018. SCAG’s HIN is a network of designated corridor-level segments where the highest concentrations of serious and fatal collisions occurover the course of the most recent five years of available collision data (2015 – 2019). Data development/processing methodology:SCAG developed six high injury networks, one for each county in the region, analyzing concentrations of collisions by fatal or serious injury auto-auto, auto-bike, or auto-pedestrian collisions, and merged them into one file. For more information on the methodology, please contact the point of contact. Data Year: Data preparation and analysis: 2022; Collision data: 2015-2019; Road network: 2019
Collision_Points_SCAG

Dataset Description: This dataset is an amended version of the UC Berkeley Transportation Injury Mapping System (TIMS) collision records from the six SCAG Counties (Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura) of all collisions between January 1, 2015 and December 31, 2019, downloaded from the TIMS webpage on March 23, 2022. SCAG developed this collection of collisions to determine the Regional High-Injury network. This dataset represents collisions between 2015 and 2019 located in the SCAG region that resulted in serious injury or fatality and have a clear mode type (Auto-Auto, Auto-Pedestrian, or Auto-Bicycle). Some collisions from the original dataset needed to be manually verified for location. Data development/processing methodology:SCAG prepared the collision data by filtering out collisions from the data downloaded from TIMS that did not fall into the scope of this analysis per the location, collision severity, and mode parameters. For more details on the methodology, please contact the point of contact.
Priority Equity Community boundary

Priority Equity Communities are census tracts in the SCAG region that have a greater concentration of populations that have been historically marginalized and are susceptible to inequitable outcomes based on several socioeconomic factors. The socioeconomic factors, or priority populations, were selected based on statutorily protected populations and refined with input gathered through outreach processes. The US Census Bureau 2017-2021 American Community Survey 5-Year estimates are used to define each of the thresholds for the priority populations. SCAG’s 2022 High Quality Transit Corridors are used in the Limited Vehicle and Transit Access criteria. This dataset uses 2020 census tracts in the SCAG region. A census tract is considered a Priority Equity Community if there is a concentration above the county average of: • BOTH low-income households and people of color; OR • EITHER low-income households or people of color AND of four or more of the following: • Vulnerable Ages • People with Disabilities • People with Limited English Proficiency • Limited Vehicle and Transit Access • People without a High School Diploma • Single Parent Households • Housing Cost Burdened Households SCAG prepared the dataset by calculating county-level averages for each criterion and removing census tracts that did not meet the criteria. For more details on the methodology or to request the detailed dataset, please contact environmentaljustice@scag.ca.gov.
Tier 2 Transportation Analysis Zones (TAZs) - SCAG Region

SCAG developed the Transportation Analysis Zones (TAZ) for the SCAG Region. This is used to facilitate Travel Demand and Land Use Modeling needs at SCAG. Tier2 TAZ Versions • Version 1 - Created for RTP 2008 to cover whole SCAG 6 county area - Determined 11267 zones, ever since • Version 2 - Created based on Version 1, but by dissolving SPZ (Scenario Planning Zone), applied to RTP 2016 and 2020 - Since its delineation is from SPZ, the boundaries are closely following 2016 county parcel lines • Version 3 - Updated from Version2, prepared for RTP 2024, by considering followings freeway and street center lines noticeable structure, like center line of channel - Also SBCTA's updated Tier 3 zone system was incorporated, resulting shift of some Tier2 polygons OCTA's update of OCTAM zone system was incorporated, resulting shift of some Tier2 polygons, and re-numbering IDs of 10 Tier2 TAZ
City Boundaries - SCAG Region

This is SCAG’s 2019 city boundary data (v.1.0), updated as of July 6, 2021, including the boundaries for each of the 191 cities and 6 county unincorporated areas in the SCAG region. The original city boundary data was obtained from county LAFCOs to reflect the most current updates and annexations to the city boundaries. This data will be further reviewed and updated as SCAG continues to receive feedbacks from LAFCOs, subregions and local jurisdictions. Data-field description: COUNTY: County name COUNTY_ID: County FIPS Code CITY: City Name CITY_ID: City FIPS Code ACRES: Area in acres SQMI: Area in square miles YEAR: Dataset year
Sphere of Influence – SCAG Region

This data contains the boundaries of the Sphere of Influence in the SCAG Region for the year 2019, updated as of January 7, 2022. The Sphere of Influence represents the geographic extent to which a city can expand by annexation. The original sphere of influence boundary data was obtained from county local agency formation commissions (LAFCOs)to reflect the most current updates and then was reviewed and cleaned up by SCAG staff. This data will be further reviewed and updated as SCAG continues to receive feedbacks from LAFCOs, subregions and local jurisdictions. Data-field descriptions: SOI_NAME: Sphere of Influence name COUNTY: County name COUNTY_ID: County FIPS Code CITY: City Name CITY_ID: City FIPS Code ACRES: Area in acres YEAR: Dataset year
Major Transit Stops in the SCAG Region for base year 2022

