Mobility Element 2015
City of Pasadena
Department of Transportation
Page | 21
The 1994 General Plan Mobility Element sought to addresses some of the classification/function
inconsistencies by introducing two new types of streets – multi-modal (mobility) corridors and de-
emphasized streets. These designations carried through into the 2004 Mobility Element and are in place
today guiding city policy for what types of actions are permissible on these streets. The de-emphasized
streets begin to introduce the concept of matching the function of the street to its context and in all
cases focused on minimizing traffic on streets that while classified as arterials were essentially
neighborhood streets. The multi-modal corridors formed a loose grid network of thoroughfares.
Many of Pasadena’s traffic calming policies use the functional classification of a street as one of the
criteria for deciding whether a particular device is appropriate. Similarly the acceptable methods for
enforcing speed limits are influenced by the functional classification of the street. As more traffic
calming devices have been deployed in Pasadena, the inconsistencies between the form and designated
function of many streets have become more evident. An example of this is that the functional
classification criteria have impeded the installation of speed humps on several streets that would
otherwise be eligible for the devices under city policy.
In light of the recently mandated Complete Streets policy at the state level, Pasadena is putting more
emphasis on understanding the design responses necessary to achieve such a policy. As the emphasis
shifts from a curb-to-curb focus to one of a building-to-building (or complete right of way) focus, the
variable character (context) of the land use and urban form adjacent to the roadway becomes more
important, particularly as one attempts to balance the competing space demands for multiple modes of
travel within a constrained space.
While the multi-modal corridor/de-emphasized street designations were a step in the direction
necessary to meet the current demands, their response is limited in light of the multi-modal, multi-
functionality that is present on Pasadena’s streets today. To address the expanded needs, the city
elected to pursue a more robust context-based street classification system that draws from the
approach described in Context Sensitive Solutions in Designing Major Urban Thoroughfares for Walkable
Communities (ITE Proposed Recommended Practice 36). As noted in the initial materials prepared by
the city’s consultant team:
The City’s primary goal in developing a new street type system is that it reflect both land use context and
multi-modal function of streets as a means to prioritize decision-making about intensity and kind of
investment appropriate to each. With regard to context, the City desires a system that is reflective of the
type or types, character and intensity of land uses along a street to ensure that future investments and
efforts on those streets are appropriate to the primary users of the street – those that live, work or shop
there. With regard to the streets themselves, the City seeks a system that differentiates streets by their
function, rather than by volume, and treats all modes equally where appropriate and prioritizes modes
where appropriate.
The classification system under consideration for Pasadena has three components:
•
Context – the character of each street in terms of urban form and land use mix, particularly in
ways that relate to the sidewalk
•
Function – the multi-modal and primary trip-type function of each street.
•
Overlays – unique factors that merit special consideration that affect design of a street, but do
not define the predominate nature of the street.
Mobility Element 2015
City of Pasadena
Department of Transportation
Page | 22
Context and Function jointly define the street type, while Overlays may indicate special design or
management of the street. The context of a street, which is the condition of the land that fronts onto
the street right of way, and the function of the street have been organized into the following categories:
Context
Function
Freeway Frontage
Downtown
Main Street
City Mix
Commercial and Industrial
City Multifamily
Residential
Garden Multifamily Residential
Single Family Residential
Park
Civic
Connector City
Connector Neighborhood
Access Street
Access Yield
Access Alley
Access Shared
4.7 Conventional Street Classification