A Vision for Los Angeles County’s Transit-Rich Communities
By 2014, five additional new light rail and subway lines will be under construction across Los Angeles County, part of an unprecedented regional transit expansion unrivaled in the 21st Century in the United States. With a $40 billion voter-approved transit investment being deployed over the next 20 years, along with other critical investments, Los Angeles County residents have decided to chart a path to a new future, redefining how we live, how we move, and how the rest of the world sees and experiences Los Angeles County.
So, what does equity mean in relation to this $40 billion transit investment? In this future Los Angeles, we want to embrace the incredible cultural and racial diversity that makes Los Angeles one of the most dynamic and entrepreneurial places in the world, while also acknowledging that the majority of the people who contribute to that dynamism make up households that are predominantly low and moderate income.
Today, workers earning less than $25,000 a year now make up 71% of the commute to work trips on the existing transit system.1 While we need to grow transit ridership to capture the benefit of this major new investment, this cannot be done at the expense of “core transit riders” who are already using the system.
The Equity Atlas draws from existing research and material to understand geographic differences in performance towards achieving the countywide equity goals outlined in the report. The Equity Atlas clearly articulates how these goals related to transportation and land use investments. The Equity Atlas overlays the transit network on different measures to understand how we perform as a county today, and to help identify the key gaps and assets in individual communities, along corridors, or in station areas along the frequent transit lines.
How to read this Atlas
The Atlas has been designed to be a reference document, where a reader can understand basic facts about any given issue facing the transit network in a consistent format. Each of the major themes is broken into six unique outcomes, each with its own set of data, maps, and recommendations.
The Atlas document includes the following information for each outcome.
The maps supporting each outcome can be accessed in the accordion menu below, and are also hyperlinked in the document.
Chapter 1 Maps A: Increasing Mobility, Access, and Connectivity
One of the biggest issues for low and moderate-income families in Los Angeles County is the cost of living. Not only is housing in Los Angeles County expensive but so is the cost of transportation. Creating a system where transportation costs are lower is important for all transit riders, especially low and moderate income households in the region who spend a greater proportion of their income on transportation. The $40 billion transit investment represents a meaningful opportunity to build the system in a way that benefits all users, especially low income and transit dependent riders.
An important equity outcome would be to increase the number of households that are benefitting from investments that connect low and moderate income riders to major transportation access points and key destinations such as jobs, schools and daycare. This means bike and pedestrian infrastructure as well as high quality and high frequency bus service that make access to destinations easier and more affordable. Additionally, not every community will be able to support greater transit investments, but it is important to consider how mobility can be improved for people in all parts of the County.
- 1. All Los Angeles County residents have better transportation choices
- 2. Major transit nodes can be easily reached by foot, bike or bus
- 3. Transit service for low and moderate income riders is reinforced and stable
- 4. Future generations are reducing their lifestyle’s impact on the environment
- 5. People who can’t drive have better transportation options
- 6. Key destinations are connected to the regional transit network
Chapter 2 Maps B: Preserving and Creating Affordable Housing and Managing Neighborhood Change
Providing housing that is affordable to people of all incomes is a fundamental tenent of building more equitable and sustainable communities and regions. By 2035, the region is expected to add four million people, a majority of them non-white. The best way to ensure that these new residents do not contribute to an increase in congestion and worsen air quality with their transportation choices or lack thereof, is to provide opportunities for them to live in locations that offer other mobility options other than the car. The data shows that households living near transit today are more than twice as likely to take transit to work than the average household, with transit ridership being much higher among very-low and low-income residents in the County.
SCAG has forecasted that 40% of the 624,000 new households projected by 2035 (or 250,000 households) will need housing affordable to very-low and low incomes. Therefore we need to focus on ensuring that current housing opportunities for low income people in transit rich communities are preserved, and that new housing near transit meets the needs of people at a range of incomes.
- 1. More people of all incomes have the ability to live in transit rich locations
- 2. Residents have the ability to stay within their communities with stable housing costs.
- 3. Affordable housing opportunities near transit are optimized
- 4. The Public Sector maximizes opportunities to increase housing production on publicly owned land.
- 5. Local and regional land use and transportation planning efforts are inclusive, transparent, and incorporate the needs of current residents and businesses.
- 6. Los Angeles County agencies use a variety of tools to catalyze development near transit that includes adequate levels of affordable housing.
