SYSTEM

TRANSPORTATION TRANSPORTATION 

SAFETY & SECURITY

ADOPTED I APRIL 2016

APPENDIX

SOUTHERN CALIFORNIA ASSOCIATION OF GOVERNMENTS
TRANSPORTATION SAFETY

INTRODUCTION 1

BACKGROUND CONDITIONS 2

CONSEQUENCES OF COLLISIONS

IN THE SCAG REGION 2

MEASURABLE OBJECTIVES 8

TRANSPORTATION SECURITY

INTRODUCTION 21

DISASTER IMPACTS ON INFRASTRUCTURE 21

BACKGROUND CONDITIONS 23

CRITICAL INFRASTRUCTURE 23

RAIL AND MASS TRANSIT SECURITY 26

THREATS AND HAZARDS 26

APPLICABILITY OF THREATS TO ASSETS 28

SECURITY AND EMERGENCY PREPAREDNESS 28

INTELLIGENT TRANSPORTATION SYSTEMS RELATED TO 

SECURITY 30

FEDERAL REQUIREMENTS 31

SCAG’S ROLE IN SECURITY 31

POLICIES AND RECOMMENDATIONS 33

NOTES 35

ADOPTED I APRIL 2016

APPENDIX

TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY
TRANSPORTATION SAFETY & SECURITY

TRANSPORTATION SAFETY

INTRODUCTION

The 2016 Regional Transportation Plan/Sustainable Communities Strategy (2016 RTP/

SCS) prioritizes ensuring the safety and mobility of the region’s residents, including drivers 

and passengers, transit riders, pedestrians, and bicyclists. In 2012, the most recent date 

for which complete data is available1 , about 1,300 people died and more than 6,000 were 

severely injured on roadways throughout the SCAG region. Put a different way, the SCAG 

region had a fatality rate of 0.83 per 100 million Vehicle Miles Traveled (VMT), which is 

slightly lower than the California fatality rate of 0.91 per 100 million VMT and significantly 

lower than the national rate of 1.09. Although both fatalities and injuries have declined over 

the last 10 years, the emotional and financial toll as a result are still far too high. Average 

costs for each traffic death, traffic injury or property damage were2

: 

z Death - $1,410,000

z Severe Injury - $78,900

z Property Damage - $8,900

Safety is defined as the protection of persons and property from unintentional damage or 

destruction caused by a collision or natural events. A crucial aspect of any transportation 

system is to ensure the safety of people and goods throughout the course of their travels. 

Transportation and law enforcement agencies at all levels understand the importance of 

providing a safe transportation system and have recognized ensuring safety as one of their 

chief responsibilities. 

In 2015, the California Department of Transportation released an update to the Strategic 

Highway Safety Plan (SHSP). The SHSP is a federal requirement under the Moving Ahead 

for Progress in the 21st Century Act (MAP-21) (P.L. 112-141; 2012) and serves as a component 

of the federal Highway Safety Improvement Program (HSIP). The SHSP is a comprehensive, 

data-driven effort that establishes targets and strategies for reducing serious injuries and 

fatalities on all public roads in California.

The development of SHSPs was initiated in 2005 following the enactment of the federal 

Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users 

(SAFETEA-LU). With the enactment of subsequent legislation, MAP-21, the HSIP continues 

to serve as a core federal-aid program and states are required to develop, implement, 

evaluate and regularly update an SHSP. Additional requirements were mandated under 

MAP-21 to strengthen the overall SHSP, which include: 

z Regular plan updates (at least every five years);

z Increased stakeholder involvement; 

z Consideration of other safety factors (i.e., locations with risk factors, high-collision 

locations, rural roads and road safety audit findings) when updating the SHSP; 

z Integration with other state and regional transportation plans;

z Focus on use of proven effective strategies and countermeasures; and 

z Identification of methods to evaluate the SHSP.

California is now working toward a long-term goal of Toward Zero Deaths. The state’s 

short-term goals are to reduce the number and rate of fatalities by three percent per year 

and to reduce the number and rate of severe injuries by 1.5 percent per year. The updated 

SHSP includes 15 challenge areas (e.g., impaired driving, bicycling and older drivers), which 

function as categories for improvement. The updated plan and accompanying action plan 

are intended to provide the state with a roadmap for effective implementation. 

At the local level, jurisdictions such as the City of Los Angeles are implementing Vision 

Zero initiatives. Essentially, Vision Zero is a road safety policy that promotes smart 

behaviors and roadway design that anticipates mistakes, so that collisions do not result in 

severe injury or death.

SCAG supports and embraces the efforts of the state and local jurisdictions to improve 

transportation safety. Ensuring the safety of people and goods as they traverse our 

transportation network remains an enduring priority for the state and our region. 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. SCAG’s adopted safety goal is to ensure 

transportation safety, security and reliability for all people and goods in the region.
 2 2016–2040 RTP/SCS I APPENDIX

The Statewide Integrated Traffic Reporting System (SWITRS) serves as the primary source 

for collecting collision data reflected within the California SHSP. Data collected for 2012 in 

the SCAG region is summarized in FIGURES 2-3 and TABLES 1-8.

CONSEQUENCES OF COLLISIONS

IN THE SCAG REGION 

Though fatalities and injuries in the SCAG region increased marginally between 2011 and 

2012, by about 8 percent and 2 percent, respectively, these rates are still significantly lower 

when compared to 2002 levels. 

The National Safety Council reports that the calculable costs of motor-vehicle crashes are 

wage and productivity losses, medical expenses, administrative expenses, motor vehicle 

damage, and employers’ uninsured costs. The average costs for each traffic death, traffic 

injury or property damage crash were (in 2012) 4: 

z Death – $1,410,000

z Nonfatal Disabling Injury – $78,900

z Property Damage, including non-disabling injuries – $8,900

While the California SHSP focuses on activities at the state level, local governments can 

supplement these activities to provide additional benefits. 

The state’s updated SHSP, includes new goals, actions and challenge areas to further 

reduce transportation-related severe injuries and fatalities in California. The following 

sections provide details on SCAG challenge areas that are consistent with those included in 

the SHSP and what steps should be taken to further reduce transportation-related injuries 

and fatalities in the SCAG region. 

BACKGROUND CONDITIONS 

The SCAG region has an extensive transportation system with more than 70,000 freeway 

and arterial lane-miles, as well as 3,900 miles of bikeways. The region had 14.9 million 

licensed drivers and 11.8 million registered vehicles as of 2014. In 2012, more than 1,300 

people died and nearly 7,000 were severely injured in traffic collisions in the SCAG region.3

The rate of fatal and injury collisions on California’s highways has declined dramatically 

since the California Highway Patrol (CHP) 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 our 

nation’s roadways become as safe as those in California. California’s 2012 Mileage Death 

Rate (MDR) – fatalities per 100 million vehicle miles traveled (100 million VMT)- is 0.91, 

much lower than the national MDR of 1.09. This marks the fifth time California has been 

below a rate of 1.0 as shown in FIGURE 1. The SCAG region has a fatality rate of 0.83 per 100 

million VMT, which is lower than both the national and California fatality rate.

County Driver

Killed

Passenger

Killed

Pedestrian

Killed

Cyclist

Killed

Motorcyclist

Killed

Total

Killed

Imperial 16 8 7 1 2 32 

Los Angeles 296 102 203 27 113 628 

Orange 73 20 47 13 23 153 

Riverside 121 37 47 10 23 215 

San Bernardino 128 58 51 7 28 244 

Ventura 29 7 8 4 12 49 

SCAG Region 663 232 363 62 201 1,321 

Statewide 

Totals 1,582 563 702 147 451 2,995 

Table 1 Traffic Fatalities in the SCAG Region (2012)

0

2

4

6

8

10

12

14

16

18

20

1933 1943 1953 1963 1973 1983 1993 2003

Figure 1 California Mileage Death Rate

Source: https://www.chp.ca.gov/InformationManagementDivisionSite/Documents/2012-sec1.pdf Source: The Statewide Integrated Traffic Records System (SWITRS)
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 3

Table 2 Traffic Injuries in the SCAG Region (2012)

County 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

Imperial 49 45 56 46 42 42 39 37 31 13 32 

Los Angeles 728 816 750 745 801 759 715 589 568 542 628 

Orange 193 215 215 205 210 193 162 154 106 140 153 

Riverside 312 303 321 333 349 318 253 219 203 203 215 

San 

Bernardino 334 357 409 425 397 354 290 236 221 240 244 

Ventura 66 79 70 71 82 74 74 62 43 74 49 

SCAG Region 1,682 1,815 1,821 1,825 1,881 1,740 1,533 1,297 1,172 1,212 1,321 

Statewide 

Totals 4,089 4,225 4,094 4,304 4,197 3,967 3,401 3,076 2,739 2,835 2,995 

Source: The Statewide Integrated Traffic Records System (SWITRS)

Table 3 Traffic Fatalities Summary (2002 - 2012)

County Driver

 Injured

Passenger

 Injured

Pedestrian

 Injured

Cyclist

 Injured

Motorcyclist

 Injured

Total

 Injured

Imperial 482 262 29 24 31 797 

Los Angeles 42,431 19,941 5,094 4,931 3,210 72,451 

Orange 12,657 5,093 864 1,448 954 20,072 

Riverside 6,867 3,311 404 354 682 10,945 

San Bernardino 7,061 3,934 448 395 494 11,844 

Ventura 3,332 1,338 248 276 217 5,195 

SCAG Region 72,830 33,879 7,087 7,428 5,588 121,304 

Statewide Totals 136,929 62,188 13,280 13,921 11,472 226,544 

Source: The Statewide Integrated Traffic Records System (SWITRS)
 4 2016–2040 RTP/SCS I APPENDIX

Table 5 Traffic Injury Summary 2002–2012

County 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

Imperial 1,219 1,231 1,159 1,040 1,133 963 775 680 752 763 797 

Los Angeles 92,742 92,557 90,042 86,582 83,941 82,480 74,893 73,107 71,866 72,056 72,451 

Orange 22,782 24,173 23,917 23,028 21,671 20,082 18,891 18,735 19,043 19,323 20,072 

Riverside 14,291 15,105 15,805 15,966 15,720 14,601 12,565 11,705 11,298 10,727 10,945 

San 

Bernardino 16,517 17,022 17,299 16,929 16,628 15,090 12,571 11,735 11,764 11,382 11,844 

Ventura 6,892 7,085 6,587 6,266 5,965 5,562 5,280 4,747 4,932 4,730 5,195 

SCAG Region 154,443 157,173 154,809 149,811 145,058 138,778 124,975 120,709 119,655 118,981 121,304 

Statewide 

Totals 310,687 307,165 302,357 292,798 277,573 266,687 241,871 232,777 229,354 225,602 226,544 

Table 4 Traffic Severe Injury Summary (2002 -2012)

County 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

Imperial 152 180 143 136 164 126 90 85 78 94 82 

Los Angeles 4,874 4,604 4,558 4,188 4,253 4,457 3,924 3,763 3,331 3,464 3,584 

Orange 1,130 1,098 1,110 1,121 999 1,010 1,001 883 889 921 990 

Riverside 1,202 1,089 1,221 1,165 1,249 1,119 973 899 910 903 900 

San 

Bernardino 1,227 1,432 1,317 1,279 1,371 1,176 1,008 886 893 849 874 

Ventura 461 376 412 400 435 360 336 299 353 298 380 

SCAG Region 9,046 8,779 8,761 8,289 8,471 8,248 7,332 6,815 6,454 6,529 6,810 

Statewide 

Totals 19,788 18,977 19,602 18,507 18,681 18,346 16,514 15,264 14,483 14,629 14,847 

FHWA uses the latest definition in MMUCC (Model Minimum Uniform Crash Criteria) guidelines: “serious injury” or “suspected serious injury” (A): any injury, other than fatal, which results in one or more of the following: Severe laceration resulting in exposure 

of underlying tissues, muscle, organs, or resulting in significant loss of blood; Broken or distorted extremity (arm or leg) Crush injuries; Suspected skull, chest, or abdominal injury other than bruises or minor lacerations; Significant burns (second and third degree 

burns over 10 percent or more of the body); Show citation box, Unconsciousness when taken from the crash scene; or Paralysis. Source: The Statewide Integrated Traffic Records System (SWITRS)
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 5

Table 6 Drivers in Fatal Collisions by type of Collision by Movement Preceding Collision (2002 -2012) 

MOVEMENT PRECEDING COLLISION Head-On Sideswipe Rear End Broadside Hit Object Overturned Auto/ 

Pedestrian Other TOTAL

Stopped 4 6 93 38 7 2 9 3 162

Proceeding straight 310 107 244 578 216 89 623 116 2,283

Ran off road 9 2 5 303 72 12 7 410

Making right turn 3 1 3 9 7 1 19 12 55

Making left turn 23 3 6 150 7 6 30 13 238

Making U turn 13 1 14

Backing 1 3 2 1 6 13

Slowing/stopping 8 3 29 4 1 5 3 1 54

Passing other vehicle 11 7 2 9 5 2 1 2 39

Changing lanes 2 30 10 3 6 2 5 2 60

Entering traffic 1 1 3 22 2 5 1 35

Other unsafe turning 17 5 8 10 125 31 15 7 218

Crossed into opposing lane 120 10 16 7 3 1 1 158

Parked* 1 1

Merging 1 1 1 3

Traveling wrong way 36 1 2 2 1 42

Other 4 7 19 9 120 45 9 2 215

Not stated 1 3 3 7

Total 548 184 423 873 806 262 743 168 4,007

*Anomalies are due to re-engineering of SWITRS beginning with 2002 data.

