PAVADENA
DEPARTMENT OF TRANSPORTATION
&
.*'
FINAL DRAFT
City of Pasadena
Pedestrian
Transportation Action
Plan
December 2023
-13»
PASADENA WALKS!
Acknowledgments
PASADENA GJ i-'r COUNCIL
Victor M. Gordo, Mayor
Steve Madison, Vice Mayor
Tyron htampton, Councilmember
Justin Jones, Councilmember
Jason Lyons, Councitmember
Gene Masuda, Councilmember
Jessica Rivas, Councilmember
Felicia Williams, Councilmember
PASAOc.i, i , /, (RANSPORTATION
Laura Rubio-Cornejo, Department Director
NaderAsmar, Principal Engineer
Joaquin Siques, Acting Department Director
Richard Dilluvio, Principal Transportation Planner
Talin Shabazian, Associate Planner
Donson Liu, Transportation Engineer
Alberto Felix, Traffic Engineer
ADVISORY CO:i,JU; ;"i"Ea ?^SMSERS
Aaron Salinger, District 2 Appointee
Alison Everett, Accessibility Coordinator
Alien Shay, Northwest Commission
Amanda Colligan, Pasadena Complete Streets Coalition
Ashley Haire, District 7 Appointee
Bin Lee, District 1 Appointee
Brian Wallace, Playhouse Village Association
Carlos Rios, District 4 Appointee
Dan Huynh, Staff Appointed Volunteer
Deborah Dentler, Playhouse Village Association
Ginal Tleel, South Lake Business Association
James Farr, Accessibility and Disability Commission
Ken Perry, Keep Pasadena Moving
Lameese Chang, Staff Appointed Volunteer
Morey Wolfson, District 3 Appointee
Nancy Walker, District 6 Appointee
Steve Mulheim, Old Pasadena Management District
Topher Mathers, District 5 Appointee
SOUTHERN CALIFORNIA
ASSOCIATION OF
GOVERNMENTS (SCAG)
Hannah Brunelle, Senior Regional
Planner
CONSULTANT TEAM
Toole Design
Day One
KOA Corporation
December 2023 | City of
Pasadena Pedestrian
Transportation Action Plan
This product was funded by the
Southern California Association of
Governments (SCAG).
NOTE: Information contained in this
document is for planning purposes
and should not be used for final
design of any project. All results,
recommendations, concept drawings,
cost opinions, and commentary
contained herein are based on
limited data and information and on
existing conditions that are subject to
change. Existing conditions have not
been field-verif led. Further analysis
and engineering design are necessary
prior to implementing any of the
recommendations contained herein.
ii
Contents
About the Plan 2
Background & Purpose ....................................................2 Pasadena Today 8
Existing Pedestrian Infrastructure ..............................8 Crash Analysis ................................................................14 Pedestrian Trip Potential ................................................17 Walk Audits .....................................................................20 Policy & Planning Framework .........................................23 Opportunities & Challenges ............................................25 Community & Stakeholder Engagement 28
Project Survey .................................................................33 Focus Groups..................................................................34 Meetings...........................................................................35 Stakeholder Workshops..................................................36 Community Pop-ups ........................................................36 Community & Stakeholder Engagement Takeaways 38
Prioritization & Implementation 40
Local Priorities .................................................................40 Regional Priorities ...........................................................42 Pedestrian Priority Corridors ...........................................44 Pedestrian Treatment Toolkit ..........................................48 Implementation ................................................................59 Funding Sources .............................................................62 Appendices
Appendix A: Existing Conditions Technical Memo
Appendix B: Pedestrian Crash Analysis
Appendix C: Pedestrian Trip Potential Analysis
Appendix D: Prioritization Analysis & Framework
Appendix E; Potential Corridor Improvements
69 iii
THIS PAGE IS INTENTIONALLY LEFT BLANK.
IV
About the Plan
Introduction
PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | ABOUT THE PLAN About the Plan
The City's 2023 Pedestrian Transportation Action Plan
prioritizes and guides investments to create a safer
and more walkable Pasadena. This Plan focuses on
the implementation of Pasadena's previous planning
efforts and creates tangible and constructible
improvements within the context of the City's built
environment.
PASADENA WALKS!
This plan represents the next step in the City's long commitment to a more walkable Pasadena by bringing to action the policies and goals developed over previous efforts of creating:
"/\ community where people can circulate without cars." Walkability refers to how friendly a place is for walking. It means providing spaces where people feel safe walking, supporting opportunities to make meaningful and active trips by foot, and creating an environment where people choose to walk because it is convenient and enjoyable.
Creating more walkable places can lead to significant improvements in the social fabric, health, and economic well-being of a community.
Walkability also implies accessibility—the ability of people of various abilities and ages to safely navigate the pedestrian network. Everyone in Pasadena is a pedestrian. This includes people walking, running, or using a wheelchair or other mobility device. It includes people going to work and school, jogging, shopping, catching the bus, or walking to their car. The term "walking" - as used in this document - includes all these forms of travel, for all purposes, and by all people.
BACKGROUND UKPUS
While the vision of "A community where people can circulate without cars" was memorialized in the 2015 General Plan, planning efforts to make Pasadena, "...a livable community - one that is walkable, safe and healthy, with engaging places, a sound economy, vibrant and comfortable streets and interesting places of activity." //
were present in the 2006 Pasadena Pedestrian Plan. This 2006 plan was itself an evolution of the 1994 and 2004 General Plans that established urban design principles shaped and driven by community values reflecting views of residents. This included the guiding principle that Pasadena be a community where people can circulate without cars. 2 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANABOUT THE PLAN vf
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These planning efforts are part of Pasadena's rich history of shaping itself through plans, back to the 1925 "Bennett Plan" for the Civic Center. Each subsequent iteration is a refinement and evolution of previous plans. The 1994 and 2004 General Plans emphasized then-new transit options such as the Pasadena Area Rapid Transit System (now Pasadena Transit) and Metro Gold Line (now A Line) Light Rait stations as opportunities to define Pedestrian-Friendly Transit Oriented Districts with goals of providing comfortable five- to ten- minute walks from transit stations to retail, office, or housing destinations.
The 2006 Pedestrian Plan provided an overview of related City Plans and Policy Documents of the time and Policies to guide future improvements. These policies were further refined in the 2015 General Plan Mobility Element into three objectives:
Objective 1. Enhance Livability.
Guidelines for greater community health and safety, including:
o Streets that reflect neighborhood character
o Neighborhood Protection Measures
Objective 2. Encourage walking, hiking, transit and other alternatives to motor vehicles.
Strategies to encourage non-auto travel, including:
o Walking - Promote official walking tours and events
o Biking - Maintain existing and identify new opportunities for hiking infrastructure
o Transit - Assess way to improve availability of transit for underserved populations
o Public Involvement - Ensure community participation at all levels of planning for transportation and pedestrian improvements. 3 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN ABOUT THE PLAN Objective 3. Create a supportive climate for economic viability.
Mobility strategies to improve economic vitality, including:
o Work with existing and potential businesses to assess parking needs and requirements
0 Incorporate Green City Action Plan initiatives
Since 2015, the City has followed these policies and pushed these initiatives in:
Regularly coordinating pedestrian-related traffic safety outreach efforts, Including 2015 City of Pasadena General Plan Mobility Element objectives and policies in updates to the 2015 City of Pasadena Bicycle Transportation Action Plan, 2016 City of Pasadena Pedestrian Crossing Design Guidance Report, and 2017 Pasadena Street Design Guide.
Continuing to fund annual operating programs to better meet the needs of pedestrians through Complete Streets focused Capital Improvement Projects.
Continuously monitoring the effectiveness of safety efforts through coordination between the City's Department of Transportation and Police Department.
Continuously seeking grant funding for pedestrian oriented projects, This current Action Plan builds on these previous efforts. In the last decade, federal and state active transportation and traffic safety grant programs have grown more competitive due to an outsized demand for safer public spaces. These grants have subsequently prioritized more construction-ready projects that address quantifiable needs with measurable benefit.
This Action Plan builds on decades of policy and guidance to achieve the goal of bringing real-world improvements to the pedestrian experience in Pasadena.
The Pedestrian Transportation Action Plan aims to make walking in the City safer, more comfortable, convenient and accessible for pedestrians of all ages and abilities. More specifically, this document and future project implementation efforts as a part of this Plan look to:
Improve conditions for people walking
Residents stressed that improving safety for pedestrians should be a priority for the community. Throughout the planning process, residents indicated specific 4 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN I ABOUT THE PLAN locations and issues where they felt that improvements to the pedestrian environment were needed.
Increase the percentage of walking trips
Increasing walking trips can have compounding, positive effects. Aside from the health benefits associated with walking, some areas of Pasadena are known for heavy pedestrian activity, encouraging local residents and visitors alike to identify Pasadena as a walking city. This plan should continue to foster a safe, active, and supportive walking environment to increase walking trips.
Improve connections to surrounding destinations
Pasadena residents indicated that they would like to walk more and that a more walkable Pasadena would improve their ability to access destinations such as schools and parks. They also stated that more walkable environments would promote social interactions and lead to more activity in the City.
Reduce the environmental impacts of driving and the number of miles traveled by people who drive
One approach in the development of this Plan is to eventually replace driving trips with walking trips, especially for short distances. Paired with residents who take transit service, this strategy can help reduce the environmental impacts of people who drive and help reduce congestion.
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5 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN ABOUT THE PLAN ) CESS
As the recent COVID-19 pandemic demonstrated, the need to access safe and convenient spaces for physical activity are more important than ever. This Plan identifies opportunities to make Pasadena's streets safer and more active. More specifically, through detailed analyses and community input, the Pedestrian Transportation Action Plan outlines key opportunity corridors and recommendations that can have the most impact towards improving connectivity, access, safety, and equity.
The City and project team conducted a robust community outreach effort and engaged with the Pasadena community during each phase of the Plan development. This included strategic input from the City and project's Advisory Committee, as well as feedback from the community- at-large. Public outreach and engagement efforts, detailed in Chapter 3, provided opportunities for the Pasadena community to provide feedback on specific locations and issues of concern and preferred pedestrian improvements. 0 Existing Conditions
& Data Analyses
Planning & Policy Review
Existing Conditions Analysis
Crash Analysis
Walking Trip Potential Analysis
Crosswalk Analysis
Community Meeting
Advisory Committee Meeting
Focus Group Sessions
Project Survey
Preliminary
Recommendations
Prioritization Criteria
Prioritization Analysis
Opportunity Corridors
DrdfL ReLUtiiiiieiiddLiurK
Community Meeting
Advisory Committee Meetings
Walk Audits
Community Pop-ups
Draft &
Final Plan
Final Recommendations
Implementation Strategy
Cost Estimates
Draft & Final Plan
-.-I
Community Meeting
Advisory Committee Meeting
Online Draft Review
Table 1: Planning Process & Phases
6 Today
Existing Conditions
PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | PASADENA TODAY Pasadena Today
This chapter presents a snapshot of what it is like for people walking in Pasadena today, including a look at existing pedestrian infrastructure, walking trip potential, and pedestrian- related traffic collisions.
Existing Pedestrian Infrastructure
SIDEWALK NETWORK
Primarily made up of sidewalks, off-street walkways, and some shared-use paths, Pasadena's current pedestrian network benefits from its large and vibrant downtown and grid of neighborhoods and commercial corridors. While it is relatively well-connected and paved, the pedestrian network still includes several gaps, including locations where tree roots lift sidewalk panels, short sections with missing or badly damaged sidewalks, or streets that only have a sidewalk along one side.
At the time of this study, comprehensive sidewalk data was not available for analysis. As the City moves towards improving pedestrian infrastructure and implementing priority projects in the future, additional data and inventory on Pasadena's sidewalk conditions in its sphere of influence can provide insight into the quality of the citywide pedestrian network and where to focus sidewalk improvements.
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8 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | PASADENA TODAY The existing sidewalks in the
commercial districts are well-
paved, wide, and are furnished with
pedestrian amenities. The sidewalk
pavement in some locations
consists of pavers to improve the
overall aesthetics of the pedestrian
realm.
The existing sidewalks in
residential areas are typically
paved along both sides of the
street. In cases where there is
only a sidewalk on one side of the
street, it is considered a pedestrian
network gap. Sidewalks are typically
between 4-5 feet wide but may be
wkler along major arterials or along
commercial areas.
Pasadena has a few trails or
share-use paths within its city limits.
The Arroyo Seco Trail, located in the
western area of Pasadena, is the
City's longest trail. This trail is made
up of a mix of paved concrete, dirt,
and gravel and connects to several
parks, neighborhoods, and to the
Rose Bowl stadium.
Paved and unpaved off-street
walkways provide connections and
routes through city parks, plazas,
and private institutions like
California Institute of Technology
and Pasadena City College.
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9 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PASADENA TODAY
CONNECTIVITY AND
CROSSWALK QUALITY
Whether walking is for commuting, recreation,
or getting to transit, connectivity is key to
creating direct routes for pedestrian travel. A
connected transportation network is one with
a high number of intersections, short
distances between street crossing
opportunities, and few dead-end street or
cul-de-sacs.1 When connectivity improves,
travel distances between destinations
decrease and more direct routes increase.
This in turn creates more route options and
increases the likelihood that people will walk.
The presence and quality of crosswalks are
important components of connectivity. To
better understand the level of stress a typical
pedestrian may experience while crossing
the street, the project team conducted a
crosswalk analysis using roadway and crossing
characteristics data (as follows):
Traffic volume
Number of vehicle travel lanes
Functional roadway classification
Posted speed limit
Traffic control device (presence and
type)
Crosswalk markings (presence)
Locations where crossing is prohibited
Mid-block crossing locations
The result of the crosswalk analysis is
shown in Map 1. This map displays low-
stress crosswalks as blue dots, high-stress
crosswalks as yellow dots, and high-stress
+ detour crosswalks (crosswalk that require
someone to walk over 600 feet to the nearest
low-stress crossing) displayed as a red dot.
"If marked crossings are too far apart,
walking distances to get to or across a
street may be excessively long and may
result in pedestrians crossing where
there are no marked crossings. Marked
crossings should be spaced with a
maximum of 600 feet between each."
City of Pasadena Pedestrian Crossing
Treatment Guidance (2016)
The majority of crosswalks in the City were
found to be low-stress. However, these
locations are typically along residential streets
or at controlled crossings of streets with lower
speed limits and traffic volumes.
Crosswalks in the downtown business
district are also generally shown as low-
stress because of the presence of signalized
intersections (controlled crossings) and
posted speed limits being less than 40 mph.
While data on actual traffic speeds was not
available for this analysis, there is general
sentiment in the community that people drive
at higher speeds than the posted limit.
There are several corridors where there are
long stretches of high-stress crossings, mainly
located along arterial multi-lane roadways and
at uncontrolled intersections.
The crossing analysis assumptions, criteria,
data sources, and methodology are
further detailed in Appendix A - Existing
Conditions Technical Memo.
1. Transportation Efficient Communities. Plan for Street Network Connectivity. 2016 10 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPASADENA TODAY Map 1: Crosswalk Stress Analysis
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Crosswalk Stress
Low-Stress
High-Stress
High-Stress and Over 600'
From Nearest Low-Stress Crossing
0 0.5
Commercial land use
Park
Water
- TOOLE
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G/5 Data sources: City of Pasadena, aerial imagery.
11 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PASADENA TODAY TV I J].n
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Controlled Crossings
As part of the crosswalk analysis, crossings
at signalized or stop-controlled intersections
(also known as controlled crossings), were
evaluated using two primary criteria - the
presence of crosswalk markings and the
speed of the roadway being crossed.
Marked controlled crossings along roadways
35 mph or lower are considered lower stress,
and 40 mph or greater is considered higher
stress. Unmarked controlled crossings where
the street is 30 mph or less are consider low
stress, while 35 mph is scored high stress (see
Figure 1)
In most cases, pedestrian crossings at
signalized intersections have marked
crosswalks along each leg (unless crossing is
prohibited).
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Uncontrolled Crossings
Level of stress when crossing at unsignalized
intersections (or uncontrolled crossings),
considers whether there are crosswalk
markings and pedestrian crossing islands,
the number of lanes to be crossed, Average
Daily Traffic (ADT) of the street being
crossed, and the posted speed limit.
For uncontrolled locations with marked
crosswalks, the presence of a crossing island
increases the ADT threshold for what is
considered a low-stress crossing, but only for
locations where two to three lanes are being
crossed. Where there are four or more lanes
to be crossed, the presence of a crossing
island is not considered a less stressful
crossing due to the multiple threat scenario
(when a driver in one lane stops for someone
crossing the street, but those in other lanes
may not) and negligible differences between
observed driver yielding rates (see Figure 2).
Speed has a greater impact on the stress
of crossing when that crossing is both
unmarked and uncontrolled.
12 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | PASADENA TODAY Controlled Crossings
Crosswalk
Type
Number of
Lanes
< =
High
Speed (MPH)
30 35 4045+
MarkedAny
UnmarkedAny
high stress
Figure 1: Crossing at Signalized or Stop-Controlled Crossings (Crosswalk Stress Criteria) Uncontrolled Crossings
Crosswalk Crossing Number
Type Island of Lanes
Speed (MPH)
n
Marked
IUnmarked
ADT <30 35 40
No
Yes
No
2-3
< 8,000
8.000+
4+
< 5,000
5.000+
2-3
<
10,000
10,000+
4+
< 5,000
5,000+
< 5,000
4+
4 2-3
5,000+
< 5,000
5,000+
i'.,""high stress
Figure 2: Crossing at Uncontrolled Crossings (Crosswalk Stress Criteria) 13 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PASADENA TODAY Crash Analysis
Improving conditions for people walking also
means understanding pedestrian safety
needs. Crash data is critical to evaluating
traffic safety and where safety
improvements may be needed. While many
parts of Pasadena are highly walkable and
provide a safe and comfortable walking
environment, even locations with sidewalks
and crosswalks experience pedestrian
collisions.
High injury network mapping and
understanding the crash causation of
serious and fatal injury pedestrian crashes in
Pasadena is the first step to applying the
Safe System Approach (see page 44-45).
To better understand the collision history in
Pasadena, crash data from five years of
available data from the Transportation
Injury Mapping System (TIMS) (2015 to
2019) was reviewed. Data for the years 2020
through 2023 were not used as they were
still provisional at the time of this study, as
well as traffic variations due to the COVID
Pandemic. The following section provides a
summary of a pedestrian collision analysis
conducted for the City of Pasadena. For
additional details on the analysis
methodology, data source used, and other
trends, refer to Appendix B - Pedestrian
Crash Analysis.
When looking at how frequent and severe
crashes are by mode, motor vehicle crashes
accounted for the largest share of overall
crashes (76 percent of crashes). This
finding is expected as there are substantially
higher volumes of motor vehicles compared
to other modes of travel in Pasadena.
When looking at crashes that resulted in a KSI
(killed or severe injury) collision, 2 percent of
motor vehicle crashes resulted in a fatality or
severe injury.
Pedestrians and motorcyclists tend to have
the most severe outcomes when involved in
a crash. Ten percent of pedestrian-related
crashes and 20 percent of motorcycle-related
crashes resulted in a death or serious injury.