Chapter 3 Maps C: Supporting Workforce and Economic Development
Better connecting workers with jobs, and employers with their workforce, through an expanded transit network will be critical to fostering greater regional productivity, making Los Angeles County more economically resilient and prosperous.
Today many Los Angeles County jobs and workforce training facilities need to be accessed by car, which is particularly challenging for low-income commuters who must spend proportionately more of their income to access their place or places of employment. To better connect workers with jobs, there should be a greater focus on improving transit linkages for low and moderate-income workers through improved last mile connections or other transit services.
Improving access to existing employment centers, where further agglomeration of particular industry and business sectors is most likely to take place, will be essential to improving overall mobility.
- 1. The transit network efficiently connects the workforce with job clusters
- 2. Los Angeles County residents have manageable commutes from a time and cost perspective
- 3. High quality transit areas are planned to support existing job clusters and accommodate future job growth to curb job sprawl
- 4. The transit system connects low-income residents to training and educational resources that prepare them for higher quality jobs and support the labor needs of county employers
- 5. Opportunities for small-scale entrepreneurs and local businesses are preserved and fostered near transit
- 6. Local businesses and residents leverage economic and workforce development opportunities from the transit build out
Chapter 4 Maps D: Investing in Healthy Communities
As more is learned about the connection between the built environment and public health, actionable steps need to be taken to influence the factors that have the most impact on improving health outcomes such as lowering risks of injury from collisions, eliminating pollution that contributes to chronic disease and returning physical activity into our daily lives.
Creating environments for walking and biking that are safe are important activities that can influence health outcomes. Improving access to fresh food and supportive amenities such as parks can reduce health problems and lower health care costs for families as well as government. Health care facility access and better air quality are important as well. Freeways and other sources of pollution like industrial areas trigger higher rates of childhood asthma and other health impacts for those living nearby. Action should be taken to ensure low-income residents are not disproportionately impacted by stationary and mobile sources of pollution. Finally these communities should be safe. Crime and violence is a major health issue, with premature death and debilitating injuries leading to losses in productivity and family stress, which place a large burden on the health care and social service system.
- 1. Residents and visitors in Los Angeles County enjoy a safe and comfortable environment for walking and biking
- 2. All residents can easily access affordable and healthy food by walking, biking and/or public transit.
- 3. Los Angeles County communities have clean air and limited sources of mobile and stationary pollution.
- 4. Health care and services are accessible to all residents by walking, biking and/or public transit.
- 5. Los Angeles County communities are free of crime and violence.
- 6. All Los Angeles County residents have access to public open space and parks.
The accordions below contain a full list of the recommendations described in each of the Outcome sheets of the Atlas, with identification of potential responsible parties who could implement each recommendation. Collectively this list includes 72 recommendations (3 each for 24 outcomes). However many of these recommendations are interrelated, and generally boil down into four key themes:
- Be mindful about how transit routes are aligned, to connect residents of greatest need (and with the greatest potential to take transit) with valuable work, education, recreational and service destinations;
- Be purposeful about making supporting investments in infrastructure, development, programming and services to prioritize areas near transit, and communities with gaps and needs. The Equity Atlas as a document with specific information about individual neighborhoods can help inform policies;
- Be innovative in considering new financing mechanisms, implementation strategies, and policies to expand affordable housing, services, and local infrastructure to fill gaps in communities;
- Be coordinated in implementation by prioritizing key geographies and investments, identifying potential assets such as public agency land, timing changes in regulations (e.g. higher densities, reduced parking, smaller building footprints) with actions such as land banking, development, or financing new uses, and working across agencies and sectors.