Source: The Statewide Integrated Traffic Records System (SWITRS)
 6 2016–2040 RTP/SCS I APPENDIX

Table 7 Drivers in Injury Collisions by type of Collision by Movement Preceding Collision (2002 -2012) 

Movement Preceding Collision Head-On Sideswipe Rear End Broadside Hit Object Overturned Auto/ 

Pedestrian Other Total

Stopped 849 1,502 40,734 3,040 191 90 288 538 47,232

Proceeding straight 8,728 14,291 54,319 47,653 7,395 2,914 5,322 3,554 144,176

Ran off road 178 122 123 121 5,017 1,620 50 101 7,332

Making right turn 437 1,232 1,003 3,291 549 165 1,778 996 9,451

Making left turn 4,489 1,686 808 16,885 726 276 2,335 1,083 28,288

Making U turn 115 213 119 1,455 57 36 26 64 2,085

Backing 34 83 352 304 62 14 450 234 1,533

Slowing/stopping 104 454 15,328 387 187 200 127 234 17,021

Passing other vehicle 60 576 134 262 88 81 32 50 1,283

Changing lanes 51 4,196 1,833 431 585 295 31 160 7,582

Parking maneuver 6 65 65 35 24 4 32 42 273

Entering traffic 158 524 188 2,846 54 54 207 274 4,305

Other unsafe turning 268 582 441 268 2,355 779 96 101 4,890

Crossed into opposing lane 769 454 45 186 117 53 10 25 1,659

Parked* 16 115 100 28 22 2 11 84 378

Merging 12 155 136 60 26 14 7 22 432

Traveling wrong way 263 78 7 76 41 3 11 10 489

Other 94 908 451 328 4,113 1,135 80 97 7,206

Not stated 112 192 634 329 103 22 179 318 1,889

Total 16,743 27,428 116,820 77,985 21,712 7,757 11,072 7,987 287,504

*Anomalies are due to re-engineering of SWITRS beginning with 2002 data..
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 7

Table 8 Persons Killed and Injured by Primary Collision Factor

*Anomalies are due to re-engineering of SWITRS beginning with 2002 data. 1/See Glossary for definition. 2/Fell Asleep is no longer a Primary Collision Factor since July 2003 Traffic Collision form revision.

PRIMARY COLLISION FACTOR1/

2008 2009 2010 2011 2012

Killed Injured Killed Injured Killed Injured Killed Injured Killed Injured

Driving Or Bicycling Under Influence Of Alcohol Or Drug 790 21,680 709 19,805 545 18,568 602 18,237 601 18,504

Pedestrian Or “Other” Under Influence Of Alcohol Or Drug 1 1 1

Impeding Traffic 137 6 105 2 107 3 141 1 116

Unsafe Speed 563 70,560 462 69,817 435 71,854 443 70,653 459 70,291

Following Too Closely 4 5,658 4 5,757 3 5,387 4 5,257 5 5,498

Wrong Side Of Road 233 7,683 179 7,323 192 7,145 146 7,036 190 7,358

Improper Passing 24 1,377 29 1,337 22 1,173 26 1,242 16 1,232

Unsafe Lane Change 73 9,451 92 8,870 49 8,751 46 8,444 48 8,682

Improper Turning 652 31,048 612 30,575 545 29,659 577 28,805 638 28,894

Automobile Right-Of-Way 211 41,782 181 40,073 171 38,633 180 37,926 174 37,295

Pedestrian Right-Of-Way 92 4,728 80 4,709 86 4,675 90 4,769 82 4,924

Pedestrian Violation 356 4,395 315 4,283 365 4,100 361 4,091 392 4,249

Traffic Signals And Signs 151 22,756 167 21,217 125 20,740 141 20,245 162 20,816

Unsafe Starting Or Backing 16 3,981 10 3,944 11 3,927 11 3,957 6 3,722

Hazardous Parking 4 120 2 116 3 118 5 110 1 107

Lights 1 55 2 52 49 3 58 1 64

Brakes 58 42 38 1 41 1 38

Other Equipment 5 141 3 123 1 108 3 109 2 122

Other Hazardous Violation 27 2,384 12 2,138 11 2,040 19 1,938 12 1,995

Other Improper Driving 7 1,258 9 1,113 8 1,011 7 938 8 920

Fell Asleep2/ 47 28 18 10 16

Other Than Driver 57 3,398 69 3,120 44 2,930 54 3,010 49 3,078

Unknown 63 4,352 83 4,026 62 4,234 58 4,136 83 4,276

Not Stated* 72 4,823 50 4,204 59 4,088 55 4,448 64 4,347

Total 3,401 241,873 3,076 232,777 2,739 229,354 2,835 225,602 2,995 226,544
 8 2016–2040 RTP/SCS I APPENDIX

This document provides a guidance on how jurisdictions can help in the implementation 

of each strategy laid out in the SHSP. Because SCAG is a planning agency and does not 

coordinate enforcement, education or emergency response this document will focus 

on engineering improvements. Where funding information is available for education, 

enforcement or emergency response, that information is provided.

MEASURABLE OBJECTIVES 

The overarching goal of the California SHSP is Toward Zero Deaths. Under MAP-21, states 

are mandated to develop performance measures on the number of and rate of fatalities 

and severe injuries. However, as part of the proposed National Proposed Rulemakings 

(NPRMs) for Safety Performance Measures, State Departments of Transportation (DOTs) 

and Metropolitan Planning Organizations (MPOs) have yet to establish exact targets for the 

reduction of the numbers of traffic fatalities and severe injuries on all public roads. However, 

the SHSP includes the following goals:

z A three percent per year reduction for the number and rate of fatalities; and 

z A 1.5 percent per year reduction for the number and rate of severe injuries.

To improve safety and security on the transportation network, SCAG recommends the region 

implement the strategies discussed below. These strategies are largely based upon the 

updated SHSP and are in line with the 15 challenge areas discussed within the SHSP. 

CHALLENGE AREAS & SAFETY STRATEGIES CHALLENGE 

AREA 1: ROADWAY DEPARTURE & HEAD-ON COLLISIONS 

Roadway departure and head-on collisions occur when the collision is head-on or the 

movement preceding is a roadway departure (i.e., leaving the road or crossing into the 

opposing lane). According to the SHSP, roadway departures and head-on collisions 

account for almost a quarter (23.3 percent) of the total traffic fatalities and severe injuries in 

California. In addition, trends from 2010 and 2012, show that a majority of the crashes occur 

on local roads and in rural areas with the largest numbers involving males age 15 to 24. They 

also tend to occur at night and on weekends. 

California intends to employ the following strategies to reduce the occurrence of roadway 

departure and head-on collisions: 

z Address systemic risks on non-state roads with low cost safety countermeasures.

z Ensure funding strategies reflect unique local needs. 

Figure 2 Drivers in Fatal Collisions by Type of Collision by Movement Preceding Collision

14%

5%

11%

20% 22%

7%

19%

4% Head-On

Sideswipe

Rear End

Broadside

Hit Object

Overturned

Auto/Pedestrian

Other

Figure 3 Drivers in Injury Collisions by Type of Collision by Movement Preceding Collision

6%

10%

41%

27%

8%

3%4%3% Head-On

Sideswipe

Rear End

Broadside

Hit Object

Overturned

Auto/Pedestrian

Other
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 9

z Minimize or avoid safety performance degradation resulting from land use and 

highway infrastructure investment proposals.

z Increase understanding and collaboration among transportation system owners, 

operators, investors and regional agencies regarding the effect of access-related 

decisions on safety and overall system performance.

SCAG STRATEGIES

SCAG encourages and supports the strategies California intends to employ toward reducing 

fatalities and severe injuries within intersections, interchanges and other roadway access 

points. For its part, SCAG will continue working with communities to develop transit oriented 

development and active transportation plans as part of its Sustainability Planning Grant 

program. SCAG would encourage that these plans:

z Incorporate intersection safety into the planning grant strategy.

z Incorporate Intelligent Transportation Systems (ITS) at high incident intersections 

to reduce red-light violations causing collisions. 

z Encourage clearly marked, visible crosswalks .

z Encourage the installation of improved visibility traffic signals as part of the normal 

traffic signal replacement cycle.

z Encourage the development of median sanctuaries for pedestrians. 

z Support signalization at problem non-signalized intersections.

z Encourage changing intersection geometries to improve safety, where applicable 

(offset intersection to aligned intersection, intersection to interchange and 

intersection to roundabout).

CHALLENGE AREA 3: WORK ZONES

Construction work zones are areas of the road where maintenance or construction occurs 

and may involve lane closures, detours, shoulder work and moving equipment. In the SCAG 

region, work zones can be any time of year. On many of SCAG roadways, the work often 

occurs at night. Many fatalities occur because of excessive speed, impaired and distracted 

driving. As of 2012, work zones accounted for 1.7 percent of all traffic fatalities and severe 

injuries in the state, according to the SHSP. Between 2003 and 2012, 658 people died as a 

result of work zone crashes and 1,760 were severely injured.

California intends to implement the following strategies to reduce fatalities and severe 

injuries within work zones: 

z Improve the dissemination of crash data at the jurisdiction level. 

z Target highest risk jurisdictions for funding and technical assistance.

z Implement an effective, consistent, and coordinated traffic incident management 

(TIM) program at the state and local level to reduce the duration and impacts 

of traffic incidents and improve the safety for motorists, crash victims and 

emergency responders. 

SCAG STRATEGIES 

SCAG supports and encourages the strategies California intends to employ toward reducing 

the occurrence of roadway departure and head-on collisions. SCAG will continue to 

work with County Transportation Commissions (CTCs), Caltrans and sub-regions toward 

incorporating highway construction/reconstruction methods to warn drivers they are 

leaving the highway or crossing into the opposing lane. SCAG will also continue its ongoing 

support for the implementation of high visibility signage and road striping that enhance driver 

awareness and ability to detect, recognize and react to warning signs during the night-time 

and periods of inclement weather.

CHALLENGE AREA 2: INTERSECTIONS, INTERCHANGES

AND OTHER ROADWAY ACCESS

Intersections are the most prominent areas for potential collisions since various modes 

(i.e., bicyclists, motorists and pedestrians) tend to intersect at such locations. According to 

the SHSP, as of 2012 more than 45 percent of all fatalities and severe injuries were related 

to crossing and left-turn movements at intersections and the merging, weaving and lane 

changing movements generated by freeway, expressway and carpool lane entrances and 

exits. Over the decade of 2003 to 2012, 15,917 people died and 56,143 were severely injured 

at intersections and between closely-spaced freeway interchanges and other access points. 

California intends to implement the following strategies to help reduce fatalities and severe 

injuries within intersections, interchanges and other roadway access points: 

z Mainstream and accelerate the deployment of innovative solutions that have been 

proven to be highly effective and cost-effective.

z Pursue programmatic application of low-cost and high-impact strategies, 

countermeasures and activities.

z Focus on continuous improvement and collaboration by building on the 

foundational work products and findings generated by previous strategic safety 

and other statewide initiatives.

z Emphasize the role and importance of visibility among road users and workers 

(especially during hours of darkness).
 10 2016–2040 RTP/SCS I APPENDIX

z Evaluate and promote strategies for best work zone practices.

z Improve safe driving through work zones with education and enforcement.

z Apply advanced technology to improve work zone safety.

z Improve work zone data collection and analysis.

SCAG STRATEGIES

SCAG encourages and supports the above strategies that California intends to employ 

toward reducing fatalities and severe injuries in work zones. 

SCAG will continue to encourage work zone safety training and proficiency for all 

transportation modes at city and county governments. In addition, SCAG will encourage 

local agencies to provide safe alternate routes or appropriate countermeasures to ensure 

that bicyclists and pedestrians can safely access their destinations when their routes are 

affected by work zones

CHALLENGE AREA 4: ALCOHOL AND DRUG IMPAIRMENT 

Alcohol and drug-related collisions include all instances where a driver, pedestrian, bicyclist 

or motorcyclist is under the influence of alcohol or drugs, whether prescribed or over the 

counter medication. According to the SHSP, as of 2012, more than one-third or 34.2 percent 

of all fatalities and severe injuries in California involved an impaired person. Between 2003 

and 2012, 17,624 fatalities and 34,666 severe injuries were a result of impaired individuals. 

As shown in TABLE 9, within the SCAG region there was a total of 633 traffic deaths as 

related to alcohol or drugs as of 2012. FIGURE 4 shows the distribution in ages of victims of 

alcohol involved collisions. 

