PLAN

PERFORMANCE

ADOPTED I APRIL 2016

APPENDIX

PUBLIC HEALTH

SOUTHERN CALIFORNIA ASSOCIATION OF GOVERNMENTS
EXECUTIVE SUMMARY 1

INTRODUCTION 2

CHALLENGES AND OPPORTUNITIES 10

PLAN PERFORMANCE 11

PLAN IMPLEMENTATION 19

REGIONAL AND LOCAL INITIATIVES 20

NOTES 29

ADOPTED I APRIL 2016

APPENDIX

PLAN PERFORMANCE I PUBLIC HEALTH
PUBLIC HEALTH

z SCAG will compile performance metrics that relate to each focus area for the 

Plan. The reporting of these metrics will not be weighted or presented in a manner 

prioritizing one focus area over another. 

z Metrics will be reported at the regional-level to allow for comparison between the 

baseline (a 2040 projection without the Plan’s implementation) and the Plan itself. 

Based on these guiding principles, SCAG has conducted analyses on the following seven 

focus areas. The 2016 RTP/SCS is expected to improve public health outcomes by 

supporting improvements related to the built environment in each area. These improvements 

will be achieved through a combination of transportation and land use changes from publicly 

funded investments, private sector innovations and changes in public policy. 

z Access to Essential Destinations: Improve access for the region to a variety of 

essential destinations and employment hubs.

z Affordable Housing: Promote residential infill development with proximity to jobs 

and essential services in mind. 

z Air Quality: Reduce criteria pollutants and greenhouse gas emissions by reducing 

vehicle miles traveled (VMT) per capita and supporting clean vehicle technologies 

and new mobility options. Also, promote reduced exposure to emissions 

through land use decisions.

z Climate Adaptation: Support efforts to mitigate climate change and make 

the region more resilient to future changes with reductions in VMT and 

greenhouse gas emissions.

z Economic Opportunity: Support economic activity by providing regional 

competitiveness and jobs through the construction of transportation projects.

z Physical Activity: Support increased rates of activity with better access to transit, 

improved conditions for walking and bicycling, improved access to parks and more 

compact development patterns.

z Transportation Safety: Improve transportation safety with increased rates 

of transit, walkable and bikeable neighborhoods, and improvements to the 

regional roadway network.

Following the adoption of the 2016 RTP/SCS Plan, SCAG proposes to continue to 

engage on the issue of public health as outlined in the Plan Implementation section of this 

Appendix. Plan Implementation consists of three strategies and a number of actions aimed 

at incorporating public health into regional planning processes, and it provides support to 

local agencies that are working toward healthier communities. The strategies include 1) 

provide leadership and facilitate collaboration, 2) develop policy and analysis tools and 3) 

provide regional support. 

EXECUTIVE SUMMARY

Metropolitan Planning Organizations (MPOs) and Departments of Transportation (DOTs) 

across the country are expanding their analysis of public health due to the prevalence 

of chronic diseases such as obesity, hypertension, asthma and heart disease. Despite 

being mostly preventable, chronic diseases increase mortality rates and are responsible 

for increasing health care costs. Evidence shows that built environment factors and 

related conditions can play a role in supporting healthy behavior and reducing rates 

of chronic diseases.

The Southern California Association of Governments (SCAG) has a long history of 

considering air quality and transportation safety in the development of the Regional 

Transportation Plan. However, during the 2012-2035 Regional Transportation Plan/

Sustainable Communities Strategy (2012 RTP/SCS) development process, SCAG received 

numerous comments from public health stakeholders and direction from the Regional 

Council to address public health more broadly in its planning process. SCAG has taken steps 

to implement this direction by establishing a Public Health Subcommittee, a Public Health 

Working Group and developing a Public Health Work Program. To guide the integration of 

public health considerations into the 2016-2040 Regional Transportation Plan/Sustainable 

Communities Strategy (2016 RTP/SCS), SCAG adopted the following guiding principles:

z To reflect and provide information on the ways in which investments and strategies 

of the 2016 RTP/SCS provide an opportunity to improve public health outcomes 

across the region and advance Plan goals, SCAG shall provide robust public health 

data and information, as feasible.

z Recognizing that public health outcomes are influenced by multiple policy 

elements of the plan (transportation and land use), SCAG will utilize a “Health in All 

Policies” approach to engage a wide range of stakeholders, support inter-agency 

coordination and conduct analysis across relevant plan elements as appropriate.

z Provide support and assistance as requested, to local jurisdictions interested in 

using the public health analysis, policy support and data from the 2016 RTP/SCS 

to increase competitiveness for grants and promote information sharing. 

z Consolidate areas of the Plan that relate to public health in the 

Public Health Appendix. 

This Public Health Appendix organizes and summarizes analysis completed in the Plan 

using a public health lens. The following framework will be used to present public health 

analysis in the appendix:

z Analysis of the public health impacts will be targeted to focus areas 

where literature supports the relationship between public health and the 

built environment. 
 2 2016–2040 RTP/SCS I APPENDIX

Public

Health

Social and 

Community 

Context

Health and 

Health Care

Neighborhood 

and Built 

Environment

Education

Economic 

Stability

Figure 1 Social Determinants of Health

z Physical activity through active transportation, first/last mile connections to transit 

and access to natural lands.

SCAG has the opportunity to provide leadership for the region by adopting a Health in 

All Policies (HiAP) strategy to integrate public health considerations into its planning 

processes through ongoing partnerships with regional partners, local public health 

departments and other stakeholders. HiAP is a collaborative strategy that aims to improve 

public health outcomes by including health considerations in the planning process across 

sectors and policy areas. 

HiAP addresses the SDOH by encouraging transportation practitioners to work with 

nontraditional partners who have expertise related to public health outcomes, such as 

city and county public health departments.2

 For example, California’s Strategic Growth 

Council created a HiAP Task Force in 2010, bringing together 22 state agencies and 

departments. The five key tenants of HiAP as defined by the California Department of 

Public Health include:

z Promote Health Equity and Sustainability

z Support Inter-agency Collaboration

z Benefit Multiple Partners

z Engage Stakeholders

z Create Structural or Procedural Change

SCAG seeks to promote the use of the HiAP framework into its regional planning by 

implementing the strategies and actions outlined in this Appendix. SCAG expects a number 

of benefits to be achieved through the incorporation of health into the RTP/SCS and the 

adoption of a HiAP strategy for the region. These include:

z Improved inter-agency coordination and new partnerships

z Improved policy analysis due to expanded co-benefit modeling

z Regional readiness for future federal and state grants and other funding sources

z A sustainable and healthy region

z Improved regional economic outcomes from health care savings

z Extended capacity for outreach and engagement

SCAG has identified seven focus areas for further analysis and implementation related to the 

built environment’s impact on health outcomes: accessibility, affordable housing, air quality, 

climate adaptation, economic opportunities, physical activity and transportation safety. The 

goals of the 2016 RTP/SCS that support improving public health in each of the seven focus 

areas can be seen in TABLE 1 .

INTRODUCTION

Unlike the field of medicine, public health does not focus on individual patients or the 

treatment of particular diseases. Rather, public health initiatives seek to prevent disease and 

injury while promoting good health and prolonging life among the population as a whole. 

While traditionally, public health outcomes were widely believed to be soley the result of 

individual behaivior and access to health care, a large body of evidence now shows that 

many public health outcomes are highly influenced by the Social Determinants of Health 

(SDOH), or the circumstances in which people are born, grow up, live, work, play and age. 

Economic opportunities, government policies and the built environment all play a role in 

shaping these circumstances and influencing public health outcomes. The Office of Disease 

Prevention and Health Promotion’s Healthy People 2020 Initiative organizes the SDOH into 

five key domains as shown in FIGURE 1.

1

A growing body of evidence links neighborhood and built environment characteristics 

such as transportation and land use patterns to health behaviors that can either support or 

discourage healthy, active and safe lifestyles. This has led to interest, both nationally and 

across California, in expanding consideration of health outcomes of regional land use and 

transportation planning efforts. MPOs such as SCAG, which have historically analyzed 

air quality and transportation safety as key outcomes, are now analyzing a wider range of 

impacts in their long-range planning processes, including: 

z Accessibility to essential destinations such as hospitals and schools

z Climate change impacts such as extreme heat events

z Regional economic opportunities influenced by transportation 

and land use patterns 

Source: http://www.cproundtable.org/media/files/sdoh/CPR_SDOH_2015_Final.pdfsdoh/CPR_SDOH_2015_Final.pdf
PLAN PERFORMANCE I PUBLIC HEALTH 3

Table 1 Public Health Focus Areas and Plan Goals

RTP Goals

Access to 

Essential 

Destinations

Affordable 

Housing

Air 

Quality

Climate 

Adaptation

Economic 

Opportunities

Physical 

Activity

Transportation 

Safety

Maximize mobility and accessibility for all people and goods in the region. ✓ ✓ ✓ ✓ ✓

Ensure travel safety and reliability for all people and goods in the region. ✓ ✓

Preserve and ensure a sustainable regional transportation system. ✓ ✓ ✓ ✓

Maximize the productivity of our transportation system. ✓ ✓ ✓

Protect the environment and health of our residents by improving air quality and 

encouraging active transportation. ✓ ✓ ✓ ✓ ✓

Actively encourage and create incentives for energy efficiency, where possible. ✓ ✓ ✓

Encourage land use and growth patterns that facilitate transit and nonmotorized transportation. ✓ ✓ ✓ ✓ ✓

Maximize the security of the regional

transportation system through improved system monitoring, rapid recovery 

planning, and coordination with other security agencies.

