The USGS Transportation downloadable data from The National Map (TNM) is based on TIGER/Line data provided through U.S. Census Bureau and supplemented with HERE road data to create tile cache base maps. Some of the TIGER/Line data includes limited corrections done by USGS. Transportation data consists of roads, railroads, trails, airports, and other features associated with the transport of people or commerce. The data include the name or route designator, classification, and location. Transportation data support general mapping and geographic information system technology analysis for applications such as traffic safety, congestion mitigation, disaster planning, and emergency response. The National Map transportation data is commonly combined with other data themes, such as boundaries, elevation, hydrography, and structure ...

This map contains the 2020 Vulnerable Population Index along with the component demographic layers. The following seven populations were determined to be vulnerable based on an understanding of both federal requirements and regional demographics: 1) Low-Income Population (below 200% of poverty level) 2) Non-Hispanic Minority Population 3) Hispanic or Latino Population (all races) 4) Population with Limited English Proficiency (LEP) 5) Population with Disabilities 6) Elderly Population (age 75 and up) 7) Households with No CarFor each of these populations, Census tracts with concentrations above the regional mean concentration are divided into two categories above the regional mean. These categories are calculated by dividing the range of values between the regional mean and the regional maximum into two equal-sized intervals. Tracts in the lower interval are given a score of 1 and tracts in the upper interval are given a score of 2 for that demographic variable. The scores are totaled from the seven individual demographic variables to yield the Vulnerable Population Index (VPI). The VPI can range from zero to fourteen (0 to 14). A lower VPI indicates a less vulnerable area, while a higher VPI indicates a more vulnerable area.FIELDSP_PovL100: Percent Below 100% of the Poverty Level, P_PovL200: Percent Below 200% of the Poverty Level, P_Minrty: Percent Minority (non-White, non-Hispanic), P_Hisp: Percent Hispanic, P_LEP: Percent Limited English Proficiency (speak English "not well" or "not at all"), P_Disabld: Percent with Disabilities, P_Elderly: Percent Elderly (age 75 and over), P_NoCarHH: Percent Households with No Vehicle, RG_PovL100: Regional Average (Mean) of Percent Below 100% of the Poverty Level, RG_PovL200: Regional Average (Mean) of Percent Below 200% of the Poverty Level, RG_Minrty: Regional Average (Mean) of Percent Minority (non-White, non-Hispanic), RG_Hisp: Regional Average (Mean) of Percent Hispanic, RG_LEP: Regional Average (Mean) of Percent Limited English Proficiency (speak English "not well" or "not at all"), RG_Disabld: Regional Average (Mean) of Percent with Disabilities, RG_Elderly: Regional Average (Mean) of Percent Elderly (age 75 and over), RG_NoCarHH: Regional Average (Mean) of Percent Households with No Vehicle, [NO SC_PovL100: Note: Percent Below 100% of the Poverty Level not used in VPI 2020 calculation],SC_PovL200: VPI Score for Below 200% of the Poverty Level (Values: 0, 1, or 2),SC_Minrty: VPI Score for Minority (non-White, non-Hispanic) (Values: 0, 1, or 2),SC_Hisp: VPI Score for Hispanic (Values: 0, 1, or 2),SC_LEP: VPI Score for Limited English Proficiency (speak English "not well" or "not at all") (Values: 0, 1, or 2),SC_Disabld: VPI Score for Disabilities (Values: 0, 1, or 2),SC_Elderly: VPI Score for Elderly (age 75 and over) (Values: 0, 1, or 2),SC_NoCarHH: VPI Score for Households with No Vehicle (Values: 0, 1, or 2),VPI_2020: Total VPI Score (0 minimum to 14 maximum).Additional information on equity planning at BMC can be found here.Sources: Baltimore Metropolitan Council, U.S. Census Bureau 2016–2020 American Community Survey 5-Year Estimates. Margins of error are not shown.Updated: April 2022

description: The USGS Transportation service from The National Map (TNM) is based on TIGER/Line data provided through U.S. Census Bureau and road data from U.S. Forest Service. Some of the TIGER/Line data includes limited corrections done by USGS. Transportation data consists of roads, railroads, trails, airports, and other features associated with the transport of people or commerce. The data include the name or route designator, classification, and location. Transportation data support general mapping and geographic information system technology analysis for applications such as traffic safety, congestion mitigation, disaster planning, and emergency response. The National Map transportation data is commonly combined with other data themes, such as boundaries, elevation, hydrography, and structures, to produce general reference base maps. The National Map Download Client allows free downloads of public domain transportation data in either Esri File Geodatabase or Shapefile formats. For additional information on the transportation data model, go to https://nationalmap.gov/transport.html.; abstract: The USGS Transportation service from The National Map (TNM) is based on TIGER/Line data provided through U.S. Census Bureau and road data from U.S. Forest Service. Some of the TIGER/Line data includes limited corrections done by USGS. Transportation data consists of roads, railroads, trails, airports, and other features associated with the transport of people or commerce. The data include the name or route designator, classification, and location. Transportation data support general mapping and geographic information system technology analysis for applications such as traffic safety, congestion mitigation, disaster planning, and emergency response. The National Map transportation data is commonly combined with other data themes, such as boundaries, elevation, hydrography, and structures, to produce general reference base maps. The National Map Download Client allows free downloads of public domain transportation data in either Esri File Geodatabase or Shapefile formats. For additional information on the transportation data model, go to https://nationalmap.gov/transport.html.