County 2004 2005 2006 2007 2008 2009 2010 2011 2012

Imperial 20 11 4 13 6 7 6 6 15

Los Angeles 259 240 276 268 258 204 259 238 274

Orange 67 78 80 75 62 62 62 63 74

Riverside 116 112 136 129 101 87 87 95 119

San Bernardino 138 120 133 105 94 98 106 115 127

Ventura 19 16 31 28 27 23 28 42 24

SCAG Region 619 577 660 618 548 481 548 559 633

Table 9 Traffic Deaths Related to Alcohol or Drugs

Figure 4 Persons Killed and Injured in Alcohol Involved Collisions by Age of Victim - 2012

0

100

200

300

400

500

600

700

800

900

0-4 12 20 28 36 44 52

Driver Killed Driver Injured Passenger Killed
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 11

z Develop uniform and consistent system for hospital staff to notify law enforcement 

upon the arrival of a person who has been involved in a traffic collision in which 

alcohol may have been involved.

z Design and develop a study to identify discrepancies in county DUI rates and 

develop recommendations for system improvements.

z Increase by 15 percent the number of law enforcement officers who are trained and 

certified as Drug Recognition Evaluator officers.

z Develop protocol and staffing to expand use of Screening and Brief Intervention 

Programs in hospitals and trauma centers, and encourage courts to obtain 

presentence alcohol and drug screening investigations as authorized in Vehicle 

Code Section 23249.50 and include resulting recommended treatments in 

sentencing of convicted DUI offenders.

z Track and report in the Department of Motor Vehicles (DMV) DUI Management 

Information System annual report the enrollment and completion rates of DUI 

offenders into alcohol programs.

z Increase the use of Minor Decoy and Decoy Shoulder Tap Programs to detect and 

deter the furnishing of alcohol to minors.

z DUI countermeasure evaluations including an increase in the use of home arrest 

(electronic confinement) for nonviolent DUI offenders.

z Develop and distribute a “tool kit” identifying programs, providers, and resources 

that will assist communities in implementing effective community based, 

comprehensive, multijurisdictional DUI task forces.

z Encourage Licensee Education on Alcohol and Drugs training to retail licensees 

and their employees.

z Encourage full law enforcement, forensic laboratory and DMV compliance 

and application of the administrative license suspension law provisions, 

through ongoing administrative training and outreach to law enforcement 

agencies, and by continuously tracking and reporting statewide and regional 

administrative operation trends.

z Facilitate the development and distribution of reference materials for use by 

judicial officers in court at entry of plea and sentencing proceedings to include 

mandatory sentencing requirements for license suspension, treatment programs, 

ignition interlock requirements, enhancements for elevated BAC levels and 

open container laws.

z Increase publicity of the DUI Management Information System annual report to 

law enforcement, alcohol program providers and the courts.

California intends to implement the following strategies to help reduce fatalities and severe 

injuries resulting from alcohol and drug impairment:

z Enhance state laws, local ordinances and programs intended to reduce alcohol 

and/or drug impaired driving.

z Enhance the utilization of Driving Under the Influence (DUI) treatment programs, 

emerging innovations, and system monitoring to reduce DUI offenses among 

highest risk offenders, including repeat or high-BAC (Blood Alcohol Content) 

offenders, and in areas where the risk of DUI is highest.

z Improve consistent, timely DUI adjudication and broaden and/or improve 

application of administrative sanctions of impaired drivers.

z Conduct education/social norming and other programs to change behaviors 

related to impaired driving.

z Enhance knowledge of the impacts of legal and illegal drug use on safe driving 

using empirical evidence and implement effective, data-driven methods to identify 

and reduce drug-impaired driving or roadway use.

z Enhance DUI enforcement, training and tools for improved detection and 

enforcement of impaired roadway users.

z Enhance the collection, management and accessibility of data related to 

the consequences of impaired driving and the effectiveness of the DUI 

countermeasure system.

SCAG STRATEGIES 

Though SCAG has no implementation authority and can do little to enforce traffic laws, 

educate travelers or provide Emergency Medical Services (EMS), SCAG will continue to work 

with the state, CTCs and its local jurisdictions to develop projects that promote the goals of 

the SHSP, specifically as they relate to alcohol and drug impaired driving. SCAG urges local 

governments to consider the following strategies from the SHSP Implementation Plan:

z Consider increasing frequency, consistency and publicity of sobriety checkpoint 

operations by law enforcement agencies in areas with the highest fatality rates.

z Encourage and increase statewide crime laboratory support and distribution 

of portable evidential breath testing devices to allow for increased use by law 

enforcement personnel.

z Implement and maintain the Traffic Safety Resource Prosecutor program including 

specialized DUI prosecution training statewide and DUI prosecutor mentoring.

z Promote implementation of vertical prosecution of DUI offenders.

z Institute programs that provide intense monitoring of “worst of the worst” 

repeat DUI offenders.
 12 2016–2040 RTP/SCS I APPENDIX

CHALLENGE AREA 5: OCCUPANT PROTECTION 

The combination of air bags and lap and shoulder safety belts offers the most effective safety 

protection available for passenger vehicle occupants. According to the SHSP, between 2003 

and 2012, 8,263 individuals died in unrestrained crashes and 16,623 were severely injured. 

Unrestrained crashes include all collisions in which victims did not use or improperly used 

a safety belt or child restraint. In 2012, unrestrained crashes accounted for 12 percent of the 

total traffic fatalities and severe injuries in California. Research and statistics have shown 

that the best defense in a collision is a seat belt or properly installed child restraint. FIGURE 5

shows the distribution in ages of persons killed in collisions where safety equipment was not 

used. TABLE 10 provides a breakdown of passenger victims five and under across the region.

California intends to implement the following strategies towards reducing fatalities and 

severe injuries resulting from the lack of or improper use of a safety belt or child restraint:

z Target high risk populations with education and enforcement to increase 

occupant protection use.

z Improve occupant protection educational outreach.

z Increase occupant protection enforcement and improve adjudication of violations.

z Improve occupant protection data collection processes.

Year 2004 2005 2006 2007 2008 2009 2010 2011 2012

Imperial 2 2 0 1 0 1 0 0 0

Los Angeles 7 8 5 5 5 7 2 1 6

Orange 3 1 0 3 3 1 1 1 0

Riverside 9 6 3 7 6 5 2 3 3

San Bernardino 8 7 10 11 6 5 2 0 6

Ventura 0 3 1 1 2 1 0 0 0

Total 29 27 19 28 22 20 7 5 15

Table 10 Passenger Victims Aged 5 and Under Killed in Collisions by County

Figure 5 Persons Killed Safety Equipment Not Used by Age (2012)

0

5

10

15

20

25

30

0-3 11 19 27 35 43 51 59
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 13

SCAG STRATEGIES 

SCAG encourages and supports the above strategies and is interested in ensuring vehicle 

safety equipment is used. SCAG urges local governments to consider the following 

strategies from the SHSP Implementation Plan:

z Implement occupant protection programs targeted at ages 15–24 years.

z Encourage increased enforcement and education campaigns for occupant 

protection programs.

z Implement education campaigns for child passenger safety usage.

z Develop and implement a social norms (media) campaign targeted to ages 15–24 

years to influence or promote seat belt usage.

z Initiate a project to develop a system that links the California Emergency Medical 

Services Information System (CEMSIS), SWITRS and medical data (for example, 

data on injuries treated in hospitals and emergency departments).

z Encourage prioritization of child passenger safety enforcement statewide.

z Enhance occupant protection curriculum and oversight in all traffic 

related education programs.

z Incorporate child passenger safety training (from certified child passenger 

safety trainers) into firefighter, health care, law enforcement, communitybased organizations, and child care curricula/training for both initial and 

continuing education.

z Promote the establishment of permanent child passenger safety fitting stations 

with paid staff, targeting counties based on need.

z Develop a program that increases the accuracy of California child safety occupant 

protection misuse data.

z Improve the child passenger safety violator process.

z Implement substantially more child passenger violator 

educational programs statewide.

CHALLENGE AREA 6: SPEEDING AND AGGRESSIVE DRIVING 

According to the SHSP, speeding and aggressive driving accounted for nearly 20 percent of 

all traffic-related fatalities and severe injuries in California. Also, between 2003 and 2012, 

5,675 people died while 21,330 were severely injured as a result of speeding and aggressive 

driving. The age group with the highest representation in speed-related collisions is age 15 to 

24 with the majority being male. 

California intends to employ the following strategies to help reduce fatalities and severe 

injuries as a result of speeding and aggressive driving: 

z Increase targeted enforcement at locations prone to speeding and other forms 

of aggressive driving.

z Improve the consistency of adjudication of drivers cited for speeding and other 

forms of aggressive driving.

z Increase use of technology and engineering methods to reduce speeding and other 

forms of aggressive driving.

z Conduct outreach and education about the safety risks of speeding.

SCAG STRATEGIES 

SCAG encourages and supports the strategies that California intends to employ toward 

reducing fatalities and severe injuries resulting from speeding and aggressive driving. 

In addition, SCAG will continue to work with the state, CTCs and its local jurisdictions to 

determine whether proposed projects have potential benefits to safety in this particular 

challenge area. SCAG urges local governments to consider the following strategies from the 

SHSP Implementation Plan:

z Develop a statewide definition for aggressive driving.

z Conduct public information and education media outreach campaigns.

z Develop and encourage implementation of a systematic approach to identify 

and improve safety in high-collision concentration locations involving speeding 

and aggressive driving.

z Form multijurisdictional traffic enforcement teams to address speeding 

and aggressive driving.

z Employ vehicle impounding as a potential deterrent to speeding 

and aggressive driving.

z Educate traffic commissioners and judges with consistent training programs on 

speeding and aggressive driving.

z Develop a pilot re-education program to assess the effectiveness of behavior 

modification training on recidivism rates of repeat aggressive driving offenders

CHALLENGE AREA 7: DISTRACTED DRIVING

Distracted driving includes an activity that detracts or diverts a driver’s attention away from 

the task of driving and includes hands off the wheel, eyes off the road, and mental detraction 

from the task of driving. Given today’s modern times, cellphones, tablets and navigation 

devices have contributed to distracted driving. According to the SHSP, from 2008 through 
 14 2016–2040 RTP/SCS I APPENDIX

CHALLENGE AREA 8: DRIVER LICENSING AND COMPETENCY

According to the SHSP, improper licensing continues to be a critical issue within the state of 

California. Fortunately, it may be proven to be less of an issue because in 2015, California 

enacted Assembly Bill 60, which grants all undocumented immigrants access to a driver’s 

license. According to the SHSP, drivers with suspended or revoked driver’s licenses are three 

times more likely to be involved in or cause a fatal crash. 

California intends to employ the following strategies to help reduce collisions as a result of 

driver licensing issues: 

z Improve the initial driver licensing process.

z Improve the competency of licensed drivers.

z Assess and improve policies for managing unlicensed drivers, negligent operators 

and suspended/revoked drivers.

z Improve data systems, including quality control measures, for driver and vehicle 

records, citations issued, court adjudication reporting and DMV license actions.

z Improve training of law enforcement and related local agencies regarding 

licensing, DMV license actions and DMV data systems.

2012, approximately 100 people died and 11,000 were injured on an annual basis due to 

distracted driving as shown in TABLE 11.

California intends to employ the following strategies toward reducing collisions as a result of 

distracted driving: 

z Improve data quality on distracted driving.

z Increase enforcement and improve adjudication of current distracted driving laws.

z Conduct education on the risks of distracted driving using evidence-based 

strategies to create a culture of traffic safety.

z Strengthen laws on distracted driving.

SCAG STRATEGIES 

The focus of this challenge area is primarily enforcement and education. SCAG encourages 

local jurisdictions to continue to develop enforcement and education programs designed to 

discourage distracted driving.

INATTENTION

2008 2009 2010 2011 2012

Fatal Injury Fatal Injury Fatal Injury Fatal Injury Fatal Injury

Cell Phone Handheld (7/03) 9 363 7 262 3 278 3 294 12 306

Cell Phone Hands Free (7/03) 1 35 54 53 1 67 3 65

Electronic Equipment 2 105 1 182 1 177 199 3 204

Radio/CD 7 288 2 341 1 360 7 350 7 364

Smoking 1 40 1 36 1 42 2 56 2 38

Eating 3 158 3 151 1 153 3 160 1 171

Children 2 171 3 193 1 165 179 3 207

Animal 1 58 59 58 73 1 69

Hygiene 24 22 13 23 30

Reading 1 70 1 57 65 54 37

Other 29 2,214 30 2,183 19 2,256 13 2,286 40 2,007

Cell Phone (prior to 7/03 form rev.) 8 4 3 2 2

Inattention not stated 63 8,588 44 8,058 55 7,400 65 6,824 41 6,655

Total 119 12,122 92 11,602 82 11,023 94 10,567 113 10,155

Table 11 Distracted Drivers in Fatal and Injury Collisions 2008-2012
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 15

SCAG STRATEGIES 

While SCAG is interested in ensuring that drivers are properly licensed, SCAG has no 

authority over implementation. For reference, the implementation strategies from the 

SHSP are listed below.

z Improve driver competency assessment tools to improve the renewal 

driver licensing process.

z Improve educational components to inform the public about the new laws as new 

initial licensing and renewal licensing laws are implemented and established.

z Encourage and increase vehicle impoundment for drivers whose licenses are 

suspended or revoked, or who are unlicensed.

z Create a public awareness campaign addressing the consequences of driving 

without a valid license.

z Improve driver competency assessment tools to improve the initial 

driver licensing process.

z Examine the reasons why some individuals choose to drive without a proper 

license rather than reinstate licensing privileges when eligible and based on this 

information propose ways to increase the reinstatement rate.

z Increase the integrity of the written testing process for driver license.

Figure 6 Pedestrians Killed in Traffic Collisions by Age (2012)

0

100

200

300

400

500

600

700

800

900

0-4 15-24 35-44 55-64 75-84

PEDESTRIAN AGE 0-4 5-14 15-24 25-34 35-44 45-54 55-64 65 and over Not Stated Total

Crossing in crosswalk - at intersection 135 715 1,536 889 700 820 847 854 24 6,520

Crossing in crosswalk - not at intersection 3 48 73 49 28 33 30 36 1 301

Crossing - not in crosswalk 144 665 700 386 343 493 373 366 30 3,500

In roadway - includes shoulder 55 170 537 424 340 361 230 163 14 2,294

Not in roadway 40 107 207 163 138 184 143 163 5 1,150

Approaching/leaving school bus 2 1 1 1 1 6

Not Stated 6 17 53 35 29 34 18 19 211

Total 383 1,724 3,107 1,946 1,578 1,926 1,642 1,602 74 13,982

Table 12 Pedestrians Killed and Injured by Age – 2012 PEDESTRIAN ACTION
 16 2016–2040 RTP/SCS I APPENDIX

z Encourage the use of advanced signalization at intersections.

z Encourage pedestrian and bicycle safety in all maintenance projects where new 

striping will be required or existing striping is to be replaced.