✓

Table 2 2012 CHTS Travel Mode

Source: 2012 California Household Travel Survey, CA DOT

Walk Bike School Bus Drove/Carpool, 

Motorcycled Transit & All Other Modes Distance

79.80% 1.90% 0.80% 16.80% 0.80% <1/4 mile

68.80% 1.70% 0.70% 27.70% 1.10% <1/2 mile

56.70% 2.20% 0.90% 38.50% 1.80% <3/4 mile

47.90% 2.10% 1.10% 30.60% 18.40% <1 mile

20.70% 1.40% 3.60% 58.70% 15.60% <3 miles

0.50% 0.30% 6.10% 87.70% 5.30% >3 miles

14.50% 1.00% 4.40% 52.40% 27.70% All School commute Trips
 4 2016–2040 RTP/SCS I APPENDIX

26%

21%

15%

6%

4%

3%

24%

Diseases of the Heart

Malignant Neoplasams

(Cancer)

Cerebrovascular

Diseases (Stroke)

Chronic Lower

Respiratory Diseases

Accidents

Diabetes

Other

Figure 2 Leading Causes of Death CDPH 2013

Source: http://www.cdph.ca.gov/data/statistics/Documents/VSC-2013-0520.pdf

Access to healthy food environments such as grocery stores, farmers’ markets and 

community gardens can play an important role in food insecurity and obesity.10 Access to 

healthy food is affected by the availability, accessibility, cost of transportation and the time 

it takes to travel to food assets and food retail outlets.11 12 Expanding access to healthy food 

environments often requires the support of land use policies, regulations and collaboration 

with the business community.13

Access to jobs and housing affect health outcomes, especially for low-income families. 

Employment income, benefits and stability are necessary for good health while job loss and 

unemployment are associated with a variety of negative health effects.14

For those without cars, public transit provides a lifeline to jobs and other services.15

For example, providing transportation access to parks and open spaces, provide community 

residents with opportunities for physical activity, social interaction and improved mental 

health.16 17 18 19 Local parks can be accessed through investments in active transportation, 

transit and by automobiles, while equitable access to regional parks such as the San Gabriel 

Mountains National Monument requires larger regional strategies.20 EXHIBIT 1 shows 

current park access across the SCAG region. As of 2012, there are 3.27 acres of park space 

per 1,000 residents. About half of the region’s population lives within a 1/2 mile of a local 

park. For more information on park access see the Environmental Justice Appendix.

Convenient and affordable transportation is vital for access to health care.21 This can be 

especially true in rural areas where travel distances are large and access to transit is less 

prevalent.22 Greater access to health care has been related to better health status, more 

SCAG has conducted research and reviewed available literature on links to public health 

for each of these areas. While the 2016 RTP/SCS represents an increased focus on public 

health, SCAG plans to expand its understanding of these relationships prior to the adoption 

of the 2020 RTP/SCS.

BACKGROUND

The prevalence of chronic diseases in the U.S. has become a major public health problem. 

Despite being mostly preventable, chronic diseases account for about 80 percent of deaths 

in California.3 FIGURE 2 shows that just five chronic diseases resulted in 72 percent of all 

deaths in the SCAG region in 2013.3

 Evidence shows that healthier lifestyles and improved 

air quality can improve outcomes, and built environment factors and related conditions can 

play a role in supporting healthy behaviors.

The costs of poor public health and chronic disease, and treating those diseases, pose 

a serious challenge to the region’s economic wellbeing. Health care expenditures in 

the United States are about 18 percent of GDP, and they are projected to rise sharply.4

 If 

health care costs continue to grow at historical rates, the share of GDP devoted to health 

care in the United States is projected to reach 34 percent by 2040.5

 In 2010, 86 percent 

of all United States health care costs were spent on patients with one or more chronic 

medical conditions.6

In addition to chronic diseases, changes to the Southern California climate may put more 

people at risk of poor public health outcomes. Finally, poverty, access to goods and services 

and transportation safety continue to be major public health drivers across the region.

ACCESS TO ESSENTIAL DESTINATIONS

Access to daily needs and activities, such as schools, healthy food options, jobs, parks and 

open space and primary care is central to maintaining and improving public health. Through 

the provision of transportation networks and the development of land use patterns, the RTP/

SCS has the opportunity to improve access to many of these essential destinations.

It is well known that education leads to better jobs and higher incomes, but research also 

links education with reduced risk of illness, including some of the most common acute 

or chronic diseases such as heart disease and diabetes. Likewise, individuals with four 

or more years of higher education are less likely to be overweight or obese.8 9 The SCAG 

region is home to more than three million primary and secondary students who rely on the 

transportation system to access schools. While rates of walking and bicycling to primary and 

secondary school in Southern California are higher than national averages, most students 

arrive to school via private automobiles. As seen in TABLE 2, currently only four percent of all 

SCAG region primary and secondary students use a school bus to access their schools. 
Kern

San Diego

Santa

Barbara

NEVADA

ARIZONA

MEXICO

County Boundaries

Freeway

State & Federal Open Space

Local Parks

Population Density - Persons per Acre (2012)

0 - 34 - 8

9 - 13

14 - 1819 - 2425 - 3233 - 4344 - 6162 - 97

98 - 185

(Source: SCAG Existing Land Use 2012, and California Protected Area Database, 2014)

° 0 10 20 5

Miles

Exhibit 1 2010 Access to Parks
 6 2016–2040 RTP/SCS I APPENDIX

AIR QUALITY 

The transportation system contributes to air pollution through vehicle emissions and fine 

particulate matter. Exposure to such air pollution can lead to asthma and other respiratory 

illnesses and trigger strokes and cardiac events.24 Studies such as the University of Southern 

California’s Children’s Health Study show that poor air quality has a negative impact on 

children’s lung function growth and is associated with new asthma cases and more acute 

asthma events, which can lead to more school absences.25 26 Research also shows that low 

income and minority residents often suffer disproportionate health consequences from air 

pollution due to their proximity to emission sources.28 Data from 2009 shows that 9,000 

premature deaths in the South Coast Air Basin area are directly related to PM 2.5. 

FIGURE 3 and FIGURE 4 show CHIS data for current asthma prevalence among adults in the 

SCAG region over a ten-year period.

Health-based air quality standards have been established by California and the federal 

government for the following criteria pollutants: carbon monoxide (CO), ozone (O3), nitrogen 

dioxide (NO2), sulfur dioxide (SO2), particulate matter 2.5 microns or less in diameter (PM 

2.5), particulate matter ten microns or less in diameter (PM 10) and lead (Pb). California also 

includes standards for Hydrogen Sulfide, Vinyl Chloride, Sulfate and Visibility Reducing 

Particles. A more detailed analysis of the air quality impacts on public health are included 

in the Transportation Conformity Appendix and the Programmatic Environmental Impact 

Report (PEIR) for the 2016 RTP/SCS. SCAG currently collaborates with multiple regional 

agencies to improve air quality across the region.

frequent use of preventative services and lower hospitalization rates.23 According to the 

California Health Interview Survey (CHIS), half of all SCAG residents report using public 

transportation to get to the doctor’s office.

AFFORDABLE HOUSING

A lack of affordable housing can lead to over-crowded and unsafe housing conditions and 

result in less disposable income for food, clothing and other necessities. It may also cause 

people to move to places with fewer jobs, public services or educational opportunities. 

Affordable housing throughout Southern California remains a very challenging issue, 

particularly as the economy continues to recover and grow. Housing prices are rising 

steadily and affordability is declining. While residential construction has improved notably 

since the recession, the production of affordable housing has not kept pace with demand. 

However, recent funding developments suggest progress in producing affordable housing 

is achievable in the SCAG region. For example, programs such as California’s Affordable 

Housing Sustainable Communities (AHSC) program have appropriated $27.5 million in its 

first round of funding to ten projects in the SCAG region to build affordable housing and will 

result in 842 affordable units. Additionally, recently proposed state legislation covers the 

full spectrum of affordable housing construction, including the replacement of demolished 

low-income units, initiatives to revitalize communities and the establishment of a permanent 

statewide source of affordable housing.

0%

2%

4%

6%

8%

10%

12%

14%

2001 2003 2005 2007 2009 2011

Percent of Population

Figure 3 Asthma Trends by Year 2001-2011

Source: http://healthpolicy.ucla.edu/chis

13%

14%

13%

11%

13%

16%

12%

SCAG

Region

Imperial Los

Angeles

Orange Riverside San

Bernardino

Ventura

Figure 4 Asthma Rates by County 2011

Source: http://healthpolicy.ucla.edu/chis
PLAN PERFORMANCE I PUBLIC HEALTH 7

ECONOMIC OPPORTUNITY

Job security and economic opportunities are significant determinants of health. Today, 17 

percent of residents in the SCAG region are living in poverty (less than $23,550 annual 

income for a family of 4), up from 13 percent in 1990. 46 The poverty rate for children is even 

higher, with 22 percent of children living in poverty. Living in poverty is associated with poor 

health outcomes across all demographics and communities.47 Providing access to jobs with 

a living wage, education and job training aligned with job opportunities in the region is critical 

to ensuring communities become and stay healthy.48 49 50 Transportation systems support the 

larger economy through the delivery of goods and services. The construction, operation and 

maintenance of transportation projects also creates jobs that spur economic development. 

Just as the economy impacts health, health and health care costs also play a significant 

role on the overall economy. Health care expenditures in the United States are about 18 

percent of GDP. The Milken Institute projects that by 2023 health care costs in California 

will total $431 billion annually. Of that amount, about $117 billion could be avoided through 

prevention strategies.73 74 75 In the SCAG region, according to California Breathing’s county 

asthma profiles, asthma hospitalizations alone cost about $540 million annually.52 Health 

costs must also take into account lost productivity. For example, asthma-related incidents 

cause millions of school and work absences nationwide each year and millions of dollars of 

lost productivity.51 

PHYSICAL ACTIVITY

The built environment affects factors that enable people to lead active lives.54 55 Creating 

supportive policies, community conditions and facilities that encourage active transportation 

such as biking and walking provides opportunities for residents to increase their rates of 

physical activity. Since public transportation is often accessed by active transportation 

modes, transit trips also include physical activity at the beginning and end of the trip. 

Providing communities with mixed land uses and retail options within short distances to 

people’s homes also increase the likelihood they will walk or bicycle for these short trips.