Recommendations Chapter 1
Outcome 1: Major transit hubs can be easily and safely reached by foot, bike or bus
| Three Recommendations |
Responsible Parties |
| Design future stations and nearby arterial roads to foster safe, accessible transfers between rail and buses, and safe exits and egress for passengers |
City Transportation Departments, LACMTA and other transit agencies, Transportation Construction Authorities if other than LACMTA, CalTrans |
| Prioritize and bundle station area last mile connection strategies with allocation of funding for bicycle infrastructure, pedestrian improvements, traffic calming, and complete streets. |
LACMTA, City Transportation Departments, CalTrans |
| Add new criteria to prioritize transit investments, including: the number of people served by an improvement or connection, and whether a new investment connects transit-dependent neighborhoods to key destinations. |
LACMTA and other transit agencies, Transportation Construction Authorities if other than LACMTA |
Outcome 2: All Los Angeles County residents have better transportation choices
| Three Recommendations |
Responsible Parties |
| Implement a framework that ensures scarce regional transportation funds are invested in ways that most effectively reduce single occupancy driving across the entire County. |
LACMTA’s Sustainability Policy offers such a framework but has not been fully adopted as a policy that guides transportation spending. |
| Use transportation funds to support the goals of the region’s Sustainable Communities Strategy, by investing in new infrastructure where growth is designated to occur. |
SCAG, LACMTA, Cities, CalTrans |
| Ensure transportation models – including models forecasting traffic generation for new projects – consider different types of travel behavior based on walking proximity to transit, shopping, services, and other daily needs. |
SCAG, Cities, LACMTA |
Outcome 3: Transit service for low and moderate income riders is reinforced and stable
| Three Recommendations |
Responsible Parties |
| Maximize connections between transit and neighborhoods with a concentration of low and moderate-income households, to stabilize and boost ridership. |
City Planning and Transportation Departments, LACMTA, other Transit Agencies |
| Locate future transit stations and stops within a mile of major job clusters, particularly clusters with job opportunities for low and middle wage workers. |
City Transportation Departments, LACMTA and other transit agencies, Transportation Construction Authorities if other than LACMTA, CalTrans |
| Conduct regular travel behavior surveys to understand and monitor the profile of transit users, paying particular attention to demographic changes as an indicator of change in surrounding neighborhoods. |
LACMTA and other transit agencies |
Outcome 4: Children grow up feeling safe walking, biking, taking transit
| Three Recommendations |
Responsible Parties |
| Increase overall funding for pedestrian and bicycle improvements as well as education programs for children and families. |
City Transportation Departments, SCAG, LACMTA, CalTrans, School Districts |
| Use data (such as the SWITRS data on pedestrian fatalities) to understand key areas of need for traffic safety, and consider how these areas also relate to nearby schools. |
City Transportation Departments, CalTrans, School Districts |
| Support in-progress Safe Routes to School programmatic activities such as bike to school days, which now have to compete for once-dedicated federal funding under the 2012 federal transportation bill (Moving Ahead for Progress in the 21st Century, or “MAP-21”). |
City Transportation Departments, SCAG, LACMTA, State of California Elected Officials, CalTrans, School Districts |
Outcome 5: People who cannot drive have better transportation options
| Three Recommendations |
Responsible Parties |
| Establish performance targets for providing affordable and accessible housing for seniors and disabled residents within new developments near transit. |
Cities, Housing Agencies, Developers (market and affordable), LACMTA, nonprofits |
| Provide outreach and education about the transit system to seniors and the disabled community. In the long run this may also help reduce the cost and use of paratransit and other door-to-door service. |
Cities, County Health Department, County Department of Public Social Services, State Health & Human Services, Senior Facility Managers, Private Businesses Offering Services (e.g. assisted living facilities), transit agencies, AARP, other nonprofits |
| Address potential barriers to encouraging seniors to move close to transit, such as reciprocal agreements with nearby counties to freeze property taxes for seniors. |
Los Angeles County Assessor’s Office, Cities |
Outcome 6: Key destinations are connected to the regional transit network
| Three Recommendations |
Responsible Parties |
| Encourage major employers to locate near transit through land use regulation, business attraction activities, and other incentive mechanisms. |
Cities, Economic Development Agencies, Chambers of Commerce, State EDD |
| Identify key work and non-work destinations in the region and ensure that transit or last mile connections serve these destinations. |
SCAG, LACMTA and other transit agencies, Transportation Construction Authorities if other than LACMTA, Institutions (hospitals, higher education, etc) |