This analysis scores Census Block Groups in Washington based on their degree of equity and environmental justice need for the purpose of identifying and prioritizing investment locations for the Connecting Communities Pilot Program. Each Block Group receives a score based on several factors related to vulnerable populations and environmentally burdened communities, and these scores are added together to create the final score. See the accompanying methodology word document for a full list of factors. Original data sources are the U.S. Census 2016-2020 American Community Survey (ACS) and the Washington Environmental Health Disparities (EHD) Map.Individual scores are calculated for each measure, which then sum up to aggregate scores for vulnerable populations and overburdened communities as well as a combined final score. Block Group scores based on demographic measures from the ACS data are calculated relative to other Block Groups in similarly sized population centers or in tribal areas. If a Block Group’s value for a given demographic measure is at or above the 80th percentile within its population center size category, it is given 2 points for that factor. If its value is at or above the 60th percentile within its population center size category, it is given 1 point. All other Block Groups receive 0 points for that factor. Block groups that overlap with or touch multiple population centers that have different sizes are assigned the highest possible point value based on all overlapping population centers. For the health and environmental measures sourced from the EHD map, scores are applied based on the measure’s rank value. Block Groups with a rank of 9 or 10 are given 2 points, and Block Groups with a rank of 7 or 8 are given 1 point. This is applied statewide without any scaling within population center sizes, as is performed for the demographic metrics, to ensure that Block Groups with similar environmental or health burdens across the state are scored evenly. Here is a list of measures (included in attribute table), used to calculate the final score: 1. Population less than 18 years of age; 2. Population age 65 or older; 3. Housing cost-burdened households (spending over 30% of income on housing); 4. Black, Indigenous, People of color; 5. Households with 1 or more persons with a disability; 6. Ability to speak English – less than very well; 7. Household income below 200% of the federal poverty level; 8. Zero to one car households; 9. Unemployment; 10. Transportation expense (%) for moderate income families; 11. Limited access to healthy food; 12. Low birthweight (<2500 grams); 13. High rate of hospitalization, based on the maximum rank value from the following variables; (a) Death from cardiovascular disease, (b) Cancer deaths, (c) Lower life expectancy at birth, (d) Premature death; 14. Environmental exposures; 15. Environmental effects; 16. Diesel pollution burdenFinally, 1 additional point is given to Block Groups that fall within or touch a tribal area to give a slight priority to areas serving tribal populations. This score, along with the demographic measures from the ACS as well as the transportation expense, limited access to healthy food, low birthweight, and high rate of hospitalization measures from the EHD Map are summed together to create the total vulnerable population score. The three environmental measures from the EHD Map are summed together to create the total overburdened communities score. These two totals are summed to create the Block Group’s final score.

Overburdened Communities Census Tracts web layer configured in Map Viewer Classic for the EV Publicly Available application. (Current Version)This layer represents the overall ranking for Environmental Exposures, Environmental Effects, Socioeconomic Factors and Sensitive Populations. More information is available here https://fortress.wa.gov/doh/wtnibl/WTNIBL/.This layer uses 2010 Census Tracts based on the current version of the Washington Tracking Network's Environmental Health Disparities data.The source data is derived from the Environmental Health Disparities map displayed on WTN's Information by Location (IBL) tool. The data on the map include 19 indicators and are divided into four themes:Environmental Exposures (PM2.5-diesel emissions; ozone concentration; PM2.5 Concentration; proximity to heavy traffic roadways; toxic release from facilities (RSEI model))Environmental Effects (lead risk from housing; proximity to hazardous waste treatment, storage, and disposal facilities (TSDFs); proximity to National Priorities List sites (Superfund Sites); proximity to Risk Management Plan (RMP) facilities; wastewater discharge)Sensitive Populations (death from cardiovascular disease; low birth weight)Socioeconomic Factors (limited English; no high school diploma; poverty; race - people of color; transportation expense; unaffordable housing; unemployed)Learn about how the Environmental Health Disparities map is being used to support Washington's clean energy transformation.Washington State Department of Health provides an index of Environmental Health Disparities for all the census tracts in Washington. Both deciles (ranks 1 - 10) and quintiles (ranks 1 - 5) have been calculated for cardiovascular disease, low birth weight, people without a high school diploma, people who speak English less than "very well" or "not at all", people living at or below 185% of federal poverty level, people of color, transportation costs, unemployment, housing costs, people exposed to air pollution near busy road ways, exposure to diesel emissions, exposure to average ozone, exposure to particulate matter, exposure to toxic releases, proximity to hazardous waste generators, exposure to lead, proximity to Superfund sites, proximity to facilities with highly toxic substances, proximity to wastewater discharge, general environmental exposure, general environmental effects, general sensitive populations, general socioeconomic factors, and overall environmental health disparities. Please see the Washington environmental health disparities page for more information: https://www.doh.wa.gov/DataandStatisticalReports/WashingtonTrackingNetworkWTN/InformationbyLocation/WashingtonEnvironmentalHealthDisparitiesMap The map was a collaborative project that took several years to develop. It went live to the public in January of 2019. Those involved in the initial collaboration include: University of Washington's Department of Environmental and Occupational Health Sciences, Front and Centered, Washington State Department of Health, Washington State Department of Ecology, and Puget Sound Clean Air Agency. The effort included listening sessions with communities in Washington State. The communities gave input that informed development of the map. Since the map was published, several laws and rules highlight it as a resource. Healthy Environment for All (HEAL) Act, passed in 2021, led to the first dedicated, ongoing state funding to maintain and update the map. The HEAL Act (RCW 43.70.815) requires DOH to: Further develop the EHD map, engaging with communities, tribes, researcher, and EJ CouncilTrack changes in disparities over time Perform a comprehensive evaluation every three yearsExpand online video trainings and guidance on how to use the EHD mapProvide support and consultation to state agencies on how to use the EHD map\DOH continues to add data to the EHD map to reflect additional health risks. DOH is currently working with partners to develop indicators for: wildfire smoke, asthma, tree canopy and greenspace, water quality, pesticide exposure, redlining index, and a group of climate change indicators.The EHD map is a living tool. Developing and improving it is an ongoing process, incorporating feedback and new data. The map will never fully reflect communities’ experiences and should not be used to replace community engagement or tribal consultation. If you have feedback about how we could improve the map, please contact us at EHDmap@doh.wa.gov.