Physical inactivity has many negative health consequences.56 It can lead to obesity and 

chronic diseases such as type 2 diabetes,57 58 hypertension,59 60 61 62 heart disease,63 64 65

and stroke .66 67 68 The SCAG region suffers from high chronic disease rates as can be seen 

in FIGURE 8, FIGURE 9, FIGURE 10 and FIGURE 11. The Centers for Disease Control and 

Prevention (CDC) Chronic Disease website cites each of these chronic conditions as risk 

factors for the next, compounding each other. For example, as shown in FIGURE 5, physical 

inactivity is a risk factor for obesity and overweight and both of these are risk factors for type 

2 diabetes and others.

The Surgeon General recommends that adults get 30 minutes of physical activity five days 

per week and children recive 60 minutes of physical activity every day in order to maintain 

good health and lower their risk of chronic disease. Currently, most adults in the SCAG 

On a positive note, air quality across the region has improved significantly over the past few 

decades. A recent study by the California Air Resources Board (ARB) shows that “the cancer 

risk from exposure to the state’s most significant air toxics declined 76 percent over a 23-

year period in California, a direct result of regulations targeting unhealthful emissions from 

these air pollutants.”27

CLIMATE ADAPTATION

The State of California has outlined several sectors where we can expect, and in some cases 

are already experiencing, impacts from climate change. A changing climate poses unique 

challenges to public health outcomes and the region’s adaptation to climate change will be 

influenced by where and how it grows. Climate change is increasingly being linked to heat 

stress, air pollution health effects, extreme weather events and vector-borne illnesses.29

30 31 32 33 The 2015 Lancet Commission on Health and Climate Change recently concluded 

that tackling climate change could be the greatest global public health opportunity 

of the 21st century.34

In the SCAG region, extreme heat will be of particular concern by the end of the century.35

36 The poor and communities of color are expected to disproportionately suffer from heat 

stroke, damage and loss of property due to a lack of weather insurance (for fires, wind and 

rain), and respiratory-related illnesses.37 Particularly vulnerable subpopulations include 

children, pregnant women, older adults, impoverished populations, people with chronic 

conditions, mobility and cognitive constraints, outdoor workers and those in coastal 

zones.38 Scientists also predict increased risk of wildfires as a result of climate change. Land 

preservation strategies that provide “vegetated areas of the wild land-urban interface” can 

reduce impacts.39 40

Many state and local governments have begun preparing for expected impacts of climate 

change through mitigation and adaptation plans.41 42 43 Some measures for mitigating 

the effects of climate change include investing in cleaner fuels and vehicles, active 

transportation and public transit to minimize transportation’s contribution to climate change. 

Two examples of strategies for adaptation include incorporating trees into plans and projects 

to clean the air and offset the urban “heat island” effect and mapping projected impacts to 

make informed decisions about the location of future growth.44 45 The state’s “Safeguarding 

California: Reducing Climate Risk” plan is one of many efforts providing policy guidance 

for decision makers and is part of continuing efforts to reduce impacts and prepare 

for climate risks. 

For more information on expected temperature changes, fire danger and sea level rise in the 

Southern California region, visit the Cal Adapt website (http://cal-adapt.org). An additional 

discussion of how Climate Change will impact Environmental Justice Communities can be 

found in the Environmental Justice Appendix. 
 8 2016–2040 RTP/SCS I APPENDIX

Figure 6 Adult Physical Activity Rates by County 2009

Source: http://healthpolicy.ucla.edu/chis

9% 8% 9% 7% 12% 9% 11%

91% 92% 92% 93% 88% 91% 89%

SCAG

Region

Imperial Los

Angeles

Orange Riverside San

Bernardino

Ventura

Engaged in moderate physical activity (excludes walking)

Did not engage in moderate physical activity (excludes walking)

region utilize walking as one of the primary means of being physically active as can be seen 

by FIGURE 6 and FIGURE 7. Research shows that health care costs resulting from physical 

inactivity and obesity reached an estimated $41.2 billion in 2006 in California.76

Building off of a large body of research, SCAG has examined the connection between the 

built environment, physical inactivity and obesity.69 SCAG found that there is a significant 

association between neighborhood land use/built environment characteristics and levels 

of obesity. The study shows that living in a neighborhood with higher residential density 

and employment density, rail service and higher bus stop density are associated with 

a lesser likelihood to be obese. These results also show that people in a well-designed 

transit-oriented development (TOD) neighborhood tend to use active transportation modes 

to access their daily activities and reach transit services and this physical activity helps 

reduce their weight.

TRANSPORTATION SAFETY

The safety of people and goods as they travel is one of the key characteristics of any 

transportation system. The importance of providing a safe and secure transportation 

system is emphasized by transportation and law enforcement agencies at all levels and is 

recognized as one of the chief responsibilities of transportation planners. 

Despite roadway design changes and improvements in vehicle safety such as seat belts 

and air bags, the number of yearly fatalities has not declined significantly since 1963 due to 

increases in total vehicle miles traveled (VMT). National health costs for traffic crashes total 

about $180 billion annually, after taking into account everything from healthcare costs and 

lost wages to property damage and travel delay.70

77.70%

69.40%

79.00% 77.40% 74.90% 74.70% 78.90%

22.30%

30.60%

21.00% 22.60% 25.10% 25.30% 21.10%

SCAG 

Region

Imperial Los

Angeles

Orange Riverside San

Bernardino

Ventura

Walked for transportation, fun, exercise Did not walk for transportation, fun, exercise

Figure 7 Adult Walking Trends by County

Source: http://healthpolicy.ucla.edu/chis

Physical

Inactivity

Built

Environment

Obesity &

Overweight

Type 2

Diabetes Hypertension Heart Disease Stroke

Figure 5 Built Environment and Physical Inactivity Health Outcomes
PLAN PERFORMANCE I PUBLIC HEALTH 9

Figure 10 Hypertension Trends by Year 2001-2011 

0%

5%

10%

15%

20%

25%

30%

2001 2003 2005 2007 2009 2011

Prevalence

Figure 11 Heart Disease by County 2011

Source: http://healthpolicy.ucla.edu/chis

6%

7%

6%

8% 8%

6%

7%

SCAG

Region

Imperial Los

Angeles

Orange Riverside San

Bernardino

Ventura

Figure 8 Diabetes and Prediabetes by County 2011 

Source: http://healthpolicy.ucla.edu/chis

0%

5%

10%

15%

20%

25%

30%

35%

40%

2001 2003 2005 2007 2009 2011

Prevalence

Overweight Obese

Source: http://healthpolicy.ucla.edu/chis

9%

6%

9%

7%

9%

11%

7%

9%

8%

9% 9%

8%

12%

8%

SCAG

Region

Imperial Los

Angeles

Orange Riverside San

Bernardino

Ventura

Adults Ever Diagnosed with Diabetes

Adults Ever Told Have Prediabetes

Figure 9 Overweight and Obesity Trends by Year 2001-2011

Source: http://healthpolicy.ucla.edu/chis
 10 2016–2040 RTP/SCS I APPENDIX

100 in the Pavement Condition Index (PCI), where a score of 70 or less typically translates to 

conditions that are more costly to repair. 

Many studies demonstrate that implementation of complete streets engineering and design 

standards for all modes can increase roadway safety.81 Design interventions that reduce 

the number of severe crashes include: striping narrower lane widths, creating bicycle lanes, 

increasing the width and availability of sidewalks and improving intersection design. While 

SCAG does not have authority over local streets and roads, it does support local agencies to 

plan for and prioritize complete streets improvements.

CHALLENGES AND OPPORTUNITIES

Public health outcomes directly affect the quality of life of every resident of Southern 

California. By 2040 the region is expected to add an additional 3.7 million residents. 

These added residents will put additional strain on the existing transportation network and 

innovative solutions will be needed to maintain and improve the quality of life in Southern 

California. Ensuring that the built environment fosters healthy communities will improve 

economic outcomes, increase the desirability of our region and make the healthy choice the 

easy choice for all of our residents. 

Creating healthy communities comes with its own set of challenges and opportunities. 

Fortunately, agencies and stakeholders across the region have already begun to implement 

many of the policies and plans that will make our future healthier.

One of the largest challenges that SCAG faces in improving public health outcomes is 

the sheer size and diversity of the region. With more than 18 million people, 191 cities, six 

counties and hundreds of local and regional agencies, improving public health outcomes 

in Southern California poses unique challenges. Within the region, health outcomes vary 

widely based on geography, income and race. A “one size fits all” approach does not work to 

address all of these needs. 

Comprehensively incorporating and evaluating the effects that the built environment has on 

public health outcomes is relatively new for regional transportation and land use planning 

agencies such as SCAG. As such, new tools and data sets are required to evaluate planning 

outcomes. SCAG has employed a new state of the art Public Health Module as part of the 

UrbanFootprint Scenario Planning Model to expand SCAG’s analysis of the public health 

benefits derived from physical activity and is continuing previous analysis of other public 

health related topics such as air quality and accessibility. 

In addition to these challenges, improving public health outcomes from transportation and 

land use decisions offers a number of opportunities. Chief among these is the opportunity 

Average costs estimates in 2012 by the National Safety Council for each traffic death, traffic 

injury, or property damage were70

z Death $1,410,000

z Severe Injury $78,900

z Property Damage $8,900

While the overall number of collisions has not declined significantly, the rate of fatal and 

injury collisions on California’s highways per mile traveled has declined dramatically since 

the California Highway patrol began keeping such data in the 1930s. California has led 

the nation in roadway safety for much of the past 20 years. Only recently have roadways 

nationally become as safe as those in California. However, while overall collision rates have 

declined, rates for vulnerable users such as pedestrians and bicyclists have remained high. 

Currently, bicyclists and pedestrians represent a third of all roadway fatalities in the SCAG 

region (5 percent and 27 percent, respectively), and about twelve percent of all roadway 

injuries. The table below used Statewide Integrated Traffic Report System (SWITRS) 

2012 report data and shows transportation-related injuries and fatalities in the SCAG 

region. In 2012 there were 6,810 severe traffic-related injuries and 1,321 traffic fatalities 

in the SCAG region. 