Although pedestrians represent only 1 1
percent of overall crashes, they also account
for 27 percent of all KSI crashes (see Table 2).
BY YEAR
80 70
60 50
40 30
20 10
0 T 0
Pedestrian
Total Crashes
@ o
Pedestrian KSI
Crashes
(4) ® ®® ®
2015 2016 2017 2018 2019
There are no significant or discernible
patterns related to pedestrian crash
frequency or injury severity on a year-to-year
basis. The number of crashes had minor
fluctuations ranging from 64 crashes in
2015 to 79 crashes in 2016 and there were
generally 8 KSI crashes on an annual basis.
Crashes are most concentrated along major
roads and near locations that are associated
with higher levels of trip generators
(commercial, retail, restaurants, etc.). Crashes
tend to be centrally located in Pasadena
between Alien Avenue and N Fair Oaks
Avenue. Corridors like E Colorado Boulevard,
N Lake Avenue, E Orange Grove Boulevard, E
Washington Boulevard, N Fair Oaks Avenue,
and Los Robles Avenue had the highest
concentration of pedestrian crashes (see Map
2). With the exception of Los Robles Avenue,
these streets are generally wide streets, have
higher vehicles volumes, and have mixed land
14 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPASADENA TODAY uses along the corridors. Los Robles Avenue is generally residential aside from the portion of the corridor that runs west of the Playhouse District area. While high crash corridors in Map 2 are not normalized by volume or exposure, they reveal patterns in the network that increase pedestrian fatality risk.
Table 2; Crashes by Mode (source: 2015-2019 TIMS)
Mode
Automobile |SZS)
Pedestrian
Bicyclist (^)
Motorcycle
Total
# of Crashes
2,407
359
273
137
3,176
% of
Crashes
76%
11%
9%
4%
100%
#ofKSI
57 36
10 28
131
% of
Total KSI
44%
27%
8%
21%
100%
% KSIper
Mode
2%
10%
4%
20%
4%
Traffic speed directly impacts the chances of surviving a crash. While this is true for all modes, pedestrians are especially vulnerable and have a high chance of being seriously injured or killed when speeds reach moderate levels. A pedestrian involved in a crash with a vehicle traveling 20 mph has a 5 percent chance of suffering a serious injury or being killed, while at 40 mph the risk is 85 percent, as illustrated below in Figure 3. Higher speeds also increase the likelihood of a crash as stopping distances are greater at higher speed. As a result, speed reduction is a critical element in reducing pedestrian injuries.
Figure 3; Speed
and Severity
If hit by .,
traveling:
FatalityPerson survives collision
20MPH
30MPH
40MPH
TtXXX^tXtt
tttTXXX^X^
45C
TTTTTTTTX^
85 of Impact
(Source: NatsonaS
Traffic Safety
Board. Reducing
Speed-Related
Crashes Involving
Passenger Vehicles.
2017 and Smart
Growf/i America.
Dangerous by
Design. 2021.)
15 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PASADENA TODAY Map 2; Pedestrian Crashes - High Pedestrian Crash Corridors & Pedestrian KSI Locations •v:I"'-
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Data source: TIMS 2015-2019
16 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPASADENA TODAY Pedestrian Trip Potential
In addition to evaluating the City's crosswalk
stress level and historic collisions, the project
team also conducted a pedestrian trip
potential analysis to determine where
people would be most likely to walk in
Pasadena if pedestrian infrastructure was
improved. When a person walks or uses a
mobility aid device from one destination to
another, it is considered a pedestrian trip.
Map 3 shows the locations in Pasadena
where people would most likely walk if it
were convenient and comfortable to do so.
Although counts of existing walking trips can
provide relatively good insight, these existing
trips already internalize the impacts of today's
infrastructure for walking. As a result, the
walking trip potential analysis is calculated
independent of existing facilities and rather,
highlights areas where improving pedestrian
conditions would have the greatest potential
to increase walking.
HIGHER POTENTIAL
Areas with more diverse land uses, higher
population densities, and traditional
street grids tend to have higher walking
trip potential due to their development
patterns that support pedestrian travel. The
Downtown business district and areas with
the highest population densities directly
north of 1-210 also have some of the highest
trip potential scores.
LOWER POTENTIAL
The area west of 1-210 scored substantially
lower than areas to the east. This primarily
reflects the different land uses and
development patterns between the west side
of the City compared to the central and east
side. The area's land use is primarily open
space and single-family residential. Areas that
have a greater mix of land uses are positively
associated with pedestrian trips. Additionally,
the street network in this area is not a
traditional grid but is made up of curvilinear
streets with a large number of cul-de-sacs
and dead-end streets. This type of roadway
network can lead to long, non-direct trips for
people who would like to travel on foot and
not in a motor vehicle.
The individual inputs used to create the
composite trip potential score can be found in
Table 3 and further detailed in Appendix C -
Pedestrian Trip Potential Analysis.
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17 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PASADENA TODAY Table 3; Walking Trip Potential Variables
VariaMe Source
^^
Descriptfon
Intersection
Density
(Derived from
City's centerline
data)
Research into travel mode choice has shown
that intersection density is highly correlated
with increased bicycling1 and walking2.
Locations with a high number of intersections
with three or more legs tend to have better
connectivity, higher densities, and more
destinations; therefore, these are locations in
which utilitarian trips are more likely to occur.
Intersections are weighted to better reflect
how connected they are to routes.
Intersections with fewer legs, at cul-de-sacs, or
connected to dead-end street receive lower
weight.
10%
Population
Density
American
Community
Survey 2019
Population density is another major
determinant for both walking and hiking trips
- the more people in an area, the more people
will be walking.
30%
Transit
Service
LA Metro, First and last mile connections to and from
LADOT transit (bus and rail) are sources of walking
Commuter trips. Stops within 0.25 mi of the hexes
Express, reflect a typical distance people are willing to Foothill Transit, walk to transit3. Bus stops with more routes Glendale served receive a higher weight.
10%
Population
Below the
Poverty Line
American
Community
Sun/ey2019
Research indicates that people living in
households below the Federal poverty line are
more likely to depend on transit, walking, or
hiking to get around4.
10%
Employment
Density
Employment density is another major
Longitudinal determinant for walking and hiking trips.
Employer- People walk to areas with high employment for Household a variety of reasons, including jobs, shopping, Dynamics or errands. Moreover, some areas with high
(LEHD), 2018 employment see a tot of midday walking
activity.
20%
Destinations are places that people would
Business want to walk to. They include commercial
Destination License Data, destinations such as stores and restaurants, Density Park, and Civic recreational destinations such as parks and Destinations playgrounds, and community destinations such as community centers and libraries.
20%
18 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | PASADENA TODAY Map 3: Walking Trip Potential
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Data sources (see Table 3): City of Pasadena, ACS 2019, LEHD 2018, LA Metro, LADOT, Foothill Transit, Glendale Transit, aerial imagery.
19 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PASADENA TODAY Walk Audits
As part of the engagement and data
collection process, the project team
also developed routes around three key
corridors to conduct "walk audits".
A walk audit is a short group walk on a
predetermined route to observe and make
note of safety concerns that create barriers
to walking or use of a mobility device like
a wheelchair. During what is typically the
busiest part of the day, these took place
between morning commute times to
observe the way people drive, walk, and
bike.
The project team met and walked with
City staff and Advisory Committee
members on routes along Orange Grove
Boulevard, Washington Boulevard, Fair
Oaks Avenue, and Lake Avenue. At the
time, these corridors were four of the
most frequently mentioned by
the community as major roadways needing
pedestrian improvements. Based on the
project's prioritization criteria and analysis,
they were also identified as opportunity
corridors.
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NEAR LAKE AVENUE
Lake Avenue Walk Audit Route
•s
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1 s
Walnut St
•&•
s
I
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Colorado Blvd
-6- -&•
1 1
1 s'
1 s
s
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Figure 4; Lake Avenue Walk Audit Route
On the route along Lake Avenue, Walnut Street,
El Molino Avenue, and Colorado Boulevard,
participants observed multiple conditions
where safety and comfort could be improved.
Observations included:
Poor alignment, lack of visibility, and
conflicts between drivers and people
walking at intersections (see locations
marked "1" in Figure 4). Participants
recommended curb extensions, curb ramps,
crosswalk realignment, high-visibility crosswalks
as ways to improve safety at crossings.
Sidewalk conditions were uncomfortable
due to their narrow widths, the
presence of litter, a lack of shade,and
limited lighting. Possible improvements
recommended by the group include adding
lighting and street trees, increased sanitation
activities, and widening sidewalks where
possible and feasible.
High vehicular speeds and the large
amount of space dedicated to vehicles
20 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPASADENA TODAY reduce safety for people walking. Members
of the group noted reconfiguring areas along
Walnut and Lake Avenue to remove extra
turn lanes could improve pedestrian safety.
Participants also expressed concern over
traffic noise along Lake Avenue.
NEAR LA PINTORESCA PARK
La Pintoresca Park Walk Audit Route
Pun St s1
1 I;
Howard St
I
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1 1
I
Washlnpon Blvd
Is i'—a-=—^-
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Figure 5; La Pintoresca Park Walk Audit Route
For the route along Penn Street, Marengo
Avenue, Washington Boulevard, Fair Oaks
Avenue, and Howard Street, participants
similarly noted unsafe crossings and sidewalk
safety issues along the route, including:
Crossing issues included inadequate curb
ramps and poor visibility; participants
recommended curb ramp improvements, curb
extensions, and midblock crossing options to
improve safety.
Uneven sidewalks and limited lighting at
night were noted to reduce pedestrian
comfort; the group recommended prioritizing
sidewalks improvements on Raymond Avenue
due to heavy pedestrian traffic from nearby
schools.
Driver behavior was also a concern-
participants observed speeding on Penn
Street and Marengo Avenue, as well as a
lack of driver compliance to posted signs.
The group recommended reconfiguring
Washington Boulevard and Fair Oaks
Avenue to prioritize people walking over
people driving.
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21 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PASADENA TODAY
NEAR JEFFERSON PARK
Jefferson Park Walk Audit Route ^ ®
Orange Grove Blvd
r\
1 I
s
9 © ® c
13 Villa St .
1 I
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Figure 6: Jefferson Park Walk Audit Route
For the route along Orange Grove Boulevard, Alien
Avenue, Villa Street, and Hill Avenue, the area along
the route includes Jefferson Park and Jefferson
Elementary School, destinations that potentially
increase the number of pedestrian and bicycle trips
along nearby streets. Participants recommended
prioritizing crossing improvements and safe and
connected bike facilities.
Crossings along all corridors on the route need
improvement, with specific concerns at the locations
marked with "1" in Figure 6. Potential improvements
suggested by participants included curb extensions,
flashing beacons, leading pedestrian inten/als, and
midblock crossings between signals.
Speeding was noted as a concern, as the group
obsen/ed excessive vehicle speeds on Villa Street, Hill Avenue, Orange Grove Boulevard, and Alien Avenue.
Participants recommended increased signage,
better enforcement, and tightening curb radii at
intersections. They also proposed reconfiguring
the intersection of Sierra Bonita Avenue and
Orange Grove Boulevard (removing the left turn
lane and adding signalization), as well as
reconfiguring the entire Orange Grove Boulevard
corridor to better support pedestrian use.
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22 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPASADENA TODAY Policy & Planning
Framework
The project team reviewed several local and
regional plans to better understand the
transportation planning context, projects,
and priorities for the City. These plans were
selected because they provide relevant
guidance to Pasadena's process, and
incorporating their goals and policies helps
align Pasadena's efforts to broader local and
regional planning objectives.
The plans reviewed here echo many of the
same vision and goal themes, including:
• Multimodal transportation and
promoting active modes over driving
Healthy communities
Promoting a vibrant economy
Sustainability and climate resilience
SCAG Connect SoCal: This Plan
embodies a collective vision for the region's
future, building a planning foundation for
how to accommodate growth and direct
future transportation investments. It details
regional challenges, specifies shared
transportation and land use goals, and
identifies strategies to realize a more
sustainable region.
Pasadena General Plan Mobility
Element: Pasadena envisions a more livable
and economically strong city for the 21st
Century. As oneof eight guiding principles for
the General Plan Update: Pasadena will be a
city where people can circulate without cars.
The vision relies upon an integrated and
multimodal transportation system that
provides choices and accessibility for
everyone living and working in the City,
2006 Pasadena Pedestrian Plan: Provides
the overarching framework for this plan as a
guiding tool that preserves the walkability of
pedestrian areas, improved design to develop
pedestrian-proj'ects, integrate pedestrian
improvements into street maintenance and traffic
management programs, and public education.
This comprehensive framework is aimed at
improving safety and encourage walking.
Pasadena Street Design Guide: The
Street Design Guide is the implementation
mechanism of the City of Pasadena's
complete streets policy. It is a resource for
City staff, policymakers, developers,
and the public. The approach to street
design described in this guide - the form-
based approach - involves designing the
form of the street to meet the use and
character intended for it.
Pasadena 2021 - 2025 Capital
Improvement Projects (CIP) List: As part
of the City's annual CIP budget process, the
Department of Public Works sends out a
"Call for New Projects" which provides the
City Council, Commission members, City
employees, and the public with a formal
means for submitting new project ideas.
The projects ideas are then reviewed and
prioritized for possible inclusion in the CIP.
Pasadena Ped' i i-,ing Treatment
Guidance: This 2016 report outlines
pedestrian cross treatments, guidance, and
recommendations based on best practices
for treatments at controlled and uncontrolled
crossings. Included in the report are a set of
treatments with an implementation strategy.
Californu. \. ,fety
Report: In 2019, the City of Pasadena,
California Walks, and UC Berkeley SafeTREC, in
collaboration with Pasadena Complete Streets
Coalition and Stop4Aidan, conducted a
23 Community Pedestrian and Bicycle Safety
Training. The workshop included walk
audits near Colorado Boulevard, Lake
Avenue,
Del Mar Boulevard, Arroyo Parkway, and
participants developed the following two
recommendations: adopt an equity lens in
the development of the Pedestrian
Transportation Action Plan and explore the
use of existing funding mechanisms for
pedestrian improvements.
Speci Are design to implement the
goals and policies of the General Plan. There
are eight specific plans in the City that regulate
development and manage growth. These plans
include neighborhood specific design and
development standards that reflect the
community's vision.
24 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | PASADENA TODAY Opportunities
& Challenges
Pasadena has many advantages and
opportunities for people getting around by
foot. hlowever, the community also faces
several barriers when it comes to creating
safer and more comfortable conditions for
people walking. The following list highlights
key strengths and challenges that informed
the development of recommendations as
part of this Pedestrian Transportation
Action Plan.
STRENGTHS
Sidewalk Network: Pasadena has a
relatively complete pedestrian network
and facilities are well-connected between
residential areas and commercial corridors.
Walking Trip Potential: With a high
density of intersections, proximity to transit,
commercial destinations, and other uses,
many parts of Pasadena, including the
northwest, central, and eastern portions of
the City, have high walking trip potential. With
pedestrian improvements, these areas and
key corridors have a high likelihood of helping
replace short driving trips with walking trips.
Low Crosswalk Stress: A high density of
intersections and areas with a more grid-
like network also mean that many existing
crosswalks in Pasadena are low stress and
encourage pedestrian activity.
Shaded & Low Volume Residential
Streets: With tree canopy and relatively
low traffic volumes, residential streets in
•l^^•'•^'r'ha .,
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Pasadena often provide a comfortable
experience for people walking for exercise or
physical activity.
Active Commercial & Downtown Areas:
Old Pasadena, the Playhouse Village District,
the Downtown core, Lake Avenue, and other
corridors with a high concentration of local
businesses are vibrant local destinations that
are attractors of pedestrian activity.
25 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PASADENA TODAY
CHALLENGES
High Crosswalk Stress & Busy Arterials: Although residential streets often see low traffic volumes, Pasadena's main arterials and even local connectors are often times environments with high-speed conditions, stressful crossings, and a lack of pedestrian-supportive infrastructure. Most crosswalks were found to be low stress, but a significant amount of high stress crossings exist along several major roadways.
Long Blocks Without Crossings: Some of Pasadena's main arterials consist of long blocks with infrequent opportunities for people to safely cross the street, especially on high-speed and multi-laned roadways.
Damaged or Uneven Sidewalks: Lifted or cracked sidewalk pavement create tripping hazards for people walking, but also uneven paths of travel for people using a mobility device like a wheelchair.
ADA Access: Many of Pasadena's intersection corners or crosswalks need to be upgraded to meet today's accessible design standards. Curb ramps should include detectable warning surfaces and also should align directionally with where people are crossing.
pLA?<;,-i:; mo.jE-,.. ,:. r'.1 ru.,;,. •:. . ,.:.;€ NTS.
The City has been planning, designing, or implementing a number of projects that aim to make walking in Pasadena safer and more comfortable, These projects include, but are not limited to:
Cordova Street Enhancements
North Lake Avenue Traffic and Pedestrian Safety Enhancement Plan Rosemont Avenue Neighborhood Traffic Management Program • Alien Station A Line (formally Gold Line) Safety Enhancements Union Street Protected Bike Lane
Avenue 64 Complete Streets Project
North Hill Avenue Complete Streets Project
Pedestrian Safety at Signalized Intersections Project
Pasadena Avenue and St John Avenue Complete Street Project Columbia Avenue Complete Street Project
While existing and planned projects help further improve walking conditions for Pasadena, it is clear that more comprehensive recommendations for a safer and more walkable Pasadena must leverage identified opportunities, constraints, and feedback from the community. 26 Community &
Stakeholder
Engagement
PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN COMMUNITY & STAKEHOLDER ENGAGEMENT Community &
Stakeholder Engagement
Given the uncertainty around the COVID-19 pandemic at the time of the project, a variety of outreach and engagement strategies were needed to help minimize barriers to participation and obtain the broadest possible community input. Outreach relied on close ties to the local community, formed in partby Day One's (the project team's local engagement specialist) presence in Pasadena, but also diligence in utilizing both print and digital mediums to promote engagement opportunities. To ensure robust participation and address the challenges of the pandemic, the project team conducted both virtual and in-person (socially-distant) activities throughout the project development process.
Project Engagement Goals
Throughout the project, outreach and engagement focused on:
Raising project awareness of what a "Pedestrian Plan" is and how local residents and stakeholders can participate in its development.
Engaging the community in the planning and decision-making processes by listening to concerns, needs, and priorities for improving pedestrian conditions in Pasadena.
[| Regularly updating residents wishing to participate in the planning process about upcoming opportunities to weigh in on plan development. j^l Educating the community about evidence-based strategies to improve walkability and pedestrian safety.
Who was Involved?
The public and stakeholder engagement process invited residents from diverse communities and backgrounds to participate in the Plan's development and to remain informed as the project progressed. These included:
Pasadena residents, students, community members, and key stakeholders Pasadena residents who rely on walking as a primary form of transportation Pasadena residents who are at higher risk to pedestrian injuries (e.g., mobility ^ impaired; people of color; older adults; young people; etc.) 28 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | COMMUNITY & STAKEHOLDER ENGAGEMENT w»
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29 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN COMMUNIT/ & STAKEHOLDER ENGAGEMENT
PUBLIC ENGAGEMENT GOALS
ro Raising awareness and
knowledge on Pedestrian Plans
2. Engaging residents in the
planning and decision-
making processes.