This data is experimental, see the ‘Access Constraints or User Limitations’ section for more details. This dataset has been generalised to 10 metre resolution where it is still but the space needed for downloads will be improved.A set of UK wide estimated travel area geometries (isochrones), from Output Area (across England, Scotland, and Wales) and Small Area (across Northern Ireland) population-weighted centroids. The modes used in the isochrone calculations are limited to public transport and walking. Generated using Open Trip Planner routing software in combination with Open Street Maps and open public transport schedule data (UK and Ireland).The geometries provide an estimate of reachable areas by public transport and on foot between 7:15am and 9:15am for a range of maximum travel durations (15, 30, 45 and 60 minutes). For England, Scotland and Wales, these estimates were generated using public transport schedule data for Tuesday 15th November 2022. For Northern Ireland, the date used is Tuesday 6th December 2022.The data is made available as a set of ESRI shape files, in .zip format. This corresponds to a total of 18 files; one for Northern Ireland, one for Wales, twelve for England (one per English region, where London, South East and North West have been split into two files each) and four for Scotland (one per NUTS2 region, where the ‘North-East’ and ‘Highlands and Islands’ have been combined into one shape file, and South West Scotland has been split into two files).The shape files contain the following attributes. For further details, see the ‘Access Constraints or User Limitations’ section:AttributeDescriptionOA21CD or SA2011 or OA11CDEngland and Wales: The 2021 Output Area code.Northern Ireland: The 2011 Small Area code.Scotland: The 2011 Output Area code.centre_latThe population-weighted centroid latitude.centre_lonThe population-weighted centroid longitude.node_latThe latitude of the nearest Open Street Map “highway” node to the population-weighted centroid.node_lonThe longitude of the nearest Open Street Map “highway” node to the population-weighted centroid.node_distThe distance, in meters, between the population-weighted centroid and the nearest Open Street Map “highway” node.stop_latThe latitude of the nearest public transport stop to the population-weighted centroid.stop_lonThe longitude of the nearest public transport stop to the population-weighted centroid.stop_distThe distance, in metres, between the population-weighted centroid and the nearest public transport stop.centre_inBinary value (0 or 1), where 1 signifies the population-weighted centroid lies within the Output Area/Small Area boundary. 0 indicates the population-weighted centroid lies outside the boundary.node_inBinary value (0 or 1), where 1 signifies the nearest Open Street Map “highway” node lies within the Output Area/Small Area boundary. 0 indicates the nearest Open Street Map node lies outside the boundary.stop_inBinary value (0 or 1), where 1 signifies the nearest public transport stop lies within the Output Area/Small Area boundary. 0 indicates the nearest transport stop lies outside the boundary.iso_cutoffThe maximum travel time, in seconds, to construct the reachable area/isochrone. Values are either 900, 1800, 2700, or 3600 which correspond to 15, 30, 45, and 60 minute limits respectively.iso_dateThe date for which the isochrones were estimated, in YYYY-MM-DD format.iso_typeThe start point from which the estimated isochrone was calculated. Valid values are:from_centroid: calculated using population weighted centroid.from_node: calculated using the nearest Open Street Map “highway” node.from_stop: calculated using the nearest public transport stop.no_trip_found: no isochrone was calculated.geometryThe isochrone geometry.iso_hectarThe area of the isochrone, in hectares.Access constraints or user limitations.These data are experimental and will potentially have a wider degree of uncertainty. They remain subject to testing of quality, volatility, and ability to meet user needs. The methodologies used to generate them are still subject to modification and further evaluation.These experimental data have been published with specific caveats outlined in this section. The data are shared with the analytical community with the purpose of benefitting from the community's scrutiny and in improving the quality and demand of potential future releases. There may be potential modification following user feedback on both its quality and suitability.For England and Wales, where possible, the latest census 2021 Output Area population weighted centroids were used as the starting point from which isochrones were calculated.For Northern Ireland, 2011 Small Area population weighted centroids were used as the starting point from which isochrones were calculated. Small Areas and Output Areas contain a similar number of households within their boundaries. 2011 data was used because this was the most up-to-date data available at the time of generating this dataset. Population weighted centroids for Northern Ireland were calculated internally but may be subject to change - in the future we aim to update these data to be consistent with Census 2021 across the UK.For Scotland, 2011 Output Area population-weighted centroids were used as the starting point from which isochrones were calculated. 2011 data was used because this was the most up-to-date data available at the time of work.The data for England, Scotland and Wales are released with the projection EPSG:27700 (British National Grid).The data for Northern Ireland are released with the projection EPSG:29902 (Irish Grid).The modes used in the isochrone calculations are limited to public transport and walking. Other modes were not considered when generating this data.A maximum value of 1.5 kilometres walking distance was used when generating isochrones. This approximately represents typical walking distances during a commute (based on Department for Transport/Labour Force Survey data and Travel Survey for Northern Ireland technical reports).When generating Northern Ireland data, public transport schedule data for both Northern Ireland and Republic of Ireland were used.Isochrone geometries and calculated areas are subject to public transport schedule data accuracy, Open Trip Planner routing methods and Open Street Map accuracy. The location of the population-weighted centroid can also influence the validity of the isochrones, when this falls on land which is not possible or is difficult to traverse (e.g., private land and very remote locations).The Northern Ireland public transport data were collated from several files, and as such required additional pre-processing. Location data are missing for two bus stops. Some services run by local public transport providers may also be missing. However, the missing data should have limited impact on the isochrone output. Due to the availability of Northern Ireland public transport data, the isochrones for Northern Ireland were calculated on a comparable but slight later date of 6th December 2022. Any potential future releases are likely to contained aligned dates between all four regions of the UK.In cases where isochrones are not calculable from the population-weighted centroid, or when the calculated isochrones are unrealistically small, the nearest Open Street Map ‘highway’ node is used as an alternative starting point. If this then fails to yield a result, the nearest public transport stop is used as the isochrone origin. If this also fails to yield a result, the geometry will be ‘None’ and the ‘iso_hectar’ will be set to zero. The following information shows a further breakdown of the isochrone types for the UK as a whole:from_centroid: 99.8844%from_node: 0.0332%from_stop: 0.0734%no_trip_found: 0.0090%The term ‘unrealistically small’ in the point above refers to outlier isochrones with a significantly smaller area when compared with both their neighbouring Output/Small Areas and the entire regional distribution. These reflect a very small fraction of circumstances whereby the isochrone extent was impacted by the centroid location and/or how Open Trip Planner handled them (e.g. remote location, private roads and/or no means of traversing the land). Analysis showed these outliers were consistently below 100 hectares for 60-minute isochrones. Therefore, In these cases, the isochrone point of origin was adjusted to the nearest node or stop, as outlined above.During the quality assurance checks, the extent of the isochrones was observed to be in good agreement with other routing software and within the limitations stated within this section. Additionally, the use of nearest node, nearest stop, and correction of ‘unrealistically small areas’ was implemented in a small fraction of cases only. This culminates in no data being available for 8 out of 239,768 Output/Small Areas.Data is only available in ESRI shape file format (.zip) at this release.https://www.openstreetmap.org/copyright