Studies show that people from low income and minority neighborhoods face a 

disproportionate risk of being involved in a pedestrian collision. One study demonstrates 

that pedestrian crashes are four times more frequent in low income communities.72 This 

discrepancy may result partly from higher rates of walking, bicycling and transit use in 

areas with low automobile ownership rates, as well as from urban form characteristics such 

as lighting and sidewalk conditions.77 SCAG also conducted a risk assessment as part of 

the Environmental Justice Appendix on Active Transportation Hazard for environmental 

justice communities. 

Research reveals that transportation and roadway safety can have dramatic impacts on 

people’s mental health. For example, studies show that 14 percent of car crash survivors 

suffer from post traumatic stress disorder (PTSD) and a quarter of survivors have psychiatric 

problems one year after a collision.78 In addition, traffic noise has been shown to be 

associated with increased nervousness, depression, sleeplessness, irritability, high blood 

pressure and heart disease.79 80

The pavement condition of our regional roadways also contributes to the level of safety for 

travelers of all modes. Smooth road conditions allow for better vehicular and bicycle control 

and reduced hazards such as potholes . Currently, 16 percent of the state highway system in 

the SCAG region is considered distressed, meaning it will require some level of maintenance 

or rehabilitation to improve safety. Much of our local arterial system is also in need of 

pavement improvements, as local roadways in the SCAG region average a score of 69 out of 
PLAN PERFORMANCE I PUBLIC HEALTH 11

there is literature to support the relationship between public health and the 

built environment. 

 Within each focus area, SCAG will compile the plan performance metrics that 

relate to each focus area. The reporting of the metrics will not be weighted or 

presented in a manner that would prioritize one focus area over another. 

 The metrics will be reported at the regional-level to allow for comparison 

between the Baseline and the Plan. 

The 2016 RTP/SCS is expected to improve health outcomes through transportation and 

land use strategies that address each of the seven focus areas identified below within the 

neighborhood and built environment category of the social determinants of health. SCAG 

has consolidated data for each priority area based on the performance measures of the 

plan and other complementary analyses as shown in TABLE 3. For more information on the 

performance measures discussed below, see the Performance Measures Appendix and the 

Environmental Justice Appendix.

ACCESSIBILITY

The investments in the 2016 RTP/SCS are expected to improve and maintain accessibility 

across the region to essential destinations and support positive health outcomes. The Plan 

identifies a comprehensive set of strategies that work in concert to optimize the operational 

performance of the transportation system and allow residents to access schools, healthy 

food, jobs, housing, parks/open space, health care facilities and other essential destinations. 

TABLE 4 highlights outcomes of the plan that will influence the ability of residents across our 

region to access essential destinations. These outcomes are directly related to public health 

improvements at the neighborhood level and aim to extend the reach to destinations that 

support healthy living.

While the Plan will provide a wider variety of transportation options, the vast majority of 

Southern Californians will still use automobiles to complete a majority of trips, especially 

those over three miles. The highway and arterial investments included in the Plan attempt 

to optimize the existing system and expand it where necessary to ensure that the mobility 

needs of the region are met. In addition, SCAG and its partners will strengthen their efforts 

to encourage ridesharing and other trip reducing strategies that aim to reduce vehicle trips, 

energy consumption and air emissions. The highway system will continue to be an important 

part of the system as mobility innovations change the way people own and drive cars.

The transportation investments of the Plan are supported by a growth strategy that aims 

to locate more housing and jobs in High Quality Transit Areas (HQTAs), as part of transit 

oriented developments (TOD). Infill development in HQTAs increases the number of 

destinations that are easily accessible via transit and creates more compact communities 

where many goods and services can be reached by walking or biking. 

to improve the image of Southern California. For decades the SCAG region has been known 

for its smog and traffic. The implementation of the RTP/SCS has the opportunity to capture 

the current energy around creating healthy communities to re-brand the SCAG region 

as a sustainable region that is invested in improving the quality of life for its residents. By 

improving the health of our residents through smart investments in transportation and land 

use we can reduce medical costs, reduce the cost of transportation and housing, provide 

jobs, improve access to essential destinations and improve the livability of the region.

The integration of public health into the planning process also provides opportunities 

for improved inter-agency coordination and information sharing. While public health 

departments traditionally do not participate in planning efforts for the built environment, 

there is growing interest from these agencies to engage with and assist in transportation 

and land use planning efforts moving forward. Likewise, federal and state agencies are 

including public health as a key consideration in many of their funding and planning efforts 

that will have a direct impact on the SCAG region’s ability to leverage the funds necessary for 

implementing the RTP/SCS.

PLAN PERFORMANCE

To guide the integration of public health considerations into the 2016-2040 Regional 

Transportation Plan/Sustainable Communities Strategy (2016 RTP/SCS), SCAG adopted 

the following guiding principles:

z To reflect and provide information on the ways in which the investments and 

strategies of the 2016 RTP/SCS provide an opportunity to improve public health 

outcomes across the region and advance Plan goals, SCAG shall provide robust 

public health data and information, as feasible.

z Recognizing that public health outcomes are influenced by multiple policy 

elements of the plan (transportation and land use), SCAG will utilize a “Health in All 

Policies” approach to engage a wide range of stakeholders, support inter-agency 

coordination and conduct analysis across relevant plan elements as appropriate.

z SCAG will provide support and assistance to local jurisdictions interested in using 

the public health analysis, policy support and data from the 2016 RTP/SCS to 

increase competitiveness for grants and promote information sharing. 

z In response to stakeholder interest, SCAG will consolidate the relevant areas of the 

Plan that relate to public health in the Public Health Appendix. The Public Health 

Appendix will organize and summarize analysis completed in the plan using a 

public health “lens.” The following framework will be used to present public health 

analysis in the appendix:

 Analysis of the public health impacts will be targeted to focus areas where 
 12 2016–2040 RTP/SCS I APPENDIX

Relevant Performance Measures Public Health Focus Areas

Metric Data Source Accessibility Affordable 

Housing Air Quality Climate 

Adaptation

Economic 

Wellbeing Physical Activity Safety

Additional jobs supported by 

improving competitiveness Regional Economic Model REMI X

Additional jobs supported by 

transportation investments Regional Economic Model REMI X

Net contribution to Gross Regional 

Product Regional Economic Model REMI X

Criteria pollutant and greenhouse 

gas emissions

Travel Demand Model/ARB 

EMFAC Model X X

Share of growth in High Quality 

Transit Areas (HQTAs)

RTP/SCS socio-economic small 

area data X X

Average distance for work and nonwork trips Travel Demand Model X

Percent of trips less than 3 miles Travel Demand Model X X

Work Trip Length Duration Travel Demand Model X

Land Consumption Scenario Planning Model X

Mode share of walking and 

bicycling Travel Demand Model X

Table 3 Performance Measures by Focus Area
PLAN PERFORMANCE I PUBLIC HEALTH 13

Relevant Performance Measures Public Health Focus Areas

Metric Data Source Accessibility Affordable 

Housing Air Quality Climate 

Adaptation

Economic 

Wellbeing Physical Activity Safety

Air pollution-related health 

measures Scenario Planning Model X

Physical activity-related health 

measures Scenario Planning Model X

Collison/accident rates by severity 

by mode

CHP Accident Data Base, Travel 

Demand Model Mode Split Outputs X

Per HH Costs (fuel +auto) Scenario Planning Model X X

Per Household Utilities (energy + 

water) Scenario Planning Model X X

For those in poverty, # destinations 

that can be reached in 45 mins. Travel Demand Model X

Building Water Use, cumulative Scenario Planning Model X

Share of new growth within 500 ft 

of freeway Scenario Planning Model X

Multifamily vs Single family Scenario Planning Model X

State of Good Repair Pavement Condition Index X

 TABLE 3 Performance Measures by Focus Area: Continued
 14 2016–2040 RTP/SCS I APPENDIX

Growth in High Quality Transit Areas (HQTAs)

Compared to the Baseline, the 2016 RTP/SCS will increase new household and job growth 

in HQTAs from 36 percent to 47 percent. This will result in improved access to a wide variety 

of destinations by placing more residents, jobs and destinations near transit. The jobs/

housing balance within HQTAs is also projected to improve as a result of the Plan. The ratio 

of jobs to housing within HQTAs by 2040 is expected to be 1.6 jobs for every household.

Trip Length

Shorter trip lengths can improve regional accessibility by reducing the time and increasing 

the travel options for reaching essential destinations. Forty-two percent of all non-work trips 

and 20 percent of work trips are expected to be under three miles as a result of the Plan. 

The average distance traveled for work trips is projected to increase slightly as a result of 

the Plan, from 15.1 to 15.5 miles, but remains constant for non-work trips under both the 

Baseline and the Plan.

Commute Travel Time

The duration of work trips is expected to decrease across all modes as can be seen in 

TABLE 4. By reducing the time that it takes to access jobs, residents will have improved 

opportunities for securing economic stability for themselves and their families.

Access for those in poverty

Accessibility by auto and transit to employment, shopping and open space destinations 

was higher in 2012 for households in poverty than was seen for higher income groups. One 

reason for this is that housing prices can generally be lower in dense neighborhoods where 

the number of destinations are more concentrated, and transit opportunities are higher. The 

2016 RTP/SCS calls for improvements in transit and will result in improved accessibility 

to employment, shopping and open space destinations for households in poverty. With 

the Plan, there will be a 33 percent increase in access to jobs by car and 23 percent 

increase to shopping destinations over Baseline. By transit, those numbers are 104 and 107 

percent, respectively. Additional detail on this can be found in the Environmental Justice 

Appendix for the Plan. 

AFFORDABLE HOUSING

Access to affordable housing continues to be a challenge despite an improving economy. 

Wages have not kept pace with rising housing costs, which includes one’s standard of 

living, transportation costs and access to health care. When affordable housing is difficult 

to obtain, the ability to pay for healthy food or preventative care is severely restricted and 

access is often hindered. People will often sacrifice longer commutes and live further from 

The Plan also promotes residential infill development in areas that are not yet well served 

by transit, but where jobs, schools and other amenities are in close proximity. This strategy 

reduces the distance and time required to reach essential destinations.