SCAG STRATEGIES 

SCAG encourages and supports the above strategies toward improving the overall safety of 

pedestrians. In addition, SCAG urges local governments to consider the following strategies:

z Continue to work with local jurisdictions to provide comprehensive 

education for all road users.

z Continue to work with local jurisdictions to help direct enforcement agencies to 

focus on bicycling and walking safety to reduce multi-modal conflicts.

z Support improvements to roadway design standards and Intelligent Transportation 

Systems (ITS) that increase bicyclists and pedestrians safety.

z Facilitate the planning, development and implementation of projects and activities 

that will improve safety and reduce traffic, fuel consumption and air pollution in the 

vicinity (approximately 2 miles) of primary and middle schools (Grade K-8).

Fortunately, work is already underway in the region to improve the safety of pedestrians. In 

2014, SCAG received a $2.3 million grant from California’s Active Transportation Program 

to implement a Safety and Encouragement Campaign targeted at all road users, including 

bicyclists, pedestrians and drivers, and focused on improving intersections. In 2015, in 

coordination with the CTCs, county departments of public health and stakeholders, SCAG 

kicked off the campaign. It will focus on the following initiatives to improve safety for 

bicyclists and pedestrians throughout the region:

z Advertising Campaign targeting more than 100 million impressions or ad views 

regionally with memorable encouragement and safety messages.

z Community Outreach/Tactical Urbanism Campaign attracting between 100,000 

- 500,000 people, and millions more media impressions, to open street events 

and other temporary bicycle-related improvements or “pop-ups” that bring greater 

opportunity and awareness of the use of streets for people, not just cars.

z Active Transportation Training and Training Toolkits for four target audiences— 

Employers, Elected Officials, Transportation/Public Health Professionals and 

Community Members—to create and empower at least 1,000 local champions in 

key sectors to lead education and encouragement programs in their communities.

The focus of the campaign will be on disadvantaged communities, high-risk populations, 

and key opportunity areas (locations where trip lengths, urban form, and demographics are 

aligned to facilitate a significant shift in mode-share toward active transportation).

CHALLENGE AREA 9: PEDESTRIANS 

As of 2012, pedestrian fatalities and severe injuries accounted for 17 percent of the total 

number of traffic fatalities and severe injuries in California, according to the SHSP. Between 

2003 and 2012, 6,775 pedestrians were killed and 17,504 were severely injured. It should 

also be noted that between 2010 and 2012, the number of pedestrian fatalities and severe 

injuries slightly increased. FIGURE 6 shows pedestrians killed in traffic collisions distributed 

by age for one year, 2012, and TABLE 12 provides more details on collision types.

California intends to employ the following strategies toward reducing the number of 

pedestrian fatalities and severe injuries: 

z Improve the safety of pedestrian crossings by using proven 

effective countermeasures.

z Expand effective enforcement and education of all roadway users to improve 

pedestrian safety based on known risk factors and data trends.

z Increase funding for pedestrian safety infrastructure and noninfrastructure projects.

z Improve collection, use and analysis of data needed for pedestrian safety 

planning and programming.

z Increase pedestrian safety-focused coordination among State, regional and local 

agencies including on transportation planning and land use efforts.

z Encourage cities and counties to develop funding mechanisms to maintain and 

improve sidewalks and intersections to make them ADA compliant.

z Encourage every city to develop Safe Routes to School policies and plans.

z Encourage cities and counties to consider the needs of elderly and 

persons with disabilities crossing streets and develop appropriate 

countermeasures for their safety.

z Encourage cities and counties to integrate pedestrian safety into general & specific 

plans, non-motorized transportation plans and other land use policy documents.

z Encourage the development of Pedestrian Safety Action Plans in all urban 

and rural communities.

z Incorporate applicable Complete Streets policies—providing safe access for all 

modes—as fundamental principles of transportation plans.

z Encourage safe, convenient, high visibility pedestrian crossings at mid-block and 

intersection locations on urban thoroughfares and rural highways.

z Encourage clearly marked, visible crosswalks at intersections and 

mid-block locations.

PEDESTRIAN ACTION
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 17

z Support improvements to roadway design standards and Intelligent Transportation 

Systems (ITS) that increase bicyclists and pedestrians safety.

z Facilitate the planning, development and implementation of projects and activities 

that will improve safety and reduce traffic, fuel consumption and air pollution in the 

vicinity (approximately 2 miles) of primary and middle schools (Grade K-8).

California intends to employ the following strategies to help reduce the number of bicyclist 

fatalities and severe injuries: 

z Improve roadway and bikeway planning, design, operations and connectivity to 

enhance bicycling safety and mobility to all destinations.

z Improve data collection regarding bicyclist trips, injuries and fatalities on California 

roadways and bicycle paths.

z Improve education and enforcement to promote safe multi-modal travel.

z Encourage more bicycle travel by improving public attitudes about bicycling as a 

safe mode of transportation.

z Develop safe, direct and connected routes for bicycling. 

SCAG STRATEGIES 

SCAG understands the importance of improving safety for bicyclists and ultimately all users 

of the transportation network, and therefore supports and encourages the implementation of 

the previously referenced strategies. In addition, SCAG recommends the following strategies: 

In addition to its work on this campaign, SCAG is also responsible for administering its 

own Sustainability Grant Program which has been used to provide funding for active 

transportation planning. Through these programs, SCAG supports local jurisdictions in 

planning for and building infrastructure that makes walking safer.

CHALLENGE AREA 10: BICYCLING 

Within the SCAG region, active transportation- specifically bicycling- has grown in 

popularity. Between 2008 and 2012, the number of bicycle trips within the SCAG region 

grew by about 12.5 percent. Given the growing number of bicyclists within the region, 

improving safety for all users is a large concern. Between 2003 and 2012, 1,294 bicyclists 

were killed and 8,421 were severely injured in California, according to the SHSP. Fatalities 

and severe injuries involving bicyclists have increased since 2006. It is important to 

recognize that there is a positive correlation between increases in bicycling trips and severe 

injuries and fatalities. That is, as one increases, often so does the other. Collisions involving 

bicyclists tend to peak in late summer and fall, decline after October and rise again in 

March. FIGURES 7 AND 8 provide additional detail on bicycle collisions. In addition, SCAG 

recommends the following strategies: 

z Continue to work with local jurisdictions to provide comprehensive 

education for all road users.

z Continue to work with local jurisdictions to help direct enforcement agencies to 

focus on bicycling and walking safety to reduce multi-modal conflicts.

Figure 7 Bicyclist Killed Collisions and Injured (2008-2012) Figure 8 Percetage of Bicyclist Collisions by Month

0%

2%

4%

6%

8%

10%

12%

14%

16%

January March May July September November

Fatal Injury

0%

5%

10%

15%

20%

25%

2008 2009 2010 2011 2012

Killed Injured
 18 2016–2040 RTP/SCS I APPENDIX

California intends to employ the following strategies toward reducing the number of fatalities 

and severe injuries involving young drivers: 

z Increase awareness of and compliance with graduated driver licensing laws.

z Promote social norming and behavior change on youth-related 

traffic safety issues.

z Promote the use of evidenced-based programs and outreach methods.

z Improve school policies and procedures relating to young driver safety.

z Improve enforcement and adjudication of young offenders.

SCAG STRATEGIES

SCAG supports and encourages the above strategies to help reduce fatalities and severe 

injuries involving young drivers. In addition, SCAG supports for the following SHSP 

implementation strategies:

z Implement the Driver Performance Evaluation drive test, as originally developed, 

to include freeway driving.

z Establish a task force to resolve issues and make recommendations related to 

improving driver education and training.

z Increase the use of law enforcement for graduated driver licensing outreach 

programs and proactive enforcement.

z Encourage every city in the SCAG region to be connected via bicycle facilities, 

including wayfinding signage.

z Develop regionally significant bicycle corridors for bicycle travel 

throughout the region.

z Encourage all local jurisdictions to fully implement their bicycle master plans.

z Encourage all local jurisdictions to develop active transportation master plans.

z Incorporate applicable Complete Streets policies—providing safe access for all 

modes—as fundamental principles of transportation plans.

z Encourage the consideration of bicycle and pedestrian safety as part of SCAG’s 

Sustainability Planning Grant Program.

z Encourage pedestrian and bicycle safety in all maintenance projects where new 

striping will be required or existing striping is to be replaced.

z Encourage the use of intersection control devices that detect bicyclists, 

particularly left turn signals.

z Encourage bicycle education in lieu of fines for bicyclists and motorists who 

commit bicycle related traffic violations.

z Support expanding Safe Routes to School programs for non-infrastructure 

projects focusing on education, bicyclist visibility, motorist awareness and 

accommodation of bicyclists.

z Develop a standardized database of bicycle data, including safety, counts, 

surveys, etc. for use throughout the SCAG region.

As mentioned in the previous section on pedestrians, SCAG is currently implementing a 

Safety and Encouragement Campaign targeted at all road users, including bicyclists, and 

SCAG also administers its own Sustainability Grant Program which can be used for active 

transportation planning. Through these programs, SCAG supports local jurisdictions in 

planning for and building infrastructure that make bicycling safer.

CHALLENGE AREA 11: YOUNG DRIVERS

According to the SHSP, young drivers tend to have less driving experience and as a result 

are less likely to identify hazardous conditions and react to them. In addition, young drivers 

are more prone to be involved in risky driving behaviors resulting in more collisions. Young 

drivers are classified as individuals who are between the ages of 15 and 20. As of 2012, 

fatalities and severe injuries involving young drivers accounted for 15 percent of all fatalities 

and severe injuries. Between, 2003 and 2012, 6,000 young drivers died and 22,726 were 

severely injured in California. FIGURE 9 shows the age distribution of collision victims. 0

100

200

300

400

500

600

700

0-4 15-24 35-44 55-64 75-84

Figure 9 Persons Killed in Traffic Collisions by Age (2012)
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 19

these locations. Research shows that 37 percent of traffic-related fatalities involving drivers 

aged 65 and older occur at intersections compared with 18 percent for drivers aged 26 to 64.

California intends to employ the following strategies to help reduce the number of fatalities 

and severe injuries involving aging road users:

z Develop and disseminate education materials, programs and tools that explain 

how the aging process may affect safe driving.

z Promote awareness of the impact of prescription and non-prescription medications 

and supplements on the safety of aging road users.

z Promote implementation of multi-modal guidance for aging road users, which is 

included in the California Manual on Uniform Traffic Control Devices.

z Promote knowledge and increased application by transportation professionals of 

preferred roadway design elements friendly to aging road users.

SCAG STRATEGIES 

SCAG supports and encourages the above strategies towards reducing fatalities and severe 

injuries involving aging road users. This matter is especially important since by 2040, the 

number of seniors will increase to 18 percent - nearly one in five people in the region. SCAG 

also urges local jurisdictions to consider implementing the following strategies:

z Support roadway, intersection and interchange improvements that support 

improving rights of way decision by older drivers.

z Encourage formation and expanded use of Supplemental Transportation 

Systems (STPs), particularly in locations where standard public transit is 

sparse or unavailable.

z Support signage and striping that enhance a driver’s ability to notice, 

recognize and respond to warning signs during nighttime and/or 

inclement weather conditions

CHALLENGE AREA 13: MOTORCYCLISTS 

The greatest primary collision factor with motorcycle collisions is unsafe speed. According 

to the SHSP, motorcycle riding has increased over recent years which has led to increases in 

fatalities and severe injuries. As of 2012, motorcyclist fatalities and severe injuries accounted 

for 18.3 percent of the total traffic fatalities and severe injuries in California. Between 2003 

and 2012, 4,148 motorcyclists were killed and 19,046 were severely injured. FIGURE 10 

shows the number of fatal motorcyclist collisions over a four-year period.

z Initiate a program that promotes usage of parent-teen contracts related 

to driving privileges.

z Expand the implementation of young driver programs such as: Smart Start, 

Right Turn, Teen Smart, Every 15 minutes, Friday-night Live, Sober Graduation 

and Target Responsibility for Alcohol Connected Emergencies (TRACE), and 

encourage development of new programs.

z Modify completion certificates for the required driver education and training 

courses to allow the DMV to include information on the driver record reflecting 

the modality of course offered as well as the type of organization that 

conducted the training.

z Implement program to have DMV send a congratulatory letter to every provisional 

licensee who goes six months without any violations or collisions, until the 

provisional status is terminated at age 18 years. Encourage the insurance industry 

to provide discounts for parents and teens who receive a letter.

z Increase schools district awareness of the State-legislated Safe Routes to School 

Program (SR2S) and the federal Safe Routes to School (SRTS) Program and 

encourage implementation of elements of these programs whenever possible if 

funding is insufficient for a comprehensive implementation.

z Establish a task force to work with existing statewide media campaigns and to 

develop and pursue use of public service announcements to convey traffic safety 

messages related to young drivers and use of alcohol and drugs.

z Encourage additional local communities to implement and maintain anti-DUI 

programs such as, Teenage Party Prevention, Enforcement and Dispersal, Minor 

Decoy Program, the Shoulder Tap Program and TRACE.