The Atlanta Regional Commission (ARC) has created an interactive equity analysis tool to help address these questions as featured on 33n, the ARC Research & Analytics Blog. In the past, the ARC used a static map of their Equitable Target Areas (ETA) for project evaluation. The ETA index was a tool that helped ARC better identify areas with minority or low-income populations to understand how proposed projects might impact these groups.Now, Atlanta Regional Commission has created a transportation data platform called DASH where a more nuanced equity analysis can be visualized. This equity analysis helps ARC understand where people reside across all nine of the federally protected classes. Coming soon, there will be transportation data added to DASH. Combined with the data already included, the equity analysis provided by DASH will help guide regional transportation and land use planning and will be used as input for project prioritization and evaluation, monitoring resource allocation, and assisting in decision-making.ARC's Equity Analysis is widely used throughout the agency to demonstrate compliance with Federal Guidance, including Title VI of the Civil Rights Act of 1964, Limited English Proficiency Executive Order, Americans with Disabilities Act of 1990, Environmental Justice Executive Order, and FHWA and FTA's Title VI and Environmental Justice documents.MethodologyThe Equity Analysis methodology generates a composite score based on the concentrations of the criteria selected, which is used to meet the nondiscrimination requirements and recommendations of Title VI and EJ for ARC's plans, programs, and decision-making processes.The score calculation is determined by standard deviations relative to a criteria's regional average. This score classifies the concentration of the populations of interest under Title VI and EJ present in every census tract in the region. These population groups are represented by the nine equity analysis criteria: youth, older adults, females, racial minorities, ethnic minorities, foreign-born, limited English proficiency, people with disabilities, and low-income.The data for each of the criteria in the equity analysis are split into five "bins" based on the relative concentration across the region: well below average (score of 0); below average (score of 1); average (score of 2); above average (score of 3); and well above average (score of 4). See Figure 1 below. A summary score of all nine indicators for each census tract (ranging from 0-36) is used to show regional concentrations of populations of interest under Title VI and EJ. A summary score of racial minority, ethnic minority, and low-income for each census tract is used in ARC's Project Evaluation Framework to prioritize projects in the Transportation Improvement Program (TIP). This view is the map default.Bin 2 for each indicator contains census tracts at or near (within a half standard deviation from) the regional average (mean) for that indicator. Bins 4, 3, 1, and 0 are then built out from the regio nal average; Bins 1 and 3 go another full standard deviation out from bin 2, and bins 0 and 4 contain any remaining tracts further out from 1 or 3, respectively.This Equity Analysis supplants previous equity analysis iterations, including ARC's Equitable Targ et Areas (ETAs).The design of this methodology is supported by both FHWA's and FTA's Title VI recommendations to simply identify the protected classes using demographic data from the US Census Bureau as the first step in conducting equity analyses. Additionally, FTA's EJ guidance cautions recipients of federal funds to not be too reliant on population thresholds to determ ine the impact of a program, plan, or policy to a population group, but rather design a meaning ful measure to identify the presence of all protected and considered population groups and then calculate the possibility of discrimination or disproportionately high and adverse effect on these populations.ARC plans to continue the conversation with its staff, partners, and Transportation Equity Advisory Group (TEAG) about measuring and evaluating transportation benefits and burdens, as well as layering the Equity Analysis with supplemental analyses such as access to essential services, affordability, and displacement.Data DisclaimerThis webpage is a public resource using ACS data. The Atlanta Regional Commission (ARC) makes no warranty, representation, or guarantee as to the content, sequence, accuracy, timeliness, or completeness of any of the spatial data or database information provided herein. ARC and partner state, regional, local, and other agencies shall assume no liability for errors, omissions, or inaccuracies in the information provided regardless of how caused, or any decision made or action taken or not taken by any person relying on any information or data furnished within.ARC is committed to enforcing the provisions of Title VI of the Civil Rights Act of 1964 and taking positive and realistic affirmative steps to ensure the protection of rights and opportunities for all persons affected by its programs, services, and activities.CSV DownloadGIS Data Available SoonDate: 2018Equity Analysis Contact Info:Aileen DaneySenior PlannerTransportation Access & Mobility Group470.378.1579adaney@atlantaregional.orgTitle VI Policy and Complaint Contact Info:Brittany ZwaldTitle VI Officer/Grants and Contracts AnalystFinance Group470.378.1494bzwald@atlantaregional.orgFor more information on ARC's Title VI program or to obtain a Title VI Policy and Complaint Form please visit:https://atlantaregional.org/leadership-and-engagement/guidelines-compliance/title-vi-plan-and-program/