^%^
ns;
3 Educating the community on
evidence-based strategies
to improve walkability and
pedestrian safety
OUTREACH &
ENGAGEMENT
TOOLKIT
0 Project Survey
0 Focus Groups
0 Advisory Committee
Meetings
0 Community Meetings
0 Stakeholder Workshops
0 Pop-ups
0 Walk Audits
0 Printed & Digital Flyers,
Posters, Community
Newsletters, etc.
WHO WAS INVOLVED?
1. Pasadena residents, students,
community members, and key
stakeholders
2. Pasadena residents who rely
on walking to get around
<
'°t.:
^
Pasadena residents who
are at higher risk to
pedestrian injuries
30 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN I COMMUNITY & STAKEHOLDER ENGAGEMENT
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31 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN COMMUNITY & STAKEHOLDER ENGAGEMENT Project Survey
As part of project's initial outreach and
engagement phase, a project survey was
developed for the Pasadena community
to provide input on walking conditions
and priorities in the City. The survey was
conducted primarily online, but with a paper
version of the survey that was also made
available at two pop-up events. Both the
online and in-person surveys were available
in English and Spanish.
Overall, 1,612 sun/ey responses were
collected between the months of February
and May 2021. Participants largely consisted
of people who live (91 .8%) and work (12.2%)
in Pasadena, with a fairly even distribution
across most age groups.
COVID.19 Impacts
Pasadenans found themselves walking for
recreation (enjoyment and exercise) more
frequently during the COVID-19 pandemic
than before. Almost 60% of participants
indicated that they walk every day (at the time
of the survey). Before the pandemic, only
43% of participants said that they walked
every day.
On the other hand, during the COVID-19
pandemic^there was a generareecrease
in walking activity to get to a destination
(work, school, train, bus, shopping, etc.) in
Pasadena. Given public health guidelines
and restrictions during this time, this
was an expected finding. Still, over half of
participants indicated that they either walk
every day or at least once per week to get
somewhere both before (51.2%) and during
(53.8%) the pandemic.
Biggest Challenges People Face
Walking in Pasadena
People driving too fast on busy streets
People driving too fast on residential
streets
vy Not enough safe places to cross busy
streets
/f*-- Drivers not stopping for people
crossing the street
Places Most Important to Improve
Walking Conditions in Pasadena
Streets with the most pedestrian
injuries and crashes
Areas that serve people who rely on
walking the most
^i,H Along and across busy streets
^* Streets connecting people to
public transit
32 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANCOMMUNITY & STAKEHOLDER ENGAGEMENT How Often People Walk in
Pasadena for Recreation
Currently, during the COVID-19 pandemic
Before the COVID-19 pandemic
Every day
At least once per week
At least once per month
Every few months
A few times a year
Never
59.1-
42.9%
31'•
42.3%
5%
8.1%
1.5%
2.6%
1.3°A
1.9'°
2.1%
2.3%
How Often People Walk in
Pasadena to get to a Destination
^L, Currently, during the COVID-19 pandemic
Before the COVID-19 pandemic
Every day
••y"t15.8%
22.3%
At least once per week
'•" • 35.4%
31.5%
At least once per month
:"•»''
Every few months
A few times a year
fcs.^saani
•f ...i-r.tfrisiSi
13.9%
14.7'4
6.6%
7.1%
7.6%
8.8%
20.T-
15.7%
Survey
Participants
NOTE: There were a
total of 1,612 survey
participants, but 46
of those participants
chose not to answer
this question.
Visitor 6%
12.2%
3.1%1%Student at a local
college or university
91.8%
Resident
33 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN COMMUNITY & STAKEHOLDER ENGAGEMENT Focus Groups
Equity and inclusive representation were pillars in the development of this Plan. Although the project survey
provides an overarching view of walking concerns
and priorities for Pasadena, an additional nine virtual focus sessions were held between March and April
2021 with specific community groups in Pasadena
to learn about their walking experiences. The
sessions provided an opportunity to have a more in-
depth discussion around key issues and needs for
those whose voices were less represented in the
project survey. Focus groups included:
Spanish-speaking Residents
Community Job Center Workers
Disability & Accessibility Community
Washington Middle School Students
Pasadena High School Students
Pasadena Senior Residents
Women Residents in Pasadena
WHAT V
Most focus groups ranged in size from six to twelve
participants. While discussions were initially focused
on topics specific to each group, it often became
more wide-ranging as each discussion progressed.
Key takeaways from these sessions included:
Sidewalks are too often damaged or uneven
Streets that are currently unpleasant to walk
on include: Fair Oaks Ave, Orange Grove Blvd^
fi
•I
V.
»
PASA K5! PASADE LKS!
id
^
PASAOa.-'^L.KS! PASADI..-AALKSI
Whal wouU a nun •alkahte Pasadena laok like to
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Los Robles Ave, Marengo Ave, Lincoln Ave,
Washington Blvd, Raymond Ave.
Curb ramps should point towards crosswalks
Pedestrian lighting and more mid-block
crosswalks are needed
Traffic speeds and driver behavior are a
barrier to walking along major roadways
34 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | COMMUNITY & STAKEHOLDER ENGAGEMENT Meetings
In addition to the project survey and focus
group sessions, the project team hosted
several virtual meetings throughout the Plan
development process.
ADVISORY COMMITTEE
The Advisory Committee was made up of
representatives from a variety of Pasadena
organizations, groups, and stakeholders.
The goal of the committee was to provide
local knowledge and input on pedestrian
needs, gather feedback for direction of the
project, and help ensure robust community
participation in the development of the Plan.
Advisory Committee Meeting 1 (February
2021): The project team introduced the
project and shared information on the scope
and timeline, as well as upcoming public
engagement opportunities.
Advisory Committee Meeting 2 (May
2021): The Advisory Committee and project
team reviewed community engagement and
planning efforts, project survey results, and
initial outcomes of technical analyses.
Advisory Committee Meeting 3
(September 2021): The Advisory
Committee and the project team discussed
preliminary locations for prioritization and
project features most applicable to
challenges residents faced on streets and
sidewalks.
Advisory Committee Meeting 4
(December 2021): The last Advisory
Committee meeting included reviewing
recommendations after considering
community feedback at the end of the public
engagement period. The meeting was also
used to discuss next steps for the review of
the draft plan.
THE PASADENA COMMUNITY
Three community-wide meetings were held
during key stages of the project to both
update the Pasadena community on ongoing
efforts and provide interactive opportunities
for public input and feedback.
Community Meeting 1 (June 2021): The
project team highlighted key findings from the
project survey, provided engagement
updates, and reviewed the walking trip
potential map and crosswalk analysis
alongside community participants.
Community Meeting 2 (September
2021): A draft map and list of 10 priority
corridors selected from the project's
prioritization criteria were presented to the
community for additional input and feedback.
Community Meeting 3 (January 2021 ):
During the public's draft plan review process,
the project team presented project
recommendations and priority corridors
based on all the feedback received and
considered and outlined how to best provide
feedback on the draft plan.
35 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN COMMUNITY & STAKEHOLDER ENGAGEMENT Stakeholder
Workshops
In June 2021, the project team also organized
and met virtually with two of City's key
stakeholder groups: the business and school
communities.
One workshop included local businesses
and business associations like the Playhouse
Village and Old Pasadena. The second
workshop met with representatives from
Pasadena Unified School District,
CalTech, Art Center, Pasadena City
College, and Pacific Oaks College.
WHAT ••
<&. Pedestrian crossings near campuses
need improvement, particularly ones
that are unsignalized or uncontrolled.
Mid-block crossings are needed along
long blocks and distances between
intersections
i^. Lack of trees and shade make it
uncomfortable for pedestrians to walk
P^ Pedestrian safety improvements are
needed near Metro A Line (formally
Gold Line) stations
Community Pop-ups
While the project sun/ey, focus groups,
and community meetings were all largely
conducted online or through virtual
platforms, community pop-up tabling events
provided a safe and interactive way for the
project team to engage in-person with the
Pasadena community.
Through the project development process,
the project team hosted pop-ups at
community events to gather feedback on
pedestrian improvement types and potential
project corridors. Pop-ups included:
(April 2021) Rose Bow]
(April 2021) Laemmle Theatre
(August 2021) Movie in the Park, Grant Park
(August 2021)Back 2 School Event
(October 2021) Memorial Park Concert
(October 2021) Victory Farmer's Market
(November 2021) Resource Fair, Robinson Park
Along with these pop-ups, Day One utilized
various other engagement efforts with their
involvement on projects like the City's Safe
Routes to School Program and COVID-19
Vaccination to promote upcoming engagement
opportunities.
36 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | COMMUNITY & STAKEHOLDER ENGAGEMENT T, r
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37 Community &
Stakeholder Engagement
Takeaways
The community engagement efforts for this
plan covered a wide-range of existing
challenges to walking and also developed
high-level priorities to be included as project
recommendations are developed. The
following engagement takeaways shall help
develop project recommendations:
Promote High-quality Sidewalk
Conditions: Considering the project team
did not have a full inventory of sidewalk
conditions, the qualitative nature of the
community engagement events highlighted
the need for sidewalks and curb ramps to
be in good repair, present, and accessible
for all users. This plan focuses on high
priority streets, but the development of an
ADA Transition Plan or another inventory
could support these efforts at a detailed,
citywide level.
Control Speeding Along Busy Arterials;
Speeding along busy streets is a primary
concern for Pasadena residents according
to the citywide survey and participants at
the walk audits experienced the similar
concerns, especially along wide arterial
streets. Establishing a rhythm of stop
controls or developing road
reconfigurations can helps slow down
traffic to encourage more walking trips.
Establish More Crossing Opportunities
Along Long Blocks: Similarly, participants
during walk audits noted the lack of marked
crosswalks. In this instance, residents who
have desire to cross outside of a marked
crosswalk will do so. Establishing more
frequent marked crosswalks can help
decrease pedestrian collisions.
Ensure Shade and Pedestrian-scaled
Lighting: Shade during the peak summer
months and lighting at night are oftentimes
concerns that are difficult to capture
for pedestrian plans. Through ongoing
conversations with community organizations,
these concerns were brought to front and
highlight a common need to feel comfortable
and safe when walking in Pasadena.
Improve Access to Transit; Creating
seamless pedestrian connections to local
and regional transit is important for the
Pasadena community. Not only should
residents and visitors be able to easily start
their trips on foot, the level of comfort,
especially at local bus stops and near Metro
A Line (formally Gold Line) stations,
should encourage more walking trips as a
way to commute longer distances and
decrease needless single-occupancy
vehicle trips.
I
38 A
Prioritization &
Implementation
PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PRIORITIZATION & IMPLEMENTATION Prioritization &
Implementation
This chapter identifies priorities for addressing pedestrian safety and access across the City.
It highlights local and regional focuses, priority corridors for improvement, shares guidance and resources for implementation.
Local Priorities
As the City continues to improve walking
conditions and experiences in Pasadena,
local priorities should guide future
pedestrian projects and improvements.
These priorities were determined from both
the analysis conducted for this Plan and the
needs echoed by the Pasadena community.
Intersections & Crossing Opportunities:
Improve high stress crossings where
possible and create more opportunities for
people to safely cross mid-block along
streets where intersections are far apart.
Intersections with traffic signals are often
the most obvious places for pedestrians
to cross streets. However, implementing
controlled mid-block crosswalks and
improving existing uncontrolled crossings
are also important in creating safer
opportunities for pedestrians. Roadway
design and signal timing should be
adapted to improve safety, visibility, and
comfort for people of all ages and abilities.
Consistent with current City efforts,
existing uncontrolled marked crosswalks
should be evaluated to determine if
warrants for enhanced crosswalk warning
devices are met.
Complete Streets and Multimodal
Improvements: Implementation efforts
should consider ways to also integrate
pedestrian priorities identified in this Plan
within multimodal and Complete Streets
projects.
Active transportation and multimodal projects
are often implemented when funding is
available or in coordination with planned public
infrastructure or private development projects.
The City should pursue these opportunities
to implement pedestrian improvements along
priority corridors. Pedestrian improvements
can deliver multiple benefits across all
transportation modes, establishing the context
in which people make mobility choices and
encourage mode shift.
Traffic Safety Education & Programming:
Pedestrian projects through capital
improvements should be made in concert
with programming activities, like Pasadena's
existing Safe Routes to School efforts. While
street design treatments can help physically
slow traffic speeds and impact driver
behavior,
40 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | PRIORITIZATION & IMPLEMENTATION the City should also continue to make use of available resources, like the SCAG Go htuman Campaign, to make pedestrian and multimodal improvement efforts more visible and to demonstrate the City's commitment to both programmatic and infrastructure solutions. More importantly, traffic safety education and programs represent key opportunities to continue engaging with the Pasadena community on future implementation projects.
Slowing Traffic Speeds: An effective strategy for improving the safety of people walking is to reduce motor vehicle speeds. This can be accomplished through traffic calming treatments (see Pasadena's 20'? 7 S?ree^ Des/gn Gu/'de and the Pedestrian Treatments Toolkit on page 44 of this Plan), and through changes to the posted speed. Posted speed limit reductions should be considered citywide through default or prima facie policy changes and along specific corridors with special speed zones or engineering and traffic surveys, per California regulations.
Changes to California Speed Limit Legislation
Beginning July 30, 2024, Assembly Bill (AB) 43 will provide municipalities in California with new opportunities to reduce posted speeds. This law, approved on October 8,2021, grants local jurisdictions the flexibility to prioritize safety and set speed limits based on the context of their own communities. AB 43 gives local agencies the authority to reduce speed limits by five miles per hour in areas found to have the highest number of serious injuries and fatalities based on collision data or where there are high concentrations of "bicyclists or pedestrians, especially those from vulnerable groups such as children, seniors, persons with disabilities, and the unhoused" among other factors5. To read the full bill, visit; https;//!eg;nfo legislature.ca^go.''f.3ces/biltTextCI;enT^htm!7bill_ !d=202120220.AB43
Data & Inventory: Data on walking, pedestrian safety, and existing facilities is critical to continue informing future pedestrian projects. This data should include geospatial inventory of sidewalks conditions, crosswalks, pedestrian treatments, curb ramps, issues reported by the community, ADA needs, tree canopy, pedestrian lighting, traffic speeds, and other data associated with the pedestrian network. Additional pedestrian counts, walk audits, community engagement, and crash analyses should be collected or evaluated to consistently assess both community needs and impact of implemented projects.
Quick Build Projects: Most pedestrian safety enhancements can take years to design, fund, and construct. However, many projects can be tested on an interim basis in a shorter amount of time and by using more cost-effective materials to construct the project (e.g. paint and flexible delineators). They can be more quickly installed and provide opportunities to change the design of a street or location before more permanent facilities are implemented. In evaluating future pedestrian improvements, opportunities for quick build within a phased approach should be considered to more effectively test treatments and street design.
41 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PRIORITIZATION & IMPLEMENTATION Regional Priorities
In addition to more local priorities, pedestrian
projects and corridors that provide
benefits to the regional transportation
system are also critical as the City looks
towards implementation.
Metro A (Gold) Line Station
Improvements: The Metro A Line (formally
Gold Line) is critical to the regional
transportation system in connecting San
Gabriel Valley communities like Pasadena to
each other and towards Downtown and Long
Beach. As a result, stations represent key
focus points for improving pedestrian access
and connectivity. Existing projects that include
pedestrian improvements near the Lake
Avenue and Alien Avenue stations are
already currently in development or have
been completed by the City. However,
examining additional needs based on
feedback received and analysis conducted
as part of this Plan will be important in future
project considerations near all stations.
Major Arterials Connecting to
Neighboring Cities: Pasadena offers a
wide range of local destinations for its
residents, but it also exists as a subregional
destination for many communities nearby.
Cities that neighbor Pasadena are connected
through major arterials that provide a way
for residents and visitors across these cities
to enjoy local attractors in the area, boosting
local economies and community culture.
As the City looks towards implementation,
larger multimodal efforts that may include
pedestrian improvements should focus on
benefiting both local and regional
systems.
Pedestrian Priority
Corridors
PR10RITJ2ATION ANALYSIS &
METHODOLOGY
Understanding where improvements can
have the greatest impact is critical when
cities are often faced with limited resources
or timing.
To identify where these location
opportunities are, the project team
conducted a prioritization analysis for both
pedestrian crossings and streets across
the City. Using equity, safety, connectivity
and access as prioritization criteria (see
Table 4 and Table 5), corridors were
then identified by reviewing high-scoring
locations along with input from the public
and City staff.
This process aims to help the City prioritize
investments along these corridors in the
coming years and is meant to be
flexible -as funding mechanisms arise
such as grant opportunities, new private
developments, and capital improvement
projects,
Additional details on the analysis and
methodology used to identify priority
corridors can be found in Appendix D -
Prioritization Analysis & Framework.
42 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN I PRIORITIZATION & IMPLEMENTATION Table 4: Prioritization Criteria for Intersection Crossings Criteria
Equity
BNeasure | Description
California Locations that score in the lowest HPI
Healthy Places ; percentiles [HPI measures community
Index (HPI) : conditions that impact health outcomes).
Score Data: HPI
High
Safety
Using the results from the pedestrian crash
Pedestrian analysis, projects that are along corridors
Crash History with higher crash frequencies will be
prioritized. Data: TIMS 2015-2019
High
ConnectivityQuality of
Crossing
~"i
AccessPedestrian Trip
Potential Score
Locations that were determined to be
deficient will be prioritized. Locations
that are more than V* mile away from the
nearest high-quality crossing will receive an
additional weight.
Data: Crosswalk Analysis
Locations that are in areas that have higher
trip potential score w'Al be prioritized.
Doto; Pedestrian Trip Potential Analysis
Highest
Medium
.._L........
I
I
Table 5: Prioritization Criteria for Street Segments
Criteria
Equity
Measure(s)Description
California
Healthy Places
Index (HPI)
Score
Safety
Connectivity
Access
Pedestrian
Crash History
High-speed,
High-volume,
and Wide
Streets
Connections to
Transit Sen/ice
& Sidewalk Gap
' Closures
J...__..^ _^^_.._ „
Pedestrian Trip
Potential Score
(excluding
transit)
Locations that score in the lowest HPI
percentiles (HP/ measures community
conditions that impact health outcomes).
Data: HPI
Using the results from the pedestrian
crash analysis, projects that are along
corridors with higher crash frequencies
will be prioritized.
Data: TIMS 2015-2019
Prioritize locations that are along high-speed
and busy streets. These streets tend to be
less comfortable to walk along.
Dofo: City of Pasadena
Locations along transit routes and locations
with known sidewalk gaps.
Data: Pasadena Transit, LA Metro, LADOT,
Foothill Transit, Glendale Transit (Transit agencies
that serve Pasadena)
Locationsthat are in areasthathave higher
pedestrian trip potential score. The transit
sub score will be excluded from this measure to
avoid double counting.
