_______________________________________
Mayor
ATTEST:
_______________________________
City Clerk
I, Adria M. Jimenez, MMC, City Clerk of the City of Buena Park, California, hereby certify that the foregoing resolution was duly and regularly passed and adopted at a regular meeting of the City Council of the City of Buena Park, held this _____ day of ________________ _____.
______________________________________
City Clerk
Buena Park
Active Transportation
Plan
September 2024
The prepartion of this report was funded through a grant from the State of California - Department of Transportation.
BUENA PARK ACTIVE TRANSPORTATION PLAN
KOA | A Lochner Company
333 S Anita Dr
Orange, CA 92868
City of Buena Park
Prepared By Prepared For
With Support From
KTUA
3916 Normal St
San Diego, CA 92103
Circulate San Diego
233 A St #206
San Diego, CA 92101
Table of Contents
Proposed Programs & Policies 94-109
Overview 95
Existing and Previous Programs 97
Overview of Recommended Programs 98
Overview of Recommended Policy Changes 108
Policy and Planning Context 28-53
Relevant City & Regional Policies 29
Comunity Outreach 8-27
Overview of Engagement Strategies 9
Project Timeline 11
Community Stakeholder Group Meetings 11
Go Human Demonstration 19
Feedback Analysis 21
Existing Conditions 54-92
Data Collection Overview 55
City Profile 56
Introduction to the Plan 1-7
Introduction 2
What is an Active Transportation Plan 2
Plan Development Process 6
Recommendations 111-136
Proposed Active Transportation Network 111
Prioritization Analysis 114
Implentation Plan 138-146
Implementation Plan 139
Funding Opportunities 140
Project Selection Tree 144
Chapter I
INTRODUCTION
TO THE BUENA PARK
ACTIVE TRANSPORTATION
PLAN
ACTIVE TRANSPORTATION PLAN 2
CITY OF BUENA PARK
INTRODUCTION
The City of Buena Park (City) was incorporated
in North Orange County in 1953. Its city limits
encompass about 10.5 square miles and extend to
the cities of La Mirada, Cerritos, La Palma, Cypress,
Stanton, Anaheim, and Fullerton. As Buena Park
continues to evolve, the City has committed to
ensuring that everyone is able to travel across
the city safely, efficiently, and in a manner that’s
accessible to them.
The goal of the Buena Park Active Transportation
Plan (Plan) is to enable this vision by proposing
the construction of new sidewalks, improved
nonmotorized access to public transit, multi-use
paths, ADA-compliant pedestrian paths, and bike
facilities across the City. The facilities proposed in
this plan will create new opportunities for everyone
living working and playing in Buena Park and
help create a more connected, accessible, and
cohesive local community. These facilities will also
connect the community to the regional active
transportation network that leads to neighboring
cities of La Palma, La Habra, Fullerton, Cypress and
Anaheim.
This Plan is the result of a collaboration between
the City and the Southern California Association
of Governments (SCAG). Work on the Plan
began in January 2023; however the City and
its neighboring municipalities have all spent
several years re-imagining active transportation
in North Orange County. The Team considered
these past initiatives, along with national and
international best practices and the desires of
Buena Park community members, when creating
the Plan. The results of the Plan process, including
a summary of the community guidance the Team
received, an evaluation of Buena Park’s existing
demographics and roadway conditions, and Plan
recommendations, are included in this document.
The Plan also identifies potential sources of funding
for the recommended projects and a suggested
timeline for implementation.
WHAT IS AN ACTIVE
TRANSPORTATION PLAN?
“Active Transportation” is an umbrella terminology
meant to describe, “human powered transportation
and low speed electronic assist devices. 1” Defining
the Project as an active transportation plan and
using the term active transportation to describe
pedestrian and bicycle travel across the City allows
the Project to consider, accommodate, and plan
for all forms of non-motor vehicle travel that a
community member may use.
An active transportation plan is a resource for
creating and setting up new active transportation
infrastructure to ensure that new bike lanes or
sidewalks make sense for the areas they’re placed.
It is common for active transportation plans to
study the area where active transportation is
proposed and consider any elements that could
1 https://scag.ca.gov/active-transportation
Separated Multi-use Paths,
Source: KOA, a Lochner Company
3 I — IN TROd uC TION TO ThE BuE NA PARk A CTIVE T RANSPORTATION P LAN affect how new facilities could be used. In many
instances, plans will examine demographic
factors, such as age, race, and gender. However,
active transportation plans also consider other
information about an area as well, such as an
area’s land use, the types of buildings found in the
city, and existing transportation infrastructure, like
roads, trains, and buses.
PURPOSE OF THE PLAN
For over 70 years, the City has endeavored to
support its residents and provide an environment
where families can thrive. In many aspects, the
automobile and the infrastructure designed to
support it has been, and will continue to be, a
means for many Buena Park residents and visitors
to access opportunity across the area. However,
heavy historical investment in vehicle infrastructure
meant that less resources were available to create
active transportation infrastructure within the City.
As a result, many people who live in or visit Buena
Park depend on a car to reach their destinations.
The Plan will provide a roadmap outlining how the
City can enhance its transportation infrastructure
to meet the needs of its community members. It
will support the City’s safety improvement goals,
address the needs of the people who walk, bike,
and access transit in Buena Park, and deliver an
actionable list of projects and programs that the
City can implement to support a more vibrant
active transportation culture.
While there are historically a limited number of
active transportation facilities in the City, it has
recently begun to invest in new infrastructure.
This Plan will become Buena Park’s first active
transportation plan, and its recommendations
highlight the City’s potential to be a keystone in a
growing regional active transportation network,
connecting its community to destinations both
within and outside the city limits.
PLAN GOALS AND STRATEGIES
The City identifed and adopted three goals for the
Plan, along with strategies that can be utilized to
achieve these goals. These goals are mutually
reinforcing and must work together to realize the
full potential of the Plan.
Goal #1: Increase active transportation safety in
Buena Park by improving the City’s infrastructure.
• Strategy 1: Develop and build community
partnerships to increase awareness on local
safety issues.
Silverado Trail, Source: KOA, a Lochner Company
ACTIVE TRANSPORTATION PLAN 4
CITY OF BUENA PARK
• Strategy 2: Implement safety education
programs.
• Strategy 3: Design, build, and maintain
improved streets with context appropriate
active transportation facilities.
Goal #2: Identify and address gaps within the City’s
transportation network by creating well-connected
active transportation facilities.
• Strategy 1: Create infrastructure to connect
existing active transportation networks and
facilities together, as contiguously as possible.
• Strategy 2: Encourage inter- and intra - agency
cooperation to help improve transportation
connections across jurisdictions.
Goal #3: Integrate active transportation access
with transit, jobs, schools, parks, and other essential services/destinations.
• Strategy 1: Explore the implementation of bike-
share, scooter-share, and other shared active
transportation device programs.
• Strategy 2: Prioritize proposed infrastructure
projects that serve schools, parks, commercial
districts, and employment centers.
The Plan also seeks to advance regional priorities
and goals. According to SCAG’s most recent
regional transportation plan, Connect SoCal 2024 2,
top-line goals include:
• Mobility: Build and maintain a robust
transportation network.
• Communities: Develop, connect, and sustain
communities that are livable and thriving.
• Environment: Create a healthy region for the
people of today and tomorrow.
• Economy: Support a sustainable, efficient and
productive regional economic environment that
provides opportunities for all residents.
To achieve these goals, relevant SCAG objectives
that pertain to the City’s Plan include:
2 https://scag.ca.gov/sites/main/files/file-
attachments/23-2987-connect-socal-2024-draft-
complete-110223.pdf?1698262706
• More Complete Streets where people and
safety are prioitized.
• Policies that encourage emerging technologies
and mobility innovations that support rather
than hamper regional goals.
This Plan supports SCAG’s regional goals by
encouraging the City’s existing transportation
network to become more holistic and friendly for
active transportation. New sidewalks, multi-use
paths, and improved active transportation safety/
access are key components in promoting a more
complete and robust network that serves the
diverse needs of the local and regional community.
HOW TO USE THIS PLAN
This Plan is divided into seven chapters: The first four chapters focus on a discussion of the background
information to inform Plan recommendations, while
the following three chapters are dedicated to the
Plan’s recommendations, priority projects, and
implementation strategies.
A detailed listing of the contents found in each
chapter of the Plan can be referenced in the Table
of Contents on Page ii.
The following is a brief overview of the plan’s seven
chapters.
5 I — IN TROd uC TION TO ThE BuE NA PARk A CTIVE T RANSPORTATION P LAN Chapter 1 is intended to introduce the concept of
active transportation and the Plan document, while
providing an overview on the Plan’s purpose, goals
and strategies, and development process. This
chapter outlines the reason for the Plan’s existence
and what it hopes to accomplish.
1 INTRODUCTION
2 COMMUNITY OUTREACH
Chapter 2, the Community Outreach chapter,
focuses on feedback received by Buena
Park’s community members on existing active
transportation conditions and on potential
improvements. It details the engagement
strategies employed to create project materials
and discusses the project’s approach to informing
others about the Plan. This chapter also contains a
project timeline, a list of the different engagement
events the Team either hosted or attended, and an
overview of the different types of meetings between
the Team and key organizations and individuals
rooted in the City. Lastly, an analysis of the feedback submitted to the Team is presented by location
and the type of active transportation used by the
respondent. The analysis also includes areas of
concern, public transportation gaps, safety, lack of
access, and improvements needed.
Chapter 3, the Policy and Planning Context chapter,
discusses the current plans, programs, and policies
that affected the Plan’s development. It also
considers how the City’s demographics, travel
characteristics, public health, and environmental
factors may influence additional challenges that
the Plan would need to address. All the information
analyzed in this section influenced the Team’s
analysis of existing conditions and the Plan’s final
recommendations as identifed in Chapters 4 and 6
of the Plan.
3 POLICY AND PLANNING
Buena Park Metrolink Station Bicycle Facilities
Source: KOA, a Lochner Company
ACTIVE TRANSPORTATION PLAN 6
CITY OF BUENA PARK
Chapter 7, the implementation chapter provides
a summary of the recommended improvements
as well as potential funding sources that could be
utilized for the construction phase.
7 IMPLEMENTATION
Lastly, the Appendix is a collection of maps, notes,
and other information referenced within the
Plan. The content in this chapter is intended to
supplement the Plan and should be considered as
reference material that expands upon the content
found in the Plan.
8 APPENDIX
Chapter 6, the Project Recommendations chapter,
describes the Plan’s proposed active transportation
infrastructure network. It prioritizes certain corridors for implementation and creates an implementation
plan that provides a guide on how to modify the
City’s existing infrastructure to accommodate
the Plan’s recommendations. This chapter also
suggests strategies the City can pursue to fund the
implementation of these recommendations.
6 PROJECT RECOMMENDATIONS
Chapter 5, the Proposed Programs, Policies, and
Improvements chapter, provides recommendations
for new or modified programs and policies for
the City to encourage active transportation
usage through community engagement, safety
campaigns, and other methods.
5 PROPOSED PROGRAMS, POLICIES
AND IMPROVEMENTS
Chapter 4, the Existing Conditions chapter, is a
summary of the City’s existing active transportation
infrastructure and public transit network. It also
examines several key data points about vehicle-,
pedestrian-, and bicyclist-involved crashes that
occur in the City. The Plan’s recommendations in
Chapter 6 will address the challenges identified
in this chapter while completing and enhancing
the City’s existing public transit and active
transportation network.