ARC's Equity Analysis is widely used throughout the agency to demonstrate compliance with Federal Guidance, including Title VI of the Civil Rights Act of 1964, Limited English Proficiency Executive Order, Americans with Disabilities Act of 1990, Environmental Justice Executive Order, and FHWA and FTA's Title VI and Environmental Justice documents.The Equity Analysis methodology generates a composite score based on the concentrations of the criteria selected, which is used to meet the nondiscrimination requirements and recommendations of Title VI and EJ for ARC's plans, programs, and decision-making processes.The score calculation is determined by standard deviations relative to a criteria's regional average. This score classifies the concentration of the populations of interest under Title VI and EJ present in every census tract in the region. These population groups are represented by the nine equity analysis criteria: youth, older adults, females, racial minorities, ethnic minorities, foreign-born, limited English proficiency, people with disabilities, and low-income.The data for each of the criteria in the equity analysis are split into five "bins" based on the relative concentration across the region: well below average (score of 0); below average (score of 1); average (score of 2); above average (score of 3); and well above average (score of 4). See Figure 1 below. A summary score of all nine indicators for each census tract (ranging from 0-36) is used to show regional concentrations of populations of interest under Title VI and EJ. A summary score of racial minority, ethnic minority, and low-income for each census tract is used in ARC's Project Evaluation Framework to prioritize projects in the Transportation Improvement Program (TIP). This view is the map default.Bin 2 for each indicator contains census tracts at or near (within a half standard deviation from) the regional average (mean) for that indicator. Bins 4, 3, 1, and 0 are then built out from the regional average; Bins 1 and 3 go another full standard deviation out from bin 2, and bins 0 and 4 contain any remaining tracts further out from 1 or 3, respectively. This Equity Analysis supplants previous equity analysis iterations, including ARC's Equitable Target Areas (ETAs).The design of this methodology is supported by both FHWA's and FTA's Title VI recommendations to simply identify the protected classes using demographic data from the US Census Bureau as the first step in conducting equity analyses. Additionally, FTA's EJ guidance cautions recipients of federal funds to not be too reliant on population thresholds to determ ine the impact of a program, plan, or policy to a population group, but rather design a meaning ful measure to identify the presence of all protected and considered population groups and then calculate the possibility of discrimination or disproportionately high and adverse effect on these populations.ARC plans to continue the conversation with its staff, partners, and Transportation Equity Advisory Group (TEAG) about measuring and evaluating transportation benefits and burdens, as well as layering the Equity Analysis with supplemental analyses such as access to essential services, affordability, and displacement.This is a public resource using ACS data. The Atlanta Regional Commission (ARC) makes no warranty, representation, or guarantee as to the content, sequence, accuracy, timeliness, or completeness of any of the spatial data or database information provided herein. ARC and partner state, regional, local, and other agencies shall assume no liability for errors, omissions, or inaccuracies in the information provided regardless of how caused, or any decision made or action taken or not taken by any person relying on any information or data furnished within.ARC is committed to enforcing the provisions of Title VI of the Civil Rights Act of 1964 and taking positive and realistic affirmative steps to ensure the protection of rights and opportunities for all persons affected by its programs, services, and activities.

Zip 78744 SVI Web Map displays the 2022 Social Vulnerability Index (SVI) from the Centers for Disease Control and Prevention (CDC). The SVI measures a community’s ability to prepare for, respond to, and recover from public health emergencies and disasters. This map highlights the SVI for Travis County, with a specific focus on the 78744 zip code, helping to identify areas where populations may face greater challenges due to socioeconomic and environmental factors.The Centers for Disease Control and Prevention (CDC), in partnership with the Agency for Toxic Substances and Disease Registry (ATSDR), developed the Social Vulnerability Index (SVI) to help public health officials and emergency responders identify communities that may require additional support before, during, and after hazardous events.The SVI measures social vulnerability based on key factors that influence a community’s ability to withstand and recover from disasters, including:Socioeconomic status – High poverty rates, low income, or unemploymentHousehold composition and disability – Households with elderly residents, children, or individuals with disabilitiesMinority status and language barriers – Communities with limited English proficiency or historically marginalized populationsHousing and transportation challenges – Limited vehicle access, crowded housing, or reliance on public transitThese factors impact a community’s ability to mitigate human suffering and financial losses during emergencies. By analyzing social vulnerability, public health officials can prioritize resources, enhance emergency preparedness, and develop targeted outreach strategies.This web map provides a visual representation of social vulnerability across Travis County, with a focus on the 78744 zip code. Percentile rankings range from 0 to 1, with higher values indicating greater vulnerability.Although the SVI was not directly used in the deployment of Community Health Worker (CHW) Strike Teams for West Nile Virus education in 2024, incorporating this data into future strategies has been identified as a best practice. Integrating SVI data into public health initiatives will help ensure more effective outreach and resource allocation, particularly for populations at increased risk.Public Information RequestsIf you cannot locate the information or records you need online, Section 552.234 of the Texas Public Information Act allows you to submit a written request using the following methods:Online submission: City of Austin Public Records RequestMail: P.O. Box 689001, Austin, Texas, 78768

Contained within the Atlas of Canada's Reference Map Series, 1961 to 2010, is a map showing Canada with a very-detailed digital shaded relief. Ocean contours are shown using bathymetric tints. Major physical features including mountain ranges, peaks, and spot elevations are identified. The map also shows the extent and name for all of Canada's national parks. An extensive set of populated places is shown, using six population size classes. Transportation data is extensive, but relatively muted: for example, roads are only in two classes. All official Canadian, provincial, and surrounding international boundaries are shown, including the proposed boundary for the new territory of Nunavut (which came into existence in 1999), The offshore boundary delineating Canada's exclusive 200-mile fishing and economic zone is also shown. There are three small maps of Canada shown on this map sheet, all at scale 1: 35 000 000. One shows the major physiographic regions; the second shows major drainage basins, and the third map shows classes of vegetation cover. There is very limited data shown for foreign areas, but shaded relief is shown for all of these areas. All data on the map is current to the mid to late 1990's.