This dataset represents the major transit stops in the SCAG Region for base year 2022. It was originally developed for SCAG's Connect SoCal 2024, the Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS), and subsequently updated to reflect the AB 2553 definition of a major transit stop. Major transit stop is defined pursuant to California Public Resources Code Section 21064.3 and has been updated in accordance with AB 2553. Under AB 2553, a major transit stop is defined as a site containing an existing rail or bus rapid transit station, a ferry terminal served by either a bus or rail transit service, the intersection of two or more major bus routes with a frequency of service interval of 20 minutes or less during the morning and afternoon peak commute periods, or other major transit stops included in the applicable regional transportation plan. Further explanation of the methodology for identifying major transit stops is included in the Connect SoCal Transit Technical Report Appendix. Major transit stops are based on the base year 2022 transit network of Connect SoCal 2024. Please note that the base year 2022 transit network for Connect SoCal is based primarily on data for the year 2022. The inventory of 2022 major transit stops is therefore only a snapshot in time as of 2022, and does not reflect the existing levels of transit service for any other timeframe. Transit agencies make adjustments to bus service on a regular basis, therefore, local jurisdictions should consult with the appropriate transit provider(s) to obtain the latest information on transit routes, stop locations, and service intervals. This data is intended for planning purposes only, and SCAG shall incur no responsibility or liability as to the completeness, currentness, or accuracy of this information. SCAG assumes no responsibility arising from use of this information by individuals, businesses, or other public entities. The information is provided with no warranty of any kind, expressed or implied, including but not limited to the implied warranties of merchantability and fitness for a particular purpose.
Major Transit Stops in the SCAG Region for plan year 2050

This dataset represents the major transit stops in the SCAG Region for plan year 2050. It was originally developed for SCAG's Connect SoCal 2024, the Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS), and subsequently updated to reflect the AB 2553 definition of a major transit stop. Major transit stop is defined pursuant to California Public Resources Code Section 21064.3 and has been updated in accordance with AB 2553. Under AB 2553, a major transit stop is defined as a site containing an existing rail or bus rapid transit station, a ferry terminal served by either a bus or rail transit service, the intersection of two or more major bus routes with a frequency of service interval of 20 minutes or less during the morning and afternoon peak commute periods, or other major transit stops included in the applicable regional transportation plan. Further explanation of the methodology for identifying major transit stops is included in the Connect SoCal Transit Technical Report Appendix. Major transit stops are based on the plan year 2050 transit network of Connect SoCal 2024. Please note that SCAG updates its inventory of planned major transit stops with the adoption of a new RTP/SCS, once every four years. However, transit planning studies may be completed by transit agencies on a more frequent basis than the RTP/SCS is updated by SCAG. Users should consult with the appropriate transit provider(s) to obtain the latest information on planned transit routes, stop locations, and service intervals. This data is intended for planning purposes only, and SCAG shall incur no responsibility or liability as to the completeness, currentness, or accuracy of this information. SCAG assumes no responsibility arising from use of this information by individuals, businesses, or other public entities. The information is provided with no warranty of any kind, expressed or implied, including but not limited to the implied warranties of merchantability and fitness for a particular purpose.
High Quality Transit Corridors (HQTCs) in the SCAG Region for plan year 2050

This is the High Quality Transit Corridors (HQTCs) in the SCAG Region for plan year 2050, developed for SCAG's Connect SoCal 2024, the Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS). HQTC is a corridor with fixed route bus service with service intervals no longer than 15 minutes during peak commute hours. Further explanation of the methodology for identifying HQTCs is included in the Connect SoCal Transit Technical Report Appendix. HQTCs are based on the plan year 2050 transit network of Connect SoCal 2024.PLEASE NOTE that SCAG updates its inventory of planned HQTCs with the adoption of a new RTP/SCS, once every four years. However, transit planning studies may be completed by transit agencies on a more frequent basis than the RTP/SCS is updated by SCAG. Users should consult with the appropriate transit provider(s) to obtain the latest information on planned transit routes, stop locations, and service intervals. This data is intended for planning purposes only, and SCAG shall incur no responsibility or liability as to the completeness, currentness, or accuracy of this information. SCAG assumes no responsibility arising from use of this information by individuals, businesses, or other public entities. The information is provided with no warranty of any kind, expressed or implied, including but not limited to the implied warranties of merchantability and fitness for a particular purpose.
High Quality Transit Corridors (HQTCs) in the SCAG Region for base year 2022