| Work with key institutions, event coordinators, and managers of other key destinations to promote transit as a viable, fun alternative to driving. |
SCAG, LACMTA and other transit agencies, Transportation Demand Managers, Major Institutions (hospitals, higher education, museums, managers of other major attractions), Cities |
Recommendations Chapter 2
Outcome 1: More people of all incomes have the ability to live in transit rich locations
| Three Recommendations |
Responsible Parties |
| Encourage equitable and affordable housing development near transit by adopting supportive zoning codes and incentives such as inclusionary housing or fair share housing policies and value capture strategies |
Cities, developers (for profit and non profit), non-profit advocates and community development corporations (CDC’s) can play an important role in advocating for such policies. |
| Use regulatory and finance tools to encourage new development to serve a range of household incomes and types. Housing for families and the needs of seniors should be included as well as options for singles and young people. |
Local Housing and Community Development Agencies, Community Development Finance Institutions (CDFI’s), Cities, Housing Authority, developers (for profit and non profit), LACMTA, Philanthropy |
| Identify potential development opportunities up front when planning new transit stations and stops, and set up a plan to maximize these opportunities through partnerships with developers and other agencies, consolidation of sites, zoning, subsidy for affordable housing, etc. |
Cities, LACMTA or other Transportation Construction Authorities, Community Development Corporations (CDC’s), non-profit and for-profit developers, and local stakeholders can be important partners in this endeavor |
Outcome 2: Residents have the ability to stay within their communities with stable housing costs
| Three Recommendations |
Responsible Parties |
| Reinforce and expand programs to protect the rights of low-income renters, including Rent Stabilization Ordinance, Code Enforcement, Just Cause Eviction, Condo Conversion Ordinance, and tenant outreach programs. Jurisdictions should adopt Just Cause Eviction ordinances which limit the reasons that landlords can evict tenants. |
Cities (elected officials, housing/community development agencies, attorneys, building inspection), nonprofits, philanthropy |
| Create a system for creating and enforcing the replacement of housing under a “no net loss” policy. |
Cities, housing authorities. CDC’s and other community-based organizations will be important partners in this effort. |
| Develop relocation plans for current residents to ensure those same residents have the opportunity to live in new affordable housing in transit rich communities. |
Cities, housing authorities, nonprofits |
Outcome 3: Affordable housing opportunities near transit are optimized
| Three Recommendations |
Responsible Parties |
| Cities should provide supportive zoning codes and policies that include reduced parking in addition to incentives that encourage affordable housing construction near transit. |
Cities. Non-profit advocates can help support the successful development of these policies. Philanthropy. |
| Use planning tools such as increasing densities or reducing parking to encourage development of moderate income housing near transit, while creating financial subsidies and incentives for lowest income housing. |
Cities |
| Leverage funding sources to incentivize participation of jurisdictions in affordable housing production – particularly those jurisdictions with frequent transit. |
Cities, SCAG, LACMTA, developers, nonprofits, philanthropy, banks |
Outcome 4: The public sector maximizes opportunities to increase housing production on publicly owned land
| Three Recommendations |
Responsible Parties |
| Inventory publicly owned land near transit and evaluate the feasibility of using this land to achieve affordable housing goals |
All public agencies (cities, LACMTA, school districts, etc.) |
| Strengthen LACMTA’s authority and capacity to support affordable housing through joint development, with the LACMTA board and the state legislature |
LACMTA board, State elected officials |
| Develop an evaluation system for understanding when affordable housing might be the highest and best use on publicly owned property. |
SCAG, Cities, LACMTA, nonprofits, philanthropy |
Outcome 5: Local and regional land use and transportation planning efforts are inclusive, transparent, and incorporate the needs of current residents and businesses
| Three Recommendations |
Responsible Parties |
| Develop outreach and engagement requirements for future allocation of regional or state funds to local planning, in order to establish a clear set of expectations |
SCAG, CalTrans, LACMTA, Cities, Nonprofits (help establish requirements) |
| Generate and support a centralized network of community and regional advocates to track planning efforts and prioritize locations for community organizing and intervention. Scale up programs that work. |
Philanthropy, Nonprofits, Caltrans grants, other public agency grant programs. |
| Offer grants to community-based organizations to conduct outreach and provide support in planning and engagement efforts |
SCAG, LACMTA, Cal Trans, Cities, Philanthropy, Nonprofits |
Outcome 6: The public sector uses a variety of coordinated tools to catalyze development near transit that includes adequate levels of affordable housing.