This dataset is historical. For recent data, we recommend using https://chicagotraffictracker.com. -- Average Daily Traffic (ADT) counts are analogous to a census count of vehicles on city streets. These counts provide a close approximation to the actual number of vehicles passing through a given location on an average weekday. Since it is not possible to count every vehicle on every city street, sample counts are taken along larger streets to get an estimate of traffic on half-mile or one-mile street segments. ADT counts are used by city planners, transportation engineers, real-estate developers, marketers and many others for myriad planning and operational purposes. Data Owner: Transportation. Time Period: 2006. Frequency: A citywide count is taken approximately every 10 years. A limited number of traffic counts will be taken and added to the list periodically. Related Applications: Traffic Information Interactive Map (http://webapps.cityofchicago.org/traffic/).

Shapefile contains census tracts identified as Equity Priority Communities by MTC as part of the Plan Bay Area 2050 process for the five counties that are included in the Bay Area Regional Climate Action Planning Initiative Frontline Communities Map.

The original shapefile was downloaded from the Metropolitan Transportation Commission (MTC), Equity Priority Communities webpage. The “Clip” tool in ArcMap was used to select only those features which are located within the boundaries of the five Bay Area counties included in the Frontline Communities Map. Only those census tracts where epc_2050 column is equal to 1 are displayed. Where, epc_2050 is defined as "Equity Priority Community PBA 2050" in the original codebook and 1 is equivalent to a true statement. To learn more about the methodology behind the original dataset, please visit: https://opendata.mtc.ca.gov/datasets/MTC::equity-priority-communities-plan-bay-area-2050/about

The Frontline Communities Map is meant to help identify communities that are considered frontline communities for the purpose of the USEPA’s Climate Pollution Reduction Grant (CPRG) program’s planning effort, which is a five-county climate action planning process led by the Air District. USEPA refers to these communities as low-income and disadvantaged communities (LIDACs).

Formerly called “Communities of Concern,” Equity Priority Communities are census tracts that have a significant concentration of underserved populations. The Equity Priority Communities framework helps MTC make decisions on investments that meaningfully reverse the disparities in access to transportation, housing and other community services.

The Equity Priority Communities (tract geography) dataset is based upon eight demographic variables: • People of Color (70% threshold) • Low-Income (28% threshold) • Limited English Proficiency (12% threshold) • Seniors 75 Years and Over (8% threshold) • Zero-Vehicle Households (15% threshold) • Single Parent Families (18% threshold) • People with a Disability (12% threshold) • Rent-Burdened Households (14% threshold)

A tract is considered an Equity Priority Community: 1. If a tract exceeds both threshold values for BOTH Low-Income AND People of Color, or 2. If a tract exceeds the threshold value for Low-Income AND exceeds the threshold values for three or more of the six remaining variables

Credit report of International Freight People Pty. Ltd. contains unique and detailed export import market intelligence with it's phone, email, Linkedin and details of each import and export shipment like product, quantity, price, buyer, supplier names, country and date of shipment.

Overburdened Communities Census Tracts web layer configured in Map Viewer Classic for the EV Publicly Available application. (Current Version)This layer represents the overall ranking for Environmental Exposures, Environmental Effects, Socioeconomic Factors and Sensitive Populations. More information is available here https://fortress.wa.gov/doh/wtnibl/WTNIBL/.This layer uses 2010 Census Tracts based on the current version of the Washington Tracking Network's Environmental Health Disparities data.The source data is derived from the Environmental Health Disparities map displayed on WTN's Information by Location (IBL) tool. The data on the map include 19 indicators and are divided into four themes:Environmental Exposures (PM2.5-diesel emissions; ozone concentration; PM2.5 Concentration; proximity to heavy traffic roadways; toxic release from facilities (RSEI model))Environmental Effects (lead risk from housing; proximity to hazardous waste treatment, storage, and disposal facilities (TSDFs); proximity to National Priorities List sites (Superfund Sites); proximity to Risk Management Plan (RMP) facilities; wastewater discharge)Sensitive Populations (death from cardiovascular disease; low birth weight)Socioeconomic Factors (limited English; no high school diploma; poverty; race - people of color; transportation expense; unaffordable housing; unemployed)Learn about how the Environmental Health Disparities map is being used to support Washington's clean energy transformation.Washington State Department of Health provides an index of Environmental Health Disparities for all the census tracts in Washington. Both deciles (ranks 1 - 10) and quintiles (ranks 1 - 5) have been calculated for cardiovascular disease, low birth weight, people without a high school diploma, people who speak English less than "very well" or "not at all", people living at or below 185% of federal poverty level, people of color, transportation costs, unemployment, housing costs, people exposed to air pollution near busy road ways, exposure to diesel emissions, exposure to average ozone, exposure to particulate matter, exposure to toxic releases, proximity to hazardous waste generators, exposure to lead, proximity to Superfund sites, proximity to facilities with highly toxic substances, proximity to wastewater discharge, general environmental exposure, general environmental effects, general sensitive populations, general socioeconomic factors, and overall environmental health disparities. Please see the Washington environmental health disparities page for more information: https://www.doh.wa.gov/DataandStatisticalReports/WashingtonTrackingNetworkWTN/InformationbyLocation/WashingtonEnvironmentalHealthDisparitiesMap The map was a collaborative project that took several years to develop. It went live to the public in January of 2019. Those involved in the initial collaboration include: University of Washington's Department of Environmental and Occupational Health Sciences, Front and Centered, Washington State Department of Health, Washington State Department of Ecology, and Puget Sound Clean Air Agency. The effort included listening sessions with communities in Washington State. The communities gave input that informed development of the map. Since the map was published, several laws and rules highlight it as a resource. Healthy Environment for All (HEAL) Act, passed in 2021, led to the first dedicated, ongoing state funding to maintain and update the map. The HEAL Act (RCW 43.70.815) requires DOH to: Further develop the EHD map, engaging with communities, tribes, researcher, and EJ CouncilTrack changes in disparities over time Perform a comprehensive evaluation every three yearsExpand online video trainings and guidance on how to use the EHD mapProvide support and consultation to state agencies on how to use the EHD map\DOH continues to add data to the EHD map to reflect additional health risks. DOH is currently working with partners to develop indicators for: wildfire smoke, asthma, tree canopy and greenspace, water quality, pesticide exposure, redlining index, and a group of climate change indicators.The EHD map is a living tool. Developing and improving it is an ongoing process, incorporating feedback and new data. The map will never fully reflect communities’ experiences and should not be used to replace community engagement or tribal consultation. If you have feedback about how we could improve the map, please contact us at EHDmap@doh.wa.gov.