This is the High Quality Transit Corridors (HQTCs) in the SCAG Region for base year 2022, developed for SCAG's Connect SoCal 2024, the Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS). HQTC is a corridor with fixed route bus service with service intervals no longer than 15 minutes during peak commute hours. Further explanation of the methodology for identifying HQTCs is included in the Connect SoCal Transit Technical Report Appendix. HQTCs are based on the 2022 base year transit network of Connect SoCal 2024.PLEASE NOTE that the base year 2022 transit network for Connect SoCal is based primarily on data for the year 2022. The inventory of 2022 HQTCs is therefore only a snapshot in time as of 2022, and does not reflect the existing levels of transit service for any other timeframe. Transit agencies make adjustments to bus service on a regular basis, therefore, local jurisdictions should consult with the appropriate transit provider(s) to obtain the latest information on transit routes, stop locations, and service intervals. This data is intended for planning purposes only, and SCAG shall incur no responsibility or liability as to the completeness, currentness, or accuracy of this information. SCAG assumes no responsibility arising from use of this information by individuals, businesses, or other public entities. The information is provided with no warranty of any kind, expressed or implied, including but not limited to the implied warranties of merchantability and fitness for a particular purpose.
Bike Routes - SCAG Region

The SCAG Regional Bikeway Shapefile (RBS) has been compiled in coordination with each of the six County Transportation Commissions (Imperial, Orange, Los Angeles, Riverside, San Bernardino, and Ventura). SCAG has developed standard data fields using existing fields from each county and others identified by stakeholders and consultants. The RBS includes both existing and proposed facilities and was compiled by SCAG from shapefiles provided by each County Transportation Commission. Commissions use different strategies for compiling their files so some counties may be more up to date and contain different amounts of data than others. The data was reviewed to ensure the status and location were consistent with the 2019 base year conditions. Through the RBS, SCAG aims to provide a standard to streamline future bikeway data collection throughout the region. Each bikeway is described and classified based on definitions established by the California Highway Design Manual and SCAG.
Census Block Boundaries - SCAG Region

Census blocks are statistical areas bounded on all sides by visible features (e.g., streets, roads, streams, and railroad tracks), and by non-visible boundaries (e.g., city, town, township, county limits, and short line-of-sight extensions of streets and roads). Generally, census blocks are small in area (e.g., a block in a city). Census blocks in suburban and rural areas may be large, irregular, and bounded by a variety of features (e.g., roads, streams, and/or transmission line rights-of-way). In remote areas, census blocks may encompass hundreds of square miles. Blocks do not cross the boundaries of any entity for which the Census Bureau tabulates data. Census Block Numbers—Census blocks are numbered uniquely within the boundaries of each state, county, census tract with a 4-character census block number. The first character of the tabulation block number identifies the block group. A block number can only be unique by using the decennial census state, county, census tract, and block. There is no consistency in block numbers from census to census.
SCAG Regional Greenway Network (RGN)

The SCAG Regional Greenway Network (RGN) Shapefile has been compiled in coordination with each of the six County Transportation Commissions (Imperial, Orange, Los Angeles, Riverside, San Bernardino, and Ventura). SCAG has developed standard data fields using existing fields from each county and others identified by stakeholders and consultants. The SCAG RGN Shapefile includes both existing and planned facilities and was compiled by SCAG from shapefiles provided by each County Transportation Commission. Commissions use different strategies for compiling their files so some counties may be more up to date and contain different amounts of data than others. The data was reviewed to ensure the status and location were consistent with the 2019 base year conditions, and further validated by external stakeholders, including Caltrans Districts (7, 8, 11, 12), the High Desert Corridor Joint Powers Authority, and the Coachella Valley Association of Governments (CV Link). With the RGN Shapefile, SCAG aims to provide a standardized approach to streamline future bikeway and greenway data collection across the region.
Livable Corridors -SCAG Region

Livable Corridors are areas where local jurisdictions may plan and zone for increased density at nodes along key corridors, and to “redevelop” single-story under-performing retail with well-designed, higher density housing and employment centers. Growth at strategic nodes along key corridors, many of which are within High Quality Transit Corridors (HQTCs), will make transit a more convenient and viable option. The Livable Corridors network is developed utilizing select variables from past regional plans like HQTCs and input from local jurisdictions during LDX. Additionally, this strategy is comprised of two components that will encourage context sensitive density, improve retail performance, combat disinvestment, and improve fiscal outcomes for local communities: • Transit Improvements: Some corridors have been identified as candidates for on-street, dedicated lanes or other enhancements (e.g., Transit Signal Priority). Other corridors have the potential to support features that improve the user experience and bus performance, including enhanced bus shelters, real-time travel information, off-bus ticketing, all-door boarding, and longer distances between stops to increase speeds. • Active Transportation Improvements: Increased investments in Complete Streets within Livable Corridors and intersecting arterials are essential to support safe bicycling, walking, and rolling. Investments may include protected lanes to encourage safe bicycling and lower speed mobility, improved pedestrian access, and bicycle and micromobility parking.