4 EXISTING CONDITIONS
PLAN DEVELOPMENT
PROCESSS
The Plan is the result of over a year of work by
several stakeholders and city partners. Research
into the City’s existing planning documents
and current transportation and demographic
environmenta began in early 2023. An overview of
the Project’s development process and timeline
can be found on the following page in
Figure 1-1.Well-maintained Sidewalks,
Source: KOA, a Lochner Company
7 I — IN TROd uC TION TO ThE BuE NA PARk A CTIVE T RANSPORTATION P LAN FIGURE 1-1: Project Development Process Flowchart
Chapter II
COMMUNITY OUTREACH
ACTIVE TRANSPORTATION PLAN 9
CITY OF BUENA PARK
OVERVIEW OF ENGAGEMENT
STRATEGIES
The Buena Park Active Transportation Plan would
not have been possible without feedback from
engaged residents, local businesses, community
groups, and other key stakeholders. An Outreach
and Marketing Strategies Plan was developed at
the onset of community engagement activities
which consisted of both in-person and digital
outreach strategies. All outreach materials were
available in English, Spanish, and Korean to reflect
Buena Park’s multicultural community. This allowed
the City and the Project Team to obtain community
input from different stakeholders on:
• Barriers to walking and bicycling within the
City
• Different types of infrastructure improvements
to make walking and bicycling easier in the
City
• Transit ridership behaviors
A variety of techniques were used to increase
awareness of and solicit feedback on the City’s
first ATP amongst key stakeholders and the
public. Virtual stakeholder group meetings and
in-person community outreach were critical
components to the Plan’s development. A total of
Five (5) Community Stakeholder Group Meetings,
three (3) Community Events, two (2) Community
Workshops, and a Southern California Association
of Governments (SCAG) Go Human Demonstration
event were conducted throughout the Plan’s
development process. A full list of event and details
are located in
Table 2-1 and Table 2-3.
PROJECT BRANDING
The Team worked together to create Project
branding that was consistent with the style of
Buena Park’s existing branding. The Team used the
colors within the City’s logo and the City’s current
branding guidelines to create the Project logo. To
ensure that the Project logo could be recognized by
the City’s community members, alternative logos
were also created in Spanish and Korean, shown
below in
Figure 2-1.
COMMUNICATION TOOLS
The Team utilized several communication
tools to engage with the community. These
materials, especially those pertaining to in-person
engagement events, were created with the
intention of physical distribution at community
events and workshops. Digital materials that were
created include two online surveys, a project
website, and social media posts. Most of the
communication materials described in detail below
were produced in English, Spanish, and Korean.
WEBSITE
The Team created a Project website using
ESRI’s ArcGIS StoryMaps platform. The website
was designed to give community members a
comprehensive overview of the Project, and to also
act as a resource that led visitors to Project surveys, a schedule of upcoming virtual and in-person
engagement events, and contact forms. The About
section of the website provided a short description
FIGURE 2-1: Project Logos
Buena Park ATP Project Table at the 2023 Candy Caneland and Craft Fair 10 I I — COm muN ITy OuT REACh
FIGURE 2-3: Typeform Survey
and goals for the plan along with the project
timeline. Following the brief overview of the project,
current conditions across the city were displayed
on multiple maps. Potential improvements
for pedestrians, bicycles, and transit options
were shown for community members. Contact
information was also shared at the bottom of the
webpage. A screen capture of the website can be
seen in Figure 2-2
SURVEYS
TYPEFORM SURVEY
The primary method for community members to
share their input was via a Typeform survey, one
of three surveys administered as a part of the Plan.
The Typeform Survey was opened June 7th, 2023
and closed on December 14th, 2023. The Team
used Typeform to create a 20-question survey
asking respondents about their travel habits in
the City. Survey respondents were asked about
the neighborhoods they lived in or frequented, to
describe their comfort level using active and public
transportation, the factors that determine how
often they would use these modes of transportation,
and potential improvements they would like to see
to use these modes of transportation more often. A
total number of 144 surveys were collected from the
Typeform Survey.
A question from the Typeform survey can be seen
in
Figure 2-3. An analysis of some of the Typeform
results can be found in the “Feedback Analysis”
section of this chapter. A full copy of the Typeform
survey can be found in Appendix A.
INTERACTIVE ONLINE MAPPING SURVEY
The Interactive Online Mapping Survey was also
one of three surveys conducted. Along with the
Typeform survey, the Interactive Online Mapping
Survey was opened June 7th, 2023 and closed
on December 14th, 2023. This survey provided
an opportunity for community members and
stakeholders to share their feedback on areas of
concern around the city and/or places that need
specific improvements related to active and public
transportation. With a map of the city as a base,
the platform allowed users to place two types of
features: a pin on
FIGURE 2-4: Online Mapping Survey
FIGURE 2-2: Project Website
ACTIVE TRANSPORTATION PLAN 11
CITY OF BUENA PARK
an exact location or draw a line on the map to
denote a corridor. Comments varied from specific
improvements, general observations, and notes
for areas of concern. The types of pins and lines a
respondent could place pertain to:
Additionally, a respondent could leave a custom
detailed comment for each pin and/or line they
placed. A screenshot of the platform can be seen
on the previous page in Figure 2-4.
GO HUMAN DEMONSTRATION EVENT
SURVEY
At the Go Human Demonstration Event, hosted at
the City’s Food Truck Festival, the Team distributed
a survey designed to be administered at this event.
The event was held on June 23rd, 2023 from 6:00 PM
to 9:00 PM at the Ehlers Event Center.
The purpose for this specific survey was to collect
respondents’ input on the temporary street
treatments shown at the event. Respondents
were able to say whether they liked a particular
treatment and if they wanted to see a specific
treatment in Buena Park. The project team received
a total of 51 surveys with two (2) in Spanish and
two (2) in Korean. The Go Human Demonstration-
specific survey results are discussed in the Go
Human Demonstration event summary found
later in this chapter. The Team’s event table can be
seen below in
Figure 2-5 and the full survey can be
viewed in Appendix A.
E-MAIL DISTRIBUTION
E-mails were the primary method used to
communicate updates about the Plan to
stakeholders who opted to receive information on
the project. E-mail addresses were collected using
the Typeform survey and sign-in forms at in-person
engagement events. A total of 49 surveys were
collected from the Typeform survey. These e-mail
addresses were used to create a stakeholder
database that was updated on an ongoing basis
throughout the outreach phase of the Project.
Walking Biking Key Destinations
Getting to Transit Miscellaneous Comments
FIGURE 2-5: Artistic Crosswalk at Go Human Demonstration Event
Buena Park ATP Project Table at the 2023 Candy Caneland and Craft Fair 12 I I — COm muN ITy OuT REACh
FLYERS
Flyers were created for each in-person community
event. Flyers contained information about the
Project, details about the upcoming event, and links
and QR codes leading to more information about
the Plan. The project translated all flyers and project material from English to Spanish and Korean.
Flyers were distributed at several city locations
and buildings. Prior to an event, flyers would be
shared with stakeholders and community partners
for distribution to the public. Flyers could also be
attached to e-mails or embedded into websites.
An example flyer, used to promote the senior
community workshop, can be seen above in
Figure
2-6.
specifically designed for posting on social media
platforms including Facebook, X, and Instagram.
An example social media graphic, designed to
promote the Candy Caneland and Craft Fair on
Instagram, can be seen below in Figure 2-7.
FIGURE 2-6: Senior Community Workshop Flyer
DISPLAY GRAPHICS
At outreach events, the Team used A-frames,
document stands, and display boards to share
information about the Project with the public.
A-frames, also known as folding signs or sandwich
board signs, were used to solicit engagement from
the community during outreach events. In most
cases, the A-frames were positioned near the
table to increase visibility. The front gave a concise
overview of the project and its timeline, and the
back displayed QR codes that led to the Plan’s
website and survey. A picture of the front of the
A-frame can be seen in Figure 2-8.
Furthermore, a new graphic was created for the
Go Human Demonstration event to describe the
project and inform the community about the
temporary street improvement demonstrations.
These A-frames were placed at strategic locations
FIGURE 2-7: Candy Caneland and Craft Fair Instagram
Graphic
SOCIAL MEDIA GRAPHICS
In addition to flyers, stakeholders and community
partners would also receive social media graphics
to share on social media and raise awareness
about the project within their professional and
social networks. Social media graphics were
ACTIVE TRANSPORTATION PLAN 13
CITY OF BUENA PARK
FIGURE 2-8: Front A-Frame Graphic Showing Project
Information
across event grounds, informing visitors of the
demonstration event and directing them to
Project’s booth at the event. A-frames were also
used to educate visitors about the temporary street
treatments installed as a part of the event.
Document stands were used to display and
organize the informational materials disseminated
at community events. Informational materials
distributed at events include the Project fact sheet,
which provided visitors with an overview of the
project, its goals, timeline, and a QR Code leading
to the project website. In addition to the fact sheets, the stands were also used to hold surveys and 8.5”
x 11”-sized versions of the large interactive map,
which is discussed in detail below.
The centerpiece of most displays at engagement
events was a large interactive map displayed at
the event table. A 24” x 36” map attached to poster
boards, it offered visitors a chance to connect their
comments related to using active transportation
or taking public transportation within the city to a
specific location. Respondents had the option of
using stickers or writing their comments on Post-It
notes. These comments were then collected and
uploaded onto the Interactive Online Mapping
Survey.
Traffic Calming Course at the Go Human Demonstration Event 14 I I — COm muN ITy OuT REACh
PROJECT TIMELINE
A general timeline of engagement events in
relation to the development phases of the project is
displayed in Figure 2-9.
Virtual stakeholder group meetings and in-person
community outreach were critical components to
the Plan’s development. The team held a total of 11
community engagement events during the Plan’s
development process:
Five Community Stakeholder Group
Meetings
Three Community Events
Two Community Workshops
One Go Human Demonstration
A summary of each activity is outlined in the
following sections with figures displaying each
meeting, workshop , and event.
COMMUNITY STAKEHOLDER
GROUP MEETINGS
In support of the Plan’s development, the Team
conducted five (5) Community Stakeholder
Group meetings. The first four (4) meetings
were held virtually while the final stakeholder
meeting was hybrid (concurrently online and
in-person). Participants included business
organizations, education and health organizations,
city departments, external agencies, non-profit
organizations, and the city’s senior center. Each
meeting emphasized the importance of the
stakeholders’ feedback to the Project. To ensure
maximum participation, the Team communicated
with stakeholders by conducting courtesy
telephone calls and sending invitation emails,
reminder emails, and thank you emails.
OVERVIEW OF COMMUNITY
LEADER MEETINGS
The meetings began with introductions from the
Team and City staff, followed by a presentation
detailing:
• Goals of the Plan
• Attendees’ role as a key stakeholder
• Summary of existing conditions
• Community engagement strategies
• Poject timeline
• Next steps
Jun 2023
Sep 2023
Oct 2023
Nov 2023
Dec 2023
Sep 2023
Oct 2023
COMMUNITY OUTREACHDATA
COLLECTION POLICY DEVELOPMENT DRAFT PLAN
FINAL PLAN
EXISTING CONDITIONS
Community Stakeholder
Group Meeting #1 Senior Workshop
Hybrid Community StakeholderGroup Meeting #5/Workshop #2 Candy Caneland
and Craft Fair
Go Human LocalDemonstration Event
Silverado Days
CultureFest
Community Stakeholder
Group Meeting #2-3
Community Stakeholder
Group Meeting #4
Apr 2023
Jan 2024
Feb 2024
Oct 2023
Aug 2023
Jan 2023
Oct 2023
Oct 2023
FIGURE 2-9: Project Timeline
5 3
1 2
ACTIVE TRANSPORTATION PLAN 15
CITY OF BUENA PARK
The Team administered three (3) polling questions
during the meetings:
• Where did you hear about the City of Buena
Park’s Active Transportation Plan?
• How often do you walk and/or bike each
week?
• Do you think your neighborhood is safe to
walk/bike?
Stakeholders were encouraged to ask questions,
provide feedback, and voice any concerns
regarding the Plan throughout the meeting.
Following the conclusion of each meeting, all
participants received an email including links to the
project website, fact sheet, Typeform survey, and
Online Mapping Survey.
Furthermore, the fifth Community Stakeholder
meeting also functioned as a community workshop.