| Three Recommendations |
Responsible Parties |
| Identify factors up front that may influence the extent to which a community is likely to experience a change in market demand as a result of a new land use plan or transportation investment. |
Cities, SCAG, LACMTA, Philanthropy, State Air Resources Board |
| If public incentives for new development such as subsidy, tax breaks, or expedited permitting are deployed, affordable housing and benefits for low income households or workers (such as space for needed services, or local hire provisions) should be incorporated as a negotiating factor in providing those incentives. |
Cities, State |
| Elevate innovative countywide models where value capture and community benefits were incorporated up-front in land use plans, or within transit planning and construction, in order to make such models standard practice for practitioners across the County. |
SCAG, LACMTA, Philanthropy, Nonprofits, Universities |
Recommendations Chapter 3
Outcome 1: The transit network connects the workforce with job centers
| Three Recommendations |
Responsible Parties |
| Design and align new transit corridors to strongly connect to the County’s job clusters and centers. |
LACMTA, Transit Construction Authorities if other than LACMTA |
| Understand current commute dynamics to major job centers as part of evaluating the current and planned transportation network. |
LACMTA, City DOTs, other transit agencies |
| Consider the significance of commute times and worker hours. For example, health care jobs are critical to the region’s economic vitality and offer upward mobility potential for low skilled workers, but many hospital jobs operate on shifts that do not correspond to peak commute hours, making them challenging to serve with transit |
LACMTA and other transit agencies, City DOTs |
Outcome 2: The County’s residents and workers have commutes of a reasonable cost and length
| Three Recommendations |
Responsible Parties |
| Develop new housing in close proximity to major job centers, ensuring housing meets the income levels of local workers. |
Cities, developers, housing authorities, LACMTA. SCAG’s SCS provides guiding framework. |
| Ensure major job centers throughout the region are connected to the transit network as new alignments are planned. |
LACMTA and other transit agencies, City DOTs |
| Continue to advance the range of investments needed to reduce local congestion and further reduce overall travel times |
LACMTA, SCAG, City DOTs, CalTrans |
Outcome 3: High quality transit areas support existing job clusters and accommodate future job growth to curb sprawl
| Three Recommendations |
Responsible Parties |
| Ensure land use policies support job growth as appropriate near various station areas |
Cities. SCAG SCS can provide guiding framework. |
| Develop proactive financing and tax policies at the state level to incentivize job growth near transit |
State |
| Work with employers to understand how transit-rich job centers fill their current and future spatial needs. |
Cities, Economic Development Agencies, Chambers of Commerce, Los Angeles Business Council |
Outcome 4: Transit connects low-income workers to the training and education needed to prepare them for higher quality jobs, which also fill the workforce needs of employers
| Three Recommendations |
Responsible Parties |
| Engage workforce development and economic development practitioners in planning and advocacy efforts to support investments and expansion of transportation choices |
Workforce Investment Boards, Economic Development Agencies, Community Colleges and other Educational Institutions, Nonprofits, Philanthropy |
| Identify and engage workforce training centers near the frequent transit network |
Workforce Investment Boards, Nonprofits focused on Workforce Development, Community Colleges |
| Foster services near transit that will address some of the barriers identified above. |
Workforce Investment Boards, Community Colleges, County Department of Public Social Services |
Outcome 5: Small-scale entrepreneurs and local businesses are preserved and fostered near transit
| Three Recommendations |
Responsible Parties |
| Use local land use regulations to be responsive to the range of sizes and configurations of new businesses, ensuring adequate opportunities for small-scale local businesses near transit. |
Cities |
| Establish business impact mitigation programs during transit construction. |
LACMTA, other Transit Construction Authorities, Cities, Philanthropy |
| Support small business development and entrepreneurship near transit through technical assistance and training. |
City Business Assistance Offices, all Public Agency Small and Disadvantaged Business Procurement Programs, Nonprofits |
Outcome 6: Local businesses and workers leverage economic and workforce development opportunities from the transit build out
| Three Recommendations |
Responsible Parties |
| Identify and develop training programs and facilities where workers can learn transferrable skills related to jobs created through the transit-build out |
LACMTA, Community Colleges, WIBs, Apprenticeship Programs, Nonprofits, Cities |
| Reach out to residents and workers in low-income and high-unemployment neighborhoods near transit to share information about educational and training opportunities. |
WIBs, Community Colleges, Nonprofits |
