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On September 30, 2008 Governor Arnold Schwarzenegger signed Assembly Bill 1358, the California Complete Streets Act. The Act states: “In order to fulfill the commitment to reduce greenhouse gas emissions, make the most efficient use of urban land and transportation infrastructure, and improve public health by encouraging physical activity, transportation planners must find innovative ways to reduce vehicle miles traveled (VMT) and to shift from short trips in the automobile to biking, walking and use of public transit.

The legislation impacts local general plans by adding the following language to Government Code Section 65302(b)(2)(A) and (B):

(A)Commencing January 1, 2011, upon any substantial revision of the circulation element, the legislative body shall modify the circulation element to plan for a balanced, multimodal transportation network that meets the needs of all users of the streets, roads, and highways for safe and convenient travel in a manner that is suitable to the rural, suburban, or urban context of the general plan.

(B) For the purposes of this paragraph, “users of streets, roads, and highways” means bicyclists, children, persons with disabilities, motorists, movers of commercial goods, pedestrians, users of public transportation, and seniors.


What are “complete” streets?

Complete streets are designed and operated to enable safe access for all users. Pedestrians, bicyclists, motorists and transit riders of all ages and abilities must be able to safely move along and across a complete street.

Creating complete streets means transportation agencies must change their orientation toward building primarily for cars. Instituting a complete streets policy ensures that transportation agencies routinely design and operate the entire right of way to enable safe access for all users. Places with complete streets policies are making sure that their streets and roads work for drivers, transit users, pedestrians, and bicyclists, as well as for older people, children, and people with disabilities.

What it takes to make a street “complete” varies depending on many factors, so there’s no single definition. However, ingredients may include sidewalks, bike lanes (or wide paved shoulders), special bus lanes, comfortable and accessible transit stops, frequent crossing opportunities, median islands, accessible pedestrian signals, curb extensions, and more. A complete street in a rural area will look quite different from a complete street in a highly urban area. But both are designed to balance safety and convenience for everyone using the road.

Benefits of Complete Streets

Increased Transportation Choices: Streets that provide travel choices can give people the option to avoid traffic congestion, and increase the overall capacity of the transportation network.

Economic Revitalization: Complete streets can reduce transportation costs and travel time while increasing property values and job growth in communities. Improved Return on Infrastructure Investments: Integrating sidewalks, bike lanes, transit amenities, and safe crossings into the initial design of a project spares the expense of retrofits later.

Quality of Place: Increased bicycling and walking are indicative of vibrant and livable communities.

Improved Safety: Design and accommodation for bicyclists and pedestrians reduces the incidence of crashes.

More Walking and Bicycling: Public health experts are encouraging walking and bicycling as a response to the obesity epidemic. Streets that provide room for bicycling and walking help children get physical activity and gain independence.

Speed Humps Request

In the 1980s, the City installed speed humps on a number of residential streets. This process became part of the Neighborhood Traffic Management Program in the early 1990s. By incorporating the installation of speed humps into a comprehensive program for addressing neighborhood traffic issues, the City gained the ability to improve traffic conditions in an entire area rather than on just one street.

Speed Hump Standards (PDF)
Revised Speed Hump Policies and Procedures – May 2011 (PDF)


Walking is great exercise and in Pasadena, there are many beautiful historic landmarks that can be seen along your journey. However, before you take that first stride, the City of Pasadena encourages you to follow pedestrian safety laws found in the California Vehicle Code.

Pasadena Pedestrian Plan

The Pedestrian Plan provides guidance to preserve the walkability of pedestrian areas, to better design and develop pedestrian-friendly projects, to better integrate pedestrian improvements into street maintenance and traffic management programs, and to implement public education and enforcement programs that improve pedestrian safety and increase levels of walking.

For a Livable & Walkable Community
Pedestrian Plan Volume 1

Pedestrian Plan Volume 2

Includes Pedestrian Plan Implementation Projects, Design Guidelines, and Guidelines for Transportation Review of Projects & Summary of Pedestrian Improvements in Seven Specific Plan Areas

Additional Reference Materials
Includes publications on Pedestrian and Bicyclists Between 2000-2003, By Transportation Research Board

List Of Figures

Appendix A

Figure 2-6 Pasadena Land Use Map
Figure 2-7 Concentration of Residents under Age of 12
Figure 2-8 Distribution of Residents over Age of 65
Figure 2-9 Distribution of Residents Who Walk to Work
Figure 2-10 Location of Schools & Parks
Figure 2-11 Metro Gold Line Map
Figure 2-12 Transit Services in Pasadena
Figure 2-13 Locations of Public Bicycle Parking in Pasadena
Figure 3-1 Seven Specific Plan Areas
Figure 4-1 Sidewalk Concrete Inventory Statistics
Figure 4-2 Citywide Wheelchair Ramps Map
Figure 4-3 Cumulative 5-Year Pedestrian Collisions
Figure 4-4 Signalized Intersections in Pasadena
Figure 4-5 Cumulative Five-Year Pedestrian Collisions in Relations to Schools
Figure 4-7 Pasadena Transportation Systems Map in GIS Format