Members of the public, along with all previously
invited community stakeholders, were allowed to
participate in the hybrid meeting on November
8, 2023. The purpose of the final meeting was to
present a summary of the project team’s current
recommendations for the Active Transportation
Plan. The meeting was also an additional
opportunity to allow participants to provide
feedback on the project regardless of attendance
at the previous community stakeholder group
meetings.
A summary of each meeting can be seen on the
previous page in
Table 2-1 . Additional details on
each meeting can be found in Appendix A.
Design Charette Activity at the Hybrid Community Stakeholder Group Meeting 16 I I — COm muN ITy OuT REACh
# AFFINITY
GROUP DATE VENUE LOCATION GROUPS IN ATTENDANCE
1 Education
and Health
Professionals
September
26, 2023 Virtual Zoom
• Centralia Elementary School District
• Orange County Bicycle Coalition
• Boy Scouts of America Troop 440
• Los Angeles County Department of Health
Services
• Providence St. Jude Medical Center
• Anaheim Union School District
• Orange County Health Care Agency
• Buena Park School District
2 Business
Professionals
October 4,
2023 Virtual Zoom
• Knotts Berry Farm
• North Orange County Chamber
• Orange County Bike Coalition
3 Ctiy Agencies
and other
Public
Service
Officials
October 5,
2023 Virtual Zoom
• City of La Palma
• City of Fullerton
• Orange County Fire Authority
• City of Buena Park Public Works Department
4 All
Community
Stakeholders
October 30,
2023 Virtual Zoom
• America on Track
• Boys & Girls Club of the City
• Orange County Transportation Authority
• Buena Park High School
• Buena Park Collaborative
• City of the City Community Services
• Cypress College
• Fullerton Joint Union High School District
• Buena Park Library District
5 All Previously
Invited
Stakeholders
November 8,
2023 Hybrid
Zoom
or
Legacy Hall
Ehlers Event
Cener
8150 Knott
Avenue
Buena Park, CA
90620
• City of the City, Public Works Department
• City of Anaheim
• Orange County Health Care Agency
• Orange County Fire Authority
• City of Buena Park Police Department
• Buena Park School District
• Norwalk La Mirada Unified School District
• Orange County Bicycle Coalition
• Buena Park Collaborative
• Buena Park Noon Lions Club
• Boys Scouts of America - Buena Park
• Providence Saint Joseph Medical Center
• America on Track
• Buena Park City Councilmember Jose
Trinidad Castañeda - District 2
• Buena Park City Councilmember and Mayor
Pro Tem Joyce Ahn - District 1
• Orange County 4th District Supervisor’s
Policy Advisor/Field Representative Jesus
Gaona-Perez
TABLE 2-1: Community Stakeholder Group Meetings
ACTIVE TRANSPORTATION PLAN 17
CITY OF BUENA PARK
SUMMARY OF FEEDBACK
A summary of the feedback received is organized
by meeting and provided in Table 2-2. Overall, the
top three comments received from stakeholders
revolved around:
• Better bicycle connectivity, especially
between existing infrastructure and key
destinations
• Better pedestrian connectivity, especially
along major streets
• Addressing speeding by traffic calming
unsafe intersections and the residential
streets near them.
COMMUNITY EVENTS AND
PUBLIC WORKSHOPS
The Team, in collaboration with City staff,
participated in 3 in-person community events,
1 workshop, and 1 SCAG Go Human Kit of Parts
Demonstration event to promote the Project and
solicit feedback from the community. A full overview
of the timeline of events can be seen in
Table 2-3.
OVERVIEW OF COMMUNITY EVENTS
At each community event, participants were
encouraged to engage with the Team’s interactive
mapping board by placing stickers and post-it
notes with their comments on specific locations
around the city to indicate where they enjoy
walking or biking, and areas of concern related to
active and public transportation.
# AFFINITY
GROUP FEEDBACK RECEIVED
1 Education
and Health
Professionals
• Desire for more bicycle
facilities in Downtown Buena
Park
• Address speeding at unsafe
intersections
• Plan should recommend
better sidewalk connectivity
between arterial and local
streets
2 Business
Professionals
• Desire for more bicycle
connectivity, especially along
and around the Silverado Trail
• Plan should capitalize on the
Silverado Trail’s potential as
a route to bypass La Palma
Avenue
• Desire safety improvements
on La Palma and approaching
Beach Boulevard and around
regional destinations
3 Ctiy
Agencies
and other
Public
Service
Officials
• Orange County Fire
Authority (OFCA) officals are
concerned about traffic
calming measures negatively
impacting emergency vehicle
response times
• OCFA is concerned about
bike lanes and their distance
from the curb in relation to
the navigation of emergency
equipment
4 All
Community
Stakeholders
• Desire for more bicycle
facilities, specifically
dedicated bike lanes
5 All Previously
Invited
Stakeholders
• Residental streets near major
intersections shoud receive
traffic calming treatments
to prevent speeding and
discourage through traffic.
• Desire for more bicycle and
pedestian connectivity
• Pedestrian and bicycle
improvements along:
• Orangethorpe Avenue
• La Palma Avenue
• Crescent Avenue
• On Streets Between Artesia
Boulevard and Auto Center
Drive
• Western Avenue
• Stanton Avenue
TABLE 2-2: Feedback Received at Community Stakeholder
Group Meetings
18 I I — COm muN ITy OuT REACh
Attendees who engaged with the team were
provided incentives such as:
• Reflective bracelets
• Bicycle lights
• Bicycle bells
• Stress-relief squishy toys
• Activity books
• Pens
• Coloring sheets
A list of community events can be found in Table
2-3. The feedback received at the community
events is described later in this chapter, and
summaries for each event can be found in
Appendix A.
SENIOR CENTER PUBLIC
WORKSHOP OVERVIEW
In addition to the 5 community events, the Team
also hosted a workshop for the city’s senior
community at the Buena Park Senior Activity Center
on October 10, 2023. The event was held in person
to ensure that it was accessible and engaging for
everyone who wished to attend. It also allowed the
Team to be present and engage with seniors on a
more personal level. The workshop was strategically
timed to coincide with the Center’s daily lunch
period. The feedback received from seniors who
attended the workshop and a full summary of the
event can be found in Appendix A.
TABLE 2-3: Community Events and Public Workshop
# EVENT DATE LOCATION
TYPEFORM
SURVEYS &
MAPPING SHEETS
COLLECTED
1 Food Truck Festival/SCAG Go Human
Demonstration June 23, 2023
Ehlers Event Center
8150 Knott Avenue
Buena Park, CA 90620
Surveys:
47 - English
2 - Spanish
2 - Korean
51 - Total
2 Culture Fest Septemeber 23,
2023
Buena Park City Hall
6650 Beach
Boulevard
Buena Park, CA 90621
Surveys:
26 - English
3 - Spanish
1 - Korean
30 - Total
3 Senior Center Public Workshop October 10, 2023
Senior Activity Center
8150 Knott Avenue
Buena Park, CA 90620
N/A
4 Silverado Days October 20-21,
2023
William Peak Park
7225 El Dorado Drive
Buena Park, CA 90620
Surveys:
25 - English
0 - Spanish
0 - Korean
25 - Total
5 Hybrid Community Stakeholders
Workshop
November 8,
2023
Legacy Hall
Ehlers Event Cener
8150 Knott Avenue
Buena Park, CA 90620
N/A
6 Candy Caneland and Craft Fair December 9,
2023
Ehlers Event Center
8150 Knott Avenue
Buena Park, CA 90620
Surveys:
14 - English
0 - Spanish
0 - Korean
14 - Total
1 Interactive Mapping
Sheet
ACTIVE TRANSPORTATION PLAN 19
CITY OF BUENA PARK
GO HUMAN DEMONSTRATION
To highlight examples of the street treatments that
the Plan could recommend, the Team collaborated
with SCAG to host its Go Human Kit of Parts at the
City’s Food Truck Festival on June 23, 2023. SCAG’s
Go Human program is a community engagement
initiative that aims to reduce traffic crashes
and encourage more walking and biking within
Southern California 1 . SCAG developed the Go
Human Kit of Parts Lending Library to demonstrate
the street treatments that bring the region closer to
the Go Human program’s goals
2. The SCAG Go Human Demonstration event was
held in collaboration with the City’s Food Truck
Festival at the Ehlers Event Center on June 23, 2023.
The event, held at the City’s Ehlers Event Center, was
very diverse and well attended, attracting hundreds
of attendees of several different identities, ages,
and backgrounds. Several community leaders,
including some who would continue to provide
guidance for the Plan’s development, were in
attendance as well.
The Go Human Kit of Parts Lending Library contains
five components, all of which were deployed for
the Food Truck Festival can be seen in
Figure 2-10,
Figure 2-11, Figure 2-12, and Figure 2-13.
• Parklet (as seen in Figure 2-10)
◊ Also known as curbside seating or street
seats, a parklet is a small street plaza that
extends the sidewalk by re-purposing one
or more parking spaces.
• Curb Extension (as seen in Figure 2-10)
◊ Also known as a bulb-out, a curb extension
extends the sidewalk past the parking lane
to align with the travel lane.
• Separated Bike Lane (as seen in Figure 2-11)
• Also known as a protected bike lane or cycle
track, is a bike lane with a physical barrier
between vehicles and bicyclists.
• Median Refuge Island (as seen in Figure 2-12)
◊ A median refuge island is a protected
space in the center of the street at
crossings.
1 https://s cag.ca.gov/go-human
2 https://s cag.ca.gov/borrow-kit-parts
FIGURE 2-10: Parklet and Curb Extension
FIGURE 2-11: Separated Bike Lane
FIGURE 2-12: Median Refuge Island and Artistic Crosswalk
20 I I — COm muN ITy OuT REACh
FIGURE 2-13: Go Human Demonstration Event Concept Plan was an interactive exercise that attendees could
use to learn and review common traffic laws. Most
participants interacting with the traffic calming
course spent about 5-10 minutes completing the
activity.
Community feedback obtained through
conversations with the Team at the Go Human
Demonstration event indicated that residents
would be interested in measures that would slow
down speeding cars, especially along Beach
Boulevard. The Traffic Calming Course and Go
Human Kit of Parts also inspired comments in
support of elements such as yield signs, bright and
colorful crosswalks, and visible signage. Attendees
commented that they would like to use active
transportation to access essential services as
well. Overall, the Team collected 51 Go Human
Demonstration-specific surveys, including 2 of
them in Spanish and 2 of them in Korean.
A selection of the survey data will be analyzed in the
next section; The full survey results are be available
in Appendix A.
• Artistic Crosswalk (as seen in Figure 2-12)
◊ A crosswalk containing unique design
elements, such as bright colors, a mural, or
a wordmark/slogan
The Go Human Kit of Parts was installed along Santa
Irene Circle, a street adjacent to the event location.
Staff consisted of English, Spanish, and Korean
speakers to ensure that the Team could engage
with a diverse range of community members. The
Team also brought incentives, such as stress balls,
bicycle lights, reflective slap bracelets, and relevant educational boards to promote engagement.
Figure 2-13 shows the concept plan for the event
and the location of each station.
Visitors were allowed to interact with the temporary
demonstrations at their leisure. During the event,
several visitors and key stakeholders utilized the
artistic crosswalk and enjoyed resting in the parklet.
Bicycles and bicycle helmets were provided for
participants to use when riding bikes through the
separated bike lane. Additionally, many families
with small children, teenagers, and older adults
approached the Traffic Calming Course looking to
test their driving skills. The Traffic Calming course
Curb Extensions Stationing
Separated Bike Lane Stationing
Parklet Stationing
Artistic Crosswalk & Pedestrian Refuge Island Stationing Booth Stationing
ACTIVE TRANSPORTATION PLAN 21
CITY OF BUENA PARK
FEEDBACK ANALYSIS
As previously mentioned, three surveys were
developed to inform the ATP. The Typeform survey
focused on receiving input on how respondents
travel throughout the city, their preferred mode of
transportation, and feedback related to safety and
access improvements. The online mapping survey
asked respondents to provide location-specific
comments, and the Go Human Demonstration
event survey focused on asking event attendees
which of the temporary street treatments they
would like to see implemented in the city. The
following sections provide a summary of the
feedback received from each survey.