As households, jobs and transportation investments are added to existing communities, 

there is potential for gentrification, or the displacement of lower-income residents, if the 

new development raises real-estate values and housing costs. Displacement of lowincome residents to less accessible locations can place significant burdens on household 

finances and contribute to poor health outcomes. For a more detailed analysis of how the 

Plan impacts gentrification, see the Environmental Justice Appendix. The Plan promotes 

production of a wide range of zoning types to accommodate all income groups. 

There are a variety of tools and resources available to local jurisdictions to address 

displacement through the development or preservation of affordable housing.

Table 4 Plan Performance - Accessibility*

Metric

Result of Plan

2040 Baseline 2040 Plan

Share of growth in High Quality Transit Areas (HQTAs) 

from Base Year (% of Households in in HQTAs) 36% 47%

Jobs/Housing Balance in HQTAs 36% Housing

44% Employment

46% Housing

55% Employment

Average distance for work trips (miles) 15.1 15.5 

Average distance for non-work trips (miles) 7.8 7.9

Percent of work trips less than 3 miles 20.4% 20.3%

Percent of non-work trips less than 3 miles 41.7% 41.9%

Work Trip Length Duration

Auto 25.3 min

Transit 79.9 min

Walk 25.7 min

Bike 26.9 min

Auto 22.0 min

Transit 76.3 min

Walk 25.4 min

Bike 26.5 min

Percentage of PM Peak transit trips <45 min 26.2% 30.1%

Percentage of PM Peak HOV Trips <45 min 72.9% 78.4%

Percentage of PM Peak SOV Trips <45 min 82.2% 88.6%

*Please see the Performance Measures Appendix for more information on data sources and methodology used to calculate 

these outcomes.
PLAN PERFORMANCE I PUBLIC HEALTH 15

AIR QUALITY

The federal Clean Air Act (CAA) establishes air quality standards and planning requirements 

for certain air pollutants. To comply with the CAA in achieving the National Ambient Air 

Quality Standards (NAAQS), the California Air Resources Board (ARB) develops State 

Implementation Plans (SIPs) for federal non-attainment and maintenance areas. In 

California, SIP development is a joint effort of the local air agencies and ARB working 

with federal, state and local agencies (including the Metropolitan Planning Organizations 

[MPOs]). Local Air Quality Management Plans (AQMPs) are prepared in response to federal 

and state requirements. 

The 2016 RTP/SCS will improve air quality in the region from mobile sources. The Plan 

will reduce the volumes of criteria pollutants through improvements in vehicle technology 

(including goods movement) and by increasing the number of trips by transit, walking and 

biking through land use changes and transportation investments. Reducing air pollution will 

have a direct effect on public health, reducing the number of sick days, lost productivity, and 

cutting air pollution-related health costs. TABLE 6 highlights air quality related outcomes of 

the plan that will contribute to public health.

The Plan will also reduce exposure to pollutants that are generated from mobile sources. 

The Plan encourages limiting the siting of sensitive land uses within 500 feet of freeways 

and urban roads carrying more than 100,000 vehicles per day, consistent with the 

guidelines provide by the Air Resources Board Air Quality Manual. To balance air quality 

and accessibility goals, the policy growth forecast accommodates growth within HQTAs, 

but beyond 500 feet of freeways and urban roads whenever possible. As a result, the 

Plan places very limited growth within 500 feet of freeways and urban roads beyond 

those provided by local jurisdictions. For more detailed analysis of this strategy see the 

Environmental Justice Appendix. A more detailed analysis of the air quality impacts of 

the plan evaluated in accordance the State California Environmental Quality Act (CEQA) 

Guidelines can be found in the Programmatic Environmental Impact Report (PEIR) 

for the 2016 RTP/SCS. 

Air pollution-related health measures

With reductions in VMT due to increased active transportation and transit use and a cleaner 

fleet, health impacts related to respiratory and pollution related disease incidences are 

expected to decrease 13 percent by 2040. It is expected that this will save the SCAG region 

approximately $596 million dollars annually.

Share of new growth within 500 feet of a freeway

The Plan promotes development of housing and jobs in high-quality transit areas, which 

often intersect with freeways and heavily traveled transportation corridors where exposure 

to emissions can be dangerously high. Regionwide, about ten percent of the land area 

work to manage housing costs, taking time away from other important needs. Recent state 

legislation, such as California Senate Bill 628 (Beall) and California Assembly Bill 2 (Alejo), 

provide jurisdictions with an opportunity to establish funding sources to develop affordable 

housing, supportive infrastructure, and amenities.

Per household transportation costs

With the implementation of the Plan there will be a 13 percent reduction in transportation 

and fuel costs for the SCAG region, as shown in TABLE 5. More compact and strategic land 

use patterns, combined with transportation network improvements, will result in improved 

pedestrian and bicycle access to community amenities, shorter average trip lengths, and 

reduced vehicle miles traveled. A reduction in transportation costs for families has a direct 

impact on quality of living and housing opportunities.

Per household utility costs

With the implementation of the Plan there will be a 9 percent reduction in utility costs 

for households. As growth in the region is more concentrated in HQTA’s and denser 

communities, efficiencies in energy and water consumption per person will reduce demand 

on natural resources. 

Single-family and multifamily households

The concentration of new housing development in HQTAs means denser communities that 

can more effectively utilize transportation options besides driving. The current housing 

mix in the SCAG region is 55 percent single family households and 45 percent multifamily 

households. With the Plan’s implementation, 33 percent of new growth will be single-family 

housing, while 67 percent will be multifamily housing. 

Table 5 Plan Performance - Affordable Housing*

Performance Measures 2040 Plan

Per Household Transportation Costs (fuel + auto) 13% less than 2040 Baseline

Per Household Utilities (energy + water) 9% less than 2040 Baseline

Multifamily homes as percentage of all new home construction 67% Multifamily

*Please see the Performance Measures Appendix for more information on data sources and methodology used to calculate 

these outcomes.
 16 2016–2040 RTP/SCS I APPENDIX

SCAG is not an implementing agency and has few opportunities to implement adaptation 

strategies. However, by working with local jurisdictions and regional partners, SCAG can 

help the region recognize the regional challenges of the future and assist in addressing 

them with planning that supports local action. By building on actions already underway, 

the region can further integrate climate and sustainability into the range of regional and 

local approaches we take to grow our economy, protect the environment and improve 

public health. SCAG can help the region improve its adaptation to the impacts of drought 

by encouraging implementation of the policies of the Policy Growth Forecast, which is the 

basis of the region’s SCS and promotes more compact, resource-efficient development. 

More compact development will also reduce the amount of land that is consumed by new 

development, allowing for natural lands to be preserved to buffer communities from the 

impacts of wildfires. TABLE 7 highlights climate adaptation related outcomes. For more 

information on how the Plan addresses open spaces, see the Natural Lands Appendix.

Greenhouse gas emissions

The Plan is expected to reduce greenhouse gas emissions from cars and light trucks by 

21 percent per capita by 2040 from 2005 levels, which will support efforts to reduce the 

impacts of climate change. These reductions include the Plan’s clean freight strategies and 

land use strategies that yield energy savings.

Water Consumption

The Plan is expected to reduce water consumption compared to the Baseline in buildings 

by approximatley 862,000 acre feet by 2040. This amounts to enough water for 150,000 

within HQTAs is within 500 feet of freeways and urban roads. To balance regional policy 

goals, the Plan accommodates the vast majority of growth within HQTAs beyond 500 feet 

of freeways and urban roads, per the guidance provided by the California Air Resources 

Board (ARB) air quality manual. With the Plan, 44 percent of all new households will be 

located within HQTAs, 91 percent of which will be located beyond 500 feet of freeways 

and urban roads. There is an increase between the Baseline and Plan in the percentage of 

households within 500 feet of freeways and urban roads. With the Plan, 4.4 percent of all 

households will be within 500 feet region-wide by 2040, compared to 3.5 percent of all 

households under the Baseline.

Criteria pollutant and greenhouse gas emissions

Criteria pollutants are expected to be reduced across the board through implementation 

of the Plan. Greenhouse gas emissions will be reduced from 2005 levels by 8 percent in 

2020, 19 percent in 2035, and 21 percent in 2040.

CLIMATE ADAPTATION

Under SB 375, the primary goal of the SCS is to provide a vision for future growth in 

Southern California that decreases per capita greenhouse gas emissions from automobiles 

and light trucks. By meeting the region’s reduction targets for greenhouse gas emissions 

under SB 375, the 2016 RTP/SCS will support the mitigation of climate change impacts 

on the region. Other than air quality improvements, these outcomes aim to address public 

health concerns, such as providing reliable drinking water and securing concentrated and 

adequate housing in areas that are less vulnerable to rising sea levels, wildfires or floods.

Table 6 Plan Performance - Air Quality*

Metric

Result of Plan

2040 Baseline 2040 Plan

Air pollution-related health incidences (annual) 270,328 234,363

Air pollution-related health costs (annual) $4.5 Billion $3.9 Billion

Share of New Growth within 500 Feet of Freeway 3.5% 4.4%

Criteria pollutant and greenhouse gas emissions N/A

-8% in 2020

-19% in 2035

-21% in 2040

*Please see the Performance Measures Appendix for more information on data sources and methodology used to calculate 

these outcomes.

Table 7 Plan Performance - Climate Adaptation*

Metric Result of Plan

2040 Baseline 2040 Plan

Criteria pollutant and greenhouse gas emissions from 

2005 levels N/A

-8% in 2020

-19% in 2035

-21% in 2040

Building Water Use, cumulative (2012-2040) compared 

to Baseline

134 million

Acre Feet

133 million

Acre Feet

Land Consumption (Greenfield land consumed in 

square miles) 154 118

*Please see the Performance Measures Appendix for more information on data sources and methodology used to calculate 

these outcomes.
PLAN PERFORMANCE I PUBLIC HEALTH 17

In addition to these considerations, the Plan supports reduced health care costs, 

transportation costs, energy and water costs and local fiscal impacts by supporting land use 

patterns that reduce expenditures on infrastructure and supporting healthy lifestyles. 

