VI. Travel Demand Model
The City has developed a detailed Citywide Travel Demand Model, a computerized tool used to simulate future traffic conditions and forecast traffic volumes, including daily, AM peak hour, and PM peak hour traffic projections, as well as trip estimates. While the model can simulate cumulative traffic conditions and the impact of proposed projects, it may not be suitable for calculating trip lengths or Vehicle Miles Traveled (VMT) without additional refinement. For VMT analysis, the SCAG 2016 RTP/SCS or later travel demand model should be used, unless otherwise discussed with the City. The Community Development Department should be contacted for assistance and information on fees related to using the Travel Demand Model. If a project’s horizon year is five years or more, or if it is expected to generate more than 500 peak hour trips, it is recommended to use the travel demand model for the operational analysis, helping to generate travel patterns for both existing and future conditions. The use of the model should be discussed with the Community Development Department.
VII. Trip Generation Calculations for VMT and Operational Analysis
Trip generation calculations should be based on the latest edition of the ITE's Trip Generation Handbook, or alternatively, the San Diego Association of Governments (SANDAG) Trip Generation rates may be used when ITE rates are not suitable. Any deviations from the latest edition of ITE rates must be approved by the Community Development Department. The ITE Trip Generation Handbook provides guidelines for determining the appropriateness of rates or equations. If the project is located in the Media District Specific Plan area and involves media-related uses, the specific trip generation rates outlined in the Media District Specific Plan must be used. For media-related uses outside the plan area, these rates may be used with approval from the Community Development Department.
For restaurants or food-related businesses, the “City of Burbank Restaurant Trip Generation Guidelines” should be consulted for appropriate trip generation rates. For commercial projects, truck trip generation rates should be estimated based on current industry standards and discussed with the Community Development Department. Certain reductions to trip generation may apply, such as internal trip reduction for mixed-use developments or pass-by trip reduction for retail developments. These reductions must be supported by the latest edition of the ITE Trip Generation Handbook and approved by the Community Development Department. For unique types of development, trip generation studies based on similar facilities may be required to determine accurate trip rates, subject to approval by the Community Development Department.
VIII. Operational Improvements
The Operations Analysis may identify areas where a project’s traffic increases delay beyond the acceptable thresholds established by the Burbank2035 General Plan. While these improvements are not considered CEQA mitigations, they can be included in the analysis as recommendations for reducing delays at specific intersections, provided a legal nexus between the project and the improvement can be established. These recommendations may become conditions of approval, particularly for Planned Developments. Proposed improvements should be described and illustrated, including details about the type of improvement (e.g., widening, restriping, signal modifications) and their potential impacts, such as the removal of parking or the need for right-of-way acquisition. Preliminary conceptual drawings showing road and right-of-way dimensions, proposed lane widths, and any parking removal should be submitted to the Community Development and Public Works Departments for feasibility verification. A preliminary cost estimate for the improvements may also be required.
All improvements must adhere to basic engineering standards and State of California Highway Design guidelines and are subject to approval by the Community Development and Public Works Departments. Improvements should align with the goals and policies of the Burbank2035 General Plan, particularly those outlined in the Transportation Analysis Report (pages 43-45), which provides a framework for evaluating the consistency of improvements. Any proposed changes to traffic signal timing or phasing must be evaluated using the latest Highway Capacity Manual (HCM) methodology to demonstrate an operational improvement.
Potential operational improvements may include:
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Street Intersection Flaring and Physical Roadway Enhancements:
- These improvements may involve intersection flaring, the addition of right-turn pockets, or other measures to enhance intersection operations. Additional through lanes on arterial roadways are generally discouraged by the Burbank2035 General Plan and may trigger secondary VMT impacts.
- The analysis must demonstrate that any physical changes to the roadway meet City and Caltrans Design Manual standards. Conceptual-level designs should be submitted for review, and resulting sidewalk widths must accommodate current and future pedestrian demand in accordance with the General Plan’s Mobility Element.
- All improvements should be assessed to ensure they do not negatively affect VMT or disrupt existing or planned transit, bicycle, and pedestrian networks.
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Street Re-striping and Parking Removal:
- Street re-striping and parking removal may be considered as alternatives to widening, subject to approval by the Community Development Department. While these measures are typically preferred, it is crucial to assess their secondary impacts, such as the loss of street parking. The Operations Analysis should quantify the amount of parking removal required and evaluate whether the surrounding neighborhood can accommodate the displaced parking demand.
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