TYPEFORM SURVEY:
GENERAL HIGHLIGHTS
A total of 148 Typeform surveys were received. 135
surverys were completed in English, 12 surveys were
completed in Spanish, and 1 survey was completed
in Korean. As shown in
Figure 2-14 , 79% of
respondents indicated that live in Buena Park, 27%
noted that they play/hang out/visit people regularly
in the city, 18% said that they work within the city, 5% visit on occassion, and 3% selected “Other.”
60% never and/or ride transit once a month or
less.
Figure 2-15 shows the breakdown of different
transportation modes noted by survey respondents.
FIGURE 2-14: Describe your relationship to Buena Park
What places are you most likely to walk, roll
(wheelchair, scooter, skateboard, etc.), bike, or
ride transit?
Of the 85 respondents who answered this question,
98% indicated “Parks or community centers” as a
key destination that they are most likely to walk, roll, bike, or take transit to. This was followed by grocery
or convenience stores, retail or shapping centers
and to visit family and friends, restaurants, school,
and work.
Figure 2-16 displays the breakdown of
what places survey respondents most likely to walk,
roll (wheelchair, scooter, skateboard, etc.), bike, or
ride transit to in Buena Park.
FIGURE 2-15: How often do you walk, bike, roll (wheelchair, scooter, skateboard, etc.) or ride transit?
FIGURE 2-16: What places are you most likely to walk, roll (wheelchair, scooter, skateboard, etc.), bike, or ride transit? How often do you walk, bike, roll (wheelchair,
scooter, skateboard, etc.), or ride transit?
Of the 124 respondents who answered this question,
a total of 63% indicated that they walk either daily
or several times a week. 45% either never bike/rolled
or bike/roll once a month or less, while 39% bike/roll
daily, several times a week, or once or twice week.
22 I I — COm muN ITy OuT REACh
FIGURE 2-17: Biking: How would you rate overall bicycling conditions in Buena Park?
TYPEFORM SURVEY:
BICYCLE COMMENTS
About 50% of respondents reported using a bicycle
for various purposes, most commonly for exercise
and recreational purposes. In contrast, only about
15% of respondents use a bicycle to reach their
destinations. The low number of respondents
who cycle for transportation could be attributed
to perceptions about biking conditions in Buena
Park – 35% of respondents said that conditions
were poor, and 20% of respondents don’t bike at all.
When asked what improvements would encourage
them to bike more, respondents mostly suggested
that Class I, II, and IV bicycle facilities, along with a combination of destinations within biking distance,
are needed in the City.
Figure 2-17 and Figure 2-18
display data on current walking conditions and
preferred improvements to encourage biking in
Buena Park.
131 respondents answered a question related to
biking, and 11 respondents left comments as a
part of their survey submission. Some of the direct
comments received from Typeform respondents
were the following:
FIGURE 2-18: How would the different improvements listed encourage you to ride a bicycle more in Buena Park? • “I don’t have a bike”
• “The city was not designed for bikes”
• “The streets are narrow and bike lanes would
make them dangerous and congested”
• “There should be a separate path for bikes and
pavement for walking”
• “Being able to afford a reclining or e-bike
would enable me to bike more”
ACTIVE TRANSPORTATION PLAN 23
CITY OF BUENA PARK
TYPEFORM SURVEY:
PEDESTRIAN COMMENTS
Respondents overwhelmingly suggested that they
walk for health and recreational purposes. Only
about 14.5% or less of respondents walk to reach
destinations or transit stops. Overall, a plurality of
respondents commented that walking conditions
in Buena Park were satisfactory, with 42% of
respondents saying they felt conditions were Fair.
The relatively high satisfaction rate may be able
to be attributed to Buena Park’s good sidewalk
coverage; only 17% of respondents requested for
the Plan to include more sidewalks. Instead, most
respondents suggested that the Plan improve
sidewalks and crosswalks to encourage walking in
the City. Most respondents requested safer ways to
cross streets, and many others reacted positively
to proposals for sidewalk shading, lighting, and
high-visibility, ADA-accessible crosswalks. Figure
2-19 and Figure 2-20 display data on current
walking conditions and preferred improvements to
encourage biking in Buena Park.
131 respondents answered a question related to
walking, and 8 respondents left comments as a
part of their survey submission. Some of the direct
comments received from the Typeform were:
• “I walk within 1.5 miles of home”
• “Sidewalks should be in better condition”
• “Speeding sports cars race by Raymond
Temple Elementary School”
• “More locations within walking distance”
FIGURE 2-20: How would the following improvements listed encourage you to walk more in Buena Park? FIGURE 2-19: Walking: How would you rate overall walking conditions in Buena Park?
24 I I — COm muN ITy OuT REACh
TYPEFORM SURVEY:
TRANSIT COMMENTS
Only about 59% of respondents take public
transportation. However, most of the respondents
who do use transit access it by using active
transportation. Respondents who use public
transportation do so for its cost effectiveness and
convenience. However, opinions on overall transit
conditions in the City are decidedly mixed; Only
19% of respondents said conditions are good or
excellent, compared to 49% of respondents who
rated conditions fair or poor. Most areas of the
City are within 0.5 miles of a transit stop. However,
factors such as frequency, routing, and stop
amenities may affect respondent’s opinions.
Figure
2-21 showcases reasons why survey respondents
take transit. Figure 2-22 rates the overall public
transit conditions for transit users who took the
survery.
128 respondents answered a question related to
transit, and 12 respondents left comments as a
part of their survey submission. Some of the direct
comments received from Typeform respondents
were:
• “I ride the bus for fun/relaxation”
• “I can read or sleep on the bus”
• “I can get work done on the bus”
• “Walking and biking isn’t a good option”
• “There’s less traffic and its convenient”
FIGURE 2-21: Transit: What are the reasons you choose to ride the bus/train?
FIGURE 2-22: Transit: How would you rate overall public transit conditions in Buena Park?
OCTA Bus Line 29 on Beach Boulevard
ACTIVE TRANSPORTATION PLAN 25
CITY OF BUENA PARK
GO HUMAN DEMONSTRATION
SURVEY COMMENTS
The Go Human Demonstration-specific survey was
administered in conjunction with the event. The
survey’s first six questions focused on respondent’s
travel behavior, while the last ten questions asked
respondents how they felt about each temporary
treatment. While a full breakdown of the survey
results will be available in Appendix A, a selection of the data will be analyzed below. As seen in Figure
2-23, respondents liked every treatment displayed
at the event and wished to see them permanently
installed in the City. Respondents showed strong
support, in particular, for Class IV protected bike
lanes (on display at the event as separated
bike lanes, artistic crosswalks, and pedestrian
refuge islands. The treatments least supported
by community members at the event were the
parklet and the curb extension. These treatments
also have the greatest number of respondents who
liked the treatment but did not want to see them
permanently installed in the City.
While no specific concerns were raised about
the installation of curb extensions in the City, one
respondent mentioned that they were concerned
about individuals experiencing homelessness
inappropriately utilizing parklets. The reluctance
to see treatments that respondents liked installed
in the City may also suggest that some residents
see these street treatments as incompatible with
the City’s built environment. Further study should
be conducted to understand respondent’s feelings
about these street treatments.
FIGURE 2-23: Go Human Demonstration Survey Questions #7 - #17 Results 26 I I — COm muN ITy OuT REACh
ONLINE MAPPING
SURVEY COMMENTS
An Online Mapping Survey was created as a
supplemental feedback tool to the Typeform
survey as a way to gather additional input from
stakeholders. This digital map provided an
opportunity for stakeholders to highlight location-
specific issues.
Figure 2-24 displays all the
comments, in the form of icons and lines, on the
Online Mapping Survey.
A total of 82 comments were collected though
the online mapping survey. These results were
analyzed and used in the development of potential
pedestrian and bicycle recommendations. Of the
comments received, 42 were bicycle-related, 30
were walking-related, three (3) were transit-related,
and 16 comments were categorized as “other.”
FIGURE 2-24: All Comments displayed on the Interactive Online Mapping Survey
The Online Mapping Survey comments are
highlighted below. A full comment matrix can be
viewed in Appendix A.
• More bike lanes needed to connect to
existing bike lanes within Buena Park and to
neighboring cities
• Better pedestrian facilities especially along
La Palma Avenue, Valley View Street, and San
Rafael Drive
• Pedestrian safety treatments around Buena
Terra to slow down vehicles (bulb-outs, curb
extensions, etc.) since this school area is a
common recreational walking route
• Pedestrian improvements for Silverado Trail
users so pedestrians can easily cross Valley
View Street to access the park across the
street
• Adding a bike lane along Dale Street that
connects to the train station and the existing
bike lane on Malvern Avenue
Community feedback received from online
engagement and in-person meetings will be
incorporated alongside information from existing
policies (Chapter 3) and data generated on
existing walking and biking conditions (Chapter
4) in the development of Plan recommendations
discussed in Chapter 5 of this document.
Buena Park ATP Project Table at the 2023 Food Truck Festival ACTIVE TRANSPORTATION PLAN 27
CITY OF BUENA PARK
Buena Park ATP Project Table at the 2023 Culture Fest
Chapter III
POLICY & PLANNING
CONTEXT
ACTIVE TRANSPORTATION PLAN 29
CITY OF BUENA PARK
• City of Cypress General Plan: Circulation
Element - Bikeways and Sidewalk Facilities
Plan
• Los Angeles County Bicycle Master Plan
• La Palma General Plan: Circulation and
Infrastructure Element
• La Mirada General Plan: Circulation Element -
Circulation Plan
• City of Cerritos General Plan: Circulation
Element - Bicycle and Pedestrian Facilities
By identifying and outlining these plans and policies,
the City and project Team can better understand
the context of existing active transportation
infrastructure and assess future mobility needs.
Furthermore, noting regional plans and existing
active transportation facilities in surrounding cities
can better inform the development of the proposed
recommendations and improvements within this
Active Transportation Plan. Information on existing
facilities are described in detail in Chapter 4.
RELEVANT CITY &
REGIONAL POLICIES
The following chapter provides summaries of local
and regional planning documents and policies to
inform the development of the Plan.
Relevant city and regional plans and policies
include:
• Buena Park 2035 General Plan
• Buena Park Parks and Recreation Master Plan
• Buena Park Complete Streets Master Plan
• Beach + Orangethorpe Mixed Use Specific
Plan (BOMUSP)
• Beach Boulevard Entertainment Corridor
Specific Plan
• Buena Park Auto Center Specific Plan
The plans for adjacent cities discussed in this
section are the:
• Anaheim Bicycle Master Plan
• Fullerton Master Plan
• City of Stanton Active Transportation Plan
30 I II — PO LICy & PL ANNINg CO NTExT
BUENA PARK PLANS AND POLICIES
BUENA PARK GENERAL PLAN (2010)
The Buena Park 2035 General Plan adopted in
December 2010, establishes policy direction for
the long-range planning and growth of the City.
The Land Use and Community Design, Mobility,
and Community Facilities Elements of the Plan
specifically mention pedestrian and bicycle
accessibility. Citations and references to specific
pages in the various General Plan elements are
placed in parentheses throughout this section.
LAND USE AND
COMMUNITY DESIGN ELEMENT
The Land Use and Community Design Element
highlights specific areas within the City that have
unique and distinctive characteristics. These areas
are identified as “Focus Areas” and include Central
Buena Park, the Entertainment Corridor, and the
Commonwealth Corridor.
These focus areas prioritize pedestrian
infrastructure improvements and walkable, mixed-
use environments within its boundaries. Overall, the
Land Use and Community Design Element creates
the foundation of a form-based zoning code that,
if implemented, could be used to encourage the
development and construction of the infrastructure
elements highlighted in the General Plan (Pg. 2-21).