Data: Pedestrian Trip Potential Analysis
High
High
High
Medium
Medium
i
I
I
I
I
I
43 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PRIORITIZATION & IMPLEMENTATION
PEDESTRIAN PRIORITY CORRIDORS
Priority corridors and crossings were determined based on prioritization analysis using data sources such as the hlealthy Places Index (HPI) and the Transportation Injury Mapping System (TIMS). Additional sources of information included aerial imagery created by Los Angeles Metropolitan Transportation Authority (Metro), Los Angeles Department of Transportation (LADOT), Foothill Transit, and Pasadena Transit. Public and stakeholder input was critical to corridor identification (see Appendix D: Prioritization Analysis & Framework). Based on the prioritization analysis and input from City staff, TAC members, and the Pasadena community, the following streets represent the top 10 priority corridors for pedestrian improvements. These are meant to guide opportunities for implementing potential treatments and highlight locations that can have the greatest impact when considering equity, safety, connectivity, and access altogether. Other high priority corridors are also shown in Map 4.
From these top 10 priority corridors, along with feedback from AC members and the Pasadena community, a list of potential infrastructure recommendations have been identified to improve pedestrian conditions along each corridor (see Appendix E: Potential Corridor Improvements). This list provides a set of potential improvements that would be brought back to the community on a corridor-by-corridor basis to obtain additional feedback through the outreach and conceptual design process.
While these identified corridors help focus improvements on priority segments and crossings, they are not a way of excluding projects on other streets within Pasadena. The proposed recommendations, as a part of this Plan, also do not exclude potential improvements at other locations along these corridors. Improving walking conditions across the entire pedestrian network is a priority, and the City will continue to implement smaller standalone projects and larger multimodal improvements as funding allows and as opportunities arise to address community needs and priorities.
Alien Avenue (from north City limit to Colorado Boulevard) Del Mar Boulevard (from Pasadena Avenue to east City limit) Fair Oaks Avenue (from north City limit to south City limit) Foothill Boulevard (from Walnut Street to east City limit) Lake Avenue (from north City limit to Colorado Boulevard) Lincoln Avenue (from north City limit to Washington Boulevard) Los Rabies Avenue (from north City limit to Walnut Street) Raymond Avenue (from Colorado Boulevard to E Glenarm Street) San Gabriel Boulevard (from Maple Street to California Boulevard) Washington Boulevard (from Lincoln Avenue to Lake Avenue) 44 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | PRIORITIZATION & IMPLEMENTATION Map 4: Pedestrian Priority Corridors
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Pedestrian priority corridors represent street segments that can have the greatest impact towards equity, safety connectivity, and access factors if improved. High priority crossings represent locations that can have the greatest impact towards equity, safety connectivity, and access factors if improved.
Priority corridors and crossings were determined based on prioritization analysis (data sources: HPI, TIMS, City of Pasadena, LA Metro, LADOT, Foothill Transit, Glendale Transit, aerial imagery) and public, stakeholder, and City input. A list of high priority crossings can be found in the Appendices. 45 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PRIORITIZATION & IMPLEMENTATION The Safe System Approach
Another national resource that should be incorporated in future pedestrian work in Pasadena is the implementation of the Federal Highway Administration's (FHWA) Safe System Approach.
A concept that emerged from Sweden, the Netherlands, Australia, and New Zealand, the Safe System Approach seeks to dramatically reduce serious injury and fatal crashes on our roadways through a systems-based approach to prioritizing safety.
PRINCIPLES
The Safe System
Approach
involves the
following six
principles:
Figure 7:
Principles of
the Safe System
Approach (source:
Federal Highway
Administration
(FHWA))
0 Death and Serious
Injury is Unacceptable
While we want to reduce all crashes, it
is critical to prioritize crashes that result
in death and serious injuries, since no
one should experience either while
using the transportation system,
^
Humans Are
Vulnerable
People have limits for tolerating crash
forces before death and serious injury
occurs; therefore, it is critical to
design and operate a transportation
system that is human-centric and
accommodates human vulnerabilities.
A
Humans
Make Mistakes
People will inevitably make mistakes
that can lead to crashes, but the
transportation system can be designed
and operated to accommodate human
mistakes and injury tolerances and
avoid death and serious injuries.
\tf
Responsibility
is Shared
\ sta<eho ders (transportat on
system usen and managers,
vehicle manufacturers, etc.) must
ensure that crashes don't ea d to
fatal or serious injuries.
oo'o
Safety is
Proactive
Proactive tools should be used to
identify and mitigate latent risks in
the transportation system, rather
than waiting for crashes to occur
and reacting afterwards.
0 Redundancy
is Crucial
Reducing risks requires that all
parts of the transportation system
are strengthened, so that if one
part fails, the other parts still
protect people.
PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPRIORITIZATION & IMPLEMENTATION ^^_u,^^
ELEMENTS
The elements of the Safe
System Approach—safe
road users, safe vehicles,
safe speeds, safe roads,
and post-crash care—
should be thought
about like spokes of a
wheel, all the pieces
need to operate
safely in the system
to achieve the Safe
System Approach.
FRAMEWORK
In addition to the Safe
System Approach principles
and elements, the Safe System
Approach framework is critical
to determining how to apply the
Safe System Approach in practice. The
framework includes the following as a lens to
apply on projects to prioritize safety:
^^ ^<f 0
^ !^c< c?\ .5
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!S<•
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Users
Safe
Vehiclea
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Safe
Speed*
Post-Crash
Care
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Road*
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2SPONSIBILITYISSH^Figure 8;
elements of
the Safe System
Approach (source: FHWA)
Anticipate Human Error
Separating Users in Space
Separating Users in Time
Increase Attentiveness
and Awareness
Increasing Visibility
• Increasing Attentiveness
Reducing Impairment
0Accommodate Human
Injury Tolerances
Reduce Speeds
Reduce Impact Forces
Intersection Design
Occupant Protection
• Exterior Vehicle Design
Automated Braking
Roadside Crashworthiness
PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | PRIORITIZATION & IMPLEMENTATION Pedestrian Treatment Toolkit
This section provides information on a series of treatments that improve pedestrian conditions. The treatments featured here are not an extensive list of every available option to improve the pedestrian experience, but rather a tailored list of common tools that have a demonstrated history of improving pedestrian safety and access. Importantly, nearly all of the tools featured here are already in use in Pasadena.
Additional guidance and feasibility requirements for use of these treatments should be referenced from the City's 2017 Street Design Guide and 20f6 Pedestrian Crossins
Treatment Guidance Report.
The City of Pasadena should consider both Quick Build
implementation and permanent projects in their Pedestrian Treatment Toolkit. Quick Build projects can include lower cost solutions and may be installed temporarily before a
permanent or more costly solution is provided. Quick Build projects should include data collection on the effectiveness of the treatment to inform improvements as part of a
permanent solution.
The Pedestrian Treatments Toolkit can be grouped into the following categories.
Pedestrian Safety Improvements
Sidewalks
High Visibility Crosswalks
Curb Ramps
Detectable Warning Surfaces
Pedestrian Refuge Islands
Curb Extensions
Raised Intersections & Crossings
Right-Turn Lane Redesign
Yield to Pedestrian Signs
Leading Pedestrian Intervals (LPI)
Accessible Pedestrian Signals (APS)
Protected Left Turns
Right Turn Restrictions
Pedestrian Recall
Exclusive Pedestrian Phase
Pedestrian Scrambles
Rectangular Rapid
Flashing Beacons
(RRFB)
' Pedestrian Hybrid
Beacon (PHB)
Lane Reduction
Protected
Intersections
Pedestrian
Amenities
Pedestrian-scaled
Lighting
Tree Canopy /
Shade
Street Furniture
Crash Modification
Factor (CMF): "A CMF
estimates a safety
countermeasure's ability to
reduce crashes and crash
severity. Transportation
professionals frequently
use CMF values to identify
countermeasures with the
greatest safety benefit
for a particular crash type
or location." For more
information, see: http,//
www.cmfclearinghouse.org/
Proven Safdy
Court»;s<!i..
Specific countermeasures
are highlighted by
the Federal Highway
Administration (FHWA) for
their safety effectiveness
and benefits. For more
information, see: https://
safety.fhwa.dot.aov/
provencountermeasures/
Where applicable,
treatments under the
Safe System Approach
framework are shown
alongside three icons:
0 0
Anticipates Human
Error
Increases
Attentiveness and
Awareness
Accommodates
Human Injury
Tolerances
48 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPRIORITIZATION & IMPLEMENTATION ^lij
s...
"^
°Ba»J
a. •
:J:.II
6i ^
-II
'^-&^ f?
v^
^
•?'u
/ Anticipates
Human Error
0 ^]
*•»
Accommodates Human
Injury Tolerances0
II
Increases Attentiveness
and Awareness0
Sidewalks: Sidewalks provide
space along a street for
pedestrian travel and are the
backbone of a city's pedestrian
network. For sidewalks to
function, they must be kept
clear of any obstacles and be
wide enough to comfortably
accommodate expected
pedestrian volumes and
different types of pedestrians,
including those using mobility
assistance devices like
wheelchairs, pushing strollers,
or pulling carts.
Sidewalks are a Proven Safety
Countermeasure with a 65% to
89% crash reduction involving
pedestrians walking along streets'.
High visibility crosswalks:
A high visibility crosswalk uses
bar, continental, ladder-style
markings to increase the visibility
of a pedestrian at a crossing.
Motorists are legally required
to yield to pedestrians at
intersections with or without
crosswalks, even where there
is no marked crosswalk.
However, providing high
visibility crosswalks clearly
communicates to drivers that
pedestrians may be present
and helps guide pedestrians
to locations where it is best to
cross the street.
High visibility crosswalks may
provide up to 48% reduction in
pedestrian crashes7.
49 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PRIORITIZATION & IMPLEMENTATION -^i^. <^
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Curb Ramp .: The transition for
pedestrians from the sidewalk to
the street is provided by a curb
ramp. The design of curb ramps
is critical for all pedestrians,
particularly for persons with
disabilities. ADA standards
require all pedestrian crossings
be accessible by providing curb
ramps at all locations where
pedestrians can be expected
to cross the street. In addition
to people with disabilities, curb
ramps also benefit people
pushing strollers, grocery carts,
suitcases, or bicycles.
"At intersections, curb
ramps should be oriented
perpendicular to the natural
curb line and oriented to the
desired line of travel, typically
indicated by the center of the
crosswalk." (Pasadena 2017
Street Design Guide)
('ttces:
Detectable warning surfaces are
a hazard warning for pedestrians
with low or no vision. Comprised
of truncated domes and
produced in colors that
contrast the sidewalk or curb
ramp in which they are placed,
detectable warning surfaces
function like a pedestrian stop
line, alerting persons with vision
disabilities to the presence of
the street or other vehicular
travel way.
50 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPRIORITIZATION & IMPLEMENTATION
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Pedestrian Refuge Islands:
Pedestrian islands are raised
medians placed in the middle
of a street that provide a
protected space for people
trying to walk across the street.
Pedestrian islands improve
safety by reducing conflicts
with motorists. They are
particularly valuable when used
at unsignalized crossings along
multi-lane streets because they
make it easier for pedestrians
to find gaps in traffic and allow
pedestrians to cross one
direction of traffic at a time.
Pedestrian islands are a FHWA
Proven Safety Countermeasure
with up to 56% pedestrian crash
reduction9.
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Curb Extensions: Curb
extensions, also known as bulb-
outs, reduce the width of the
street by extending the sidewalk
at comers or mid-block. They
help improve visibility, calm
traffic, and provide extra
space on sidewalks for walking
and gathering. In addition to
shortening crossing distances,
curb extensions create more
compact intersections, resulting
in smaller corner radii and
slower turns by people driving.
51 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PRIORITIZATION & IMPLEMENTATION -{^i-" .^
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Raised Crosswalks &
Intersections: Raised
crosswalks and intersections are
created by raising the street to
the same level as the sidewalk.
These treatments provide many
benefits, especially for people
with mobility impairments,
because there are no vertical
transitions to navigate.
They help to increase driver
yielding, slow down vehicle
speeds, and increase visibility for
people walking and crossing the
street.
Raised crosswalks may reduce fatal
and injury crashes by up to 36%s.
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Right-Turn Lane Redesign;
Exclusive right-tum lanes might
be desirable at busy
intersections, but the design
and control of these can have a
significant impact on safety for
pedestrians. Intersections with
right-turns slip lanes (see
illustration) are potential
candidates for redesign.
When slip lanes are eliminated,
they reduce the overall crossing
distance for pedestrians and
slow the speeds of turning
traffic which in turn improve
pedestrian safety.
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52 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPRIORITIZATION & IMPLEMENTATION ^
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Yield to Pedestrian Signs;
In-street yield to pedestrian
signs are placed in the street at
crosswalks to alert motorists
to yield to people crossing the
street, increasing both awareness
and visibility of pedesthan
crossings. They are often used
in commercial districts; at
school crossings; locations with
children, seniors, or persons
with disabilities; or where high
pedestrian volumes occur.
Yield to pedestrian signs deployed
in a gateway configuration have
been shown to increase motorist
yielding to pedestrians from less
than 10 percent to over 90 percent,
and to decrease traffic speeds
between 4 and 10 miles per hour".
Leading Pedestrian Intervals
(LPI): LPIs give pedestnans
a 3-7 second head start to
establish themselves in the
intersection before motorists
are given the green light. This
allows pedestrians to enter the
intersection prior to turning
motorists, increasing visibility
between all modes. LPIs especially
benefit slower pedestrians,
including people with disabilities,
seniors, and children.
Leading Pedestrian Intervals are
a Proven Safety Countermeasure
with up to 60% pedestrian crash
reduction".
53 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PRIORITIZATION & IMPLEMENTATION ^
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Accessible Pedestrian Signals
(APS): APS and accessible
detectors are devices that
communicate information in
non-visual formats about the
pedestrian crossing to people
with visual and/or hearing
disabilities. They may include
features such as audible tones,
speech messages, detectable
arrow indications, and/or
vibrating surfaces.
. A
protected left turn provides
a red arrow for left turning
motorists while allow both on-
coming traffic and
pedestrians to cross to
eliminate conflicts. It allows
pedestrians to cross the
intersection at the beginning of
a signal cycle, reducing
conflicts between pedestrians
and motorists.
Reduce all left-turn crashes up to
99%'2.
Right Turn on Red
RestricHnti-.: Right turn on red
restrictions prevent motorists
from turning right (or left on
intersecting one-way streets)
while the traffic signal is red.
Restricting this movement
eliminates conflicts with
pedestrians crossing in front of
turning motorists13.
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54 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | PRIORITIZATION & IMPLEMENTATION <Illlh-
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Pedestrian Recall: Pedestrian
recall is when a signal is set to
automatically allow pedestrians
to cross the street without the
need to push a button during
a green interval. It causes the
WALK signal to activate on every
cycle of the intersection traffic
signal. In areas and locations
where pedestrian demand is
high, pedestrian recall should be
considered to minimize crossing
delays and provide convenience
and comfort for pedestrians.
Exclusive Pedestrian Phase:
An exclusive pedestrian phase
stops all motor vehicles at the
intersection to allow people
to cross the street at every
crosswalk. It minimizes exposure
of people walking and rolling,
minimize delay for people
waiting to cross the street, and
provide accessibility benefits to
people with disabilities.
Pedestrian Scrambles:
Similar to exdusive pedestrian
phasing, pedestrian scrambles
stop all vehicle movements at
the intersection to give priority
to all pedestrians looking to
cross the street. Scrambles also
provide diagonal crosswalks in
the middle of the intersection
to allow for more direct crossing
movements and eliminating the
need to cross two crosswalks to
get to an opposite corner.
55 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PRIORITIZATION & IMPLEMENTATION \?.
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Rectan9u'ar Rapid Flash
Beacons (RRFBs); RRFBsare
pedestrian actuated beacons
that use a rapid, irregular flash
frequency. They increase driver
yielding, increases pedestrian
visibility, and slows down vehicle
speeds. RRFBs should be
installed on roadways with low
to medium vehicle volumes and/
or roadways with posted speeds
under 40mph".
RRFBs may reduce pedestrian
crashes up to 47 percent.
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Pedestrian Hybrid Beacons
(PH8): PHBs help pedestrians
safely cross busy or higher-
speed streets at midblock
crossings and uncontrolled
intersections. The beacon head
consists of two red lights above
a single yellow light. Once a
pedestrian pushes the button to
cross, the signal then initiates a
yellow to red lighting sequence
directing motorists to slow and
come to a stop. The pedestrian
signal then flashes a WALK
display for the pedestrian to
cross.
Pedestrian hybrid beacons are a
Proven Safety Countermeasure
with up to 69% pedestrian crash
reduction15.
56 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPRIORITIZATION & IMPLEMENTATION } ^ >•;
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Lane Reduction (including Width Reduction or
Lane Removal): Reducing the number of lanes, the
width of lanes (lane width reductions), or both can
help repurpose space for other roadway users. This
treatment helps optimize available space for other
multimodal infrastructure like bicycle lane, wider
sidewalks, median islands, curb extensions, on-street
parking, transit lane, landscaping, or other uses.
Lane reductions are typically done on streets
where traffic volumes do not support the need for
additional motor vehicle lanes.
Road diets are a Proven Safety Countermeasure
with an overall crash reduction factor of 19% to
47% for a//modes16.
Protected Intersections: Protected intersections
are a type of intersection design that improves safety
by reducing the speed of turning traffic, improving
sight lines, and designating space for all road users.
Protected intersections reduce conflict points
between drivers, sidewalk users, and bicyclists by
separating all modes. The separation is achieved
through comer islands that reduce vehicle turning
speeds and provide an area for vehicles to wait
while yielding to bicyclists and pedestrians in the
crosswalk. Protected intersections eliminate the
merging and weaving movements from vehicles
typically found in conventional bike lanes and shared
streets. By dearly defining pedestrian and bicyclist
spaces and mitigating conflicts between vehicles
and vulnerable users, protected intersections
provide a safer environment for all modes.
57 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PRIORITIZATION & IMPLEMENTATION Pedestrian & Street Amenities:
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Pedestrian-scaled Lighth.ij: Pedestrian-
scale lighting is lighting directed toward the
sidewalk and positioned lower than roadway
lighting. It is a crucial element in providing a
safe multimodal environment and ensures
that a pedestrian environment is used
frequently and safely, resulting in a safer and
healthier community.
Pedestrian-scale lighting should be installed
along streets with existing or anticipated
high volumes of pedestrian activity and at
intersections and crossings.
Tre- • / ; Street trees provide
shade and visual softness to make walking
and the use of sidewalks feel more pleasant.
Trees can help reduce peak temperatures
during summer months and mitigate air
pollution. Tree placement will vary based on
type of tree species and amount of space in
the right-of-way, but should be typically used
along sidewalks and trails and in public plazas
and parks.
Stre$" F ' Street furniture includes
an array of elements, including benches, trash
and recycling receptacles, bollards, transit
stops and shelters, decorative planters and
more. Seating is an essential component
to each street and includes temporary and
permanent fixtures such as chairs, benches,
seat walls, steps, public art, and raised
planters. The location and type of seating
element should respond to adjacent land
uses, available shade from either structures
or street trees, the presence of parallel
parking buffering the seating area from traffic
and the width of the amenity zone.