This map service is part of the TPB Regional Transportation Data Clearinghouse As part of the Title VI/Environmental Justice analysis of the CLRP, the Equity Emphasis Areas were developed using tract-level Census data to identify communities that have significant concentrations of low-income and / or minority populations. The areas were approved by the TPB at its March 29, 2017 meeting and updated in August 2018 with the latest Census data (2012-2016 ACS, U.S. Census). The methodology used to identify these communities focuses on four minority population groups (Low-Income, African American, Asian, and Hispanic or Latino). More information on the methodology for identifying these areas, please visit the Methodology for Equity Emphasis Areas. Map service contains a layer of the Equity Emphasis Areas (by U.S. Census Tracts) and a layer of all tracts in the TPB Planning Area. It includes detailed data on Low-Income, Hispanic or Latino, African American, and Asian as well as demographic data for People with Disabilities, Limited English Speakers, and Older Adults.  For more information about Equity Emphasis Areas and the TPB’s Environmental Justice analysis, please visit the TPB’s Fairness & Accessibility page.

NJDOT has revised the New Jersey urban area based upon the 2010 U.S. Census urban area boundaries. The U.S. Census defines an Urban Area as any area with a population >= 2,500. Under the Urban Area definition, Urban Clusters contain a population of 2,500-49,999 and Urbanized Areas are >= 50,000. FHWA, however, has slightly different criteria for what defines an urban area. Under FHWA, an Urban Area is >= 5,000, with Small Urban Areas 5,000-49,999 and Urbanized Areas >= 50,000. NJDOT followed the FHWA urban area definitions for this urban area update. To perform this update, NJDOT first combined the 2000 NJDOT urban area with the 2010 US Census urban areas greater than 5,000 in population. Since census urban area boundaries are based upon census block boundaries, which can be irregular, NJDOT extended outward the urban area ("smoothed") to the nearest road, stream, political boundary, or manmade feature using the 2012 NJ orthophotos as a base map. Where there was no obvious boundary to smooth to, the census boundary was retained. NJDOT also expanded the urban area to include any densely developed areas not included in the 2000 NJDOT urban area or 2010 Census urban areas.The urban area update underwent a thorough public review and comment period. Representatives from NJDOT, all 21 counties, and the 3 metropolitan planning organizations (NJTPA, SJTPO, and DVRPC) met during various phases of the project to review the updated urban area. All comments were logged into an Urban Area Comment Tracking Form, and an official NJDOT response was provided for each comment.In 2017, minor revisions were made to the urban area based upon comments from FHWA. These revisions were limited in scope and consisted of the following: 1) Adjusted boundary breaks within the urban area so that each Census urban area was only within one NJDOT urban area. 2) Delineated the Poughkeepsie--Newburgh, Mystic Island, and Newton urban areas within the NJDOT urban area. 3) Removed the Belvidere, Milford, and Maurice River urban areas. 4) Merged Upper Greenwood Lake urban area with Poughkeepsie urban area; merged Laurel Lake urban area with Vineland urban area; and merged Woodstown urban area with Philadelphia urban area. 5) Added small portions of the Census urban area (previously omitted from the NJDOT urban area due to smoothing), to the NJDOT urban area to ensure all Census urban areas with a population > 5,000 within the official NJ state boundary were included.