There are ten Focus Areas and are listed as:
• Central Buena Park
• Orangethorpe Corridor East
• Orangethorpe Corridor West
• Entertainment Corridor
• Entertainment Corridor North
• Northwest
• Civic Center
• Commonwealth Corridor
• North Beach Commercial
• Fillmore/Jackson
The following section highlights some of the active
transportation features recommended as part
of the focus areas outlined in the Land Use and
Community Design Element.
The Central Buena Park Focus Area, shown in
,
calls for the implementation of public plazas and
pedestrian paseos, particularly in downtown/
Central Buena Park ( Figure 3-11 ). Central Buena
Park is defined as the areas along Beach Boulevard
between Franklin Street and I-5, extending as far
east as Stanton Avenue (Pg. 2-22).
FIGURE 3-1: Central Buena Park Focus Area Map
Source: Buena Park General Plan (2010)
ACTIVE TRANSPORTATION PLAN 31
CITY OF BUENA PARK
Source: Buena Park General Plan (2010)
FIGURE 3-4: Entertainment Corridor Focus Area
The Orangethorpe Corridor East Area (Figure 3-2)
is described as the following with the following
relevant policy (Pg. 2-26):
The eastern section of Orangethorpe Avenue
emphasizes a unified streetscape inviting
the pedestrian from the City entry into the
Entertainment Corridor North. It also notes the
following policy:
Policy LU-19.11: Maximize accessibility of
non-residential uses along Kass Drive and
Page Street to reduce conflicts with existing
residential uses (2-92).
Source: Buena Park General Plan (2010)
FIGURE 3-2: Orangethorpe Corridor East Focus Area
Source: Buena Park General Plan (2010)
FIGURE 3-3: Orangethorpe Corridor West Focus Area
The Orangethorpe Corridor West Area (Figure 3-3)
is described as the following (Pg. 2-31):
The eastern section of Orangethorpe Avenue
emphasizes a unified streetscape inviting
the pedestrian from the City entry into the
Entertainment Corridor North.
The Entertainment Corridor Focus Area ( Figure
3-4) is described as the following (Pg. 2-26):
The Entertainment Corridor is envisioned as
a pedestrian-friendly and tourist-oriented
destination that connects Knott’s Berry Farm
to the Mall and other visitor serving uses along
Beach Boulevard. Unique urban design features,
including landscaping, streetscape, and
signage enhancements along Beach Boulevard
provide the area character and identity.
The Northwest Focus Area ( Figure 3-5 ) includes
the following policy aimed towards pedestrian
improvements (Pg. 2-97):
o P olicy LU-20.19: Encourage the development
of generous, high-quality landscaping along
the public right-of-way to establish a corporate
identity for the focus area.
Source: Buena Park General Plan (2010)
FIGURE 3-5: Northwest Corridor Focus Area
32 I II — PO LICy & PL ANNINg CO NTExT
The Entertainment Corridor North Focus Area
(Figure 3-6) is described as the following (Pg. 2-39):
The Entertainment Corridor North Focus Area
is envisioned as a “world-class” entertainment
mixed-use center that functions as a central
gathering place for residents and visitors.
Entertainment uses, high-density residential,
and commercial uses are envisioned to be
integrated with pedestrian plazas and public
gathering places.
The Civic Center Focus Area ( Figure 3-7 ) is
described as the following (Pg. 2-49):
Overall, this area has an important historic
character that should be preserved and
enhanced. This area has opportunities to
create pedestrian-friendly social gathering
places and to expand on mixed-uses located
at Beach Boulevard and Orangethorpe Avenue.
Source: Buena Park General Plan (2010)
FIGURE 3-6: Entertainment Corridor North Focus Area FIGURE 3-8: Commonwealth Corridor Focus Area Source: Buena Park General Plan (2010)
FIGURE 3-7: Civic Center Focus Area
Source: Buena Park General Plan (2010)
The Commonwealth Corridor Focus Area (Figure
3-8) is described as the following (Pg. 2-49):
The focus area provides opportunities for an
enhanced streetscape with landscaping, entry
monumentation, and pedestrian amenities
to promote the area as an eastern entry
gateway into the City.
The North Beach Commercial Area (Figure
3-9 ) calls for “Enhanced Pedestrian-Oriented
Streetscapes” (Pg. 2-54).
FIGURE 3-9: North Beach Commercial Area
Source: Buena Park General Plan (2010)
ACTIVE TRANSPORTATION PLAN 33
CITY OF BUENA PARK
The Fillmore/Jackson Focus Area (Figure 3-10 )
calls for “Landscaped Pedestrian Walkways” (Pg.
2-55) and mentioned, the area should receive (Pg.
2-55):
Enhanced amenities such as open space,
street trees, and inviting sidewalks to
encourage social interaction among residents.
Internal circulation and connecting links
provide transition to adjacent residential
areas and contribute to the overall success of
the neighborhood.
FIGURE 3-10: Fillmore/Jackson Focus Area
Source: Buena Park General Plan (2010)
that comprise a vibrant public street environment
such as trees, medians, street furnishings, and
public art. It notes:
People are touched daily by the quality, or lack
thereof, that the streetscape presents. This is an
important responsibility considering how the
quality of the street environment affects the
City’s image. Great care should be exercised in
the evaluation of streetscape elements in terms
of their aesthetic appeal and contribution
to a positive community image and identify
of focus areas.
The Land Use and Community Design Element has
several goals, policies, and principles that highlight
active transportation improvements. Some of these
items include:
• Goal LU-15: Land uses that are connected
and coordinated with existing and future
transportation facilities (Pg. 2-89)
• Goal LU-19: A focused development strategy
that emphasizes specialized Focus Area
land use policies (Pg. 2-91)
• Goal LU-20: Focus Area Community Design
Policies are Established and Implemented
(Pg. 2-95)
• Goal LU-21: Distinctive and attractive design
of the public realm that promotes a positive
image and identity (Pg. 2-99)
• Goal LU-22: New development and
redevelopment that contributes to a
positive visual image of the City (Pg. 2-99)
• Goal LU-23: New development and
redevelopment that fosters social
interaction, connectivity, and sense of place
(Pg. 2-100)
• Goal LU-24: Existing and new neighborhoods
that are attractive, well-maintained, and
promote unique identities (Pg. 2-101)
• Goal LU-25: A safe place to live, work, and
play.
The Land Use and Community Element also
contains a set of recommendations for
attractive, pedestrian-friendly streets (Pg. 2-79).
It suggests that buffers between separate zones
for pedestrians and automobiles, pedestrians
amenities such as street trees, frequent and
safe pedestrian crossings, and active storefronts
and dining along sidewalks all contribute to an
environment that encourages pedestrian activity. It
writes:
While not all Buena Park streets and corridors
can be designed exclusively for the pedestrian,
including the [aforementioned] streetscape
considerations should be evaluated in an
effort to develop streets that respect and
support pedestrians.
The Element also emphasizes the importance of the
streetscape from the perspective of public right of
way (Pg. 2-73). The section notes various elements
2-24
Public Gathering Places
Consolidated Public
Parking at Rear
Transitioned Height to
Surrounding
Neighborhoods
Upper Story Residential
Cities are for people. A city is where people come to work and raise their families and to spend their money and to walk in the evening. It is not a traffic corridor. - John Norquist Public Plazas
Active Storefronts with
Outdoor Dining
Street-oriented
Buildings
Street-oriented Buildings
DESIRED CHARACTER OF CENTRAL BUENA PARK
34 I II — PO LICy & PL ANNINg CO NTExT
MOBILITY ELEMENT
The Mobility Element recommends complete street
elements, noting that they “can offer many benefits
in all communities, regardless of size or location”
(Pg. 3-8). Overall, this element places great
emphasis on using complete streets elements to
provide different travel mode choices.
Section 3.9 of the Mobility Element describes public
transportation and multimodal options across the
city. The section highlights local fixed-route services serviced by the Orange County Transportation
Authority (OCTA) and ACCESS, a bus service for
senior citizens and people with disabilities operated
by OCTA. The section also mentions the Metrolink
station and the potential High Speed Rail program
with the proposed alignment for the Los Angeles-
Orange County segment along the existing Los
Angeles – San Diego Rail Corridor (LOSSAN) (pg.
46-48).
Among the goals and policies listed in the Element,
the following goals related to pedestrian and
bicycle accessibility:
• Policy M-2.3: Coordinate the transportation
needs and requirements of the City with
other public agencies in order to ensure
that the overall circulation plan of the City is
effective and efficient.
• Policy M-3.2: Ensure the timely provision
of adequate transportation infrastructure
and standards consistent with the location,
intensity and timing of new development as
defined in the Land Use Element.
Section 3.10 of the Mobility Element describes
bikeways, trails, and pedestrian facilities. The City
does not currently have a formal Bicycle Master
Plan, and City streets are generally not equipped
with designated bicycle facilities. However, it is the
City’s goal to construct new sidewalks/wheelchair
ramps as well as modify existing sidewalks/
wheelchair ramps to comply with the American
with Disabilities Act (ADA). When streets do not have
sufficient right-of-way for ADA compliant sidewalks
and wheelchair ramps, the City will acquire
easements as dedications from land owners
through a private development process. (Pg. 3-49)
FIGURE 3-11: Public Plazas, Central Buena Park Focus Area Source: Buena Park General Plan (2010)
ACTIVE TRANSPORTATION PLAN 35
CITY OF BUENA PARK
Among the goals and policies listed in the Element,
the following goals related to pedestrian and
bicycle accessibility:
• Goal M-8: A citywide system of convenient
and efficient bike, pedestrian, and trail
facilities for commuter, school, and
recreational uses (Pg. 3-56).
• Goal M-9: Minimized conflict points among
automobile traffic, pedestrians, and bicycle
traffic (Pg. 3-58).
COMMUNITY FACILITIES ELEMENT
The Community Facilities Element notes
the following about pedestrian and bicycle
accessibility:
• Policy CF-2.9: While seeking to maintain
access, fire safety, and adequate response
times, the City and OCTA will work together
to develop creative solutions that allow
for mixed-use and compact development,
pedestrian-friendly streets, and other
elements of a walkable and bikeable City
(Pg. 4-9).
HOUSING ELEMENT (2022)
The Housing Element outlines the City’s plan to
meet future local and regional housing needs. On
the topic of bicycle and pedestrian accessibility, it
says the following:
• In site review: “The arrangement and design
for pedestrian and vehicular traffic will
minimize congestion and protect pedestrian
and vehicular safety.” (Pg. 11-55)
• The Plan encourages “development of
residential uses in strategic proximity to
employment, recreational facilities, schools,
neighborhood commercial areas, and
transportation routes” (Pg. 11-80). This
suggests that future development can occur
along potential multi-modal corridors.
In addition, the City plans to build 8,919 new
residential units over the next 8 years as indicated
within its Rezone Program identified in the 2021-
2029 Housing Element Update. To accomplish
this, the City will create overlays over several
selected sites to allow residential development
at varying densities. These new residential units
will be disperesed throughout the city but will
be concentrated along major corridors such as
Knott’s Berry Farm Independence Hall
36 I II — PO LICy & PL ANNINg CO NTExT
/0 /1 /1 /2 /3 /4 /5 /6 /i255 /8 /9 /10 /11
/12 /13 /14 /15 /14 /16 /17 /i255 /19 /20 /i255
/21 /16 /22 /23 /20 /21 /17 /24 /25 /24 /26 /23 /22 /i255 /27 /24 /17 /23 /27 /28 /i255 /14 /16 /22 /i255 /16 /19 /i255 /19 /13 /23 /20 /25 /14 /29 /i255 /14 /30 /30 /25 /24 /23 /22 /31 /i255
/32 /19 /16 /27 /19 /25 /24 /22 /14 /17 /23 /22 /i255 /33 /24 /17 /23 /27 /i255 /34 /35 /35 /34 /36 /37/38/39/40 /35 /i255 /42
FIGURE 3-12: Map of Residential Site Inventory with proposed Zoning Overlays Source: Buena Park Housing Element ACTIVE TRANSPORTATION PLAN 37
CITY OF BUENA PARK
Orangethorpe Avenue, Beach Boulevard, and La
Palma Avenue. As part of this process, the City will
be making updates to its General Plan Land Use
and Community Design Element, Zoning Code, and
Specific Plans (Figure 3-12).