CHALLENGE AREA 12: AGING ROAD USERS

Aging road users include drivers, pedestrians, bicyclists and motorcyclists who are 65 

years of age and over. As of 2012, fatalities and severe injuries involving aging road users 

accounted for 15 percent of all traffic fatalities and severe injuries, and between 2003 and 

2012, 6,172 aging road users died and 14,034 were severely injured.

Older drivers tend to self-regulate, driving less and avoiding rush hour and nighttime 

driving unless necessary. The frailty associated with their advancing years means that 

older drivers are more likely to succumb to injuries in a minor collision than a younger 

person. Intersections pose a particular safety problem for older drivers. Navigating through 

intersections requires the ability to make rapid decisions, react quickly and accurately judge 

speed and distance. Because these abilities can diminish as people age, older drivers tend to 

have more difficulties at intersections and are more likely to be involved in a fatal collision at 
 20 2016–2040 RTP/SCS I APPENDIX

CHALLENGE AREA 14: COMMERCIAL VEHICLES

The movement of goods and people throughout the SCAG region is crucial to our economy. 

The SCAG region is home to the Ports of Long Beach and Los Angeles that serve as 

gateways for the distribution of goods throughout the nation. Between 2003 and 2012, 

3,693 fatalities and 7,284 severe injuries involving commercial vehicles occurred.

California intends to employ the following strategies toward reducing the number of fatalities 

and severe injuries involving commercial vehicles:

z Improve training and education of commercial vehicle safety stakeholders.

z Increase the use of effective enforcement strategies to improve 

commercial vehicle safety.

z Identify and implement engineering features that reduce commercial 

vehicle-related crashes.

z Improve commercial vehicle safety data.

z Identify and promote use of technology for improving commercial vehicle safety.

SCAG STRATEGIES 

SCAG supports and encourages the above strategies to help reduce fatalities and severe 

injuries involving commercial vehicles. In addition, SCAG will encourage Caltrans and CTCs 

to incorporate safety improvements into their plans and projects to address commercial 

vehicle safety issues.

CHALLENGE AREA 15: EMERGENCY MEDICAL VEHICLES 

This specific challenge area focuses on the person that survives a serious motor vehicle 

collision. Improving Emergency Medical System (EMS) response time to the collision, 

transport time, and inter-facility transfer time (when appropriate) will result in achieving the 

targeted “Golden Hour” (the time period from the incident until the victim receives definitive 

specialized trauma care; ideally no longer than 60 minutes). Adherence to the “Golden 

Hour” concept is critical to survival and optimum outcome.

The first peak in post-collision deaths is within seconds or minutes of injury. If the number of 

these deaths is to be reduced, it must be through effective prevention programs. The second 

peak in deaths occurs within the first four hours after an incident and is due to undiagnosed 

and untreated injuries. These patients, whose numbers are significant, would benefit most 

from an appropriate level of trauma care. Regionalized trauma care facilitates rapid transport 

to the nearest trauma center appropriate for the severity of injury. These complications 

can be positively affected by prompt initial resuscitation efforts in an appropriate 

level trauma center.

California intends to employ the following strategies towards reducing the number of 

fatalities and severe injuries involving aging road users:

z Improve education on motorcycle safety.

z Improve motorcycle licensure.

z Improve motorcycle exposure and crash data.

z Improve motorcycle rider training.

z Enhance roadway design to improve motorcycle safety.

SCAG STRATEGIES 

SCAG supports and encourages the above strategies to help reduce fatalities and severe 

injuries involving motorcyclists. In addition, SCAG would like to reiterate our support for the 

following strategies:

z Work with the state and CTCs to determine if proposed projects have potential 

benefits to safety in this challenge area.

z Work with local governments to help identify motorcycle high-collision 

concentration locations and help develop plans to mitigate possible causes.

0

100

200

300

400

500

600

2008 2009 2010 2011 2012

Figure 10 Fatal Motorcycle Collisions (2008 - 2012)
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 21

California intends to employ the following strategies to help improve post-crash survivability:

z Increase involvement by EMS leaders in the California SHSP.

z Develop strategies to improve the time to definitive care.

z Improve data from the time of the crash.

z Improve access to information to enable interoperability of communications 

systems between all responders to crash sites.

z Develop guidance documents to share with EMS responders to 

increase crash scene safety.

SCAG STRATEGIES 

SCAG supports and encourages the above strategies to help improve post-crash 

survivability rates. In addition, SCAG encourages local jurisdictions to consider implementing 

the following strategy:

z Use ITS technology to improve response time for EMS to and from collision sites.

TRANSPORTATION SECURITY

INTRODUCTION 

Catastrophic events ranging from earthquakes, floods and fires to hazardous material 

incidents, dam failures and acts of terrorism within the SCAG region can occur at any given 

moment. The need for adequate preparation is critical as these events are not a matter 

of if but when. While we cannot eliminate the threat of disasters, good planning can help 

minimize their impacts. SCAG is committed to working with local governments to ensure 

that our region is as prepared as it can be. Since 1950, about 379 state or federally declared 

disasters have occurred. There was a steady increase in disaster incidents through 2007, 

after which there has been a general decline. Within the SCAG region, the two most frequent 

disasters include floods (151 incidents since 1950) and fires (131 incidents since 1950).

DISASTER IMPACTS ON INFRASTRUCTURE 

Disasters can have devastating impacts on our infrastructure and on our region’s livelihood. 

Our infrastructure is not only critical to the welfare of our residents, but is vital to our region’s 

economy. Infrastructure in the form of transportation, utilities, communications, fuel and 

water all provide services essential to the welfare and quality of life of residents. More 

specifically, transportation infrastructure is vital because it allows people and goods to reach 

necessary destinations. Compromised infrastructure as a result of a disaster may have 

impacts beyond the immediate SCAG region. In addition, the failure of multiple infrastructure 

elements may result in a catastrophic impact to our mobility needs. Ways in which 

infrastructure can be affected in a disaster or emergency are shown in the following tables.5

Each instance of infrastructure damage may severely restrict the abilities of emergency 

responders to provide service following a disaster. Some types of damage and their effects 

on emergency services are included in TABLE 14.

Basic assessments of the impacted areas are needed to produce an adequate emergency 

response to a disaster. An assessment of vulnerabilities to security and safety also may 

prevent or limit effects of a catastrophic incident as shown in TABLE 13.

Numerous agencies participate in the response to incidents and assist with hazard 

preparedness for individual jurisdictions. Collaboration occurs between many of these 

agencies. The Federal Emergency Management Agency (FEMA) oversees coordination. 

However, FEMA defines metropolitan areas and coordination different than the US 

Department of Transportation, limiting SCAG’s ability to participate at an agency level. SCAG 

aims to utilize its strengths and organization to assist planners, first responders and recovery 

teams in a supporting role.

Service Effect

Transportation

Inability to get emergency service personnel into the affected area

Inability to transport victims away from the area

Electrical

Increased risk of fire and electrical shock

Possible disruption to transportation system if downed lines are across roads

Water

Disruption of service to homes, businesses, and medical providers

Increased risk to public health if there is extensive damage or contamination 

to supply

Inadequate water supply for firefighting.

Fuel Supplies

Increased risk of fire or explosion from ruptured fuel lines

Risk of asphyxiation from natural gas leaks in confined areas

Table 13 Possible Effects of Damage to the Infrastructure
 22 2016–2040 RTP/SCS I APPENDIX

While SCAG does not have a direct role as a first responder or emergency management, 

SCAG can play a role in:

z Providing a policy forum to help develop regional consensus and education on 

security policies and emergency responses.

z Assisting in expediting the planning and programming of transportation 

infrastructure repairs from major disasters.

z Leveraging projects and planning functions (including ITS) that can enhance 

or provide benefits to transportation security efforts and those responsible for 

planning and responding to emergencies.

 Integrating security into the regional ITS architecture.

 Becoming a central repository/mirror for regional geo-data that can be used 

for planning, training, response and relief efforts of law enforcement personnel 

and emergency responders.

Type of Damage Impact on Emergency Services

Roadways, 

Bridges, 

Tunnels, 

Interchanges 

Inability to assess damage accurately

Ambulances prevented from reaching victims and/or victims prevented from 

reaching emergency medical services

Police prevented from reaching areas of civil unrest

Fire departments prevented from getting to fires

Flow of needed supplies is interrupted

Inability to deploy assets as part of incident response and to manage 

transportation flows

Inability for emergency service providers to manage an evacuation

Structural

Damaged hospitals unable to receive patients

Increased risk of damage from falling debris

Disrupted 

Communication 

Victims unable to call for help

Coordination of services is hampered

Inability for incident command structure to receive real time situational 

information, reducing its effectiveness

Fuel Line 

Damage 

Fire and paramedic services overburdened 

Inability to sustain emergency response and recovery

Disrupted Water 

Service

Firefighting capabilities restricted

Medical facilities hampered

Table 14 Possible Impact of Damage on Emergency Services Providers

System Statistics

ROADWAYS AND 

FREEWAYS

Freeway Lanes Miles (excluding carpool) 11,017 miles

Carpool Lanes Miles (including HOT lanes) 938 miles

Road Lane Miles (arterials) 58,573 miles 

PUBLIC TRANSIT

Buses 5,549 of vehicles 

Metro Rail 87 miles and 80 stations

Metrolink 512 miles and 56 stations 

AVIATION/PORTS

Commercial/General Aviation Ports 57

LAX ranks among world’s airports 5th in passengers and 14th in cargo

Long Beach/Los Angeles ranks among world’s 

container ports 5th

Table 15 System Statistics Overview
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 23

BACKGROUND CONDITIONS 

REGIONAL SYSTEM DESCRIPTION 

The United States has nearly 3.8 million square miles and has a population of nearly 320 

million people. Its transportation systems continue to evolve and expand to accommodate 

its population, workforce and economy. Security of the nation’s transportation systems and 

the lives of the people who use these systems are a top priority of government agencies 

at all levels. Transportation systems include airports, ports, waterways, rail, highways and 

pipelines.7

 According to the Bureau of Transportation Statistics, the United States maintains 

more than four million miles of roadway (streets, roads, highways), nearly 600 thousand 

bridges, 150 thousand miles of railway, more than 5,000 public airports, 1.5 million miles of 

gas pipelines, and more than 150 thousand miles of oil pipeline.

The SCAG region covers more than 38,000 square miles and has a population of more than 

18 million persons.8 In addition our region’s highway and arterial system covers 70,000 

lane miles as shown in TABLE 15. The region endures as one of the largest economic 

engines in the United States and the world. In 2012, the region had a Gross Regional 

Product of more than $800 billion. Southern California faces numerous challenges in 

maintaining its important role in the country and the world, including the ability to prevent 

or recover from catastrophic events. In the SCAG region, transportation infrastructure also 

encompasses a vast system.

Given the vast size of our region’s transportation infrastructure, it would be physically and 

financially impossible to protect all transportation systems from natural disaster or humancaused incidents. Consequently, there is a subset of transportation infrastructure that is 

of specific interest to national, state and regional leaders. These critical facilities vary in 

degree of importance. In the risk assessment section, critical facilities are examined for the 

Southern California region.

CRITICAL INFRASTRUCTURE

Critical infrastructure, under the USA PATRIOT Act of 2001 (P.L. 107-56; 2001), 

is defined as follows:

“SYSTEMS AND ASSETS, WHETHER PHYSICAL OR VIRTUAL, SO VITAL TO THE 

UNITED STATES THAT THE INCAPACITY OR DESTRUCTION OF SUCH SYSTEMS 

AND ASSETS WOULD HAVE A DEBILITATING IMPACT ON SECURITY, NATIONAL 

ECONOMIC SECURITY, NATIONAL PUBLIC HEALTH OR SAFETY, OR ANY 

COMBINATION OF THOSE MATTERS (SEC. 1016(E)).”

 Agriculture Information Technology and Telecommunications

Food Energy 

Water Transportation

Public Health Banking and Finance 

Emergency Services Chemical Industry and Hazardous Materials

Government Postal and Shipping 

Defense Industrial Base

Table 16 Critical Infrastructure Sectors

1.   Major arterial highways and bridges comprising the National Highway System (NHS), including 

 Strategic Highway Network (STRAHNET) and National Intermodal Connectors.

2.   International marine harbors, ports, airports and border crossings.

3.   Major railroads, including depots, terminals and stations.

4.   Oil and natural gas pipelines.

5.   Transportation Control Systems (e.g., air traffic control centers, national control center).

Table 17 Critical Transportation Infrastructure
 24 2016–2040 RTP/SCS I APPENDIX

CALIFORNIA CRITICAL NEEDS ASSESSMENTS

There have also been several assessments of the critical state transportation infrastructure, 

which include identification of the key transportation facilities. Assessments have been 

conducted by the following bodies:

z California Governor’s Office of Emergency Services (CalOES)

z The California Attorney General’s Office

z The California Highway Patrol (CHP) 

The results of such assessments have been shared with the transportation system operators 

and incorporated into their security planning in an effort to improve the overall safety and 

security of transportation infrastructure.

UNITED STATES DEPARTMENT OF DEFENSE

The Department of Defense (DOD) has several installations within the SCAG region. In 

the case of a large scale emergency, the DOD is authorized to provide resources when 

response and recovery requirements are beyond the capabilities of civilian authorities, 

and these efforts do not interfere with the DOD’s core mission or ability to respond to 

operational contingencies.