The Plan places a strong emphasis on implementing a goods movement strategy designed 

to ensure the region continues to play a vital role in the global supply chain while balancing 

economic, mobility, environment, livability, health and quality of life goals. The SCAG 

region is the largest international trade gateway in the U.S., supported by marine ports, 

air cargo facilities, railroads, regional highways and state routes. The 2016 RTP/SCS 

includes clean goods movement initiatives jointly developed with regional stakeholders, 

such as the Port of Los Angeles Clean Trucks Program. Jobs supported by the goods 

movement industry, and those being generated to support greener/cleaner technologies, 

play a significant role in the health of the region. TABLE 8 highlights economic opportunity 

outcomes. For more information on the Goods Movement components of the Plan see the 

Goods Movement Appendix.

Job creation

By supporting the movement of goods and people across the region the Plan is expected 

to increase the competitiveness of the region and support public health outcomes related 

to economic opportunity. The Plan is expected to increase the number of annual jobs 

over the life of the Plan by an average of 351,000 per year resulting from improvements 

and efficiencies to the transportation system. An additional 188,000 average annual 

jobs are expected to be generated over the life of the Plan through transportation 

projects and construction. 

people to use annually between 2012 and 2040. More efficient use of water will become 

increasingly critical as our region aims to accommodate more growth with water resources 

that are becoming more unreliable and constrained by a changing climate.

Land Consumption

Land use patterns in the Plan encourage development across the region that reduces new 

land consumption by about 22,655 acres compared to Baseline by 2040. By reducing 

the amount of new land developed, the Plan will support infill development and other land 

use strategies that reduce VMT and greenhouse gas emissions. Furthermore, the Policy 

Growth Forecast will allow for the development of natural land buffers in areas facing 

extreme wildfire danger.

ECONOMIC OPPORTUNITY

It is expected that the 2016 RTP/SCS will improve economic opportunities in the region 

by improving regional transportation efficiency, reducing household travel costs, reducing 

health care costs, reducing local costs for energy and water and producing jobs through 

the construction of transportation infrastructure. From a public health perspective, these 

improvements increase disposable incomes that can be used for preventative health care 

and greater access to job centers and essential destinations.

There is growing evidence that transportation infrastructure spending is positively 

associated with two distinct sources of economic growth: initial construction jobs, and 

improvements in economic productivity, efficiency and competitiveness. The RTP can 

boost employment in two ways: providing jobs for persons in highway and rail construction, 

operation and maintenance; and boosting the economic competitiveness of the SCAG region 

by making it a more attractive place to do business. SCAG’s economic model considers 

the following costs:

z Commuting costs: Reductions in commuting costs increase the ability 

of firms to draw from larger labor pools, improving opportunities for a 

employer-employee match.

z Accessibility costs: Reductions in the cost of transportion inputs within the region 

allows firms to produce at lower cost, or more productively.

z Transportation Costs: Reduced costs for transporting outputs allow firms to 

access larger markets.

z Amenity/Externality Costs: Improvements in amenities such as reduced 

congestion or improved air quality will draw migrants to the region and improve 

competitiveness through labor market pooling effects.

z Operation Costs: Reductions in expenditures on fuel or vehicles frees income for 

residents to spend elsewhere, supporting the regional economy. 

Metric

Result of Plan

2040 Plan

Additional annual jobs supported by improving 

competitiveness 351,000+

Additional annual jobs supported by transportation 

investments 188,000+

Household Savings: Transportation Costs (fuel + auto) 13% less than 2040 Baseline

Household Savings: Utilities (energy + water) 9% less than 2040 Baseline

Table 8 Plan Performance - Economic Opportunity*

*Please see the Performance Measures Appendix for more information on data sources and methodology used to calculate 

these outcomes.
 18 2016–2040 RTP/SCS I APPENDIX

SCAG has collaborated with the Sacramento Area Council of Governments (SACOG) and the 

State’s Strategic Growth Council (SGC) to develop a new Public Health Module for the Urban 

Footprint Model that measures the Plan’s impacts on physical activity and chronic diseases 

as it relates to physical inactivity. The model was reviewed by a statewide panel consisting 

of representatives of state, regional and local agencies. The model currently only captures 

impacts resulting from land use change. Therefore, the benefits that will be generated from 

active transportation investments are not reflected in the reported outcomes. For broader 

discussion of the Scenario Planning Model, see the SCS Documentation Appendix.

Percent of trips less than 3 miles

Shorter trips are easily completed by walking and biking. Trips under 3 miles can be 

completed by the average person riding a bike in about 15 minutes. 42 percent of all 

non-work trips and 20 percent of work trips are expected to be under three miles as a 

result of the Plan. 

Mode share of walking and bicycling

Walking and biking mode shares in the SCAG region are expected to increase by 28 percent 

and 71 percent, respectively, when compared to existing (2012) conditions. The growth 

will be more significant in urban areas with the increased number of close destinations and 

activities, and less so in rural areas where distances and lack of infrastructure may make 

some walk and bicycle trips impractical.

Physical activity related health measures

Using the Public Health Module of the Scenario Planning Module (SPM), SCAG estimates 

that the increased rates of active transportation generated from land use changes will 

result in reductions in rates of chronic disease. The Plan is expected to result in four 

additional minutes of physical activity per day, improving health outcomes related to 

obesity, high blood pressure, heart disease and Type 2 diabetes. TABLE 9 highlights 

physical activity outcomes. 

TRANSPORTATION SAFETY

One of SCAG’s goals is to ensure transportation safety, security and reliability for all 

people and goods in the region. SCAG will continue efforts toward working with county 

transportation commissions, Caltrans and subregions to improve transportation safety 

across the region as outlined in the Transportation Safety Appendix. TABLE 10 shows annual 

decreases in both severe injuries and fatalities projected to be achieved by the Plan.

The Transportation Safety Appendix outlines the 15 Challenge Areas outlined in the State’s 

Strategic Highway Safety Plan (SHSP). As of 2014, a majority of the established targets 

as presented were met, and a new goal has been set to further reduce fatalities and injuries 

Household savings

In addition to generating jobs, the Plan also contributes to the economic well-being of the 

region by reducing, on average, household costs for transportation, energy and water. 

The cost of transportation for families, including fuel, automobile ownership and 

maintenance and transit costs, is expected to decrease by 13 percent with the Plan, when 

compared to the Baseline. Per household utility costs (energy and water) will decrease 9 

percent when compared to the Baseline. In addition to utilities and transportation costs, 

SCAG is currently developing a methodology to quantify savings in health care. 

PHYSICAL ACTIVITY

The 2016 RTP/SCS improves physical activity outcomes by increasing opportunities for 

people to access their jobs, transit, schools and many of their daily needs by walking and 

biking. The Plan encourages the development of more compact, accessible and walkable 

communities. The Plan also invests nearly $13 billion in the development and enhancement 

of active transportation networks, including first/last mile improvements, safe routes to 

school projects and regional bikeway infrastructure. There is also greater opportunity for 

physical activity by incorporating open space into new developments and increasing access 

to existing open space and parks. By enabling greater levels of physical activity, the Plan is 

expected to reduce rates of obesity and chronic disease, as further described in TABLE 9. 

Table 9 Plan Performance - Physical Activity*

Metric

Result of Plan

2040 Baseline 2040 Plan

Percent of work trips less than 3 miles 20.4% 20.3%

Percent of non-work trips less than 3 miles 41.7% 41.9%

Mode share of walking 10.7% 13.5%

Mode share of bicycling 1.6% 2.2%

Obese population* 26.3% 25.6%

High blood pressure* 21.5% 20.8%

Heart Disease* 4.4% 4.2%

Diabetes Type 2* 6.1% 6.0%

*Results are for areas experiencing land use and population changes not the entire SCAG region. *Please see the Performance 

Measures Appendix for more information on data sources and methodology used to calculate these outcomes.
PLAN PERFORMANCE I PUBLIC HEALTH 19

PLAN IMPLEMENTATION

By adopting a Health in All Polices approach, SCAG will support improved health outcomes 

across the region. To do so, SCAG will seek to implement the following work program which 

will support an improved understanding of the role of the built environment and public health 

outcomes both within the agency and by our partners. Given that Public Health is a relatively 

new focus for SCAG, the following strategies have been developed in a manner that seeks 

to build off of the work of SCAG’s local jurisdictions and to provide support to those agencies 

working to adopt public health policies as a focus in transportation and land use planning.

STRATEGY 1 - LEADERSHIP AND COLLABORATION

Provide leadership in collaboration with regional partners (the county transportation 

commissions, the county and city departments of public health, subregional partners, health 

industry leaders, local cities, and other local stakeholder groups) to measure and improve 

public health and health equity outcomes by increasing awareness of the relationship 

between the social determinants of health and the built environment throughout the region.

z Action A: Increase regional engagement and collaboration on the issue of public 

health, as related to the built environment and SCAG core planning functions, 

by defining the issue and raising awareness among policy leaders, agency staff, 

businesses and the public.

z Action B: Facilitate information exchange and region-wide collaboration through 

SCAG Committees, health forums, and issue integration within other SCAG-led 

forums (active transportation, poverty, economy, etc.).

z Action C: Develop and sustain partnerships with governmental agencies, local 

non-profit organizations, colleges and universities, private foundations, and other 

stakeholder groups to identify, coordinate and leverage existing and planned 

public health activities.

by reducing fatalities at rate of three percent, and severe injuries by a rate of one and a half 

percent on an annual basis. In addition, since the SHSP is currently in the draft phase the 

challenge areas, goals and measurable objectives presented may be subject to change. 

The 15 Challenge Areas are:

1. Roadway Departure & Head-On Collisions

2. Intersections, Interchanges and Other Roadway Access

3. Work Zones

4. Alcohol and Drug Impairment

5. Occupant Protection

6. Speeding and Aggressive Driving

7. Distracted Driving

8. Driver Licensing and Competency

9. Pedestrians

10. Bicycling

11. Young Drivers

12. Aging Road Users

13. Motorcyclists

14. Commercial Vehicles

15. Emergency Medical Vehicles

In an effort to help make our streets safer, SCAG recommends an extensive set of strategies 

to reduce fatality and severe injury rates on roadways within the SCAG region. More detailed 

information can be found in the Transportation Safety Appendix.