The Housing Element also examines the City’s HUD
Opportunity Indicators. These indicators measure
variables such as levels of poverty, access to transit, job proximity, and environmental health. Across
all population groups, transit and transportation
cost indicators show that the City has better transit
access and lower transportation costs than the rest
of Orange County. However, it also writes that:
Residents of all races are more likely to be
impacted by poverty, lower school proficiency,
low labor market participation, inadequate
access to jobs, and poor environmental quality
than in Orange County as a whole (Housing
Element Appendix D-3).
These indicators show a need and a potential for
more equitable transportation access.
BUENA PARK PARKS & RECREATION
MASTER PLAN (2023)
The City recently completed its Parks and
Recreation Master Plan. The Plan is intended to
create a roadmap for the construction of new
parks and the improvement of existing Parks in the
City. As a part of the plan, the City has conducted
an inventory of current recreational facilities, parks, and programs, and has conducted outreach in the
form of surveys and workshops. It has seven key
strategies:
Key Strategy #1: Invest in the future through
program development for younger generations.
Key Strategy #2: Establish a collaborative
community support network focused on
promoting safety and awareness.
Key Strategy #3: Develop programs to
promote a healthy mind and body through
active sports and wellness classes.
Key Strategy #4: Provide diverse program
opportunities for all ages and abilities to
strengthen the overall community fabric.
Key Strategy #5: Modernize existing facilities
and develop new recreation amenities.
Key Strategy #6: Support outdoor recreation
and community exploration through
development of enhanced park amenities and
trail connectivity.
Key Strategy #7: Offer continued support for
aquatic facilities and programming.
Namely, the Plan’s sixth strategy, “Support outdoor
recreation and community exploration through
development of enhanced park amenities and
trail connectivity,” directly relates to the goals of
the Plan (pg. 6-7). In Section 3 of the Parks and
Recreation Master Plan, it highlights the potential of
expanding the City’s dedicated bicycle facility and
trail network, saying “Transforming [the Buena Park
Active Transportation Network] into a more inclusive
and well-connected network will grant community
members access to local and regional destinations,
including public transit hubs, through walking and
biking.” The plan acknowledges that improving
active transportation conditions in the City creates
Beach Boulevard approaching The Source
38 I II — PO LICy & PL ANNINg CO NTExT
a better environment for community members
heading to school and everyone navigating to
essential services (pg. 38).
In addition to Key Strategy #6, the Parks and
Recreation Master Plan connects Key Strategy #2 to
the Plan as well. Key Strategy #2 focuses the plan’s
outcomes towards actions that would create a
coalition of community individuals and institutions
promoting safety and awareness around City
parks. The plan maintains that, by improving active
transportation in and around City parks, and
anywhere where gaps in the active transportation
network may exist, it can contribute to the creation
of a culture of safety in the City (pg. 59). A map
of the City highlighting parts of the City that were
found to have a gap in parks coverage (in bold,
red-dotted lines) is shown below in
Figure 3-13 (pg.
47).
Furthermore, relating to pedestrian and bicycle
accessibility, the City has found that 51% of adults
list passive recreation like walking and hiking as
their most common recreation activity. Among
children and teenagers, 9% cited hiking and
bicycling as their most common recreation
activities. The Parks and Recreation Master Plan,
likewise, recognizes that active transportation
infrastructure is an essential aspect of improving
one’s health outcomes.
The Parks and Recreation Master Plan directly
endorses the continued development of the
Plan and encourages active transportation
improvements in the City. It identifies improvements
to the Class I Silverado Trail as a top priority (pg. 91).
It also wishes for the Plan to place an emphasis
on developing active transportation connections
between the City’s neighborhoods and its parks
and schools. It recommends for some active
transportation-related recreational facilities, such
as pump tracks, to be added to City parks as well
(pg. 89).
The Parks and Recreation Master Plan also
recommends the improvement of lighting and
security in the public realm. It calls upon the City to conduct a park lighting audit to identify and light
potential dark zones (pg. 59). It also recommends
the expansion of security coverage at City parks.
Because many community members utilize
active transportation to reach City parks, and one
community park space also hosts a Class I Bike
Path, an improvement to lighting and security
at parks will lead to an increase in perceptions
of safety for many community members, in turn
encouraging them to use active transportation to
reach their destination.
The Parks and Recreation Master Plan was adopted
in late 2023. It offers a list of improvements by
priority and identifies several staffing, funding, and
maintenance recommendations.
BUENA PARK COMPLETE STREETS MASTER
PL AN (2017)
The Buena Park Complete Streets Master Plan,
adopted in 2017, establishes a vision to “incorporate
Complete Streets concepts and designs, where
feasible and appropriate, on streets throughout the
City” (Pg. 1).
The Plan notes several locations that are
considered candidates for Complete Streets
implementation, as seen in Table 3-1 on the
next page. Four corridors are recommended
for complete street implementation. Those four
FIGURE 3-13: Park Service Gap Analysis, with Gaps
Circled in Red Dotted Lines
Source: Buena Park Parks and Recreation Master Plan
ACTIVE TRANSPORTATION PLAN 39
CITY OF BUENA PARK
corridors include Dale Street, Stanton Avenue, 8th
Street, and 9th Street, as mapped in Table 3-1 (pg.
20). The arterial roads considered in Table 3-1 can
also be seen highlighted on a map of the City in
Figure 3-14.
The Complete Streets Master Plan complements
the Orange County Transportation Authority
(OCTA) Fourth District Bikeways Strategy, adopted
in February 2012. The Buena Park City Council also
adopted a resolution supporting implementation
of the bikeway plan within Buena Park. Six of those
corridors run along City streets, either through or
along the perimeter of Buena Park.
• Malvern Avenue,
• Artesia Boulevard,
• Orangethorpe Avenue,
• Crescent Avenue,
• Stanton Avenue, and
• Dale Street.
Within the Buena Park School District, these arterial
and local streets are part of school route plans
(Figure 3-15):
• Malvern Avenue,
• Western Avenue,
• Knott Avenue,
• 8th Street,
• 9th Street,
• Gramercy Street,
• Holder Street,
• Stanton Avenue,
• Dale Street.
Within the Centralia School District, these arterial
and local streets are part of school route plans:
• La Palma Avenue,
• Crescent Avenue,
• Valley View Street,
• San Marino Drive,
• Holder Street,
• Knott Avenue,
• Ball Road,
• Lincoln Avenue,
• Stanton Avenue,
• Dale Street,
• Camelia Drive,
• Primrose Drive.
TABLE 3-1: Street Types and Typical Improvements
ARTERIAL ROADS
PRIORITY A PRIORITY B
Dale Street Malvern Avenue
Stanton Avenue Artesia Boulevard
Orangethorpe Avenue Commonwealth Avenue
La Palma Avenue Stage Road
Whitaker Street Lincoln Avenue
Holder Street Ball Road
Crescent Avenue Cerritos Avenue
Grand Avenue
Western Avenue
NEIGHBORHOOD/CONNECTOR STREETS
PRIORITY A PRIORITY B
8th Street Los Robles Avenue
9th Street Monroe Avenue
Indiana Street El Dorado Drive
Gramercy Street San Rio Drive
San Marino Street Country Club Drive
Holder Street Rosecrans Avenue
Camelia Drive Kenwood Avenue
Primrose Drive
Franklin Street
Rostrata Avenue
Fullerton Street
Brunham Avenue
Western Avenue
Kingman Avenue
Source: Buena Park Complete Streets Plan (2017)
40 I II — PO LICy & PL ANNINg CO NTExT
FIGURE 3-14: Priority Multi-Modal Arterials
Source: Buena Park General Plan (2010)
From the Gilbert Elementary walking tour,
observations along 8th Street, 9th Street, Knott
Avenue, Gramercy Street, and Western Avenue
consisted of:
• Observed flooding in crosswalk areas along
8th Street
• Narrow or missing sidewalks
• Congested streets
• Complete Street potential
Most of the corridors identified in Table 3-1 were
noted because of their appearance in other local or
regional transportation plans or the roles they serve
in the community. For example, Commonwealth
Avenue hosts an OCTA bus route, and San Marino
Drive is a Safe Route to School.
However, the four (Dale Street, Staton Avenue, 8th
Street, and 9th Street) identified as corridors met
several of the Buena Park Complete Streets Master
Plan’s indicators and, as such, deemed to be
corridors ideal for complete streets implementation
(pg. 22).
Within the Savanna School District, Holder Street is
part of the school route plan.
From the Whitaker Elementary walking tour,
observations along Dale Street and Indiana Street
consisted of:
• No crosswalks at the Dale Street-Auto Center
Drive intersection
• Commuters travel fast along Dale Street to
Auto Center Drive
• Landscape improvements are needed
• No shade areas on Dale Street
• No sidewalk on Indiana Street to Los Robles
Avenue
FIGURE 3-15: School Routes
Source: Buena Park General Plan (2010)
ACTIVE TRANSPORTATION PLAN 41
CITY OF BUENA PARK
One of the goals of the Buena Park Complete
Streets Master Plan is to create “a transportation
system that incorporates Complete Streets
features through thoughtful and intentional
design, and that safely accommodates all modes
of travel” (Pg. 27). To promote the development
of complete streets across the City and to be in
compliance with California requirements, the plan’s
ultimate recommendation is for the inclusion of a
complete streets policy in an updated version of
the Mobility Element of the City’s General Plan (pg.
26). Components of the proposed complete streets
section includes policies encouraging the City to
integrate complete streets development into all
of its departments as well as all future private and
public developments. It also called upon the city to
plan for all road uses and to encourage their health
and safety.
Table 3-2 from the Complete Streets
Plan also outlines how complete streets treatments
could look on different classifications of roads (pg.
29).
The Buena Park Complete Streets Plan and the
Buena Park Active Transportation Plan share
many similar components. Both plans encourage
the development of more active transportation
infrastructure in the City. Also, both plans synthesize data collected from other plans and the City’s
existing conditions to create recommendations for
more active transportation facilities in the City. As
of February 2024, none of the recommendations
published in the Complete Streets Plan have been
constructed. However, this Plan will consider the
sources and findings of the Complete Streets
Plan in conjunction with community input and
demographical data to create an updated, curated
list of recommended treatments for the City.
COMPLETE
STREETS STREET
TYPE
TYPICAL
GENERAL PLAN
CLASSIFICATION
# OF LANES /
DIRECTION
CENTER
MEDIAN
CURB-
TO-
CURB
WIDTH
ON-STREET
PARKING TYPICAL IMPROVEMENTS
Downtown Primary 3
Raised or
striped - 14’
typical
84’ / 100’ Both sides
• Cycle track bike lane - one
or both sides
• On-Street parking both
sides
• Transit amenities / shade
trees
• Curb Extensions / Bulb-outs
at crossings
Neighborhood
Main Secondary 2
None with
parking; or
center turn
lane with
no parking
64’ / 80’
Both sides,
no median,
or no
parking with
center turn
lane
• Bike Lane - one or both
sides
• On-street Parking - one side
• Transit amenities / shade
trees
• Curb Extensions / Bulb-outs
at crossings
• Pedestrian refuge areas
Residential Local 1 None 38 - 40’ /
Varies Both Sides
• Shared Auto / Bike Lane
• Sharrows
• On-Street parking on both
sides
• Maintain / repair / widen
sidewalks
• Provide shade trees /
benches
• Curb Extensions / Bulb outs
at crossings
• Speed tables to calm traffic
TABLE 3-2: Street Types and Typical Improvements
Source: Buena Park Complete Streets Master Plan (2017)
42 I II — PO LICy & PL ANNINg CO NTExT
BEACH AND ORANGETHORPE MIXED
USE SPECIFIC PLAN (BOMUSP) (2008)
The Beach + Orangethorpe Mixed Use Specific Plan
addresses the then-vacant site located at the
intersection of Beach Boulevard and Orangethorpe
Avenue. This Plan provided a blueprint for the
Beach and Orangethorpe Mixed Use Project known
as “The Source” which is now currently open. The
Beach and Orangethorpe Mixed Use Specific Plan
notes the following about pedestrian access and
amenities at the site which are relevant to policies
and goals outlined within the Buena Park Active
Transportation Plan:
“Beach Boulevard Parkway is a well-landscaped
street that encourages pedestrian connection to
the Entertainment Corridor and themed attractions
nearby” (BOMUSP Chapter 3 pg. 11).