58 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPRIORITIZAT10N & IMPLEMENTATION Implementation
Following the adoption of this Plan, the City
will seek to incorporate the priority corridors
into Pasadena's Capital Improvement Projects
(CIP) list. Along with the top 10 corridors, the
recommended improvements (Appendix E)
and high priority crossings should be used
to determine where to invest additional staff
resources in developing and implementing
projects that have greatest likelihood of impact.
Future implementation will require additional
field work, feasibility analyses, and warrant
studies to further assess applicability of
improvements.
To establish a timeline for implementation,
feasibility studies and concept designs should
be conducted for two priority corridors per year.
At this time, the City will undertake further
public engagement, similar to its existing
Neighborhood Traffic Management Program
(NTMP). This develops a deeper understanding
of the specific needs each priority corridor can
address and additional improvements that can
best meet those needs. Most importantly, future
engagement should reflect an equitable process
(prioritizing input and participation from those
least likely to participate in traditional processes)
and aim for equitable outcomes (prioritizing
projects that meet the needs of people of all
ages, abilities, and backgrounds).
As this stage is completed for a pair of
corridors per year, the City shall pursue the
necessary funding to both design and construct
improvements, with the goal of having ati corridors
implemented in 10-15 years' time.
Bi^jLt
PASADENA WALKS!
Planning
Recommendations
0. Pedestrian improvements should also be
integrated into a Local Road Safety Plan (LRSP)
under the Safe System Approach (see pages 44
and 45) to be further evaluated for effectiveness
in improving safety, mobility and access.
It is important to acknowledge that implementation
progress can be and is often iterative and
nonlinear. As a goal, the City should pursue
implementation under the timeline specified
in this section and as funding opportunities
are available. However, improvements should
also be implemented in alignment with other
City investments, planned and programmed
street improvements, or considered alongside
other multimodal projects. While comdor-wide
safety and traffic calming measures will require
a dedicated funding source to implement, many
pedestrian improvements can be implemented
as a part of existing street improvement or
maintenance projects.
Pedestrian facilities themselves are typically
a relatively small portion of a targe roadway
improvement project (e.g. restriping, resurfacing
or reconstruction). As a result, while multimodal
projects often take longer to design and
implement, it can also often be more cost
effective to do so with limited local funding.
Implementing larger corridor-wide pedestrian or
multimodal projects is a collaborative process
that requires the involvement and support
of City elected officials and staff, the public,
community institutions and businesses, funding
agencies, and others.
^1
Feasibility
Feasibility studies,
concept designs, and
additional engagement
will be conducted for
two priority corridors
per year.
DesignConstruction
Design, construction, and after construction
adjustments for each corridor will occur os
funding becomes available. Improvements may
be integrated into other existing City projects,
programs, and funding sources.
59 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN | PRIORITIZATION & IMPLEMENTATION Existing Efforts in the City's Capital
Improvements Program (CIP) that
Address Pedestrian Needs:
^-.-.•?:.,' . ; ; ': . • .: : ' .:;-•;:.)
This
project provides for the systematic annual
rehabilitation of streets throughout the
City as prioritized by the City's Pavement
Management Program established in FY 2019.
It includes the installation ofADA-compliant
curb ramps along all renovated streets.
Annuai;? 1'1 " '.•Li1-;.-, •.]', 12 .
Progta., This continuing program provides
for annual concrete sidewalk improvements
and repairs citywide. Sidewalk locations are
prioritized based on the City's Accessibility and
Disability Commission's criteria, which are: (1)
high traffic volume streets; (2) high
pedestrian usage; (3) highest vertical deviation;
and (4) ADA-related citizen complaints.
This project provides installation of new curb
ramps along arterial, local, and collector
streets that currently lack curb ramps in order
to eliminate the City's backlog of over 700
high priority locations. Identified locations
have been prioritized and approved by the
Accessibility and Disability Commission.
I."
This program provides for replacement of
damaged sidewalks along property frontages
where property owners elect to pay the City
at time of building permit issuance or sale of
property.
The Citywide Complete Streets Program is a
comprehensive process for managing
traffic volume, travel speeds, and traffic-
related noise in the City's residential
neighborhoods. The
program relies heavily on community input to
determine the best-suited traffic management
measures for a particular neighborhood.
Pedestrian Cr.. •5:;.7;.^ Enha'icements
Prograii;: This project provides for the
installation of enhancements to uncontrolled
marked crosswalks, including the design and
installation of enhanced pedestrian signage
with lights, pedestrian traffic signals, bulb
outs, median islands, enhanced crosswalk
markings, and other pedestrian safety
enhancements.
:-<[;-'n-.': Program;
This project provides for the installation
of electronic speed feedback signs or full
electronic changeable message boards that
will promote compliance to posted speed
limits. The program will be aimed at managing
vehicular speed along major arterial and
collector streets but can be used on local
streets, near schools, senior centers, and
other high pedestrian or high bicycle use
areas at up to 50 locations citywide.
i ,, This project provides for
the systematic replacement of crosswalk
markings throughout the City. Replacement
of existing marked crosswalk striping with
Continental style crosswalk at 340 signalized
intersections and 70 marked uncontrolled
crosswalks, citywide.
This
project provides for the installation of new
bus benches, bus stop amenities, and
concrete paving at various bus stop locations
throughout the City. The project aiso includes
the purchase and installation of bus benches
and trash receptacles; and the installation
and/or repair of sidewalks and parkways at,
and/or adjacent to, bus stops to improve
pedestrian access.
For more information on programs and funding timelines, visit: https://www. citypfpasadena. net/publJc-works/enoineerina-and-construction/capital-imDrovement- prociram/#adopted-prociram
60 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPRIORITIZATION & IMPLEMENTATION Helping the Homeless and
Underserved Pedestrians
During the implementation of the Pasadena
Pedestrian Action Plan, the City Department
of Transportation will work closely with both
the Homeless Outreach-Psychiatric
Evaluation (HOPE) Team and the Pasadena
Outreach Response Team (PORT) to assist
and provide resources to some of the most
underserved members in the community.
The Homeless Outreach-Psychiatric
Evaluation Team is a partnership between
Pasadena Police and the Los Angeles County
Department of Mental Health, whose mission
is to provide mental health evaluation and
assistance through emergency response.
When to request HOPE services: For
individuals who need immediate assistance to
prevent harm to themselves or others,
The Pasadena Outreach Response Team
is a partnership between the Pasadena
Public Health Department, Pasadena Fire
Department, and Union Station, whose
mission is to provide longer-term case
management to those in need of mental
health, housing, substance abuse assistance,
and related social services.
When to request PORT services: He;p with
encampments, sleeping on private property,
nuisances, concern for someone living on the
street, or concern for someone's safety.
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A street outreach team speaks with a woman at an
encampment in South IA
61 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PRIORITIZATION & IMPLEMENTATION Funding Sources
Numerous regional and state sources exist to fund the pedestrian-related projects recommended in this plan. Having an adopted plan in place demonstrates public support for implementation of pedestrian infrastructure and can increase the likelihood of securing resources in a competitive funding landscape.
The following programs provide competitive funding for pedestrian infrastructure; additional vetting may be required to determine eligibility of the Plan's specific projects.
Urban Greening, California Natural Resources Agency
Part of a statewide initiative to utilize cap-and-trade dollars to fund projects that help reduce greenhouse gas emissions.
Eligibility; Projects that develop green infrastructure, including pedestrian facilities Current Status; The last round of funding was awarded in March 2020. No additional funding is available at this time, but interested applicants should check the website for updates: https://resources.ca.c)ov/arants/urban-areening/ Local Highway Safety Improvement Program (HSIP), Caltrans Division of Local Assistance
The purpose of the HSIP program is to achieve a significant reduction in traffic fatalities and serious injuries on all public roads, including non-State-owned public roads and roads on tribal land.
In order to apply for the HSIP funds, an agency must have completed their a Local Roadway Safety Plan (LRSP) or an equivalent of the LRSP, such as Systemic Safety Analysis Report (SSAR) or Vision Zero Action Plan. HSIP funds are eligible for work on any public road or publicly owned bicycle or pedestrian pathway or trail, or on tribal lands for general use of tribal members, that improves the safety for its users.
•;;"•?•€"'' St*'''; ^ The last round (HSIP Cycle 10) of funding was awarded in March 2021. No additional funding is available at this time, but interested applicants should check the website for updates: https://dot.ca.ciov/procirams/local-assistance/fed-and- state-orofirams/hiahwav-safetv-improvement-proaram
62 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPRIORITIZATION & IMPLEMENTATION Active Transportation Program (ATP), California Transportation Commission Consolidates many former federal and state programs to fund a wide range of capital and non-capital projects. Preference is given to projects that are located within disadvantaged communities, which has been included as part of this Plan's methodology for priority pedestrian corridors.
Eligibility; Active transportation infrastructure or non-infrastructure projects, quick- build project pilots, and active transportation plans.
Current Status; Applications are available annually. There are five application types (large project, medium project, small project, non-infrastructure only, or plan). More information at: httDS://catc.ca.aov/Droarams/active-transDortation-Droaram Local Streets and Roads Program, California Transportation Commission Uses funds from SB 1 to fund projects on the local streets and roads system.
Eligibility: Projects that support basic road maintenance, rehabilitation, and safety.
Current Status: To be eligible for funding, the City must submit a proposed project list to the California Transportation Commission. More information at: https://catc. ca.gov/Drocirams/sbl/local-streets-roads-program
Solutions for Congested Corridors, California Transportation Commission Provides $250 million annually to achieve a balanced set of transportation, environmental, and community access improvements that reduce congestion throughout the state.
Eligibility: Projects that implement specific transportation performance improvements (like pedestrian improvements) designed to reduce congestion by providing more transportation choices to residents, commuters, and visitors and are part of a comprehensive corridor plan.
Current Status: The next application cycle will be for fiscal year 2022-2023. More information at: https://catc.ca.aov/Droarams/sb1/solutions-for-conaested-corridors- proa ram
63 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PRIORITIZATION & IMPLEMENTATION Affordable Housing and Sustainable Communities Program, California Strategic Growth Council
Funds projects that facilitate compact development, including active transportation infrastructure and amenities, with neighborhood scale impacts. Available to government agencies and institutions (including local government, transit agencies and school districts), developers and nonprofit organizations.
Eiigibiljty: Transportation projects that support transit-oriented development and reduce green-house gas emissions, including projects that encourage connection to transit networks as well as pedestrian facilities.
Current Status: Applications are invited through the issuance of Notice of Funding Availability (NOFA) yearly. Subscribe to the AHSC email list to receive notifications and announcements. More information at: https://www.hcd.ca.c)ov/cirants-fundina/actJve- fundinfl/ahsc.shtml
Transformative Climate Communities, California Strategic Growth Council and Department of Conservation
Funds community-led development and infrastructure projects that achieve environmental, health, and economic benefits in disadvantaged communities.
EjiyiOijfiy: Pedestrian facilities
Curreiit Sf: a <•..••... The TCC Program does not currently have funding allocated for the next round of awards, but more information can be found at: httDs://sac.ca.gov/ procirams/tcc/resources/
Local Partnership Program (LPP), California Transportation Commission Funds public agencies in which voters have approved fees, tolls or taxes dedicated solely to transportation improvements.
Eligjbjlity: Pedestrian facilities, transit facility improvements, and projects that mitigate environmental impacts of new transportation infrastructure on air or water quality.
Funding is distributed annually in a formulaic program and a competitive program. The formulaic program distributes 60% of the total funds based on tax/toll/fee revenues, while the competitive program distributes 40% of the total funds in a competitive application process. More information at: https://catc.ca.c)ov/ programs/sbl/local-partnership-prociram
64 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLANPRIORITIZATION & IMPLEMENTATION State Transportation Improvement Program (STIP), Caltrans Allocates certain state transportation funds for state highway improvements, intercity rail, and regional highway and transit improvements.
Eligibility: Transportation-related capital improvement projects Current Status: The STIP is a five-year plan, updated every two years.
City staff should work with regional transportation authorities to nominate projects for inclusion in the STIP. More information at:
httDS://catc.ca.aov/Droarams/state-transDortation-imDrovement-Droaram Metro Active Transport, Transit First/Last Mile Program (MAT), Los Angeles County Metropolitan Transportation Authority
Utilizes Measure M funds (approximately $857 million) over 40 years to support active transportation infrastructure projects throughout Los Angeles County.
Eligibility: Capital projects that improve or grow the active transportation network or expand the reach of transit and are consistent with Metro's First/Last Mile Strategic Plan or Active Transportation Strategic Plan,
Current Status: Program cycles occur every 2-5 years (the last cycle was awarded in 2020 for fiscal years 2021-2025). More information at: https://www.metro.net/ proiects/metro-active-transport-mat-program/
Sustainable Communities Program, Southern California Association of Governments (SCAG)
Provides a mechanism to promote local jurisdictional efforts and test local planning tools.
Eligibility; Planning efforts related to integrated land use, active transportation, or climate action and greenhouse gas reduction.
Current Status: Calls for applications are released throughout the fiscal year. More information at: https://scaa.ca.aov/sustainable-communities-Drogram 65 PASADENA PEDESTRIAN TRANSPORTATION ACTION PLAN PRIORITIZATION & IMPLEMENTATION References
1 Built Environment Influences on Healthy Transportation Choices: Bicycling Versus Driving. M Winters, M Brauer, ESetton, KTeschke-Journal of Urban Health, 2010. 2 Measuring Network Connectivity for Bicycling and Walking. J Dill - 82nd Annual Meeting of the Transportation Research Board, 2003
3 Comparing Transit Oriented Developments Based on Walkability Indicators. Schlossberg, L Ma, Brown, Na - 82nd Annual Meeting of the Transportation Research Board, 2003 4 Predicting Transit Ridership at the Stop Level: The Role of Service and Urban Form. J Dili, M Schlossberg, L Ma, C Meyer - 92nd Annual Meeting of the Transportation Research Board, 2013 5 California Legislative Information. Assembly Bill No. 43 Chapter 690. https://lec)info.legislature. ca.flov/faces/billTextClient.xhtml?bill id=202120220AB43 6 U.S. Department of Transportation Federal Highway Administration. "Proven Safety Countermeasurers: Walkways." 2018.
7 Chen, L., Chen, C., and Ewing, R. "The Relative Effectiveness of Pedestrian Safety Countermeasures at Urban Intersections: Lessons from a New York City Experience." 2012. 8 U.S. Department of Transportation Federal Highway Administration. "Proven Safety Countermeasurers: Medians and Pedestrian Crossing Islands in Urban and Suburban Areas." 2018.
9 U.S. Department of Transportation Federal Highway Administration. Toolbox of Countermeasures and Their Potential Effectiveness for Pedestrian Crashes. https://safety.fhwa. dot.gov/ped bike/tools solve/ped tctpepc/ 10 Bennett, M., Manal, H., and Van Houten, R. "A Comparison of Gateway In-Street Sign Treatment to other Driver Prompts to Increase Yielding to Pedestrians at Crosswalks." 2014. 11 U.S. Department of Transportation Federal Highway Administration. "Proven Safety Countermeasurers: Leading Pedestrian Intervals." 2018.
12 Safety Source: Desktop Reference for Crash Reduction Factors. Federal Highway Administration. 13 Retting, R., Nitzburg, M. Farmer, C.; Knoblauch, R. "Field Evaluation of Two Methods for Restricting Right Turn on Red to Promote Pedestrian Safety." ITE Journal. January 2002. 14 Fitzpatrick, K. and Park, E. S, "Safety Effectiveness of the HAWK Pedestrian Crossing Treatment., 2010.
15 U.S. Department of Transportation Federal Highway Administration. "Proven Safety Countermeasurers: Pedestrian Hybrid Beacon." 2018.
16 Fitzpatrick, K. and Park, E. S. "Safety Effectiveness of the hlAWK Pedestrian Crossing Treatment., 2010.
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68 A
Appendix A:
Existing Conditions
Technical Memo
TOOLE
DESIGN
527 W. 7TH STREET
SUITE 701
LOS ANGELES, CA 90014
213.257,8680
TOOLEDESIGN.COM
MEMORANDUM
Re: Existing Condition Technical Memo
Outline
This memo outlines the existing condition analysis focused on the pedestrian network in the City of Pasadena.
The process used to assess existing conditions includes summarizing existing pedestrian infrastructure through the development of an existing conditions basemap and general pedestrian network assessment, and through a citywide pedestrian crosswalk analysis. The crosswalk analysis focuses on all marked and unmarked crosswalks throughout the city.
Existing Conditions
Sidewalk Network
The City of Pasadena's existing pedestrian network is primarily made up sidewalks and off-street walkways with some shared-use paths. The existing sidewalk network data was not available at the time of this analysis.
However, aerial imagery and our understanding of Pasadena suggest the existing sidewalk network is relatively comprehensive, paved, and with few gaps. Gaps in the pedestrian network may include locations where tree roots lift sidewalk panels, short sections with missing or badly damaged sidewalks, or streets only having a sidewalk along one side. GIS data with information on sidewalk width, condition, and separation between the sidewalk and moving traffic would also provide insight into the quality of the citywide sidewalk network. The list below may be used to identify sidewalk gaps in the future.
Sidewalk gaps elements
Gap or absence of paved sidewalk along street
Narrow sidewalk (less than 4 feet wide; wider for areas with high pedestrian volumes) Presence of sidewalk buffer
Sidewalk pavement in poor condition
Objects or barriers along sidewalks (utility poles)
High number of high activity driveways along sidewalk
ENVSSSONENC WHAT COULD BE. T KEN BUILDSNG IT
Table 1: Existing Pedestrian Network
Pedestrian Facility Description
The existing sidewalks in the
commercial districts are well-
paved, wide, and are furnished with
pedestrian amenities. The sidewalk
pavement in some location are
installed using pavers to improve
the overall aesthetics of the
pedestrian realm.
Example in Pasadena
The existing sidewalks in
residential areas are typically
paved along both sides of the street.
In cases where there is only a
sidewalk on one side of the street, it
is considered a pedestrian network
gap. Sidewalks are typically
between 4-5 feet wide but may be
wider along major arterials or along
commercial areas.
Pasadena has a few trails or
share-use paths within its city
limits. The Arroyo Seco Trail,
located in the western area of
Pasadena, is the City's longest trail.
This trail is made up of a mix of
paved concrete, dirt, and gravel and
connects to several parks,
neighborhoods, and to the Rose
Bowl stadium..
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Connectivity and Crosswalks
Connectivity is a key measure to support route directness for walking, whether it's for commuting, recreation or intermodal transportation connections. A highly permeable transportation network is one with a high number of intersections, short distances between street crossing opportunities, and few dead-end streets or cul-de-sacs. As connectivity improves, travel distances decrease and route directness increases, which creates more route options and therefore increases the likelihood that people will walk.
The presence and quality of crosswalks1 are important components of connectivity. The stress a typical pedestrian may experience while crossing the street was modeled based on roadway and crossing characteristics using data provided by the City of Pasadena. Some data gaps were manually filled either using aerial imagery or by assumptions. The following roadway and crossing characteristics were used in the pedestrian crossing analysis (and can be viewed in Map 2 through Map 7):
• Traffic volume
•
•
•
Number of vehicle travel lanes
Functional classification
Posted speed limit
Traffic control device
Crosswalk markings
Locations where crossing is prohibited
Mid-block crossing locations
Crossings at signalized intersections were evaluated using a different set of criteria than uncontrolled crossings.