| Consider expansion of LACMTA’s Construction Careers Program into other major public works projects going on throughout the region with different agencies. |
LACMTA, Other Public Agencies, Nonprofits |
Recommendations Chapter 4
Outcome 1: Residents and visitors enjoy a safe and comfortable environment for walking and biking
| Three Recommendations |
Responsible Parties |
| Ensure that bicycle and pedestrian facilities are integrated with the design and planning of future transit infrastructure projects and transit-oriented development. |
Cities, LACMTA, Nonprofits |
| Support funding for cities adjacent to stations to develop pedestrian and bicycle plans for TOD areas, and to build pedestrian and bicycle facilities on key routes leading to stations. |
SCAG, LACMTA, CalTrans |
| Prioritize investments in bike/ped facilities in areas that have the: 1) highest pedestrian and bicycle injury and fatalities; 2) lowest rates of auto ownership/highest rates of transit users; 3) highest rates of chronic disease. |
SCAG, LACMTA, CalTrans, Cities |
Outcome 2: All residents can easily access affordable and healthy food
| Three Recommendations |
Responsible Parties |
| Prioritize fresh food access as part of station area planning, and consider role transit may play in helping residents to access grocery stores or other fresh food outlets. |
Cities, Nonprofits, Philanthropy, County Health Departments |
| Utilize innovative financing options to expand fresh food access in low income communities, such as the California Freshworks Fund. |
Cities, Nonprofits, Developers, Philanthropy, CDFI’s, Banks, County Health Departments |
| Support programs such as urban agriculture, farmers’ markets, and street vending, and consider whether public facilities may offer space to expand this type of programming in fresh food constrained neighborhoods. |
Cities, Nonprofits, Public Agencies |
Outcome 3: All communities have clean air and limited mobile and stationary sources of pollution
| Three Recommendations |
Responsible Parties |
| Identify existing local stationary and mobile sources of pollution near transit stations and factor these into decisions about the appropriate proximity of certain land uses such as housing and schools. |
SCAG, School Districts, Cities, Developers |
| Avoid locating new transit stations near major stationary and mobile sources of pollution if an alternative exists, if the goal is to build housing and schools near the station. |
LACMTA, Other Transit Construction Authorities |
| Mitigate the effects of particulate matter on low-income residents through residential building air quality regulations, and tenant education programs. |
Cities, Developers, County Health Departments |
Outcome 4: Health care is geographically accessible to all residents
| Three Recommendations |
Responsible Parties |
| Encourage health care facilities to adopt transportation management programs for both patients and workers, including shuttles to support last mile connections from transit |
Health Facilities (private non-profit, private for-profit, LA County DHS & DPH) |
| Prioritize expansion of public and community health facilities near the frequent transit network in order to make them more accessible by transit. |
Health Facilities, Cities |
| Create mobile clinics for medically underserved areas with limited transit access (such as the Antelope Valley Community Clinic Mobile Units). |
Health Facilities, Philanthropy, County Health Departments |
Outcome 5: Communities are free of crime and violence
| Three Recommendations |
Responsible Parties |
| Incorporate crime and violence data, and findings from qualitative tools such as walk audits from local community members into station-area planning and design |
Cities, SCAG, LACMTA, Universities can play a supporting role, local non profits |
| Address crime prevention through community public safety efforts that include partnerships between planners, law enforcement, code enforcement, and elected officials to achieve success. |
Cities (Planners, Law Enforcement, Code Enforcement, Elected Officials), Universities can play a supporting role, local nonprofits, philanthropy |
| Integrate crime prevention, education, and safe passages programs into Safe Routes to School and other programs targeting youth participation, such as wide adoption of a universal violence prevention program, such as LAUSD’s Second Step Program. |
State, Cities, Nonprofits, School Districts |
Outcome 6: All residents have access to active and passive public open space, parks and rivers
| Three Recommendations |
Responsible Parties |
| Identify potential sites and develop funding mechanisms for expansion and operation of community parks and recreational facilities in areas near transit while also investing in existing urban parks and school play spaces to improve facilities and programming that support public health goals. |
Cities, School Districts, Parks Districts, State, Nonprofits, Philanthropy |
| Consider key entry points and trailheads to regional parks, and intersections of transit with linear river facilities, in the planning of last mile investments to and from transit stops. |
Cities, LACMTA and Other Transit Agencies, State, Parks Managers |
| Coordinate with local nonprofit organizations to leverage investments in parks, open space, and recreation areas, prioritizing communities that lack adequate park space. |
Cities, Nonprofits, Other Parks Managers, Philanthropy |
» Download PDF copy of full report (Released Nov. 5, 2013)