“Pedestrian bridges, elevators, and public stairs
should connect plazas in different buildings and
various levels” (BOMUSP Chapter 3 pg. 11).
Circulation Plan Goal 4: “Provide appealing
pedestrian-only experiences to encourage and
enhance the walking experience through the use of
parkways, plazas and lanes” (Pg. 58).
BEACH BOULEVARD ENTERTAINMENT
CORRIDOR SPECIFIC PLAN (1987 , UPDATED
IN 2019)
The Beach Boulevard Entertainment Center Specific
Plan addresses the corridor along Beach Boulevard
containing tourist attractions such as Knott’s Berry
Farm, Medieval Times, and the Buena Park Mall. This
document serves as a guide and implementation
tool to inform the area’s ongoing development.
The plan states the following goals, objectives, and
policies about active transportation in the area
which should also be considered within the greater
context of the Buena Park Active Transportation
Plan as:
“Provide quality pedestrian walkways throughout the
Corridor area as linkages to shops, hotels, motels,
restaurant facilities, entertainment attractions and
the Buena Park Mall” (Pg 22).
“Reduce or eliminate vehicular and pedestrian
conflicts, to the maximum extent possible” (Pg. 22).
“Include attractive, consistent pedestrian walkways
throughout individual projects and the entire
Entertainment Corridor” (Pg. 23).
Source: Beach and Orangethorpe Mixed Use Specific Plan ACTIVE TRANSPORTATION PLAN 43
CITY OF BUENA PARK
BUENA PARK AUTO CENTER SPECIFIC
PLAN (1997 , UPDATED IN 2014)
The Buena Park Auto Center Specific Plan
establishes a vision for the concentrated collection
of automobile dealerships located along Auto
Center Drive. The intent of the Auto Center
Specific Plan is to foster development of new auto
dealerships and address the area’s unique needs.
Figure 3-16 shows the concept of landscaping
for the area directly from the plan. It includes
the following which supports the need to further
expand active transportation facilities within the
city:
“The lack of pedestrian connections between auto
dealerships is evident by the current configuration
of parking accommodations. The opportunity for
on-site parking is limited at each dealership and
the ability to provide cluster parking for customers
visiting more than one dealership is non-existent.
Along with these policies, this Plan would assist in
providing a remedy for this condition” (p. 6). Policy
two states:
“Integration of individual elements, such as
pedestrian walkways and the use of decorative
paving at Beach Boulevard, Auto Center Drive,
Stanton Avenue and Dale Street shall be
encouraged” (p. 26).
Dale Street and Lakeknoll Drive / Metrolink Station
FIGURE 3-16: Auto Center Landscaping Concept Source: Buena Park Auto Center Specific Plan (1997, updated in 2014) 44 I II — PO LICy & PL ANNINg CO NTExT
ADJACENT JURISDICTION
PLANS & POLICIES
ANAHEIM BICYCLE MASTER PLAN (2017)
The City of Anaheim published an update to
their 2004 Bicycle Master Plan in 2017, with the
most recent update to the 2017 plan passing in
2020. The Bicycle Master Plan creates a vision for
expanding the active transportation network over
the next twenty years. Its purpose is to create new
opportunities for funding local active transportation
projects, identify priority projects, close gaps in the existing network, and improve safety, comfort, and
public health for all cyclists.
Existing segments connecting to Buena Park were
identified as the extension of the Class I bike path
on the SoCal Edison ROW, Class II connections
across Buena Park between Cypress and Anaheim
on Orange Avenue and Ball Road, and the Class
I Carbon Creek Channel. Proposed bikeway
projects connecting to Buena Park were identified
as extending the Class I Carbon Creek Channel
between the Buena Park city limits to Beach
Boulevard and Class II connections along Ball
Road between the Buena Park city limits to Knott
Avenue, Dale Street between the Stanton city limits
to Buena Park city limits, La Palma Avenue between
the Buena Park city limits to Acacia Street, Orange
Avenue between the Buena Park city limits to the
Carbon Creek Trail, and Western Avenue between
Orange Avenue to the Buena Park city limits. The
proposed projects at Carbon Creek Channel and
Orange Avenue between the Beuna Park city limits
to Euclid Street respectively, occupy the first and
second priority according to the City of Anaheim
and would close gaps in the existing network
(
Figure 3-17).
Proposed Bikeways:
Class I bike path
• Bike ID 6, Carbon Creek Channel-Buena Park
City Limit to Beach Boulevard (priority 1)
Class II bike lanes
• Bike ID 41, Ball Road-Buena Park City Limit to
Knott Avenue
• Bike ID 62, Dale Street-Stanton City Limits to
Buena Park City Limits
• Bike ID 81, La Palma Avenue-Buena Park City
Limits to Acacia Street (West priority 8)
• Bike ID 107A, Orange Avenue-Buena Park City
Limits to Carbon Creek Trail (to Euclid Street
priority 2)
• Bike ID 141, Western Avenue-Orange Avenue to
Buena Park City Limits
FIGURE 3-17: Proposed City of Anaheim Bikeway Network - West Source: Anaheim Bicycle Master Plan 2017 ACTIVE TRANSPORTATION PLAN 45
CITY OF BUENA PARK
FULLERTON MASTER PLAN - APPENDIX
G: BICYCLE MASTER PLAN (2012)
Fullerton incorporated a Bicycle Master Plan as part
of their 2012 Master Plan. The plan was intended
to evaluate the feasibility of the planning and
construction of a transportation-focused active
transportation network in the city. It supplements
the existing work Fullerton has done to promote and
create space for active transportation. The plan has
several goals, from making active transportation
safer and more accessible in Fullerton to improving
mobility within the city and throughout the region.
The Existing Bikeways Network Map reflects no
existing bikeway connections between the City of
Fullerton and the City of Buena Park. There is a Class
II bike lane and Class III bike route along Valencia
Drive and a Class II bike lane along Orangethorpe
Avenue that approach the eastern Buena Park city
limits. However, these facilities do not extend into
Buena Park.
Proposed Bikeway Improvements connecting to
Buena Park include:
Class I bike path
• Malvern Avenue between Basque Avenue to
the Buena Park city limit.
Class II bike lanes
• Artesia Avenue between Gilbert Street to the
Buena Park city limit
• Orangethorpe Avenue between Magnolia
Avenue to the Buena Park city limit.
Class III bike routes
• Rosecrans Avenue bordering the north city
limit of Buena Park and Commonwealth
Avenue between Acacia Avenue to the Buena
Park city limit.
These proposed improvements fill gaps between
the City of Fullerton’s existing network connecting
to the City of Buena Park (
Figure 3-18). The Bicycle
Users Subcommittee was charged with identifying
and prioritizing improvements by considering, in
order of importance, if improvements increase
safety, fill in gaps or remove barriers or complete
segments, complete connections to adjoining
cities, or provide connections to key destinations,
transit and/or alternative transportation modes, or
regional recreational facilities.
FIGURE 3-18: Fullerton Proposed Bikeway Improvements Source: Fullerton Bicycle Element (2012) 46 I II — PO LICy & PL ANNINg CO NTExT
CITY OF STANTON ACTIVE
TRANSPORTATION PLAN (2020)
While not directly adjacent to Buena Park, Stanton
remains a close neighbor and important regional
partner for the City and northwest Orange
County. Stanton released a draft of its first Active
Transportation Plan in 2020. The primary purpose of
the plan was to address key community concerns
surrounding transportation in Stanton. The
community placed a particular focus on mitigating
the negative effects of decades of automobile-
focused planning and construction, especially
when it came to addressing the number of
collisions and fatalities along major corridors in the
city. The plan’s goal was to address the concerns
of its residents while improving the health, mobility,
and overall quality of life for its residents.
Currently, there are 2.4 miles of existing bikeways
in the City of Stanton. Even though Stanton does
not immediately border Buena Park, several of the
projects proposed in the 2020 ATP will connect to
projects proposed in other jurisdictions that will
either cross through or pass by Buena Park (
Figure
3-19). Some of these facilities in Stanton and their
prioritization for construction are:
Class I bike path
• Along the Union Pacific Railroad Stanton
Industrial Lead (Tier 3 - Priority Score 14, 19, 20,
24, and 27) between Cypress and Anaheim
that, once completed across all jurisdictions,
will continue to Broadway in Anaheim.
Class II bike lanes
• Along Knott Avenue/Street (Tier 1 - Priority
Score 42, Tier 2 - Priority Score 36, and Tier
3 - Priority Score 31) between the cities of
Anaheim and Garden Grove, and continuing
south as a Class III route to Westminster city
limits (Garden Grove Boulevard).
• Along Western Avenue (Tier 1 - Priority Score
47) between Cerritos Avenue and Anaheim
city limits, continuing north as an existing and
planned Class II lanes in Anaheim and South
as a Class III route to Westminster city limits
(Garden Grove Boulevard).
• Along Cerritos Avenue (Tier 2 - Priority Score
36 and 37) between the cities of Cypress and
Anaheim, continuing as existing and planned
Class II lanes through Anaheim to Walnut
Street and as Class II lanes and a Class III
route through Cypress, Los Alamitos, and Long
Beach to Studebaker Road. A portion of the
proposed Cerritos Avenue bike lanes have
been completed between Western Avenue
and Flower Avenue (immediately west of
Beach Boulevard).
Class II separated bike lanes
• Along Magnolia Avenue (Tier 1 - Priority Score
51) between Anaheim and Garden Grove that,
once connected with Anaheim’s proposed
network, will continue to La Palma Avenue in
Anaheim.
Class II and IV bike lanes
• Along Dale Avenue (Tier 3 - Priority Score
31 and Tier 1 - Priority Score 43) between
the cities of Anaheim and Garden Grove,
continuing north through Anaheim as planned
Class II lanes to Buena Park and south as a
Class III route to Garden Grove Boulevard.
Recommended pedestrian improvements fall
into categories of new sidewalks/paths, sidewalk
gap closures, sidewalk resurfacing and widening,
crossing facility improvements, curb treatments,
beacons and pedestrian activated warning
devices, modifications to existing traffic signals,
traffic calming, pedestrian-scale lighting, and
green infrastructure.
ACTIVE TRANSPORTATION PLAN 47
CITY OF BUENA PARK
FIGURE 3-19: Previously Planned Bikeways- Stanton Source: City of Stanton ATP (2020) 48 I II — PO LICy & PL ANNINg CO NTExT
CITY OF CYPRESS GENERAL PLAN:
CIRCULATION ELEMENT – BIKEWAYS
AND SIDEWALK FACILITIES PLAN (2001)
The City of Cypress does not have an active
transportation plan. However, the city did include a
Bikeways and Sidewalk Facilities section in its 2001
General Plan. The plan encourages the construction
of Class I and II active transportation lanes across
the city and creates a plan that dictates the
placement of future facilities.