Requests for Defense Support to Civilian Authorities (DSCA) are made through the local, 

county and State authorities as a request for assistance to the federal coordinating official 

in the appropriate lead federal agency and is normally accompanied by, or submitted after 

a request from the Governor for a disaster declaration from the President. The Defense 

Coordinating Officer coordinates the DOD resources to be provided. The California National 

Guard may be activated as part of the DSCA and can provide law enforcement support, crisis 

management and consequence management services. Activation of the National Guard for 

local support during emergencies is done by the Governor via the CalOES.

INTERNATIONAL BORDER CROSSINGS

Within the SCAG region, there are three international ports of entry along the MexicoImperial County border: Two at Calexico (Calexico and Calexico-East), and one at Andrade 

(near Yuma, Arizona). Traffic from these ports enters California on the I-8 corridor. U.S. 

Customs and the Border Protection Agency within the federal Department of Homeland 

Security (DHS) are charged with the management and control of the official ports of entry. 

Security planning includes local emergency services as well as the CHP.

In addition, the National Strategy for Homeland Security identified thirteen sectors of critical 

infrastructure as shown in TABLE 16.

While many sectors will be impacted at one time or another during any type of incident or 

disaster, the scope of this section is specific to transportation infrastructure (e.g., aviation, 

maritime, mass transit, highway, freight rail and pipeline).

Critical Transportation Infrastructure (CTI) consists of transportation facilities whose 

removal from service would severely impact the public safety, national security, economic 

activity or environmental quality. Examples of Critical Transportation Infrastructure 

are shown in TABLE 17.

As with most regions of the world, the transportation infrastructure in Southern California 

plays a major role in its residents’ quality of life. The region’s expansive urban form makes 

travel critical to daily life. A failure in the transportation system as a result of natural disaster 

or human-caused event would bring significant disruptions to the quality of life of many 

individuals and not to mention adverse economic impacts for the region.

A number of plans, programs, organizations and infrastructure are in place within the SCAG 

region to provide safety and security of the regional transportation system for many potential 

situations. The following sections provide an overall summary of efforts to maintain and 

increase the transportation safety and security of the region.

STRATEGIC HIGHWAY NETWORK

The Strategic Highway Network (STRAHNET) is a designation given to roads that provide 

“defense access, continuity, and emergency capabilities for movements of personnel and 

equipment in both peace and war.” STRAHNET includes Routes (for long-distance travel) 

and Connectors (to connect individual installations to the Routes). STRAHNET routes within 

the SCAG region are essential to readily accommodate the movement of military supplies 

and personnel in times of national emergencies. STRAHNET routes were selected by 

the federal government, and include the National Interstate system, as well as key “noninterstate” routes and connectors to ports and military installations.

SCAG, through its planning processes, identifies the operation and maintenance needs of the 

interstate and state highway system within its jurisdiction, including STRAHNET. Within the 

SCAG region, all interstate facilities are part of the STRAHNET. Also, SR-14, US-101 and SR 

395 are part of the non-interstate STRAHNET routes. Various connectors between the ports 

as well as various military installations and STRAHNET are also included. 
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 25

In contrast to the Port of Los Angeles, however, the Port of Long Beach does not have its 

own dedicated police force. Instead, the Long Beach Police Department is responsible 

for patrolling the port area. In doing so, the Port reimburses the Long Beach Police and 

Fire Departments for their port-related activities and expenses. The Port also funds its 

own Harbor Patrol to supplement law enforcement work conducted by other agencies 

such as the Coast Guard.

In addition, several programs are in place to effectively monitor and screen seaport 

cargo. They include:

z Investigations: The federal Container Security Initiative (CSI) directs Customs 

agents, working with host governments, to inspect and examine all cargo 

containers deemed high-risk before they are loaded on U.S.-bound vessels. The 

CSI contains four core elements: Identifying high-risk containers; pre-screening 

containers before they reach U.S. ports of entry; using technology to pre-screen 

high-risk containers; and developing and using smart and secure containers.

z Inspections: The 24-hour rule requires manifest information on cargo containers to 

be delivered to U.S. Customs 24 hours before the container is loaded onto a vessel 

in a foreign port. Customs has the right to stop any container from being loaded, for 

any reason, while the container is still overseas.

z Partnerships: Most of the largest U.S. importers and their trading partners 

participate in the Customs-Trade Partnership Against Terrorism (C-TPAT), 

a public-private partnership designed to improve security standards throughout 

the cargo supply chain.

z Technology: U.S. Customs uses X-ray, gamma ray and radiation-detection devices 

to screen incoming cargo at U.S. ports.

AIRPORTS

Airport security planning is the joint responsibility of the federal Transportation Security 

Administration (TSA), the airlines and the individual airports. There are ten airports in the 

SCAG region offering commercial service, and two offering commuter service. In addition, 

over 50 general aviation airports in the region are available for public use, including some 

of the most active general aviation airports in the country. Airports in the SCAG region have 

upgraded their security systems since the September 11, 2001 terrorist attacks using a 

variety of strategies in conjunction with local, state and federal law enforcement.

In addition, airports serve a vital role in recovery efforts. Airports can serve as evacuation 

centers, and if in working order after an incident, can serve as staging centers for relief efforts. 

Large flat areas at airports provide excellent staging areas for emergency relief including 

supplies and equipment, in addition to the staging of aerial relief fleets such as helicopters.

Caltrans District 11 has developed Border Master Planning collaboration with local, state and 

federal stakeholders in the United States and Mexico. The plan established criteria to be 

used in future studies to coordinate and prioritize projects related to existing and new Ports of 

Entry (POE) as well as roads leading to the California Mexico POE. As part of the constrained 

portion of the 2016 RTP/SCS, improvements to the Calexico East Port of Entry are proposed 

including increasing the number of Commercial Vehicle inspection lanes and booths in an 

effort to ease border congestion. 

In addition, as part of Caltrans Border Infrastructure Needs Assessment, safety is identified 

as an evaluation criterion amongst other variables to help prioritize projects along the 

Mexico-Imperial County border.

Future projects will consider operational improvements, design and retrofitting of 

border crossings, as well as roadway improvements designed to ease congestion 

at border crossings.

SEAPORTS

DHS has designated the seaports of Long Beach, Los Angeles and Port Hueneme as at 

risk for potential terrorist actions.9 Security at the ports is the joint responsibility of the U.S. 

Coast Guard, the U.S. Customs and Border Protection Agency, federal and state Homeland 

Security offices, Port police agencies, Harbor Patrols and emergency service agencies. The 

U.S. Coast Guard leads the local Area Maritime Security Commission which coordinates 

activities and resources for all port stakeholders.

The Port of Los Angeles is unique in that it has a dedicated police force, the Los Angeles 

Port Police, to patrol the area within the jurisdiction of the Port of Los Angeles. The Port 

Police enforces federal, state and local public safety statutes as well as environmental and 

maritime safety regulations in order to maintain the free flow of commerce and produce 

a safe, secure environment that promotes uninterrupted Port operations. In addition, the 

Port Police partners with other law enforcement agencies such as the Los Angeles Police 

Department, California Highway Patrol, and Customs and Border Protection in the Cargo 

Theft Interdiction Program (CTIP), which investigates cargo theft, and the High Intensity 

Drug Trafficking Area, which targets drug trafficking at the Ports of Los Angeles and Long 

Beach. Furthermore, per the Maritime Transportation Security Act of 2002, the Port of Los 

Angeles works with the Coast Guard to develop security plans for facilities at the port.

Similar to the Port of Los Angeles, security at the Port of Long Beach entails physical 

security enhancements, police patrols, coordination with federal, state and local agencies to 

develop security plans for the port area and investigate suspicious incidents, and obtaining 

federal funding to pay for these enhancements. As with the Port of Los Angeles, the Port of 

Long Beach works with the Coast Guard to develop security plans for facilities at the port.
 26 2016–2040 RTP/SCS I APPENDIX

first commuter railroad in the nation to implement PTC. SCAG anticipates this will eventually 

expand to light rail and integration of PTC into the regional ITS Architecture.

THREATS AND HAZARDS 

As part of this section, an overview of local plans as related to threats and hazards resulting 

from disasters affecting transportation infrastructure will be presented. The list of threats/

hazards that can disrupt regional continuity has been divided into three categories:

z Natural

z Accidental Technological / Infrastructure Failure

z Terrorism and Behavioral

The Transportation Research Board has classified emergency events that affect 

transportation agencies into several categories as shown in TABLE 18. 

ASSET CATEGORIES AND DESCRIPTIONS

As previously mentioned, the United States’ transportation network is vast and expansive. 

Because millions of passengers and goods use some aspect of the transportation 

sector each year, critical transportation assets have become highly attractive targets 

for terrorist attacks.

As outlined in the Transportation Systems Sector-Specific Plan, the transportation systems 

sector has been divided into six key sub-sectors: aviation, freight rail, highway, maritime, 

mass transit and pipeline. Identified below are fifteen critical transportation assets found 

within the SCAG region that fall within one of the sub-sectors: 

z Public roads/highways

z Bridges/interchanges/overpasses/tunnels

z Traffic management and operations centers

z Intelligent Transportation Systems

z Airports

z Mass transit bus and rail facilities (public)

z Mass transit bus and rail facilities (operations and maintenance)

z Bus and rail transit vehicles

TRANSPORTATION MANAGEMENT CENTERS

Caltrans, in conjunction with the California Highway Patrol (CHP), has created Transportation 

Management Centers (TMCs) to rapidly detect and respond to incidents while managing the 

resulting congestion. TMCs serve as the nerve center for our urban freeway and highway 

systems. Real time information is gathered from many sources such as electronic sensors 

in the pavement, freeway call boxes, video cameras, 911 calls, officers on patrol, Caltrans 

highway crews, ramp meter sensors, earthquake monitors, motorist cellular calls, and 

commercial traffic reporters, which is sent to the TMC 24-hours a day, seven days a week.

With the help of ITS technologies such as electronic sensors in the pavement, freeway call 

boxes, video cameras, ramp meter sensors, earthquake monitors, motorist cellular calls, 

and commercial traffic reports, as well as Caltrans highway crews, 9-1-1 calls and officers 

on patrol, the TMC provides coordinated transportation management for general commutes, 

special events and incidents affecting traffic.

The TMCs are operated within each Caltrans district. For the SCAG region, Districts 7, 8, 11 

and 12 all have TMCs.

RAIL AND MASS TRANSIT SECURITY

Rail and mass transit systems have long been an attractive target for terrorists and criminals. 

Since the early 1990s, the California Public Utilities Commission has required that transit 

agencies operating rail systems prepare a comprehensive System Safety Program Plan 

(SSPP) that also included a security component.

Most transit agencies have a security and emergency management plan, which details 

how the agency would coordinate with first responder (law enforcement and fire) agencies, 

their respective County Office of Emergency Services and the statewide Standardized 

Emergency Management System (SEMS).

Transit agencies that apply for DHS Transit Security Grants Program (TSGP) funds are 

required to develop a regional transit security strategy. Several transit agencies within the 

SCAG region have worked together to develop a regional transit security strategy. The 

Fedearl Highway Administration and Federal Transit Administration (FHWA/FTA) require 

Metropolitan Planning Organizations, such as SCAG, to be consistent with transit safety and 

security planning and to review processes, plans and programs, as appropriate.

After the Chatsworth Metrolink train crash, the federal government initiated a requirement for 

train operators to develop and implement Positive Train Control (PTC) on their locomotives. 

PTC is an automated system that can stop a locomotive if the engineer does not respond to 

warning signals. Fortunately, since the 2012 RTP/SCS was adopted, Metrolink became the 
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 27

Naturally Occurring

Human Caused

Intentional Accidental/Non-Intentional 

Earthquake Bomb threat/other threat of violence Accidental contamination or hazardous materials spills

Flood Fire/arson Accidental damage to or destruction of physical plant and asset(s)

Storm surge Riot/civil disorder Accident that affects transportation system

Hurricane/typhoon Sabotage (external

and/or internal actors) Gas outage

Ice storms Security breach HVAC system failure or malfunction 

Snow storm/ blizzard Cyber attack Inappropriate training on emergency procedures

Landslide/mudslide Terrorist assault using explosives, firearms, or conventional weapons Power outage

Naturally occurring epidemic/pandemic War Software/hardware failure or malfunction

Tornadoes Workplace violence Unavailability of key personnel

Tsunamis Uninterruptible power supply (UPS) failure or malfunction

Volcanic eruptions Voice and data telecommunications failure or malfunction

Wildfires Water outage

Table 18 Emergency Events Impacting Transportation Agencies

*National Cooperative Highway Research Program, Report 777, “A Guide to Regional Transportation Planning for Disasters, 

Emergencies, and Significant Events,” Deborah Materly and Neeli Langdon, 2014
 28 2016–2040 RTP/SCS I APPENDIX

As concerns about the threat of terrorism have grown, government agencies at all levels 

have taken new measures to secure the welfare of its citizens. Hurricanes Katrina and 

Sandy and other natural disasters have also brought attention to how critical emergency 

preparedness is to the response and recovery of a catastrophic event. Transportation and 

transit agencies throughout the United States are taking increased steps to protect their 

facilities against the threats of crime, terrorist activity, and natural disasters.

As stated earlier, there are numerous agencies that have been developed to participate 

in the response of a disastrous event and assist with hazard preparedness for 

individual jurisdictions. 