Appendix B

Safe Routes to Schools

Pedestrian Safety Brochure

A comprehensive brochure that offers helpful tips to make your walking adventure safe and enjoyable. DOWNLOAD

Pedestrian Safety Study

This report documents research aimed at enhancing pedestrian safety in general, though the overall focus of this report is on signalized intersections. VIEW REPORT

Suggested Routes To School Program Report
The report summarizes the Suggested Routes to School Program that was undertaken in the City of Pasadena from 2005 to 2006. VIEW REPORT

Rose Bowl Loop

If you’re one of the thousands who use the 3.3 mile Rose Bowl recreation loop, you know it is a great place to go for a walk, a jog or even a bike ride!

In an effort to make your recreation experience more enjoyable and safe, colored pavement, striping and delineators are installed to separate pedestrians from cyclists and motorists. Pedestrians should always remain within the delineators and on the painted surface. Cyclists, on the other hand, should always ride on the outside of the delineators and with the flow of vehicular traffic.

Learn more about the Rose Bowl Loop.
Read the final report on the Alternative Circulation Plans for the Rose Bowl Loop (PDF)


Designated bike lanes and Roseways can be found on many Pasadena streets. In fact, over 12 miles of collector and arterial roadways in Pasadena have bikeways. Many were installed as part of the Foothill Freeway construction project in the early 1970’s. Pasadena also offers parking for over 1,000 bicycles in the form of bicycle racks at bus stops, city-owned parking lots, churches, private office garages, local business and apartment buildings. To date, over 200 new bike racks have been added citywide to further promote bicycling.

City of Pasadena’s Bicycle Transportation Action Plan

City of Pasadena’s Bicycle Detection Map

Union Street Two-way Cycle Track Outreach

Pasadena Bike Share Program

Bike Share StationFeedback wanted for station locations in Pasadena!

Metro Bike Share is expanding to Venice, The Port of LA and The City of Pasadena in 2017. The Metro Board approved the expansion in October and new stations are expected to debut next summer. Based on previous studies we are asking for your input on station placement in Venice and Pasadena.

For Pasadena, a previous crowd-sourcing map and outreach helped developed a list of potential station sites. Now we need your help to finalize these station site locations for up to 34 stations. To provide input on Pasadena click here.

The deadline for comments on both maps is Friday, January 6, 2017.

Bike Paths

Bike paths are paved facilities designated for bicycle use that are physically separated from roadways by space or a physical barrier and are referred to as Class I bike paths. Currently the City of Pasadena does not have any bike paths.

Bike Lanes

Bike lanes are lanes on the outside edge of roadways reserved for the exclusive use of bicycles, and designated with special signing and pavement markings. Bike lanes are referred to as Class II bike lanes.


Roseways are roadways recommended for bicycle use and often connect to bike lanes and bike paths. Routes are designated with signs only and may not include additional pavement width. Roseways are referred to as Class III bike routes.

Rules of the Road

The “Rules of the Road: Bicycle Safety Brochure” is now available at the Department of Transportation, local bookstores, and your local bicycle shops. DOWNLOAD


The Transportation Planning and Development Division is responsible for transportation planning related activities, including both project-specific and comprehensive planning. Comprehensive planning projects include the City’s General Plan Mobility Element Update and technical support for other departments such as Planning and Permitting for comprehensive planning projects. The Division’s current planning activities include reviewing transportation and traffic impacts due to development projects and reviewing and analyzing other traffic-related capital improvement projects. This Division is also the lead in developing transportation-related applications as part the Citywide GIS development.

The City’s transportation impact review process is developed to guide traffic consultants and developers throughout project development and to ensure potential impact on traffic, parking, transit usage and pedestrian amenities.

The City’s Transportation Impact Analysis Guidelines

The City’s transportation impact analysis guidelines (TIA) is developed to guide the developers throughout project development process, and assess the project’s potential impacts on pedestrian, bicyclists, transit, and motorists. Mitigation measures and/or project approval conditions are developed in accordance to the policies of the General Plan Mobility Element.

The City’s overall approach to analyzing project impacts and cumulative impacts is consistent with the California Environmental Quality Act (CEQA).

The City of Pasadena model is consistent in form and function with standard travel forecasting models used in transportation planning. The model includes a land use/trip generation module, a gravity-based trip distribution model, and a capacity-restrained equilibrium traffic assignment process. The travel model utilizes Version 5.0 (Build 1515) of the TransCAD Transportation GIS software, which is consistent with many of the models used by local jurisdictions in California and throughout the nation. The Southern California Association of Governments (SCAG), the metropolitan planning organization (MPO) for Southern California, maintains their current regional travel demand model in TransCAD.

The Pasadena Transportation Management Association (TMA) is a voluntary, non-profit, City directed organization that provides transportation information to employers in the City of Pasadena. Its attendees share ideas and strategies for developing and implementing a successful rideshare program which may include but not be limited to transit, bicycling, carpool/vanpool, walking strategies and incentives.