Table 2 outlines the scoring criteria for signalized intersections. The primary elements of a high-stress controlled crossing include lack of crosswalk markings and the speed of the roadway being crossed.
Crosswalks are either a portion of the road painted with the distinctive white lines that people are familiar seeing, or where two roads meet at approximately right angles, the extensions of the sidewalks through the intersection. Source: CVC 275 3 Table 2: High-Stress Crossing Criteria, Controlled Crossings crosswalk Number of
Traffic Control type lanes | <=253540 45+ 30
Any
UnmarkedAnyl%
Marked Signalized or
Stop
Signalized or
Stop
High-Stress
Low-Stress
Table 3 outlines the scoring criteria for uncontrolled crossings. The scoring for uncontrolled crossings considers presence of crosswalk markings, pedestrian crossing islands, number of lanes to be crossing, AADT of street being crossed, and the speed limit of the street being crossed. For uncontrolled locations with marked crosswalks, the presence of a crossing island increases the AADT threshold for what is considered a low-stress crossing only for locations where 2-3 lanes are being crossed. Locations with four or more lanes to be crossed are not considered less stressful with the presence of a crossing island due to the multiple threat scenario (when a driver in one lane stops for someone crossing the street, but those in other lanes may not) and negligible differences between observed driver yielding rates.
Table 3: High-Stress Crossing Criteria, Uncontrolled Crossings Traffic Crosswalk Crossing Number
Control Type Island of lanes ADT<=25303540+
2-3
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No
8,000+
4+
< 5,000
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5,000+
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4+
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5,000+
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'Assumes all pedestrian crossing islands have marked crosswalks. 4 Analysis Assumptions
Due to gaps in the available datasets, some assumptions were made, which are outlined in Table 4. Marked crosswalks, pedestrian crossing islands, partial stop-controlled intersections (e.g. two-way stop), number of vehicle travel lanes, posted speed limit, traffic volumes, and crossing prohibited signs throughout the city were not available to our team at the time of the analysis. Most major roadways have number of travel lanes, posted speed limit, and traffic volumes but local and some collectors are missing data.
Table 4: Analysis Assumptions
Variable
Traffic Volumes
Assumption
Local roads with missing AADT, assumed volume is 500. Non-Local roads with missing AADT receive averaged AADT from segments with the same street name or same functional classification.
Crossing Prohibited Crossing are permitted across all legs at an intersection unless there is a crossing prohibited sign present. Locations with crossing prohibitions were collected using aerial imagery and Google Street View.
Marked Crosswalk All signalized locations are assumed to have marked crosswalks unless crossing is prohibited via regulatory signage. Unsignalized crosswalks are considered a marked crosswalk only if the City of Pasadena marked crosswalk dataset indicated there are crosswalk markings. All other crosswalks are assumed to be unmarked.
Posted Speed limit Where speed limit along local roads is missing, assumed speed limit is 25mph.
Controlled Crossing
or Crossing with
RRFBorPHB
Includes all crossings at signalized and all-way intersections. Crossings at partial-stop (i.e., 2-way) controlled intersections are only considered controlled on the non-main crossing (i.e. lower functional classification). Mid-block crossings with a rectangular rapid flashing beacon (RRFB) or pedestrian hybrid beacon (PHB) are considered controlled crossings.
Where leg is controlled by a traffic signal, PHB, RRFB, or stop sign.
Number of lanes Where number of lanes is missing, assumed number of legs is 2 lanes. Only local roadways have missing lane data.
Pedestrian Crossing
Islands
There are no assumed pedestrian crossing islands except for one mid-block crossing on the south side of the Rose Bowl Stadium, one at 125 S Lake Ave, and several across Sierra Madre Blvd (between Villa and Hastings Ranch Dr.) Data Development
Intersections
An intersection dataset was developed by creating a point where three or more street centerline segments intersect. Mid-block crosswalks were manually identified and added to this intersection dataset. The number of legs (approaching streets) at the intersection point was calculated by summing the number of street centerlines at the intersection. Intersection points with fewer than 3 legs were removed from the intersection dataset except for mid-block crosswalk locations.
5 Crosswalks
To create the crosswalks (both marked and unmarked) dataset, a point was placed along the street centerfines 30 feet from the intersection datapoint. The buffer around each intersection can be adjusted for cartographic or data precision needs. Using an intersection geoprocessing method, a crosswalk data point was created at every instance where the boundary of a buffer intersects a street centerline (see example image below). Mid-btock crossing locations are then added to create a complete crosswalk dataset. This method allows for intersection and street centerlines attributes to be joined efficiently using the intersection ID and street centeriine ID or joined spatially.
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Crosswalk gaps
The majority of crosswalks along residential streets were found to be sufficient due to low vehicle speeds and volumes. At locations with higher volumes, all-way stop-controlled intersections helped improve the quality of the crosswalk. Most pedestrian crossings at signalized intersections have marked crosswalks along each leg unless crossing is prohibited. Most intersections at overpasses/bridges have signed pedestrian crossing prohibitions (see Map 2 for manually collected crossing prohibited locations). These crossing prohibitions require additional travel time/distance, reduce the appeal towards walking, and also increases pedestrian exposure to moving traffic for people walk/rolling. Pedestrian crossing prohibitions are considered a gap in this analysis.
Study limitations
Citywide dataset for the following variables were not available at the time of the analysis:
marked crosswalks - available data is only available near schools pedestrian crossing islands
speed limit - absent for local roadways
traffic volumes - absent for local roadways
crossing prohibited signs - manually collected
6 Results
The result of the crosswalk analysis can be viewed in Map 1. This map displays low-stress crosswalks as blue dots, crosswalks as I! dots, and high-stress + detour crosswalks (crosswalk that require someone to walk over 600 feet to the nearest low-stress crossing) displayed as a red dot.
The majority of crosswalks in the city were found to be low-stress. However, most of those locations are along local roadways or at controlled crossings with lower speed limits. Crosswalks in the downtown business district were generally scored as low-stress. The large number of low-stress crossings in this area is tied to the number of signalized crossings and the speed limit being less than 40mph. There are several corridors where there are long stretches of high-stress crossings, mainly located along arterial roadways at uncontrolled locations.
Next Steps
Using the results from this analysis, projects can be identified and prioritized to inform pedestrian network development recommendations. Pedestrian network improvements should be prioritized at high-stress crosswalks that can equitably provide the greatest impact on pedestrian access when improved to a low-stress crosswalk.
The output from the trip potential analysis along with crash data and equity-related datasets can be used to prioritize project locations.
7 Map 1: Pedestrian Crossing Analysis Results
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Appendix B:
Pedestrian Crash
Analysis
TOOLE
SIGN
527 W. 7TH STREET
SUITE 701
LOS ANGELES. CA 90014
21 3.257.8680
TOOLEDESIGN.COM
MEMORANDUM
Re: Pedestrian Crash Analysis
Introduction
This document provides a summary of a pedestrian crash analysis conducted for the City of Pasadena. This memo includes an overview of the crash data used in the analysis, the analysis methodology, and trends.
Crash Data Source
Geocoded crash data is critical to understanding traffic safety and where safety improvements may be needed.
While police reported crash data is known to have problems with underreporting, it is often the most complete data source and provides necessary details for informing engineering treatments, such as the location of the collision and dynamics between the parties involved in the crash.
The crash data used for this analysis is from the California Highway Patrol's (CHP) Statewide Integrated Traffic Records System (SWITRS), accessed via the Transportation Injury Mapping System (TIMS), which geocodes the data1. A limitation of TIMS is that it does not include Property-Damage Only (PDO) crashes, which are not included in this analysis. Crashes were collected for all streets within the City of Pasadena. The crash data was reviewed and cleaned prior to the crash analysis. Crashes with missing coordinates were processed through a geocoder if the necessary location attributes were available. The following subset of crashes were removed from the analysis dataset:
Crashes that could not be accurately geocoded
Crashes that appear to be outside the City of Pasadena
Crashes coded as being on freeways or freeway ramps (not including surface roads at freeway ramps) Crash Weighting
In most cases, crash characteristics are summarized by transportation mode involved using the total number of crashes, total number of fatal and serious injury crashes ("KSI", for "killed or seriously injured"), and the total Equivalent Property Damage Only (EPDO) score. EPDO is a method that normalizes crashes to a base unit of property damage only (PDO) crashes to allow for comparison (e.g., a fatal crash is worth approximately 170 PDO crashes). This equivalency is developed based on the expected monetary value of the crash outcomes by severity. By simultaneously accounting for the frequency and severity of crashes, the net burden of a given risk factor or location can be efficiently assessed, which can in turn aid in prioritization efforts. Additionally, subcategories of crashes can be compared based on the average EPDO score per crash type to identify which 1 Tims.berkeley.edu
NV1510NING WHAT COULD BE. THEN BUILDING IT
types are more likely to result in higher severity injuries. Total EPDO scores are a measure of overall crash intensity and the average EPDO score per crash is a measurement of average crash intensity.
In the EPDO scheme, crashes are weighted based on the average societal costs of crashes associated with a given severity. The weights used in this analysis, presented in Table 1, are drawn from the Caltrans Local Roadway Safety Manual (LRSM). The EPDO scores vary by location type (roadway, signalized intersection, and non-signalized intersection) due to the relative costs associated with the crash severity at those locations. For example, KSI crashes at unsignalized intersections typically result in more persons injured or more severe injuries than at signalized intersections or along segments; hence, KSI crashes at unsignalized intersections have a higher average cost.
Table 1: Crash Weights for Injury Burden (EPDO)2
Crash Severity Location Type
Roadway
EPDO Comprehensive
Score Crash Cost
164.66 $2,190,000
Fatality and Serious Injury (KA) Non-Signalized Intersection 190.23 $2,530,000 Signalized Intersection 119.55 $1,590,000
Other Visible Injury (B) 10.70 $142,300
Complaint of Pain (C) 6.08 $80,900
Property Damage Only (0) 1.00 $13,300
Source: Caltrans Local Roadway Safety Manual (LRSM)
Crash Trends
Crashes by Mode
When looking at the crash frequency and severity of crashes by mode, it's clear that motor vehicle crashes accounted for the largest share of overall crashes (76 percent of crashes). This finding is expected as there are substantially higher volumes of motor vehicles compared to other modes of travel in Pasadena. When looking at crashes that resulted in a KSI, only 2 percent of motor vehicle crashes resulted in a KSI. The crash data used in this analysis does not include Property Damage Only crashes, which would reduce that figure even more if those crashes were included. Pedestrians and Motorcyclists tend to have the most severe outcomes when involved in a crash with 10 percent of pedestrian crashes resulted in a KSI and 20 percent of motorcycle crashes resulting in a KSI. Notably pedestrians represent only 11 percent of overall crashes but 27 percent of KSI crashes.
Table 2: Crashes by Mode, 2015-2019
Mode
Automobile
Pedestrian
Bicyclist
Motorcycle
# o Crashes % of Crashes # of KSI % of KSI KSI per
Crash
2407 76%
359 11%
57 | 44%
36 273 9% 10
137 4% 28
27%
2%
10%
8% 4%
21% 20%
2https://dot.ca.gov/-/media/dot-media/programs/local-assistance/documents/hsip/2020/lrsm2020.pdf 2 Total3176100%131100%4%
Crashes by Year
There are no significant or discernable patterns related to pedestrian crash frequency or injury severity on a year- to-year basis. The number of crashes had minor fluctuations ranging from 64 crashes to 2015 to 79 crashes in 2016 and there were generally 8 KSI crashes on an annual basis.
Table 3: Pedestrian Crashes by Year, 2015-2019
Year
2015
2016
2017
2018
2019
Total
# of
Crashes
64 % of # of KSI % of KSI
Crashes
EPDO % EPDO
Total Total
18%411%1,14514%
KSI per
crash
6%
7922%822%1,77422%10%
7621%822%1,82123%11%
7019%822%1,96124%11%
7019%822%1,38917%11%
359100%36100%8,090100%10%
Crashes by lighting condition
Pedestrian crashes occurred most frequently during daylight hours (64 percent of crashes), which is expected as most trips occur during this time. Dark lighting conditions with streetlights accounted for the second highest share of crashes with 31 percent of all crashes and 47 percent of all KSI crashes. Crashes that occurred during dark lighting conditions tend to be more severe compared to daylight conditions, with 15 percent of crashes resulting in a KSI, compared to 8 percent during daylight conditions.
The majority share of KSI crashes that occurred during dark lighting conditions (with or without streetlights) is something to note. Trips occur most often during the day for commuting, recreation, or utility trips. Therefore, there are expected higher rates of exposure and higher crash frequencies during the day. The majority of KSI crashes having occurred during dark lighting conditions in Pasadena highlights the heightened risk for a pedestrian crash to occur and for the crash to be severe.
Table 4: Pedestrian Crashes by Lighting Condition, 2015-2019 r
Lighting Condition
Daylight
Dark - Street Lights
Dusk - Dawn
Dark - No Street
Lights
# of % of # of % of EPDO %EPDO KSI per
Crashes Crashes KSI KSI Total Total crash
231
112
11 64%
31%
3%
31%
18 17
1 0
50% .4,631^ [
47%]^205~~
3%
0%
209
23 21%00%22
57%
40%
3%
0%
8%
0%
15%
9%
0%
0%
Total359100%36 ! 100%8,090100%10%
3 Crash Location Type
The overwhelming majority of pedestrian crashes occurred at intersections accounting for 95 percent of crashes, 92 percent of KSI crashes, and 96 percent of the EPDO score. More specifically, pedestrian crashes occurred most frequently at signalized intersections with 72 percent of crashes and 53 percent of KSI crashes having occurred at those locations. While those locations accounted for the majority of crashes, unsignalized intersections tend to have more severe crash outcomes with 1 7 percent of crashes resulting in a KSI and an average EPDO score of 40.7 compared to 7 percent and 17.07 for signalized intersections.
Pedestrian crashes typically occurred at intersection locations largely because the existing street network design prioritizes pedestrians to cross at intersections (specifically signalized intersections), leading to higher exposure levels at intersections. Additionally, interactions between motorists and pedestrians are often more complex at intersections than at mid-block locations. Factors that may contribute to safety risk at intersections include long wait times that encourage non-compliance with walk signals, short walk signal phases, intersection geometries that allow for high speed vehicle turning movements, and operational factors such as right turn on red and permissive left-turn phases.
Table 5: Pedestrian Crashes by Location Type, 2015-2019 Location Traffic # of % of # of
Type Signal Crashes Crashes KSI
% of EPDO % EPDO KSI per Average
KSI Total Total crash EPDO
Intersection Yes
^__ ,^.,_i_NO.
Intersection Total
Mid-Block I No
^Mid-Block Total
LTotal
258
82 340
19 19
359
72% I
23%
95% |
5%
5%
100%
19 14
33 3
3 36
53% 54% I
41% I
96%
7%4,405 17.07
39% 17%3,337 40.70
92% 10967,742 22.77
8% 4% 16%348 18.32
"T8% 4% 16%348 18.32
100% 10% 22.53^.00%]^_8,0^
Crashes by Pedestrian Action
The majority of pedestrian crashes were reported as involving a pedestrian crossing in a crosswalk at an intersection, accounting for 62 percent of crashes and 39 percent of KSI crashes. The second most common reported pedestrian action was crossing not in crosswalk accounting for 17 percent of crashes and 39 percent of KSI crashes. These crashes tend to be the most severe with 23 percent of crashes resulting in a KSI and an average EPDO score of 41.23 which are substantially higher than crashes involving a pedestrian crossing in a crosswalk at an intersection. However, it is unclear exactly where the pedestrian was located in relation to the crosswalk or if the crash occurred at an unmarked crosswalk as the vast majority of these crashes occurred at intersections.
Table 6: Pedestrian Crashes by Pedestrian Action, 2015-2019 Pedestrian Action
Crossing in Crosswalk at
Intersection
Crossing Not in
Crosswalk
In Road, Including
Shoulder
# of % of # of % of EPDO %EPDO KSI per Average
Crashes Crashes KSI KSI Total Total crash EPDO
224 62% 14 39% I 3,983 49% 6%
60 | 17% I 14 I 39% ] 2,474
I I I
-io%-14^1n%-|764"
31% I 23%
17.78 41.23
35 i
Not in Road 17 5% 2
9% 11%
6% I 363 4% 12%
_4—
21.83 21.35
4 Not Stated144%26%4225%14%30.14
Crossing in Crosswalk
Not at Intersection
9 Total359
3%
100%
0 36
0%
100%
841%
8,090100%
0%9.33
10% j 22.53
Crashes by Motorist Pre-Crash Movement
Pedestrian crashes occurred most frequently involving a motorist proceeding straight prior to the crash (39 percent) followed by a motorist making a left turn (36 percent). While both crash types had similar shares of crashes, crashes involving a motorist proceeding straight were substantially more severe. This crash type accounted for 72 percent of KSI crashes, 62 percent of EPDO scores, and were on average more severe (19 percent resulted in KSI and 36.03 average EPDO score). The severity of these crashes is likely related to higher vehicle speeds associated with vehicles traveling straight compared to other movements like turning left or right, which require slower movements.
Table 7: Pedestrian Crashes by Motorist Pre-Crash Movement, 2015-2019 Motorist Pre-Crash
Action
Proceeding Straight
Making Left Turn
# of % of
Crashes Crashes
# of % of
KSI KSI
EPDO % EPDO
Total Total
KSI per Average
crash EPDO
139 I39%
12936%
26 4
72%I
Making Right Turn
Backing
Entering Traffic
Stopped
Changing Lanes
Slowing/Stopping
Ran Off Road
Other
6719%3
11%
5,00862%19%36.03
1,70321%3%13.20
8%88611%4%13.22
82%13%1262%13%15.75
41%1
41%
21%
1 0
3%
3%
0%
152
152
22 2%
2%
0%
10%00%60%
25%38.00
25%
0%
38.00 11.00
0%
10%00%110%0%
6.00 11.00
10%00%60%0%6.00
Other Unsafe Turning
JVIaking U-Tui'n
Not Stated
10%00%60%0%6.00
10%00%
1 Total359
0%
100%
0 36
0% !
60%0%6.00
6 100%8,090
0%
100%
0%6.00
10%22.53
Cras/? Locations
In addition to mapping the locations of pedestrian crashes, a sliding window analysis was conducted to measure pedestrian crash densities along street corridors. This type of analysis involves calculating crash density estimates along streets throughout the region weighted by crash severity. Crashes that resulted in a fatal or serious injury received a weight of three, all other crashes received a weight of one. Corridors with higher crash frequencies and severities are identified by applying a one-mile moving window aggregation to the street network.
The one-mile moving windows were CTeated to form corridors using the roadway street name. In this approach, a virtual "window" is moved along each street at 1/10th mile increments, counting the number of crashes by severity that occurred within each successive one-mile segment. Both intersection and segment crashes were included in this evaluation, as the focus is on overall corridor conditions. The results of this analysis display specific corridors that have a higher number of crashes on a per mile basis. 5 Crashes are most concentrated along major roads and near locations that are associated with higher levels of trip generators (commercial, retail, restaurants, etc.). Crashes tend to be centrally located in Pasadena with between Alien Ave and N Fair Oaks Ave. Other corridors like E Colorado Blvd, N Lake Ave, E Orange Grove, E Washington Blvd, N Fair Oaks Ave, and Los Rabies Ave had the highest concentration of pedestrian crashes.