CALIFORNIA EMERGENCY MANAGEMENT AGENCY

Domestic security at the state government level in California is primarily handled by the 

California Emergency Management Agency (EMA). The role of EMA is to coordinate overall 

state agency responses to major disasters in support of local government. The office is 

responsible for assuring the state’s readiness to respond to and recover from natural, manmade, and war-caused emergencies, and for assisting local governments in their emergency 

preparedness, response and recovery efforts. The EMA serves as the central contact 

point in the state for any emergency or imminent disaster. It coordinates the notification of 

appropriate state administering agencies that may be required to respond, as well as the 

emergency activities of all state agencies in the event of an emergency.

In doing so, the EMA does not focus on security specifically, but rather more broadly on 

addressing all potential incidents that could impact the state, such as earthquakes, fires, 

floods, and terrorist attacks. Furthermore, EMA coordinates with federal agencies such as 

the Department of Homeland Security and Federal Emergency Management Agency, as 

well as other state and local agencies such as the California Highway Patrol.

The EMA released the 2010–2015 Statewide Emergency Management Strategic Plan, 

which outlines California’s vision, mission, principles for emergency management, as well 

as goals and objectives for the period of 2010-2015. In addition to the strategic plan, EMA 

has released a local planning guide on terrorism, which provides guidance to local cities in 

planning for potential terrorist acts.

The EMA is required to develop model guidelines for local government agencies and 

community based organizations to develop a (voluntary) disaster registry program 

for long-term and community health facilities and for individuals that are disabled or 

elderly. Individuals registered in the program should be prepared to be self-sufficient for 

at least 72 hours. 10

z Port and harbor facilities

z Rail freight vehicles

z Rail cargo facilities

z Rail tracks and alignments

z Intermodal connections

z Pipelines

With all of these different critical transportation assets located throughout the SCAG region 

and which people depend upon for continuity of life, it can be a difficult task to determine 

which ones are most vulnerable to threats / hazards. 

As can be seen by performing risk assessments, the critical transportation assets that 

become the most important to protect are the ones that are used by the greatest number of 

people, contribute significantly to the economic well-being of the region, and provide the 

greatest connectivity between all of the different transportation components.

APPLICABILITY OF THREATS TO ASSETS

Based on review of local and state documents, including hazard mitigation plans, 

the potential threats/hazards within the SCAG region have been pre-identified. As 

mentioned earlier, SCAG is in a great position to coordinate the cooperation of relevant 

agencies, particularly transportation and emergency management, throughout 

the six counties of the SCAG region. Coordination throughout the SCAG region is 

vital due to the interconnectedness of transportation critical infrastructure located 

throughout the SCAG region.

SECURITY AND EMERGENCY PREPAREDNESS

SCAG’s Regional Preparedness Goal is stated as, “to achieve and sustain at risk target levels 

of capability to prevent, protect against, respond to, and recover from major human-caused 

or natural events in order to minimize the threat and impact to lives, property and the region.”

Prior to the September 11, 2001 terrorist attacks on the United States, there was not a single 

incident that impacted transportation facilities as result of a national consequence. Prior 

aircraft incidents involved hostage taking or placing explosives on the plane. The use of 

passenger aircraft as missiles, and recent transit related terrorism in other countries created 

a new awareness of the vulnerabilities of transportation facilities.
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 29

similar. Mutual Aid agreements between cities, counties and private organizations help to 

maximize resources and reduce the human suffering associated with disaster situations. 

Each SCAG county has a department in charge of security and emergency response.

NATIONAL INCIDENT MANAGEMENT SYSTEM / 

STANDARDIZED EMERGENCY MANAGEMENT SYSTEM

The National Incident Management System (NIMS) is a tool for states, counties 

and local jurisdictions to respond to catastrophic events through better 

communication and coordination.

NIMS provides a consistent nationwide template to enable federal, state, local and tribal 

governments, and private-sector and nongovernmental organizations to work together 

effectively and efficiently to prepare for, prevent, respond to and recover from domestic 

incidents, regardless of cause, size or complexity, including acts of catastrophic terrorism.12 

California has a similar management system called the Standard Emergency Management 

System (SEMS) which is mandated under California Government Code Section §8607(a). 

State of California Executive Order S-2-05 requires the state to integrate, to the extent 

appropriate, the NIMS, into the State’s SEMS.

The NIMS Integration Center strongly recommends that all elected officials who will be 

interacting with multiple jurisdictions and agencies during an emergency incident to take the 

following NIMS courses, at a minimum:

z FEMA IS-700: NIMS, an Introduction

z ICS-100: Introduction to Incident Command System (ICS) or equivalent

(Note: FEMA IS-700 “NIMS, and Introduction” and ICS-100 are used extensively in the 

development of this section)

All federal, state, local, tribal, private sector and non-governmental personnel with a direct 

role in emergency management and response must be NIMS and ICS trained. This includes 

all emergency service related disciplines such as Emergency Medical Technicians (EMTs), 

hospitals, public health, fire service, law enforcement, public works/utilities, skilled support 

personnel, and other emergency management response, support and volunteer personnel.

The NIMS employs two levels of incident management, depending upon the type of incident.

Incident Command System (ICS) is a standard, on scene, all-hazard incident management 

system. ICS allows users to adopt an integrated organizational structure to match the needs 

of single or multiple incidents.

MULTI-HAZARD MITIGATION PLANS

Mitigating hazards before the occurrence of a disaster is the primary step in preparing for 

emergencies, rather than the final step of recovery. The goal of hazard mitigation plans is to 

guide implementation activities in order to achieve the greatest reduction of vulnerability, 

which will result in saved lives, reduced injuries, reduced property damage, and greater 

protection of the environment.

FEMA requires state and local governments to develop hazard mitigation plans and update 

them every three years. The Disaster Mitigation Act of 2000 (DMA 2000), Section 322 

(a-d) requires that local governments, as a condition of receiving federal disaster mitigation 

funds, have a mitigation plan that describes the process for identifying hazards, risks and 

vulnerabilities; identifies and prioritizes mitigation actions; encourages the development 

of local mitigation; and provides technical support for those efforts. “Local Governments” 

are defined in the DMA 2000 to typically include counties, local municipalities, and tribal 

governments; but can also include other local agencies and organizations, including 

Councils of Governments, schools and other special districts.

California updated its State of California Multi-Hazard Mitigation Plan in 2013.11 The state is 

required to adopt a federally-approved State Multi-Hazard Mitigation Plan to be eligible for 

certain disaster assistance and mitigation funding. The Plan is an evaluation of the hazards 

California faces and the strategies, goals and activities the state will pursue to address 

these hazards. The Plan:

z Documents statewide hazard mitigation planning in California;

z Describes strategies and priorities for future mitigation activities;

z Facilitates the integration of local and tribal hazard mitigation planning activities 

into statewide efforts; and

z Meets state and federal statutory and regulatory requirements.

All six SCAG counties and a number of cities within the SCAG region have completed Hazard 

Mitigation Plans. EMA dictates that these plans must also be updated every three years.

COUNTY OFFICES OF EMERGENCY SERVICES

Counties and cities are the first responders to any security or emergency situation. These 

responders include fire departments, police and sheriff department, hospitals, ambulance 

services and transportation agencies. Coordination among public and private agencies 

within various cities and counties makes the most use of all available resources in the 

event of any emergency.

While each city and county has their own security procedures, the policies are generally 
 30 2016–2040 RTP/SCS I APPENDIX

Multi-Agency Coordination Systems are a combination of facilities, equipment, personnel, 

procedures and communications integrated into a common framework for coordinating and 

supporting incident management.

ICS has been in use for over 30 years and is used for planned events, fires, earthquakes, 

hurricanes, acts of terrorism, etc. ICS helps all responders communicate and 

effectuate logistics.

NIMS requires all emergency plans and standard operating procedures to incorporate 

NIMS components, principles and policies; include emergency planning, training, response, 

exercises, equipment, evaluation and corrective actions. Chief elected and appointed 

officials in a community need to be directly involved in these NIMS preparedness elements, 

especially the elements that deal with exercising community emergency management 

policies, plans, procedures and resources. It is important to recognize that the NIMS is a 

dynamic system, and the doctrine as well as the implementation requirements will continue 

to evolve as emergency management capabilities change.

MUTUAL AID AGREEMENTS (MAA)

Immediately following the 1994 Northridge earthquake, city and county emergency 

managers in the Governor’s Office of Emergency Services (EMA) Coastal, Southern, and 

Inland Regions developed a coordinated emergency management concept called the 

Emergency Managers Mutual Aid (EMMA) system. EMMA provided a valuable service in the 

emergency response and recovery efforts at the Southern Regional Emergency Operations 

Center (REOC), local Emergency Operations Centers (EOCs), the Disaster Field Office (DFO), 

and community service centers. The purpose of Emergency Managers Mutual Aid (EMMA) is 

to support disaster operations in affected jurisdictions by providing professional emergency 

management personnel. In accordance with the Master Mutual Aid Agreement, local and 

state emergency managers have responded in support of each other under a variety of 

plans and procedures.

The objectives of the EMMA Plan include:

z Providing emergency management personnel from unaffected areas to support 

local jurisdictions, Operational Areas, and regional emergency operations during 

proclaimed emergencies.

z Providing a system, including an organization, information and forms 

necessary to coordinate the formal request, reception, assignment and training 

of assigned personnel.

z Establishing a structure to maintain this document (the Emergency Managers 

Mutual Aid Plan) and its procedures.

z Providing for the coordination of training for emergency managers, 

including Standardized Emergency Management System (SEMS/NIMS) 

training, emergency management course work, exercises, and disaster 

response procedures.

z Promoting professionalism in emergency management.15

The transportation sector, as are other critical sectors of the country, is continuously striving 

to improve prevention, preparedness, response, recovery and mitigation capabilities at 

all levels of society. As is discussed below, MPOs can play a significant role in promoting 

preparedness and recovery capabilities.

INTELLIGENT TRANSPORTATION SYSTEMS 

RELATED TO SECURITY

Effective in April 2001, FHWA required the integration of the deployment of regional 

ITS systems through a Final Rule and Policy mandate. In the development of an ITS 

architecture, “agencies that own and operate transportation systems must collaborate 

and consider current and future needs to ensure that today’s processes and projects are 

compatible with future ITS projects.” Under federal mandate, responsible transportation 

agencies had four years to comply with the ITS law. In 2005, SCAG completed the regional 

ITS architecture in compliance with the federal rulings. The regional ITS architecture has 

been regularly updated on a modular basis since 2005. The Regional ITS Architecture 

covers the following user needs of Critical ITS elements:

z Maintenance and management by the ITS Working Group made up of Caltrans 

and County Transportation Commission (CTC) repsentatives;

z Limited ITS Maintenance Resources;

z Communications standards – XML Regional Approach; and 

z Did not fully examine ITS use for Emergency Management.

The SCAG Regional ITS Architecture includes all six counties within its jurisdiction: Imperial, 

Los Angeles, Orange, Riverside, San Bernardino and Ventura. The region’s ITS architecture 

is a framework for ensuring institutional agreement and technical integration of technologies 

for the implementation of projects or groups of projects under an ITS strategy. All ITS 

related projects must be consistent with the SCAG Regional ITS architecture in order to be 

eligible for federal funds. These projects also must comply with federal system engineering 

requirements and applicable federal standards. Local components to the ITS architecture 

exist for Imperial, Los Angeles, Orange, Riverside, San Bernardino and Ventura Counties.
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 31

21, the previous transportation authorization law, the FAST Act included an emphasis on 

safety and security. Though rulemaking is not yet available for the FAST Act, we anticipate 

that it may be similar to MAP-21 and require that MPOs develop a metropolitan planning 

process that provides for consideration of projects and strategies that are consistent with 

the Highway Safety Improvement Program (HSIP). Under MAP-21, the metropolitan 

transportation planning process needed to be consistent with the Strategic Highway Safety 

Plan and other transit safety and security planning and review processes, plans, and 

programs, as appropriate.

SCAG’S ROLE IN SECURITY

SCAG does not have a direct role in first response or emergency management. As an MPO, 

SCAG can potentially play a role in providing a coordinating forum working with the region’s 

transportation agencies and planning agencies. In this role, SCAG could offer the capacity 

to identify policy directions and conduct planning regarding resource needs. In addition, 

the agency’s Geographic Information Systems and transportation modeling expertise 

offers a regional tool that may support security and emergency management planning and 

deployment and evacuation preparedness and response.

INFORMATION SHARING ROLE

The region’s transportation system is both an asset that needs to be protected from 

catastrophic events, as well as a resource used to respond to such events. SCAG’s primary 

focus is on planning for this transportation system. As the regional planning agency for 

transportation, SCAG houses a wealth of transportation related data and information that 

could be brought to bear in planning for and preparing for emergency events. Thus, SCAG 

should be viewed as a resource agency that can provide meaningful assistance in preparing 

emergency preparedness, prevention and evacuation plans.

REGIONAL SECURITY PLANNING

While there are a number of agencies that have direct roles in safety and security operations, 

there is no single entity that focuses on broad policies related to disaster prevention and 

response within the region. SCAG could partially fill this void in conjunction with its role in 

security planning as part of its broader transportation planning responsibilities.

SCAG could help bring situational awareness of security to the region for the array of 

potential disasters. This recognizes the fact that the region’s ITS planning and deployments 

provide an opportunity for the region to leverage this investment to enhance situational 

awareness and further the efforts of the emergency management community.

Currently, traffic incidents are responsible for a large proportion of the congestion delay on 

the region’s freeways. In order to mitigate non-recurring congestion, such as traffic collisions, 

Transportation Management Centers (TMCs) have been established throughout the region. 