Who We Are
The Pasadena Transportation Management Association (TMA) is a voluntary, non-profit, City directed organization that provides transportation information to employers in the City of Pasadena. Its attendees share ideas and strategies for developing and implementing a successful rideshare program which may include but not be limited to transit, bicycling, carpool/vanpool, walking strategies and incentives.

TMA Events & Meetings
The TMA offers public-private forums quarterly on Transportation Demand Management planning, parking programs and updates on local county Metro and regional transportation, Southern California Air Quality Management District mandates.

Next Meeting: TBD

Join the Group
The TMA welcomes all businesses to attend meetings where they can learn about alternative modes of transportation available at their worksite. If you are interested in receiving additional information or would like to attend a meeting, please contact Juliana Iturrizaga at 626.744.7228 by email at

Useful Links

The owner /developer shall conform with the requirements of the City’s Trip Reduction Ordinance (10.64.005,10.64.010 & 10.64.020), including the provision of preferential carpool/vanpool spaces equivalent to 10% of employee parking, bicycle parking facilities and space for transportation information display board. These shall be shown on plans submitted prior to the issuance of the building permit. View City’s TRO requirements.

The owner/developer shall submit a Transportation Demand Management (TDM) Plan. The approved TDM Plan may include but not limited to the following items:

  1. Private vanpool operation
  2. Transit and vanpool fare subsidies
  3. Pay parking for employees
  4. Provision of subscription bus services
  5. Alternative work hours
  6. Capital improvements for transit services
  7. Reduction of parking fees for carpools and vanpools
  8. Bikeway linkages to established bicycle routes
  9. Provision of an on-site employee transportation coordinator.In addition, Metro Rideshare PlanMaker offers useful tools to prepare, implement and market a TDM program; and assists with meeting AQMD reporting requirements. Upon submittal of a TDM Plan for review and approval, the owner/developer shall place a deposit with the Transportation Department prior to the issuance of a building permit. The deposit is subject to refund or an additional billing in case the deposit amount is not sufficient to cover the cost of the review. Applicant shall pay a fee each time an Annual Status Report (ASR) is submitted in compliance with the appropriate requirements of the Trip Reduction Ordinance.


* Los Angeles County Metropolitan Transportation Authority (LACMTA)Congestion Management Program
* City of Pasadena Zoning Code – Trip Reduction Ordinance Requirements

Important Documents

View Traffic Reduction and Transportation Improvement Fees (PDF)

Why did the City of Pasadena develop the Traffic Reduction and Transportation Improvement Fee?

Through the 2004 Update to the City of Pasadena’s General Plan Land Use and Mobility Elements, City Council directed staff to study a new “fair share” transportation impact Fee. The Fee anticipates and mitigates the impacts of growth on City streets, including protecting neighborhoods from increased traffic.In November 2006, the City Council adopted Ordinance No. 7076 establishing the Traffic Reduction and Transportation Improvement Fee.

What does the Fee pay for?
Funds collected will be used to implement the municipal transportation projects required to address traffic generated by new development, such as enhancing street capacity and improving intersections and traffic signals. The Fee will also be used to increase the frequency of service on the Pasadena Area Rapid Transit Service (ARTS) routes.

Will the Fee have a built-in inflation factor?
Yes. The Fee will be adjusted annually based on the Consumer Price Index.

Does the Fee apply for existing uses that are demolished and replaced?
The Fee will credit existing uses that are demolished as part of the development. For example, a new eight unit residential development that demolishes two existing units would pay the Fee for six units.

How were the transportation improvement projects to be funded with the development impact Fee identified?
The transportation projects were identified in the General Plan Mobility Element, the City’s Capital Improvement Program and the City’s Transit Master Plan.

Will the Fee be used to “fix” existing transportation deficiencies?
No, the Fees collected will not be used to address existing deficiencies. The City has funded and is implementing several major intersection and roadway improvement projects to address existing and future traffic that are not funded through the Fee.
The Fee will be used to fund a “fair share” of transportation improvements needed to accommodate trips from new development.

When a developer pays the Fee will they be required to provide any additional transportation improvements to mitigate project impacts?
Yes. By paying the Fee a development project will have contributed their “fair share” to mitigating their project’s impacts to the Citywide transportation system. Additionally, a development project may be conditioned to provide local transportation and streetscape improvements to mitigate the local impacts caused by that development.

How was the Traffic Reduction and Transportation Improvement Fee developed?
The Fee was calculated by dividing the cost of the transportation improvements needed to mitigate the significant impacts of new development by the number of P.M. peak hour trips generated by net new development.

How will the Fee impact affordable housing and economic development?
The Fee is waived for non-residential projects in the Enterprise Zone Business Development Area in the Northwest area of the City. Throughout the entire City, the Fee is also discounted for affordable housing units built on-site. Projects that have 15 percent of the units that meet the City’s “workforce housing” definitions also pay a reduced Fee.

If you have additional questions please contact:
Department of Transportation
(626) 744-7664