Collision rates

The Plan is expected to reduce traffic related fatalities and injuries down to 0.31 and 1.60 

per 100 million vehicle miles respectively as seen in TABLE 10. It should be noted that 

improvements may not show overall decreases in the number of collisions, especially for 

certain modes if those modes increase their overall share of trips. However, we anticipate a 

drop in the number of collisions that occur per mile traveled. For example, if the number of 

total bicycle fatalities remains the same but the rate of bicycling doubles, the actual rate of 

collisions would be reduced by half. 

Pavement Condition

Conditions of the region’s roads are critical to ensuring traffic safety. The average existing 

pavement condition is 69 (ranked out of 100), which increases to 83 with the Plan. Without 

the Plan, pavement conditions would deteriorate to 46.

Table 10 Plan Performance - Transportation Safety*

Metric

Result of Plan

2012 Rate 2040 Plan

Transportation Fatality Rate per 100M VMT 0.83 0.31

Transportation Severe Injury Rate per 100M VMT 4.29 1.60

*Please see the Performance Measures Appendix for more information on data sources and methodology used to calculate 

these outcomes.
 20 2016–2040 RTP/SCS I APPENDIX

z Action B: Eliminate knowledge gaps by developing resources such as fact sheets, 

documentation of best practices, policy templates, Toolbox Tuesday trainings and 

website resources to support local jurisdictions interested in incorporating public 

health considerations into their planning processes.

z Action C: Seek funding to support local regional, countywide and local planning 

efforts and consider implementing regional demonstration programs aimed at 

integrating elective public health considerations into planning efforts.

REGIONAL AND LOCAL INITIATIVES

Since the adoption of the 2012 RTP/SCS, SCAG has supported efforts by local cities and 

regional agencies to implement projects and plan that support improved public health 

outcomes. For example, SCAG partnered with each of the six County Transportation 

Commissions on Joint Work Programs that outline a range of planning activities and 

programs to implement the active transportation, sustainability and land use provisions 

of the 2012 RTP/SCS. Likewise, through SCAG’s Sustainability Grant Program, SCAG 

has funded numerous land use planning efforts, active transportation plans and transit 

access plans. Finally, through a statewide partnership with the Sacramento Area 

Council of Governments (SACOG), SCAG has partnered on the development of a Public 

Health Module for SCAG’s scenario planning process. The Public Health Module, as it 

continues to be developed, will assist SCAG in determining the possible public health 

benefits of increased rates of physical activity resulting from land use changes and active 

transportation investments.

Below is an initial survey of local and regional initiatives from across the six counties of 

the SCAG Region that support improved public health outcomes. Implementation of these 

projects has been undertaken by a variety of county and local jurisdictions, some with the 

support of SCAG and others through the initiative of the implementing agency. By providing 

regional examples of successful initiatives, SCAG hopes to encourage and support the wide 

spread adoption of similar initiatives. SCAG will continue to report on additional initiatives 

over the coming years in order to assist its stakeholders in making the region a healthier 

place to live, work and play.

Special thanks to Randall Lewis Health Policy Fellows, Lyndsey Nolan and Todd Choi, for 

their contributions to the development of the Public Health Appendix, 

including research and analysis related to the social determinants of health. 

z Action D: Promote, develop and where feasible accelerate the adoption of policies 

that support public health considerations across the region in day-to-day planning 

activities that relate to the built environment.

STRATEGY 2 - POLICY AND ANALYSIS

Develop and support balanced regional policies using a “Health in All Policies” approach to 

facilitate positive, equitable health outcomes for all residents of the SCAG region related to 

accessibility, air quality, affordable housing, climate resiliency, economic wellbeing, physical 

activity and transportation safety.

z Action A: Integrate public health considerations as related to the built environment 

throughout SCAG’s decision making processes and planning activities.

z Action B: Collaborate with regional partners to develop information on a 

broad spectrum of health issues through data/statistics collection, modeling 

enhancements and research.

z Action C: Collaborate with interested County Transportation Commissions to 

integrate public health related analyses and planning projects related to the built 

environment into the Joint Work Programs. 

z Action D: Support local and regional agencies in the application of health, equity 

and sustainability consideration in transportation and land use policy efforts.

z Action E: In collaboration with regional partners, identify policies and examples of 

existing conditions that may create barriers to improving public health outcomes 

and identify solutions.

z Action F: Support opportunities for cooperative multi-agency/multi-municipality 

data systems, data sharing and resource pooling.

STRATEGY 3 - REGIONAL SUPPORT

Provide support, if requested, to regional and local initiatives, agencies and partners, 

including the sharing of data, statistics, benchmarks, analysis tools and best practices, 

to help local agencies integrate public health and health equity considerations 

into the multimodal transportation, economic development, job creation and land 

use planning processes.

z Action A: Provide technical assistance to local agencies to support 

implementation of the 2016 RTP/SCS, such as continued support through the 

Sustainability Program Grants for transportation, land use and sustainability 

planning efforts that support improved health outcomes or providing support and 

assistance to local agencies seeking grant funding for projects that align with the 

public health goals of the RTP/SCS.
PLAN PERFORMANCE I PUBLIC HEALTH 21

Access to Essential Destinations

Agency Los Angeles County Metropolitan Transportation Authority

Title The First Last Mile Strategic Plan & Planning Guidelines

Description The First Last Mile Strategic Plan & Planning Guidelines outlines a specific infrastructure improvement strategy designed to facilitate easy, safe, and efficient access to the Metro system, 

in line with the principles and goals of SCAG’s 2012-2035 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS).

Goals • Expand the reach of transit through infrastructure improvements

• Build on the RTP/SCS & Countywide Sustainable Planning Policy (multi-modal, green and smart)

Outcome The First Last Mile Strategic Plan & Planning Guidelines helps integrate the various modes provided by Metro (i.e. Bus and Rail) and also allows the integration of non-Metro provided 

solutions into a more seamless user experience. In so doing, the Pathway aims to support broader policy directives related to clean air, health, and economic sustainability

Status Active

Link http://media.metro.net/projects_studies/sustainability/images/path_design_guidelines_draft_november_2013.pdf

Agency Omnitrans

Title sbX Bus Rapid Transit Program

Description

sbX is designed to provide more frequent and direct transit service along major corridors in the Omnitrans service area. While Omnitrans’ traditional network of local bus services provides 

good coverage in its general service area, sbX provides a “premium” level of service that is more competitive with the automobile in capturing riders who are making medium- to longdistance trips

Goals Provide speedy, frequent, and affordable transportation to major destinations in the cities of San Bernardino and Loma Linda 

Outcome The sbX Green line, San Bernardino County’s first-ever express passenger service, offers quick, convenient, comfortable, and affordable transportation to major destinations in the cities of 

San Bernardino and Loma Linda. The sbX fleet consists of fourteen deluxe 60-foot articulated vehicles powered by environmentally-friendly compressed natural gas. 

Status Active

Link http://www.omnitrans.org/services/sbx/
 22 2016–2040 RTP/SCS I APPENDIX

Affordable Housing

Agency Los Angeles County Metropolitan Transportation Authority

Title Joint Development Program

Description The Metro Joint Development (JD) Program is a real estate management program that collaborates with qualified developers to build transit-oriented developments (TODs) on Metroowned properties. The JD program ensures that 35% of these development’s units are affordable for residents earning 60% or less of the Area Median Income (AMI).

Goals

• Reduced auto use/increased transit use

• Pedestrian orientation

• Sustainable development

• Density, consistent with surrounding neighborhood

• Incorporation of first/last mile and active transportation improvements

Outcome Metro will be prioritizing affordable housing in HQTAs, ensuring equitable access in dense communities that traditionally price low-income families out. The program also provides 

discounted Metro passes for affordable housing occupants.

Status In Progress

Link https://www.metro.net/projects/joint_dev_pgm/
PLAN PERFORMANCE I PUBLIC HEALTH 23

Climate Adaptation

Agency City of San Gabriel

Title Greening the Code

Description

Greening the Code is an effort to make San Gabriel’s zoning code “greener” by promoting development practices that are more sustainable and environmentally friendly by looking at: 

landscaping and water conservation; open space; parking, mobility, and connectivity; water quality; resource conservation; urban agriculture. Phase 1 involves evaluating the City’s current 

approach to regulating development and identifying alternative approaches that would better implement sustainability principles. Phase 2 will include drafting recommended zoning code 

and development standard amendments.

Goals

• Evaluate current development regulations and identify better alternatives

• Implement sustainable goals and policies for more efficient use of resources

• Implement zoning laws to remove barriers

• Provide incentives to further promote sustainability goals

• Add predictable, understandable, and enforceable regulations for all stakeholders

Outcome

“Greening the Code” is being adopted through two separate ordinances, Ordinance 601 C.S. and Ordinance 608 C.S. Ordinance 601 C.S. deals with landscaping and open space 

requirements, while Ordinance 608 C.S. amends municipal code sections addressing parking requirements, development standards and land uses. Ordinance 601 C.S. was adopted by 

Council and became effective on April 4, 2014. Ordinance 608 was adopted by Council and became effective on June 20, 2014.

Status Adopted

Link http://www.sangabrielcity.com/index.aspx?NID=777

Agency Western Riverside Council of Governments

Title Climate Action Plan

Description Twelve cities in Western Riverside County joined efforts to develop the Climate Action Plan, which sets forth a subregional emissions reduction target, emissions reduction measures, and 

action steps to assist each community to demonstrate consistency with California’s Global Warming Solutions Act of 2006 (Assembly Bill [AB] 32).

Goals

• Energy measures will increase community-wide building and equipment efficiency and renewable energy use, and promote energy efficiency and renewable energy generation 

throughout our communities, supporting municipal operations

• Transportation and land use measures will reduce single-occupancy vehicle travel, increase nonmotorized travel, improve public transit access, increase motor vehicle efficiency, and 

promote sustainable growth patterns

• Solid waste measures will reduce community and municipal solid waste sent to landfills

• Water measures will increase community water conservation and reduce water consumed to support municipal operations in our communities

Outcome If fully implemented, the CAP will exceed the subregional 2020 goal by 2.1%, achieving an overall 17.1% reduction in GHG emissions by 2020. Annual progress reports will allow the Plan 

to evolve along with local budget priorities, carbon markets, and technology.