Sensors, closed circuit cameras, news reports and traveler tips are relayed to TMCs who 

initiate a response, often within the first minute of an incident. Freeway Service Patrols are 

pre-positioned to further reduce the response time.

The region needs to reduce the number of incidents that occur as well as to continue to 

reduce the amount of time it takes to clear incidents when they do occur. Special attention 

should be directed to clearing major incidents including those involving injuries, fatalities, 

hazardous materials, or large trucks. A regional 5-1-1 system alerts travelers to dangerous 

road conditions, incidents and general congestion. In the event of an emergency, a reverse 

9-1-1 system can notify households of staging locations for evacuations.

In the SCAG Region, ITS systems may be able to assist in case of emergencies by managing 

road closures, evacuation management, public transportation security, dissemination of 

real-time information to motorists and first responder agencies, allocation of resources 

for responders’ ingress and evacuation egress, and provide routing information for 

out-of area responders.

In 2008, SCAG updated the region’s ITS architecture for areas related to security. These 

systems are considered as a resource and are defined into eight security areas:

z Disaster Response and Evacuation;

z Freight and Commercial Vehicle Security;

z HAZMAT Security;

z ITS Wide Area Alert;

z Rail Security;

z Transit Security;

z Transportation Infrastructure Security; and

z Traveler Security.

In 2011, SCAG updated the ITS Architecture again, in part to incorporate Positive Train 

Control into the regional Architecture in order to increase rail safety and security.

FEDERAL REQUIREMENTS 

On December 4, 2015, President Obama signed into law the Fixing America’s Surface 

Transportation Act (FAST Act), which authorized federal surface transportation programs 

for highways, highway safety, and transit for a 5-year period (2016-2020). Like MAP-
 32 2016–2040 RTP/SCS I APPENDIX

z Update the regional ITS architecture and associated County architectures, 

describing specific systems interoperability requirements to support regional 

safety and security objectives.17 

In 2008, SCAG participated in the development of the (draft) Southern California 

Catastrophic Earthquake Preparedness Plan18. The Plan, finalized by Cal EMA and FEMA 

in 2010, looked at possible damage from a major earthquake and the resources the region 

would need and have available to both respond and recover. The Plan examines the initial 

impacts, inventory of resources, care for those wounded and homeless and developed a 

long-term recovery process. The process of Long-Term Regional Recovery (LTRR) provides a 

mechanism for coordinating federal support to state, tribal, regional, and local governments, 

nongovernmental organizations (NGOs), and the private sector to enable recovery from the 

long-term consequences of extraordinary disasters. The LTRR process accomplishes this 

by identifying and facilitating the availability and use of sources of recovery funding, and 

providing technical assistance (such as impact analyses) for recovery and recovery planning 

support. “Long-Term” refers to the need to re-establish a healthy, functioning region that will 

sustain itself over time. Long-term recovery is NOT debris removal and restoration of utilities, 

which are considered immediate or short-term recovery actions.

Once a disaster has been proclaimed, the LTRR process may be activated for incidents 

that require a coordinated federal, state, tribal, regional and local government response 

to address significant long-term impacts (e.g., impacts on housing, government 

operations, agriculture, businesses, employment, regional infrastructure, the environment, 

human health, and social services) to foster sustainable recovery. The three main 

focus areas of LTRR are:

z Housing

z Infrastructure (including transportation); and

z Economic Development.

When a disaster occurs, the initial operational focus is centered on response activities. 

This effort may last from a few hours to an extended period of time (several days or longer) 

depending on the situation. SCAG’s response during this period is to coordinate the funding 

of regionally significant transportation infrastructure repairs. As response activities begin 

to taper off and non-life safety issues begin to be addressed, the operational focus begins 

to shift from response to recovery. Federal and state support will be heaviest during the 

beginning phase of the recovery effort when:

z Long-term impact analyses are performed;

z When necessary technical support to establish local long-term recovery strategies 

and/or plans is provided; and

SCAG’s active role in the security planning process (within the policy arena) would require:

z Emphasizing transportation as a resource and itself as a stakeholder in security 

planning and operations.

z Educating officials about transportation-related issues with regards to 

safety and security.

z Participating in a regional security working group.

z Assisting with the identification of opportunities and resources that support 

emergency management.

z Leveraging federal funds to support security preparedness.

z Increasing its knowledge of best practices and how to implement them, and then 

identifying its role with regard to their implementation.

z SCAG would also increase its role as a data source and further serve as a 

clearinghouse for various types of data sets.16

z SCAG would play a role in supporting situational awareness for safety and security 

purposes by using geospatial data.

REGIONAL PREPAREDNESS 

SCAG’s regional preparedness goal is to prevent, protect, respond and recover from major 

human-caused or natural events in order to minimize the threat and impact to lives, property, 

the transportation network and the regional economy. Its transportation security plans will 

help ensure that there is a productive movement of persons and goods when a disastrous 

event strikes the region. SCAG has the following opportunities to elevate its role in the region 

and its ability to provide a policy forum and serve as a data clearinghouse:

z Develop proactive transportation security strategies that support economic 

vitality in the region.

z Enhance the effectiveness of agencies responsible for security preparedness 

and emergency response.

z Ensure that regional transportation technology investments meet the needs of 

emergency responders through interoperable, robust and strategically redundant 

ITS and communications infrastructure.

z Provide a regional forum for members of the transportation and emergency 

management communities to coordinate transportation and security initiatives, 

and to reach agreement on how to work more closely together during the decision 

notification process prior to and following an event.
TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY 33

planning part of the purview of MPOs. However, the mandates do not clearly delineate the 

roles and steps of MPOs. Essentially, SCAG will be breaking new ground in shaping its role in 

the arena of transportation security planning.

POLICIES AND RECOMMENDATIONS

SCAG has developed an action plan and policies detailing eight measures that the agency 

will undertake in the regional transportation security planning.

1. SCAG should help ensure the rapid repair of transportation infrastructure in the 

event of an emergency.

 SCAG, in cooperation with local and state agencies, should identify critical 

infrastructure needs necessary for emergency responders to enter the region, 

the evacuation of affected facilities and the restoration of utilities.

 SCAG, in cooperation with CTCs, state and federal agencies should develop 

a transportation recovery plan for the emergency awarding of contracts to 

rapidly and efficiently repair damaged infrastructure.

2. SCAG should continue to deploy and promote the use of ITS technologies that 

enhance transportation security.

 SCAG should work to expand the use of ITS to improve surveillance, 

monitoring and distress notification systems and to assist in the rapid 

evacuation of disaster areas.

 SCAG should incorporate security into the Regional ITS Architecture.

 Transit operators should incorporate ITS technologies as part of their security 

and emergency preparedness and share that information with other operators.

 Aside from deploying ITS technologies for advanced customer information, 

transit agencies should work intensely with ethnic, local and disenfranchised 

communities through public information/outreach sessions ensuring public 

participation is used to its fullest. In case of evacuation, these transit dependent 

persons may need additional assistance to evacuate to safety.

3. SCAG should establish transportation infrastructure practices that promote 

and enhance security.

 SCAG should work with transportation operators to plan and coordinate 

transportation projects, as appropriate, with the Department of 

Homeland Security grant projects, to enhance the regional transit 

security strategy (RTSS).

z When coordination of long-term recovery resources needed by the region to 

launch its recovery efforts are complete.

State and federal support lessens in the later stages of the LTRR process once the region has 

sufficient capacity to implement its long term recovery plan.19

PROMOTER OF REGIONAL ITS SOLUTION

SCAG also envisions developing a comprehensive ITS, as SCAG controls the regional ITS 

architecture, funding, and programming. Major elements of SCAG’s role include:

z Identifying more command and control for Critical Transportation 

Infrastructure (CTI);

z Developing mechanisms to make data available through Traffic Management 

Centers (TMC) to assist first responders and training first responders to take 

advantages of these resources;

z Identifying system detection gaps and using this to prioritize funding;

z Prioritizing command and control infrastructure through funding; and

z Supporting County Office of Emergency Services through the programming and 

planning of funding to TMCs and other activities.

Continuity of government is another area SCAG may be able to provide leadership within 

the region. There is a lack of agreement between agencies for mutual aid (in many cases, 

especially in the transportation arena). SCAG could play a role in facilitating this process and 

identifying needs and prioritizing agreements and planning at the regional and sub-regional 

level between agencies, particularly for long-term recovery after events.

REGIONAL PROVIDER OF DATA AND INFORMATION

SCAG has a strong desire and commitment to be a major data repository. However, SCAG 

will undertake this role where and if appropriate to facilitate the planning processes and 

activities of local and regional stakeholders. SCAG’s goal is to be an acquirer and source 

for regional level data and information. This role is consistent with the one mentioned 

earlier in this section.

Several relevant transportation and security planning documents illustrate that SCAG has a 

challenging task in serving the region. It also has a tremendous opportunity to not only serve 

the region in transportation security planning efforts, but to serve as an example for the rest 

of the nation. As mentioned above, federal mandates have recently passed to make security 
 34 2016–2040 RTP/SCS I APPENDIX

7. SCAG will help to enhance the capabilities of local and regional organizations, 

including first responders, through provision and sharing of information.

 SCAG should work with local agencies to collect regional GeoData in a 

common format, and provide access to the GeoData for emergency planning, 

training and response.

 SCAG should develop and establish a regional information sharing strategy, 

linking SCAG and its member jurisdictions for ongoing sharing and provision 

of information pertaining to the region’s transportation system and other 

critical infrastructure.

8. SCAG should provide the means for collaboration in planning, communication and 

information sharing before, during or after a regional emergency.

 SCAG should develop and incorporate strategies and actions pertaining to 

response and prevention of security incidents and events as part of the ongoing regional planning activities.

 SCAG should offer a regional repository of GIS data for use by local agencies in 

emergency planning, and response, in a standardized format.

 SCAG should establish transportation infrastructure practices that identify 

and prioritize the design, retrofit, hardening and stabilization of critical 

transportation infrastructure to prevent failure, to minimize loss of life and 

property, injuries and avoid long term economic disruption.

4. SCAG should establish a forum where policy-makers can be educated and 

regional policy can be developed.

 SCAG should work with local officials to develop regional consensus on 

regional transportation safety, security and safety/security policies.

5. SCAG will help enhance the region’s ability to deter and respond to acts of 

terrorism and human-caused or natural disasters through regionally cooperative 

and collaborative strategies.

 SCAG should work with local officials to develop regional consensus on 

regional transportation safety, security and safety/security policies.

 SCAG should encourage all SCAG elected officials to be educated in National 

Incident Management System (NIMS).

 SCAG should work with partner agencies, federal, state and local jurisdictions 

to improve communications and interoperability and to find opportunities 

to leverage and effectively use transportation and public safety/security 

resources in support of this effort.

6. SCAG will work to enhance emergency preparedness awareness among public 

agencies and with the public at large.

 SCAG should work with local officials to develop regional consensus on 

regional transportation safety, security and safety/security policies.

 SCAG should work to improve the effectiveness of regional plans by 

maximizing the sharing and coordination of resources that would allow 

for proper response by public agencies. SCAG should encourage and 

provide a forum for local jurisdictions to develop mutual aid agreements for 

essential government services (including in the transportation arena) during 

any incident recovery.
 35

NOTES

1 Unless otherwise noted, all data referenced is from 2012, the most recent year that complete data was available

2 2012 National Safety Council 

3 2012 Statewide Integrated Traffic Reporting System (SWITRS)

4 2012 National Safety Council

5 Federal Emergency Management Agency: Community Emergency Response Team (IG-317) Student’s Guide

6 The American transportation sector is dependent on foreign oil sources; in fact 51.5 percent of petro leum used in the United States is currently imported (Bureau of Transportation Statistics 2009)

7 United States Census Bureau

8 Fiscal Year 2006 Infrastructure Protection Program. U.S. Department of Homeland Security, September 25, 2006.

9 http://www.dhs.gov/xlibrary/assets/nipp-ssp-transportation-systems-2010.pdf

10 http://hazardmitigation.calema.ca.gov/docs/ESA-all8-06-final.pdf

11 http://hazardmitigation.calema.ca.gov/plan/state_multi-hazard_mitigation_plan_shmp 

12 https://www.fema.gov/national-incident-management-system

13 https://training.fema.gov/is/courseoverview.aspx?code=IS-700.a

14 http://www.training.fema.gov/is/courseoverview.aspx?code=IS-100.b

15 http://www.caloes.ca.gov/PlanningPreparednessSite/Documents/EMMA%20PlanAnnexes%20A-F,%202012.pdf

16 In its Ten Year Strategic Plan, SCAG has indicated that it wished to be a central source for data and information about the southern California Region. SCAG has a strong desire and commitment to be a major data repository. However, SCAG will undertake this role where and if appropriate to facilitate the planning processes and activities of local and regional stakeholders. SCAG goal is to be an acquirer and source for regional level data 

and information.

17 The ongoing investment in ITS region-wide provides a resource that needs to be recognized and leveraged for enhancing situational awareness and analysis capabilities. The ongoing investment in ITS region-wide provides a resource that needs to be recognized and leveraged for enhancing situational awareness and analysis capabilities.

18 http://www.caloes.ca.gov/PlanningPreparednessSite/Documents/SoCalCatastrophicConops(Public)2010.pdf

19 Adapted from Draft Southern California Catastrophic Preparedness Plan, IWG 14 – Staff Estimate.
 36

 38

ADOPTED I APRIL 2016

WWW.SCAGRTPSCS.NET

APPENDIX

TRANSPORTATION SYSTEM I TRANSPORTATION SAFETY & SECURITY

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

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