This data is experimental, see the ‘Access Constraints or User Limitations’ section for more details. This dataset has been generalised to 10 metre resolution where it is still but the space needed for downloads will be improved.A set of UK wide estimated travel area geometries (isochrones), from Output Area (across England, Scotland, and Wales) and Small Area (across Northern Ireland) population-weighted centroids. The modes used in the isochrone calculations are limited to public transport and walking. Generated using Open Trip Planner routing software in combination with Open Street Maps and open public transport schedule data (UK and Ireland).The geometries provide an estimate of reachable areas by public transport and on foot between 7:15am and 9:15am for a range of maximum travel durations (15, 30, 45 and 60 minutes). For England, Scotland and Wales, these estimates were generated using public transport schedule data for Tuesday 15th November 2022. For Northern Ireland, the date used is Tuesday 6th December 2022.The data is made available as a set of ESRI shape files, in .zip format. This corresponds to a total of 18 files; one for Northern Ireland, one for Wales, twelve for England (one per English region, where London, South East and North West have been split into two files each) and four for Scotland (one per NUTS2 region, where the ‘North-East’ and ‘Highlands and Islands’ have been combined into one shape file, and South West Scotland has been split into two files).The shape files contain the following attributes. For further details, see the ‘Access Constraints or User Limitations’ section:AttributeDescriptionOA21CD or SA2011 or OA11CDEngland and Wales: The 2021 Output Area code.Northern Ireland: The 2011 Small Area code.Scotland: The 2011 Output Area code.centre_latThe population-weighted centroid latitude.centre_lonThe population-weighted centroid longitude.node_latThe latitude of the nearest Open Street Map “highway” node to the population-weighted centroid.node_lonThe longitude of the nearest Open Street Map “highway” node to the population-weighted centroid.node_distThe distance, in meters, between the population-weighted centroid and the nearest Open Street Map “highway” node.stop_latThe latitude of the nearest public transport stop to the population-weighted centroid.stop_lonThe longitude of the nearest public transport stop to the population-weighted centroid.stop_distThe distance, in metres, between the population-weighted centroid and the nearest public transport stop.centre_inBinary value (0 or 1), where 1 signifies the population-weighted centroid lies within the Output Area/Small Area boundary. 0 indicates the population-weighted centroid lies outside the boundary.node_inBinary value (0 or 1), where 1 signifies the nearest Open Street Map “highway” node lies within the Output Area/Small Area boundary. 0 indicates the nearest Open Street Map node lies outside the boundary.stop_inBinary value (0 or 1), where 1 signifies the nearest public transport stop lies within the Output Area/Small Area boundary. 0 indicates the nearest transport stop lies outside the boundary.iso_cutoffThe maximum travel time, in seconds, to construct the reachable area/isochrone. Values are either 900, 1800, 2700, or 3600 which correspond to 15, 30, 45, and 60 minute limits respectively.iso_dateThe date for which the isochrones were estimated, in YYYY-MM-DD format.iso_typeThe start point from which the estimated isochrone was calculated. Valid values are:from_centroid: calculated using population weighted centroid.from_node: calculated using the nearest Open Street Map “highway” node.from_stop: calculated using the nearest public transport stop.no_trip_found: no isochrone was calculated.geometryThe isochrone geometry.iso_hectarThe area of the isochrone, in hectares.Access constraints or user limitations.These data are experimental and will potentially have a wider degree of uncertainty. They remain subject to testing of quality, volatility, and ability to meet user needs. The methodologies used to generate them are still subject to modification and further evaluation.These experimental data have been published with specific caveats outlined in this section. The data are shared with the analytical community with the purpose of benefitting from the community's scrutiny and in improving the quality and demand of potential future releases. There may be potential modification following user feedback on both its quality and suitability.For England and Wales, where possible, the latest census 2021 Output Area population weighted centroids were used as the starting point from which isochrones were calculated.For Northern Ireland, 2011 Small Area population weighted centroids were used as the starting point from which isochrones were calculated. Small Areas and Output Areas contain a similar number of households within their boundaries. 2011 data was used because this was the most up-to-date data available at the time of generating this dataset. Population weighted centroids for Northern Ireland were calculated internally but may be subject to change - in the future we aim to update these data to be consistent with Census 2021 across the UK.For Scotland, 2011 Output Area population-weighted centroids were used as the starting point from which isochrones were calculated. 2011 data was used because this was the most up-to-date data available at the time of work.The data for England, Scotland and Wales are released with the projection EPSG:27700 (British National Grid).The data for Northern Ireland are released with the projection EPSG:29902 (Irish Grid).The modes used in the isochrone calculations are limited to public transport and walking. Other modes were not considered when generating this data.A maximum value of 1.5 kilometres walking distance was used when generating isochrones. This approximately represents typical walking distances during a commute (based on Department for Transport/Labour Force Survey data and Travel Survey for Northern Ireland technical reports).When generating Northern Ireland data, public transport schedule data for both Northern Ireland and Republic of Ireland were used.Isochrone geometries and calculated areas are subject to public transport schedule data accuracy, Open Trip Planner routing methods and Open Street Map accuracy. The location of the population-weighted centroid can also influence the validity of the isochrones, when this falls on land which is not possible or is difficult to traverse (e.g., private land and very remote locations).The Northern Ireland public transport data were collated from several files, and as such required additional pre-processing. Location data are missing for two bus stops. Some services run by local public transport providers may also be missing. However, the missing data should have limited impact on the isochrone output. Due to the availability of Northern Ireland public transport data, the isochrones for Northern Ireland were calculated on a comparable but slight later date of 6th December 2022. Any potential future releases are likely to contained aligned dates between all four regions of the UK.In cases where isochrones are not calculable from the population-weighted centroid, or when the calculated isochrones are unrealistically small, the nearest Open Street Map ‘highway’ node is used as an alternative starting point. If this then fails to yield a result, the nearest public transport stop is used as the isochrone origin. If this also fails to yield a result, the geometry will be ‘None’ and the ‘iso_hectar’ will be set to zero. The following information shows a further breakdown of the isochrone types for the UK as a whole:from_centroid: 99.8844%from_node: 0.0332%from_stop: 0.0734%no_trip_found: 0.0090%The term ‘unrealistically small’ in the point above refers to outlier isochrones with a significantly smaller area when compared with both their neighbouring Output/Small Areas and the entire regional distribution. These reflect a very small fraction of circumstances whereby the isochrone extent was impacted by the centroid location and/or how Open Trip Planner handled them (e.g. remote location, private roads and/or no means of traversing the land). Analysis showed these outliers were consistently below 100 hectares for 60-minute isochrones. Therefore, In these cases, the isochrone point of origin was adjusted to the nearest node or stop, as outlined above.During the quality assurance checks, the extent of the isochrones was observed to be in good agreement with other routing software and within the limitations stated within this section. Additionally, the use of nearest node, nearest stop, and correction of ‘unrealistically small areas’ was implemented in a small fraction of cases only. This culminates in no data being available for 8 out of 239,768 Output/Small Areas.Data is only available in ESRI shape file format (.zip) at this release.https://www.openstreetmap.org/copyright