Status Active

Link http://www.wrcog.cog.ca.us/uploads/media_items/wrcog-climate-action-plan-final-draft-april-2014.original.pdf
 24 2016–2040 RTP/SCS I APPENDIX

Economic Opportunity

Agency City of Lancaster

Title The BLVD

Description The City of Lancaster has taken a decaying nine-block stretch of downtown and transformed it into a vibrant, walkable destination through improved public transportation, affordable 

housing, regulations encouraging mixed use, and hiring an architecture/planning firm to further advance the landscape of the city.

Goals Revitalize and improve the Downtown as a place of historic, cultural, social, economic and civic vitality; create a destination place with a mix of commercial, retail, dining, entertainment, 

residential, and transit uses; create a pedestrian-friendly environment.

Outcome

• Reduced speeds to 10 to 15 mph

• Injury-related traffic collisions are down 85% in just two years

• Economic returns have also been impressive for the $41-million project:

» Downtown property values are up 9.5%

» Over 800 permanent jobs have been created

» Unemployment has dropped to 11.6%

» Revenue from the downtown area is up 96%

» Overall, the project has been estimated to have generated $273 million in economic output

Status Complete

Link Article: http://buildabetterburb.org/the-blvd-transformation/

Plan: http://www.cityoflancasterca.org/index.aspx?page=484
PLAN PERFORMANCE I PUBLIC HEALTH 25

Physical Activity

Agency Orange County Transportation Authority

Title OC Loop

Description

The County of Orange is working with jurisdictions along the OC Loop on a feasibility study to close the remaining gaps of the bike loop. The study will provide the jurisdictions with 

grant-ready information about their segments including design concepts and costs. Jurisdictions can then use the feasibility work to secure funding and advance design to leverage prior 

investments for community benefit.

Goals Develop 66 miles of seamless connections and an opportunity for people to bike, walk and connect to some of California’s most scenic beaches and inland reaches.

Outcome • 70% of the bike loop completed for a total of 46 miles

• Gaps currently under study through a SCAG grant in partnership with OCTA

Status In Progress

Link http://www.octa.net/Share-the-Ride/Bike/The-OC-Loop/

Agency City of Santa Monica

Title Bike Santa Monica

Description

Based on the Santa Monica Bike Action Plan, Bike Santa Monica is a comprehensive effort to encourage more bicycling in the City through the development of programs (education, 

outreach, rides, classes, events, partnership, contests), facilities (bike lanes, trails, neighborhood greenways, key connections, bike boxes, signal detection, “sharrows”), and supporting 

facilities (Santa Monica Bike Center, Santa Monica Bike Campus, bike racks, bike rooms, and bike valet).

Goals Increase bike ridership in the City of Santa Monica

Outcome • Santa Monica has been recognized as a Bike Friendly City at the Silver Level by the League of American Bicyclists

• Bicycling has become the fastest growing commute mode in the City and the number of peak hour bicyclists is up 34% and the bicycle commute share is over 5%.

Status In Progress

Link Plan: http://nelsonnygaard.com/wp-content/uploads/2014/03/Santa-Monica-Bicycle-Action-Plan.pdf

Site: http://www.smgov.net/departments/pcd/transportation/bicyclists/
 26 2016–2040 RTP/SCS I APPENDIX

Physical Activity

Agency Riverside County Department of Public Health

Title Safe Routes to School Program

Description Safe Routes to School (SRTS) programs bring together parents, schools, community leaders and local, state, and federal governments to improve the health and well-being of children, 

including those with disabilities, by identifying the issues and finding ways to improve and make walking or biking to school more safe. 

Goals • Provide pedestrian and bicycle education and encouragement activities at schools in the city of Riverside

• Secure funds for improvements in infrastructure around schools to promote walking and biking

Outcome

In the first 14 months of the two-year Cycle 1 project, staff conducted 138 outreach presentations, participated in 16 health fairs, fit and distributed 609 bicycle helmets, educated 5912 

students, organized two Walk To School Day events with over 8,000 student participants, facilitated 159 Walking Wednesday programs with 5,991 students participating, conducted 10 

Coalition meetings with 316 attendees, and conducted four SRTS Workshops.

Status In Progress

Link http://saferoutescalifornia.org/2011/04/27/riversidecounty-srts/

Agency Los Angeles Department of Transportation

Title LADOT People St

Description People St is a one-stop-shop, citywide program for plazas, parklets, and bicycle corrals that facilitates partnerships between the community and the City of Los Angeles to allow 

community groups to reclaim and transform underutilized streets into pedestrian-oriented public spaces.

Goals Expand public spaces to calm traffic and increase safety for people who walk, bike, and take transit, and thus, increase levels of walking and biking; Improve local business.

Outcome

• Pilot studies complete (Sunset Triangle Plaza, Silver Lake; York Boulevard Bike Corral, Highland Park; York Boulevard, Highland Park; Spring Street Parklets, Downtown Los Angeles; 

Huntington Drive Parklet, El Sereno)

• Spring Street Parklets

» People feel that Spring Street is cleaner, that their neighborhood is something special, and they’re more likely to start a conversation with someone they don’t know as a direct result 

of four parking spaces being turned over to the public as a recreational area

Status In Progress

Link http://peoplest.lacity.org/about/

Article on Spring St: http://la.streetsblog.org/2013/09/20/spring-street-a-parking-day-success-story/
PLAN PERFORMANCE I PUBLIC HEALTH 27

Transportation Safety

Agency Los Angeles County Metropolitan Transportation Authority

Title Metro Complete Streets Policy

Description The Complete Streets Policy outlines short and long term strategies for leveraging urban design, partnerships and project development to create environments that promote walking, 

bicycling, transit use, and public health. 

Goals

• Improve access to public transit by making it convenient, safe, and attractive for transit users

• Maximize multi-modal benefits and efficiencies

• Facilitate multi-jurisdictional coordination and leverage partnerships and incentive programs to achieve a “complete” and integrated transportation system that serves all users

• Establish active transportation improvements as integral elements of the countywide transportation system

• Foster healthy, equitable, and economically vibrant communities where all residents have greater mobility choices

Outcome The Complete Streets Policy builds upon projects and programs already underway at Metro to increase mobility options, improve air quality and health, and strengthen the economy in 

Los Angeles County jurisdictions. The policy will be applied to Metro’s future corridor planning and transportation funding activities to achieve the goals of the policy.

Status Active

Link http://www.metro.net/projects/countywide-planning/complete-streets/

Agency Orange County Transportation Authority

Title Pedestrian Action Plan

Description

OCTA hosted a Pedestrian Safety Workshop open to the general public, agency staff, pedestrian advocates, and law enforcement representatives in order to provide education and receive 

input regarding safety issues in the county. Based on these inputs, OCTA staff has identified recommendations for the Pedestrian Action Plan involving education, engineering, and 

enforcement as well as funding opportunities for pedestrian safety projects. 

Goals

• Coordinate with the general public, local agencies, law enforcement officials, and statewide contacts to improve pedestrian safety throughout Orange County

• Identify funding for regional items where OCTA is identified as the lead agency

• OCTA involvement with a teen defensive driver training program (Be Responsible and Keep Everyone Safe Program)

• OCTA is already involved in regular bicycle and pedestrian safety campaigns, hosting education webinars for community members and local agency staff, collaboration with the 

Southern California Association of Governments on a region-wide safety campaign, an inventory of sidewalks on major roadways, support to cities pursuing active transportation 

funding, and supporting legislation related to hit-and-run convictions

Outcome Based on inputs received, staff has developed recommended additional actions involving education, engineering, and enforcement as well as funding opportunities for pedestrian safety 

projects.

Status Drafted

Link http://www.octa.net/Share-the-Ride/Safety-Awareness/Events---Workshops/
 28 2016–2040 RTP/SCS I APPENDIX

Agency Orange County Council of Governments

Title Complete Streets Initiative

Description

The Orange County Council of Governments (OCCOG) is leading the development of an Orange County Complete Streets Initiative (OC CSI). The OC CSI is aimed at providing a phased 

enhancement of Orange County’s street system to accommodate growing multi-modal transportation needs as the county redevelops and invests in transit improvements, bikeway 

facilities, and mixed-use/transit oriented development.

Goals • The primary goal of the OC CSI is to develop and implement enhanced street design policies, guidelines, processes and standards for a range of multi-modal transportation needs 

(including pedestrians, bicycles, transit, and automobiles) in a way that eases congestion, reduces pollution, promotes increased mobility choice, and boosts user safety.

Outcome The CSI will provide a menu of policies that can be adopted by local jurisdictions into the Circulation Element of the General Plan to ensure compliance with California Assembly Bill 1358, 

also known as the California Complete Streets Act of 2008.

Status In Progress

Link http://www.occog.com/complete-streets/
 29

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ADOPTED I APRIL 2016

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APPENDIX

PLAN PERFORMANCE I PUBLIC HEALTH

REGIONAL OFFICES

Imperial County

1405 North Imperial Avenue, Suite 1 

El Centro, CA 92243 

Phone: (760) 353-7800 

Fax: (760) 353-1877

Orange County

OCTA Building 

600 South Main Street, Suite 1233

Orange, CA 92868 

Phone: (714) 542-3687 

Fax: (714) 560-5089 

Riverside County

3403 10th Street, Suite 805 

Riverside, CA 92501 

Phone: (951) 784-1513 

Fax: (951) 784-3925

San Bernardino County

Santa Fe Depot 

1170 West 3rd Street, Suite 140 

San Bernardino, CA 92410 

Phone: (909) 806-3556 

Fax: (909) 806-3572

Ventura County

950 County Square Drive, Suite 101 

Ventura, CA 93003 

Phone: (805) 642-2800 

Fax: (805) 642-2260 

MAIN OFFICE

818 West 7th Street, 12th Floor

Los Angeles, CA 90017

(213) 236-1800

www.scag.ca.gov