With the exception of Los Rabies Ave, these streets are generally wide streets, have higher vehicles volumes, and have mixed land uses along the corridors. Los Robles Ave is generally residential aside from the portion of the corridor that runs west of the Playhouse District area. 6 Map 1: Pedestrian Crashes In Pasadena
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Appendix C:
Pedestrian Trip
Potential Analysis
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TOOLE
G
527 W. 7TH STREET
SUITE 701
LOS ANGELES. CA 90014
21 3.257.8680
TOOLEDESIGN.COM
MEMORANDU
Re: Pedestrian Trip Potential Analysis
Trip Potential
Toole Design performed a trip potential analysis to determine where people would be most likely to walk in Pasadena, based on factors that are positively associated with pedestrian trip attraction or generation. A combination of factors related to development patterns and socioeconomic characteristics were selected as the primary elements to estimate a location's pedestrian trip potential.
The results of this analysis highlight areas where enhanced pedestrian infrastruchjre may potentially sen/e more users. This analysis may also assist the City of Pasadena when prioritizing projects by identifying locations that have the greatest potential for increased walking.
Note that the trip potential analysis estimates where people would walk if it were convenient and comfortable to do so. Counts of existing walking trips can provide insight, but these trips have already internalized the impacts of existing infrastructure for walking. As a result, trip potential is calculated independent of existing facilities.
Methodology
Trip potential variables, as well as their relative weighting, are based on research and experience in similar jurisdictions. Calculated at one-eighth mile-sized hexagonal grid, Toole Design analysts considered the following factors with associated weightings, as presented in Table 1. Raw values were scaled using percentile scaling so that inputs of different units can be compared. The total trip potential score is an aggregate of the individual factor scores.
ENVISIONING WHAT COULD BE, THEN BUILDING IT
Table 1: Variables for Trip Potential Analysis
Variable Measure Source
Intersection
Density
Population
Density
Transit Service
Population
Below the
Poverty Line
Employment
Density
Destination
Density
Intersections per
square mile
Population per
square mile
Transit stops
within 0.25 mile
Percent of people
at or below 150%
of the Federal
Poverty Line
Jobs per square
miie
Destinations per
square mile
Derived from City of
Pasadena centerline
data file
American
Community Sun/ey
(ACS), 2019
LA Metro, Foothill
Transit, Glendale
Transit, LADOT
American
Community Survey
(ACS), 2019
Longitudinal
Employer-Household
Dynamics (LEHD),
2018
Business license
data, parks, and civic
destinations
Description
Research into travel mode choice has shown
that intersection density is highly correlated
with increased bicycling1 and walking2.
Locations with a high number of intersections
with three or more legs tend to have better
connectivity, higher densities, and more
destinations; therefore, these are locations in
which utilitarian trips are more likely to occur.
Intersections are weighted to better reflect
how connected they are to routes.
Intersections with fewer legs, at cul-de-sacs,
or connected to dead-end street receive
lower weight.
Population density is another major
determinant for both walking and hiking trips
- the more people in an area, the more
people will be walking.
First and last mile connections to and from
transit are sources of walking trips. Stops
within 0.25 mi of the hexes reflect a typical
distance people are willing to wa!k to transit3.
Bus stops with more routes served receive a
higher weight.
Research indicates that people living in
households below the Federal poverty line
are more likely to depend on transit, walking,
or hiking to get around.4
Employment density is another major
determinant for walking and biking trips.
People wa!k to areas with high employment
for a variety of reasons, including jobs,
shopping, or errands. Moreover, some areas
with high employment see a lot of midday
walking activity.
Destinations are places that people wouid
want to walk to. They include coimmercial
destinations such as stores and restaurants.
recreational destinations such as parks and
playgrounds, and community destinations
such as community centers and libraries.
Weight
10%
30%
10%
10%
20%
20%
1 Built Environment Influences on Healthy Transportation Choices: Bicycling Versus Driving. M Winters, M Brauer, E Setton, K Teschke - Journal of Urban Health, 2010.
2 Measuring Network Connectivity for Bicycling and Walking. J Dili - 82nd Annual Meeting of the Transportation Research Board, 2003 3 Comparing Transit Oriented Developments Based on Walkability Indicators. Schlossberg, L Ma, Brown, Na - 82nd Annual Meeting of the Transportation Research Board, 2003
4 Predicting Transit Ridership at the Stop Level: The Role of Service and Urban Form. J Dill, M Schlossberg, L Ma, C Meyer - 92nd Annual Meeting of the Transportation Research Board, 2013
2 Results
Map 1 illustrates where walking trips are most likely to occur. Areas with more diverse land uses, higher population densities, and traditional street grids tend to have higher tnp potential scores due to their development patterns that support pedestrian travel. The downtown business district and areas with the highest population densities directly north of 1-210 received some of the highest trip potential scores.
The area west of 1-210 scored substantially lower than areas to the east. This primarily reflects the different land uses and development patterns between the west side of the city and the central and east side. The area's land use is primarily open space and single-family residential. Areas that have a greater mix of land uses are positively associated with pedestrian trips. Additionally, the street network in this area is not a traditional grid but is made up of cun/ilinear streets with a large number of cul-de-sacs and dead-end streets. This type of roadway network can lead to long, non-direct trips for people who would like to travel on foot and not in a motor vehicle.
The individual inputs used to create the composite trip potential score can be viewed in Map 2 through Map 6. 3 Map 1: Trip Potential Results
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Appendix D:
Prioritization Analysis
& Framework
TOOLE
G
527 W. 7TH STREET
SUITE 701
LOS ANGELES, CA 90014
2 1 3.257.8680
TOOLEDESIGN.COM
MEMORANDUM
Re: Prioritization Framework and Project Development
This memo outlines the recommended approach to prioritize the pedestrian network in the City of Pasadena. The prioritization analysis will score crossings and streets1 throughout the city by how well each location meets the prioritization criteria. Using the results from the prioritization analysis, locations will be identified for pedestrian improvements. The prioritization analysis approaches are outlined in this memo.
Methodology & Approach
A prioritization analysis for both pedestrian crossings and streets was recommended for the Pasadena Walks Pedestrian Plan to help inform the project identification process. As noted in the existing conditions analysis, the City of Pasadena already has a mostly built out network of sidewalks. As a result, the majority of pedestrian improvements will focus on enhancing pedestrian crossings along key corridors with a smaller number of sidewalk projects.
Based on Toole Design's prioritization experience, keeping the number of prioritization criteria focused and streamlined can lead to clearer prioritization results, and the proposed prioritization criteria that we have developed reflects this in Table 1 and Table 2.
The prioritization criteria was used to score the existing pedestrian network into high-, medium- and lower-prionty "buckets." Priority corridors and crossings have then been identified by reviewing high-scoring locations based on the overall prioritization score, the prioritization sub scores (equity, safety, connectivity, and access), and input from the public, technical advisory committee, and City staff.
Toole Design does not recommend applying a project "ranking" to each project, but rather only display the prioritization bucket (high, medium, and low). These buckets are intended to help the City prioritize investments in coming years while also allowing for the prioritization results to be viewed as flexible. As opportunities arise through other processes (for example, new development), a lower-ranked project may be ripe for implementation as a part of another process and/or funding opportunity. ' Street centeriine data will be used as sidewalk GIS data is not currently available.
ENVI510NJNG WHAT COULD BE. THEN BUILDING IT
Table 1: Draft Variables for Intersection Prioritization Analysis Criteria
Equity
Safety
Connectivity
Access
Measure
California Healthy Places
Index (HPI)
Pedestrian Crash History
(TIMS/SWITRS 2015-2019)
Description Weight
Locations within communities that score low in the Healthy | High Places Index will be prioritized.
Using the results from the pedestrian crash analysis, project that are along corridors with higher crash frequencies will be prioritized.
Quality of Crossing
(Crosswalk Analysis)
•i—-
Trip Potential Score
(Trip Potential Analysis)
Locations that were determined to be deficient will be
prioritized. Location that are more than 1/» mile away from the nearest high-quality crossing will receive an additional weight.
Locations that are in areas that have higher trip potential score will be prioritized.
High
Highest
Medium
1 !
Table 2: Draft Variables for Street/Sidewalk Prioritization Analysis Criteria
Equity
Safety
Connectivity
!
Access
Measure
California Healthy Places
Index (HPI)
Pedestrian Crash History
(TIMS/SWITRS 2015-2019)
Description
Locations within communities that score low in the Healthy Places Index will be prioritized.
Using the results from the pedestrian crash analysis, project that are along corridors with higher crash frequencies will be prioritized.
Weight
High
High-speed, high-volume,
and wide streets
(City of Pasadena)
Connections to transit
sen/ice
Sidewalk gap closures
(City of Pasadena, LA
Metro, LADOT, Glendale
Transit, Foothill Transit)
Trip Potential Score
(excluding transit)
(Trip Potential Analysis)
Prioritize locations that are along high-speed and busy streets. These streets tend to be less comfortable to walk along.
Locations along transit routes and locations with known sidewalk gaps will be prioritized.
High
High
Medium
Locations that are in areas that have higher trip potential score will be prioritized. The transit sub score will be excluded from this measure to avoid double counting.
Medium
2 Map 1 - Prioritization Results of Street Segments
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DESIGN
HPI, TIMS/SWITRS, LA Metro, LADOT, Foothill Transit, Glendale Transit, City of Pasadena, CIS aerial imagery
5 Top 10 Pedestrian Priority Corridors
Street / Roadways From To
Alien Ave north city limit Colorado Blvd
Del Mar Blvd Pasadena Ave east city limit
Fair Oaks Ave north city limit south city boundary
Foothill Blvd Walnut St east city limit
Lake Ave north city limit Colorado Blvd
Lincoln Ave north city boundary |Washington Blvd
Los Robles Ave north city limit Walnut St
Raymond Ave Colorado Blvd E Glenarm St
San Gabriel Blvd [Maple St California Blvd
Washington Blvd Lincoln Ave Lake Ave
High Priority Crossings (along Top 10 Pedestrian Priority Corridors) approach_leglegs |intersection_namecrossing_street_namecrossing_fc South3|Chestnut St and N Fair Oaks AveN Fair Oaks AvePrimary North3|Chestnut St and N Fair Oaks AveN Fair Oaks AvePrimary North3|N Los Robles Ave and Wickliffe DrN Los Robles AveTertiary South3|N Los Robles Ave and Wickliffe DrN Los Rabies AveTertiary North3 |N Lake Ave and Santa Barbara StN Lake AvePrimary South3|N Lake Ave and Santa Barbara StN Lake AvePrimary West3|Sunset Ave and N Orange Grove BlvdN Orange Grove Blvd |Secondary East3|Sunset Ave and N Orange Grove BlvdN Orange Grove Blvd |Secondary North3|Parke St and N Los Robles AveN Los Robles AveSecondary South3|Parke St and N Los Robtes AveN Los Rabies AveSecondary South4|N Los Robles Ave and Flower StN Los Rabies AveTertiary North4|N Los Robles Ave and Flower StN Los Rabies AveTertiary North6|E Maple St and N Lake AveN Lake AvePrimary
South3|N El Molino Ave and Santa Barbara StN El Molino AveTertiary North3|N El Molino Ave and Santa Barbara StN El Molino AveTertiary North3|N Orange Grove Blvd and Kensington PlN Orange Grove Blvd [Secondary South3|N Orange Grove Blvd and Kensington PlN Orange Grove Blvd [Secondary East4|N Pasadena Ave and N Orange Grove BlvdN Orange Grove Blvd [Secondary South3 IN Lake Ave and Elizabeth StN Lake AveSecondary
South3 IN Lake Ave and Elizabeth StN Lake AveSecondary
East3|S Kinneloa Ave and E Del Mar BlvdE Del Mar BlvdSecondary West3|S Kinneloa Ave and E Del Mar BlvdE Del Mar BlvdSecondary South3 IN Los Rabies Ave and Dearborn StN Los Robles AveTertiary North3|N Los Rabies Ave and Dearborn StN Los Robles AveTertiary South3|Arroyo Ter and N Orange Grove BlvdN Orange Grove Blvd |Secondary North3|Arroyo Ter and N Orange Grove BlvdN Orange Grove Blvd |Secondary East3|E Orange Grove Blvd and Wheeler LnE Orange Grove Blvd |Secondary West3|E Orange Grove Blvd and Wheeler LnE Orange Grove Blvd |Secondary South4|N Lake Ave and E Villa StN Lake AvePrimary
North4|N Lake Ave and E Villa StN Lake AvePrimary
West3|N Orange Grove Blvd and Cypress AveN Orange Grove Blvd |Secondary West3 |N Orange Grove Blvd and Cypress AveN Orange Grove Blvd |Secondary South3|N Fair Oaks Ave and Fair Oaks DrN Fair Oaks AvePrimary North3|N Fair Oaks Ave and Fair Oaks DrN Fair Oaks AvePrimary West4|210eb Off Mountain and Mountain On 210ebW Mountain StSecondary East4|210eb Off Mountain and Mountain On 210ebW Mountain StSecondary North3 |N Lake Ave and Elizabeth StN Lake AveSecondary
West4|E Del Mar Blvd and El Nido AveE Del Mar BlvdSecondary East4|E Del Mar Blvd and El Nido AveE Del Mar BlvdSecondary North3 |N Lake Ave and Topeka StN Lake AveSecondary
South3 |N Lake Ave and Topeka StN Lake AveSecondary
East3|N Orange Grove Blvd and Manzanita AveN Orange Grove Blvd |Secondary West3|N Orange Grove Blvd and Manzanita AveN Orange Grove Blvd |Secondary East3|E Orange Grove Blvd and Summit AveE 0 ra nge G rove Blvd | Seco nda ry West3|E Orange Grove Blvd and Summit AveE Orange Grove Blvd |Secondary West4|E Orange Grove Blvd and Hamilton AveE Orange Grove Blvd |Secondary 1 High Priority Crossings (along Top 10 Pedestrian Priority Corridors) East 4|E Orange Grove Blvd and Hamilton Ave E Orange Grove Blvd Secondary East 3|N Hudson Ave and E Walnut St E Walnut St Secondary West 3|N Hudson Ave and E Walnut St E Walnut St Secondary East 3|N Orange Grove Blvd and Cypress Ave N Orange Grove Blvd |Secondary East 3|N Orange Grove Blvd and Cypress Ave N Orange Grove Blvd |Secondary West 4|Palo Verde Ave and E Orange Grove Blvd E Orange Grove Blvd |Secondary North 3|N Fair Oaks Ave and E Claremont St N Fair Oaks Ave Primary South 3|N Fair Oaks Ave and E Claremont St N Fair Oaks Ave Primary West 3|E Washington Blvd and Summit Ave E Washington Blvd Secondary West 3|Summit Ave and E Washington Blvd E Washington Blvd Secondary North 3|N Los Robles Ave and Ladera St N Los Robtes Ave Tertiary South 3|N Los Robles Ave and Ladera St N Los Robles Ave Tertiary North 3|N Los Rabies Ave and Eldora Rd N Los Robles Ave Secondary South 3|N Los Robles Ave and Eldora Rd N Los Robles Ave Secondary North 3|N Fair Oaks Ave and Painter St N Fair Oaks Ave Primary South 3|N Fair Oaks Ave and Painter St N Fair Oaks Ave Primary South 4|N Los Robles Ave and Douglas St N Los Robles Ave Secondary North 4|N Los Robles Ave and Douglas St N Los Robles Ave Secondary North 3 |N Los Robles Ave and Prescott St N Los Robtes Ave Secondary South 3 |N Los Rabies Ave and Prescott St N Los Robles Ave Secondary South 3|N Fair Oaks Ave and W Tremont St N Fair Oaks Ave Primary North 3|N Fair Oaks Ave and W Tremont St N Fair Oaks Ave Primary West 4|E Orange Grove Blvd and N Chester Ave E Orange Grove Blvd |Secondary East 4|E Orange Grove Blvd and N Chester Ave E Orange Grove Blvd |Secondary North 4|Atchison St and N Los Rabies Ave N Los Robles Ave Tertiary South 4|Atchison St and N Los Robles Ave N Los Robles Ave Tertiary West 3|W Mountain St and Barthe Dr W Mountain St Secondary East 3|W Mountain St and Barthe Dr W Mountain St Secondary East 4|E Villa St and N Oakland Ave E Villa St Tertiary South 3|N Fair Oaks Ave and Eureka St N Fair Oaks Ave Primary North 3|N Fair Oaks Ave and Eureka St N Fair Oaks Ave Primary East 3|Summit Ave and E Washington Blvd E Washington Blvd Secondary East 3|E Washington Blvd and Summit Ave E Washington Blvd Secondary North 3|N Fair Oaks Ave and W ClaremontSt N Fair Oaks Ave Primary South 3|N Fair Oaks Ave and W Claremont St N Fair Oaks Ave Primary East 3|E Orange Grove Blvd and Elmira St E Orange Grove Blvd |Secondary West 3|E Orange Grove Blvd and Elmira St E Orange Grove Blvd [Secondary North 4|N Fair Oaks Ave and E Orange Grove Blvd N Fair Oaks Ave Primary East 3|E Orange Grove Blvd and Worcester Ave E Orange Grove Blvd |Secondary West 3|E Orange Grove Blvd and Worcester Ave E Orange Grove Blvd |Secondary West 4|E Orange Grove Blvd and Sinaloa Ave E Orange Grove Blvd [Secondary East 4|E Orange Grove Blvd and Sinaloa Ave E Orange Grove Blvd [Secondary North 3|N Fair Oaks Ave and Penn St N Fair Oaks Ave Primary South 3|N Fair Oaks Ave and Penn St N Fair Oaks Ave Primary South 4 |E Claremont St and N Los Robles Ave N Los Robles Ave Secondary North 4|E Claremont St and N Los Rabies Ave N Los Robles Ave Secondary East 3|E Del Mar Blvd and S Sunnyslope Ave E Del Mar Blvd Secondary 2 High Priority Crossings (along Top 10 Pedestrian Priority Corridors) West3 |E Del Mar Blvd and S Sunnyslope AveE Del Mar BlvdSecondary West3 |N Orange Grove Blvd and Prospect BlvdN Orange Grove BlvdSecondary South3 |N Fair Oaks Ave and Cedar StN Fair Oaks AvePrimary North3|N Fair Oaks Ave and Cedar StN Fair Oaks AvePrimary West4|W Washington Blvd and Sunset AveW Washington BlvdSecondary North3|N Lake Ave and Earlham StN Lake AvePrimary
South3|N Lake Ave and Earlham StN Lake AvePrimary
North3 |N Los Robles Ave and Ashtabula StN Los Rabies AveSecondary South3|N Los Robles Ave and Ashtabula StN Los Robles AveSecondary West3|Ramona Pl and E Del Mar BlvdE Del Mar BlvdSecondary East3|Ramona Pl and E Del Mar BlvdE Del Mar BlvdSecondary South3|Corson St and N Pasadena AveN Pasadena AvePrimary South3|N Los Rabies Ave and Rio Grande StN Los Rabies AveTertiary North3|N Los Rabies Ave and Rio Grande StN Los Robles AveTertiary East3|Eastern Ave and E Del Mar BlvdE Del Mar BlvdSecondary South3 |N El Molino Ave and Locust StN El MolinoAveTertiary North3 |N El Molino Ave and Locust StNEIMolinoAveTertiary East3|E Walnut St and N Garfield AveE Walnut StSecondary West3|E Walnut St and N Garfield AveE Walnut StSecondary North3 |N Orange Grove Blvd and Live Oaks AveN Orange Grove Blvd |Secondary South3 |N Orange Grove Blvd and Live Oaks AveN Orange Grove Blvd |Secondary West3|W Mountain St and Chapman AveW Mountain StSecondary East3|W Mountain St and Chapman AveW Mountain StSecondary North3|N Fair Oaks Ave and Esther StN Fair Oaks AvePrimary South3|N Fair Oaks Ave and Esther StN Fair Oaks AvePrimary North3|N Los Rabies Ave and Adena StN Los Rabies AveSecondary South3|N Los Robles Ave and Adena StN Los Rabies AveSecondary South3|N Los Rabies Ave and Highland StN Los Rabies AveTertiary North3|N Los Rabies Ave and Highland StN Los Robles AveTertiary West3|Morton Ave and W Mountain StW Mountain StSecondary East3|Morton Ave and W Mountain StW Mountain StSecondary East3 |E Orange Grove Blvd and N Oakland AveE Orange Grove Blvd | Secondary West3 |E Orange Grove Blvd and N Oakland AveE Orange Grove Blvd |Secondary East4|E Orange Grove Blvd and N Sierra Bonita AveE Orange Grove Blvd |Secondary West4|E Orange Grove Blvd and N Sierra Bonita AveE Orange Grove Blvd |Secondary South3 |N Los Robtes Ave and Jackson StN Los Rabies AveSecondary South3|N El Molino Ave and Earlham StN El Molino AveTertiary North3|N El Molino Ave and Earlham StN El Molino AveTertiary South3|YaleStandNFairOaksAveN Fair Oaks AvePrimary
North3|YaleStandNFairOaksAveN Fair Oaks AvePrimary
West4|N Holliston Ave and E Orange Grove BlvdE Orange Grove Blvd [Secondary East4|N Holliston Ave and E Orange Grove BlvdE Orange Grove Blvd |Secondary West3|E Walnut St and N Oak Knoll AveE Walnut StSecondary East3|E Walnut St and N Oak Knoll AveE Walnut StSecondary West3|E Washington Blvd and Iowa AveE Washington BlvdSecondary East3|E Washington Blvd and Iowa AveE Washington BlvdSecondary North3|N Los Robles Ave and Ashtabula StN Los Robles AveSecondary 3 High Priority Crossings (along Top 10 Pedestrian Priority Corridors) South 3|N Los Robles Ave and Ashtabula St N Los Rabies Ave Secondary North 3 |N Los Robles Ave and Jackson St N Los Rabies Ave Secondary North 3 |N Los Robles Ave and Jackson St N Los Rabies Ave Secondary South 4|N Lake Ave and Atchison St N LakeAve Secondary
North 4|N Lake Ave and Atchison St N Lake Ave Secondary South 3|N Los Robles Ave and Reinway N Los Robles Ave Secondary North 3|N Los Rabies Ave and Reinway N Los Robles Ave Secondary North 3|N Los Robles Ave and Highland St N Los Robles Ave Tertiary South 3|N Los Robles Ave and Highland St N Los Rabies Ave Tertiary West 4|N Alien Ave and E Orange Grove Blvd E Orange Grove Blvd [Secondary East 4|N Alien Ave and E Orange Grove Blvd E Orange Grove Blvd |Secondary East 4|N Hill Ave and E Orange Grove Blvd E Orange Grove Blvd |Secondary West 4|N Hill Ave and E Orange Grove Blvd E Orange Grove Blvd |Secondary South 4|N Lake Ave and E Orange Grove Blvd N Lake Ave Primary 4 Appendix E:
Potential Corridor
mprovements
Alien Avenue (from north city limit to Colorado Boulevard) Location
Alien Ave at Las Lunas St
Alien Ave at Washington Blvd
Alien Ave at Asbury Dr
Alien Ave at Mountain St
Alien Ave at Paloma St
Alien Ave at Villa St
Alien Ave at Maple St
Alien Ave at Corson St
Alien Ave at Walnut St
Alien Ave at Colorado Blvd
Alien Ave from Washington
to Maple St
Project / Improvements Description
Consider reducing radius of SW and SE corners. New crosswalk, RRFB or HAWK, and curb extensions on the south leg.
