Mobility Element August 2015
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Mobility Element 2015 City of Pasadena Department of Transportation
Page | 25 NTMP. Requests received from Council Offices and neighbor-hoods in the last year are for new NTMPs to be conducted in areas where some of the original studies were conducted 10-15 years ago. One of the outcomes of the success of the NTMP is that the small scale of each study, while effective for much of the program’s span, is now resulting in a set of conditions where changes in one neighbor-hood area are pushing traffic to adjacent neighborhoods that have been previously traffic-calmed in earlier NTMPs. In recognition of this trend, the tenets of the NTMP have been revisited, particularly the exclusion of non-local streets from the studies and the scale of problem identification (i.e., the boundaries of each study). This assessment indicated that the city needs to be taking more of a multi-neighborhood (or district) approach to traffic management and that the major streets that link between and through neighborhoods need to be incorporated into the studies, not necessarily for the application of traffic- calming to these streets, but to be better able to address the interface between major streets and neighborhood streets. Accordingly, the city has embarked on developing the next generation of the program, dubbed NTMP 2.0. The context-based street classification system and its resultant design guidelines are being used as the framework for incorporating non-local streets into the NTMP process. The expanded nature of NTMP 2.0 has necessitated a review of the city’s traffic calming policies and is allowing us to revisit decisions made years ago about which traffic calming devices are applicable/acceptable in Pasadena. Installation criteria and guidelines are being developed for traffic calming devices not currently in wide use in Pasadena that include traffic circles, curb extensions, partial closures and raised crossings/speed tables. Rather than just expanding the reach of the NTMP to larger areas and more streets, the city is taking advantage of this effort to achieve a better vertical integration of day to day traffic engineering actions (traffic investigations) with the longer-term NTMP studies. This approach has resulted in a three-tiered system that organizes activities into the following categories:
Tier 1 – Readily Solvable Issues o
through day to day observations by staff of system performance o
Typically low-cost, spot fixes that do not involve warrant analyses or other more complex engineering studies nor require public involvement
o
Initiated by carry forward from Tier 1 for issues that require engineering studies but are still essentially one-dimensional o
Low to moderate cost solutions that are developed by staff with a limited degree of public involvement o
other elements for which more detailed analytical work is necessary before a recommendation can be made
Mobility Element 2015 City of Pasadena Department of Transportation
Page | 26 o
Systemic problems that involve larger areas and/or multiple neighborhoods or corridors o
Moderate to high cost solutions that are developed through a systematic approach that includes a high degree of public involvement o
o
Examples include traffic calming devices, preferential parking districts, medians, traffic diversion, neighborhood protection
4.9 Managing Demand Achieving the City’s transportation objectives and policies necessitate a transportation system capable of serving both existing and future demand. One way to meet this need is to implement programs designed to manage demand. These programs are often referred to as transportation demand management (TDM) strategies. The City of Pasadena, in order to reduce the number of vehicular trips in general, and specifically the use of autos for drive-alone trips, has adopted a Trip Reduction Ordinance that is applied citywide. Such trip reduction measures have been incorporated into the City’s project review process.
Trip Reduction Ordinance The City of Pasadena recognizes that new development and sizable additions to existing development generate travel and parking demands that can create adverse impacts on traffic flow and parking in surrounding areas. To address such situations, the City developed a policy, through its Trip Reduction Ordinance, to accomplish the following:
Encourage non-auto modes such as public transit, vanpools, carpools, and bicycles rather than single-occupant vehicles.
Encourage alternative work hours that serve to reduce the typical peak demand upon the street network, parking facilities, and transit systems.
The Trip Reduction Ordinance applies to Nonresidential development projects, and the nonresidential portion of mixed‑use development projects, which exceed 25,000 square feet of gross floor area, as a result of new construction or an expansion of an existing use. These development projects are required to reserve and designate preferential parking spaces for carpool vehicles, provide employees with commuter-matching services and trip reduction information, and provide bicycle parking facilities and/or other non-auto enhancements.
In addition, nonresidential development projects, and the nonresidential portion of mixed‑use development projects, which exceed 75,000 square feet of gross floor area, as a result of new construction or an expansion of an existing use shall comply with the conditions already mentioned. These major development projects must also satisfy the requirements to reduce trips, such as providing employees with discounted transit passes, parking pricing measures, etc. The trip reduction measures must be included in a plan that must be submitted to and approved by the City. Transportation Systems Management (TSM) Programs involve a commitment by the owner to an ongoing program. The City will continue to explore additional trip reduction measures and update the Trip Reduction Ordinance as needed to reduce congestion. Designated pedestrian sidewalks or paths will be provided on the development site between the external pedestrian system and each structure in the development.
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