Consider directional/dual curb ramps, high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Consider protected left turn signal phasing.
Consider new crosswalk with RRFB or HAWK signal at north leg. Curb extension at NW corner (existing catch basin) and NE corner with new ped ramp.
Consider reducing turning radius of SE corner, high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider reducing radius of NW corner. New crosswalk with RRFB or HAWK at the north leg. Curb extensions flanking the crosswalk.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Consider protected left turn signal phasing.
Consider directional/dual curb ramps, high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks. Modify existing landscaped median at south leg to allow wheeled mobility devices and sight impaired people to navigate. Ensure south leg ped signal timing allows for crossing in one phase.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Consider protected left turn signal phasing.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Consider protected left turn signal phasing.
Evaluate the potential for a 4:3 road reconfiguration. This will allow for ped refuge islands and maintain parking.
Del Mar Boulevard (from Pasadena Avenue to east City limit) Location
Del Mar Blvd and Marengo Ave
Del Mar Blvd and Euclid Ave
Del Mar Blvd at Los Robles Ave
Del Mar Blvd at Oak Knoll Ave
Dei Mar Blvd at Hudson Ave
Del Mar Blvd at Lake Ave
Project / Improvements Description
Consider a curb extension at the SE corner, high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider NB and SB protected left turn phasing, high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider curb extension at SE corner (into Lake Ave). igh visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Del Mar Blvd at Lake Ave (slip lane) Consider removing slip lane and develop pedestrian plaza.
Del Mar Blvd at Mentor St
Del Mar Blvd at Wilson Ave
Del Mar Blvd at Michigan Ave
Del Mar Blvd at Chester Ave
Del Mar Blvd at Hill Ave
Del Mar Blvd at Sierra Bonita Ave
Del Mar Blvd at Bonnie Ave
Del Mar Blvd at Alien Ave
Del Mar Blvd at Berkeley Ave
Del Mar Blvd at Craig Ave
Del Mar Blvd at Bonita Ave
Del Mar Blvd at Sierra Madre
Del Mar Blvd at Altadena Dr
Del Mar Blvd at El Nido Ave
Del Mar Blvd at Kinneloa Ave
Del Mar Blvd from Hill Ave to Sierra
Bonita Ave
/
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider curb extensions flanking the existing crosswalk, traffic signal (currently in design phase by the City)
Consider LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider exploring removal of the dedicated WB right-turn lane and replace with a curb extension; there is a drainage inlet here. LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Curb extensions at the EB and WB approaches, high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider expanding sidewalk on Del Mar at the SE comer to provide wider walking area. LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider a new crosswalk with RRFB or HAWK at east leg, curb extensions flanking the crosswalk.
Consider modifying median islands to ensure clear path of travel at north and south crosswalk legs. high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider new crosswalk with RRFB or HAWK at east leg, curb extensions flanking the crosswalk.
Consider RRFB or HAWK at existing marked crosswalk (already has in-street yield to ped sign). Ped refuge island.
Evaluate potential for addressing sidewalk obstructions on north sidewalk.
Fair Oaks Avenue (from north City limit to south City limit) Location
Fair Oaks Ave at Tremont St
Fair Oaks Ave at Howard St
Fair Oaks Ave at Claremont St
Project / Improvements Description
Consider high visibility crosswalks for both legs of Tremont St.
Consider nearside curb extensions on the approach to Howard St., high visibility crosswalks. LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider new crosswalk and RRFB or HAWK at north leg of Claremont St. Curb Extensions flanking the crosswalk.
Fair Oaks Ave near Robinson Park Consider high visibility crosswalk at existing midblock crossing.
Fair Oaks Ave at Mountain St
Fair Oaks Ave at Painter St
Fair Oaks Ave at Villa St
Fair Oaks Ave at 210 Overpass
Fair Oaks Ave at Walnut St
Fair Oaks Ave at Colorado Blvd
Fair Oaks Ave at Valley St
Fair Oaks Ave at Del Mar Blvd
Fair Oaks Ave at Montana St
Fair Oaks Ave at Hammond St
Fair Oaks Ave at Bellevue Dr
Fair Oaks Ave at Peoria St
Fair Oaks Ave at Fillmore St
Fair Oaks Ave at California Blvd
Fair Oaks Ave at Bellafontaine St
Fair Oaks Ave at Glenarm St
Far Oaks Blvd
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Consider protected left turn signal phasing.
Consider high visibility crosswalks
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Upgrade curb ramps with tactile surfaces.
Consider allowing pedestrian access along both sidewalks. Consider road reconfiguration to expand sidewalk space by removing travel lanes.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider formalizing existing curb extensions with concrete (will be implemented in 2022 by existing City project). Exclusive ped phase.
Consider adding south crosswalk leg and ped ramp at SE corner, high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Reconfigure slip lane and island at the northwest corner.
Consider LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Nearside curb extensions.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Consider protected left turn signal phasing.
Consider new signal or pedestrian signal (will be constructed by end of Fiscal Year 2022 by existing City project). Nearside curb extensions. Catch basin at the NW comer, bus zone at the SW corner (farside).
Consider high visibility crosswalks, new crosswalk at north leg.
Consider curb extension at SW corner at crosswalk leg. high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Explore adding the north crosswalk leg.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Consider protected left turn signal phasing.
Evaluate potential for addressing missing sidewalks
Foothill Boulevard (from Walnut Street to east City limit) Location
Foothill Blvd at Craig Ave
Foothill Blvd at Vista Ave
Foothill Blvd at Sierra Madre Blvd
Foothill Blvd at Altadena Dr
Foothill Blvd at San Gabriel Blvd
Foothill Blvd at Santa Paula Ave
Foothill Blvd at Sierra Madre Villa Ave
Foothill Blvd at Halstead St
Foothill Blvd.
Project / Improvements Description
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider RRFB or HAWK at existing marked crosswalk, curb extension flanking the crosswalk, in-street yield to peds sign.
Consider exploring curb extension at the SW corner to create a shorter crossing distance. Upgrade curb ramps at the SW and SE comers. Consider nearside curb extensions at the SB Carmelo Ave approach, high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Ensure ped signal allows for E-W crossing in one phase.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Consider protected left turn signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider new curb ramps on south sidewalk for both crosswalk legs.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Evaluate potential for addressing missing sidewalks
Lincoln Avenue (from north City limit to Washington Boulevard) Location
Lincoln Ave at Toolen Pl
Lincoln Ave at Montana St
Lincoln Ave at Wyoming St
Project / Improvements Description
Consider RRFB or HAWK at existing crosswalk, in-street ped yield sign, curb extensions at existing red curb zones.
Consider high visibility crosswalks, nearside curb extensions. Catch basins at the nearside locations. Bus zones at the farside locations.
Consider nearside curb extensions. Existing fire hydrants at the nearside locations. Bus zones at the farside locations.
Lincoln Ave at210 fwy (WB ramps) Consider high visibility crosswalks.
Lincoln Ave at Howard St
Lincoln Ave at Del Monte St
Lincoln Ave at Washington Blvd
Lincoln between Casita and Windsor
Consider high visibility crosswalks, expand sidewalk to accommodate larger bus zone at southeast corner.
Consider RRFB or HAWK, in-street ped yield sign. Curb extensions flanking the existing crosswalk.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Evaluate potential for addressing missing sidewalks
Lake Avenue (from north City limit to Colorado Boulevard) Location
Lake Ave at Union St
Lake Ave at Colorado Blvd
Lake Ave at Walnut St
Lake Ave at Maple St
Lake Ave at Villa St
Lake Ave at Santa Barbara St
Lake Ave at Boylston
Lake Ave at Mountain St
Lake Ave at Belvidere St
Lake Ave at Claremont St
Lake Ave at Rio Grande St
Lake Ave at Elizabeth St
Lake Ave at Atchinson St
North Lake Ave
Project / Improvements Description
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Close WB right-turn slip lane.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Explore exclusive pedestrian phase.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Investigate closure of NB RT lane to expand sidewalk space.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Modify northern median island to allow a clear path of travel at north crosswalk leg.
Evaluate the potential for removing SB and NB RT lanes to expand sidewalk space, high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider new crosswalk with RRFB or HAWK at north leg, curb extension at the NW comer, ped refuge island.
Consider HAWK or Ped Signal at existing marked crosswalk at south leg.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Consider NB and SB protected left turn signal phasing.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Nearside curb extensions.
Consider NB and SB nearside curb extensions.
Consider RRFB or HAWK at existing marked crosswalk.
Consider RRFB or HAWK at existing marked crosswalk, curb extensions flanking the marked crosswalk.
Address sidewalk conditions
LOS Robles Avenue (from north City limit to Walnut Street) Location
Los Robles Ave at Woodbury Rd
Los Rabies Ave at Claremont St
Los Robles Ave at Highland St
Los Robles Ave at Penn St
Los Robles Ave at Jackson St
Los Robles Ave at Mountain St
Los Robles Ave at Buckeye St
Los Robles Ave at Villa St
Los Rabies Ave at Maple St
Los Robles Ave at 21 0 Overpass
Los Rabies at Corson St
Los Robles Ave at Walnut St
Los Robles Ave at Union St
Los Robles Ave between Maple and
Villa
Project / Improvements Description
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Consider expanding sidewalk at north leg along Los Robles Ave.
Consider new crosswalk with RRFB at north leg. Consider ped refuge island Consider new crosswalk with RRFB at north side of southern leg of Highland St.
Ped refuge island.
Consider new crosswalk with RRFB from the SW to the NE corner ped ramps. New street light at SW comer.
Consider RRFB at existing marked crosswalk.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider ped refuge island at existing marked crosswalk at south leg.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider expanding sidewalks on east and west sides.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Curb extension at the SW corner on Los Robles Ave. Consider protected left turn signal phasing.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Evaluate potential for addressing sidewalks and lighting conditions Raymond Avenue (from Colorado Boulevard to E Glenarm Street) Location
Raymond Ave at Colorado Blvd
Raymond Blvd at California Blvd
Raymond Ave at Green St
Raymond Ave at Del Mar Blvd
Raymond Ave at Bellevue Dr
Raymond Ave at Pica St
Raymond Ave at Fillmore St
Raymond Ave between Fillmore St
and Glenarm St
Raymond Ave at Glenarm St
Raymond Ave between Villa and
Howard
Project / Improvements Description
Consider curb extensions at the nearside locations on Raymond. Explore No Right Turn on Red.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. SB nearside curb extension (existing catch basin here).
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Explore curb extensions at all comers. Address broken sidewalks at this area.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider RRFB at existing crosswalk (will be installed in 2022 by existing City project), curb extensions flanking the crosswalk. Catch basin at the NW and NE corners.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Curb extensions at the NW, SW, SE corners.
Consider new crosswalk with RRFB or HAWK and ped refuge island, including new curb ramps, (place near Art Center South Campus 870 Building) Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Address sidewalk conditions
San Gabriel Boulevard (from Maple Street to California Boulevard) LocationProject / Improvements Description
San Gabriel Blvd at La Tierra St
San Gabriel Blvd at Colorado Blvd
Sierra Madre Blvd at Villa St
San Gabriel Blvd at Maple St
San Gabriel Blvd at Foothill Blvd
San Gabriel Blvd at Wenger Alley
San Gabriel Blvd south of Foothill
Blvd
San Gabriel Blvd at Walnut Stq
San Gabriel Blvd at Del Mar Blvd
San Gabriel Blvd at Morningside Blvd
San Gabriel Blvd at California Blvd
San Gabriel Blvd at San PasqualSt
San Gabriel Blvd from Oneida St to
Yorkshire Rd
Consider upgrading all curb ramps. high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
A
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider adding HAWK or Ped Signal to existing marked crosswalk.
Consider modifying islands at the north leg to allow continuous path of travel, ensure pedestrian phase allows for crossing with one ped phase. high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Curb extension at the SB nearside approach (existing catch basing here).
Consider including signage and pavement markings to keep sidewalk clear of vehicles queueing for Starbucks drive through.
Consider re-planting trees in empty tree wells, or paving empty tree wells.
Consider formalizing hatched curb extensions at the SW corner (there is a catch basin here). Consider implementing protected left turn signal phasing, high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider new crosswalk with RRFB or HAWK.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider new sidewalk on the west and east side.
Washington Boulevard (from Lincoln Avenue to Lake Avenue) Location
Washington Blvd at Michigan Ave
Washington Blvd at Wilson Ave
Washington Blvd at Catalina Ave
Washington Blvd at Lake Ave
Washington Blvd at Hudson Ave
Washington Blvd at Los Robles
Washington Blvd at Garfield Ave
Washington Blvd at Marengo Ave
Washington Blvd at Raymond Ave
Washington Blvd at Fair Oaks Ave
Washington Blvd at La Pintoresca
Park
Washington Blvd at Navarro Ave
Washington Blvd at Bresee Ave
Washington Blvd at El Molino Ave
Washington Blvd at Glen Ave
Washington Blvd
Washington Blvd between Alien Ave
and Lake Ave
Project / Improvements Description
Consider new crosswalk with RRFB or HAWK and curb extensions flanking the crosswalk. Michigan Ave is a Roseway, a new crossing may benefit pedestrians and bicyclists.
Consider new crosswalk with RRFB or HAWK and curb extensions flanking the crosswalk. Yellow, school zone crosswalk. New curb ramp at north leg.
Consider new curb extensions at the nearside approach towards Catalina Ave.
Consider directional/dual curb ramps with tactile surfaces, high visibility crosswalks, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider new marked crosswalk with RRFB or HAWK at the west leg. Curb extension flanking the crosswalk.
Consider new high visibility crosswalk markings. LPt, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider new high visibility crosswalk markings. LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider new crosswalk at the west leg with new curb ramp at the NW corner.
New High Visibility Crosswalk Markings, LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider High Visibility Crosswalk Markings. LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals. Consider protected left turn signal phasing.
Consider High Visibility Crosswalk Markings. LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider widening the sidewalk on the north side of Washington Blvd. between Fair Oaks Ave and Raymond Ave
Consider new crosswalk with RRFB or HAWK and one curb extension on the south leg. Creates connection to existing bus stops.
Consider new RRFB at existing crosswalk, in-street yield to ped sign. New curb extension at the SW corner (at the crosswalk).
Consider high visibility crosswalks. LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider High Visibility Crosswalk Markings. LPI, Accessible Pedestrian Signals, Pedestrian Countdown Signals.
Consider a 4:3 Road Reconfiguration, address sidewalk conditions Consider upgrading or installing bus shelters along Washington Blvd THIS PACE IS INTENTIONALLY LEFT BLANK.