The 2001 General Plan proposes bikeways of no
particular class along all major streets in Cypress,
including along all of the corridors that run through
or along Buena Park City Limits. These corridors
include Lincoln Avenue, Cerritos Avenue, Valley View
Street, and Holder Street. While the 2001 General
Plan encourages the construction of the safest
possible active transportation infrastructure, it does
not prioritize one project over another or include a
timeline for the construction of new facilities or the
upgrade of existing facilities.
Currently, there are four facilities in Cypress that
approach or connect with Buena Park’s city limits
(
Figure 3-20):
Class II facilities
• Along Ball Road, which start at Holder Street
(Buena Park city limits) and travel along
Buena Park boundary before continuing
through Cypress to Clark Avenue in Long
Beach.
Class II bike lanes
• Along Valley View Street, running parallel
to Buena Park city limits between Ball Road
and Cerritos Avenue. Past Buena Park city
limits (north of Ball Road), the lanes continue
north to Orange Avenue. Beyond Buena Park
to the south (south of Cerritos Avenue), the
bikeway transitions to a Class I path which
runs parallel to Valley View Street’s western
shoulder before shifting east at the Stanton
Storm Channel (near Barbados Avenue).
Class II bike routes
• Cerritos Avenue that begins at Valley View
street (Buena Park city limits) and continues
to Los Alamitos city limits at Bloomfield Street/
Avenue.
• Orange Avenue, from Holder Street (Buena
Park city limits) to Walker Street. Orange
Avenue bike route transitions to Class II facility
west of Walker Street.
These facilities should be highly considered
when developing bicycle facilities within the
southwestern portion of Buena Park in order to
create the best possible connections between
both cities.
Cypress Civic Center
Source: City of Cypress
ACTIVE TRANSPORTATION PLAN 49
CITY OF BUENA PARK
FIGURE 3-20: City of Cypress Bike Connectivity Map Source: City of Cypress General Plan City of Buena Park
50 I II — PO LICy & PL ANNINg CO NTExT
LOS ANGELES COUNTY BICYCLE
MASTER PLAN (2012)
In 2012, the Los Angeles County Department of
Public Works released an update to their 1975
County Bikeway Plan, focusing on future investment
in active transportation infrastructure across
the County. This plan, itself a component of Los
Angeles County’s General Plan, was meant to
guide the development of a congestion-reducing,
sustainable active transportation network over
twenty years.
In order to gain a comprehensive understanding
of where and how to propose new bicycle
infrastructure, the Plan included active
transportation improvements proposed by other
jurisdictions, in addition to the infrastructure
proposed by Los Angeles County. While the County
did not propose any new infrastructure near Buena
Park, several proposals in and near Buena Park are
listed in the report’s figures. Some notable corridors
listed are:
• Coyote Creek, from its confluence with
its North Fork in Cerritos to the path’s
northeastern segment starting at La Mirada
Boulevard in Buena Park.
• Artesia Boulevard, between Buena Park
city limits to Valley View Boulevard, then
continuing north on Valley View Avenue
to Imperial Highway in La Mirada. County-
proposed active transportation infrastructure
would continue along Valley View Avenue to
Broadway in the unincorporated community
of Colima /South Whittier.
• Lastly, Alondra Boulevard, from Buena Park city
limits (La Mirada Boulevard) to Stage Road,
before continuing north to Rosecrans Avenue
in Santa Fe Springs. The route continues north,
following various routes North to Mulberry
Drive on the border of Santa Fe Springs and
Whittier.
• The Los Angeles County Bicycle Master Plan
is currently in the process of being updated,
with draft recommendations potentially being
provided in mid-late 2024 with expected
adoption in 2025.
LA PALMA GENERAL PLAN: CIRCULATION
AND INFRASTRUCTURE ELEMENT (2014)
The City of La Palma does not have an active
transportation plan. However, the city’s 2014 General
Plan includes a Circulation and Infrastructure
Element. Aside from two major arterial streets,
Orangethorpe Avenue and Valley View Street, all
major corridors in La Palma are prioritized for
alternative transportation modes. As a result of this
policy, La Palma has a high number of Class II bike
lanes relative to its size. Several of these facilities run along or to Buena Park city limits.
La Palma has committed to building new bike
infrastructure where possible but has no plans
in the immediate future to build new active
transportation infrastructure. However, the current
routes that intersect and run parallel to Buena Park
City limits are:
Class I bike path
• Coyote Creek Bikeway along the Southern
California Edison Right-of-Way between
Coyote Creek and Buena Park city limits.
Class II bike lanes
• La Palma Avenue from Coyote Creek to Buena
Park city limits, which continue west as Class
II bike lanes and as a Class III Bike Route,
with several gaps, to Vermont Avenue in Los
Angeles.
• Crescent Avenue from Cypress to Buena Park
city limits.
• Walker Street between Bransford Drive and
Cypress city limits, which pass along the
Buena Park city limits near Los Palos Circle
and between Houston Avenue and the SCE
Right-of Way.
Figure 3-21 depicts the existing and proposed bike
facilities across the city of La Mirada.
ACTIVE TRANSPORTATION PLAN 51
CITY OF BUENA PARK
/0 /1/i255/3 /1/4/5 /1/i255/6 /7/8 /7/9 /1/4/i255/3 /4/1/8 /i255 /i255
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/26 /27 /28 /29 /28 /30 /31 /i255 /33 /34 /35 /i255 /36 /37 /33 /27 /30 /38 /i255 /39 /30 /33 /34 FIGURE 3-21: La Palma Bike Connectivity Map Source: La Palma General Plan (2014) 52 I II — PO LICy & PL ANNINg CO NTExT
LA MIRADA GENERAL PLAN:
CIRCULATION ELEMENT –
CIRCULATION PLAN (2003)
La Mirada does not have an Active Transportation
Plan. However, the city did include a Bicycle and
Trails Master Plan in its 2003 General Plan. The Plan,
which was considered consistent with the then-
recent Los Angeles County MTA Regional Bikeway
Master Plan, suggested a build-out of several
bicycle routes across the city, with several routes
running into or adjacent to Buena Park.
At the time of the creation of the La Mirada General
Plan, the following as been installed:
Class II bike lanes
• Along two roads that travel between La
Mirada and Buena Park: La Mirada Boulevard
and Rosecrans Avenue.
The following are proposed in the plan:
Class I bike path
• Along Coyote Creek
Class II bike lanes
• Along Stage Road, Alondra Boulevard, and
Artesia Boulevard. The proposals on Artesia
Boulevard, in particular, connects to a Class
II bike route proposed along the corridor in
Buena Park.
Class III bike Routes
• Along Ashgrove Road and Alicante Road.
At the time of the Master Plan’s authoring in
2003, much of La Mirada’s active transportation
network had already been constructed. However,
the city has made a notable amount of progress
implementing the proposed elements of their
Bicycle and Trails Master Plan, including the
construction of Class II bike lanes along Stage Road
to City limits. Only three Class I or II bike facilities remain unconstructed along:
• Valley View Avenue
• Artesia Boulevard
• The Coyote Creek Bike Path.
Figure 3-22 showcases the existing and proposed
bike facilities across the city
CITY OF CERRITOS GENERAL PLAN:
CIRCULATION ELEMENT – BICYCLE
AND PEDESTRIAN FACILITIES (2004)
Cerritos does not have an active transportation
plan, or any planning document detailing the
planning, prioritization, or implementation of active
transportation infrastructure. The City’s 2004
General Plan notes that most currently constructed
bikeways in the city are Class II, but does not
catalog the active transportation infrastructure of
the time. The same situation applies to pedestrian
infrastructure in the city. However, the plan does
note that the City’s roadway system has been
designed to ensure that “adequate facilities are
provided for pedestrian circulation, especially in
the vicinity of schools, parks, major retail facilities and other locations with high levels of pedestrian
activity.”
The City of Buena Park and the City of Cerritos have
one active transportation facility connecting both
cities: The Class I Silverado Trail, which currently
ends just short of Coyote Creek and across the
waterway from Don Knabe Community Regional
Park. Presumably because of limited roadway width
on bridges across Coyote Creek, none of Cerritos’
bike lanes connect with facilites in La Palma or
continue east of the creek. As of February 2024,
it is unknown if the City of Cerritos is planning to
construct or improve any new or existing active
transportation infrastructure.
ACTIVE TRANSPORTATION PLAN 53
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/85/85 /85 /86 /88 /i255/90/91/92 /93 /94/85 /86 /88 /i255/90/91/92 /93 /94 FIGURE 3-22: La Mirada Bike Master Plan Map Source: La Mirada General Plan (2003) Chapter IV
EXISTING CONDITIONS
ACTIVE TRANSPORTATION PLAN 55
CITY OF BUENA PARK
DATA COLLECTION OVERVIEW
Before developing recommendations, it is vital to
understand the history and context of a community.
To assess Buena Park’s existing conditions—both its
geography and demography – the project team
gathered a variety of data and organized it into four
categories based upon guidance for developing
active transportation plans provided by the California
Department of Transportation (Caltrans). The four
categories, and the data gathered in each category,
are assembled in
Table 4-1.
They also match the four sections of Chapter 4, which,
including their subsections, are:
• Demographic Characteristics
◊ Total Population, Race, Ethnicity, and Age
◊ Median Household Income
◊ Free & Reduced-Price Meals
◊ Household Language
◊ Vehicle Ownership
◊ Commute Patterns
TABLE 4-1: Data Collection Overview
CATEGORY DESCRIPTION SOURCE
Population
Characteristics
Demographic statistics such as race, median
household income, age, and household
language preference provide a snapshot of
Buena Park’s population and how Buena Park
compares with other communities in Orange
County.
• 2021 American Community Survey 5-Year Estimates, US
Census Bureau
• California Dept. of Education
Health and
Safety
Analysis of health and safety indicators
provides an understanding of the
community’s need for active transportation
facilities and programs.
• 2017-2021, Statewide Integrated Traffic Records System (SWITRS), California Highway Patrol (CHP)
• United States Department of Transportation (USDOT)
• CalEnviroScreen 4.0
• Southern California Association of Governments (SCAG) Environmental Justice Areas
Travel
Characteristics
An understanding of travel characteristics
allows for better development of
recommendations, which can lead to lasting
change.
• City of Buena Park
• Orange County Transportation Authority (OCTA)
• Field Observations
Land Use
and Existing
Infrastructure
Assessment of Buena Park’s surrounding
environment and existing infrastructure are
vital to identifying locations that are most in
need for active transportation improvements,
and then integrating these improvements
with infrastructure in adjacent communities.
• Existing Planning Documents (City of Buena Park and
surrounding jurisdictions)
• SCAG
• OCTA
• Field Observations
• Los Angeles County Metropolitan Transportation Authority (LA Metro)
• Metrolink
• Health and Safety
◊ Disadvantaged Communities
◊ Travel Characteristics
◊ Roadway Network
◊ Average Daily Traffic (ADT)
◊ Posted Speed Limits
◊ Travel Lanes and On-Street Parking
• Land Use and Infrastructure Conditions
◊ Zoning
◊ Key Attractors
◊ Existing Bikeway Facilities
◊ Existing Pedestrian Facilities
◊ Transit Integration
This chapter presents an abbreviated version of the
Existing Conditions analysis.
56 I V — ExI STINg CO NdI TIONS
These data inputs help indicate areas,
neighborhoods, and roadway corridors most
in need of active transportation investment. As
part of this Plan’s development, the existing
conditions data was pivoted into a data-driven
recommendations selection and used to select and
prioritize potential projects. For more information,
please refer to Chapter 6.
CITY PROFILE
POPULATION CHARACTERISTICS
TOTAL POPULATION,
RACE, ETHNICITY, AGE
According to the 2021 American Community Survey
(ACS) 5-Year Estimates, the total population of
Buena Park is 83,974 . Of this population, about 39
percent identified as Hispanic/Latino, about 32
percent identified as Asian, and about 23 percent identified as white. These results are summarized in Table 4-2.
It should be noted that 32.9 percent of all Buena
Park residents identified as Mexican (over 84
percent of Hispanic/Latino population), and another
12.4 percent of Buena Park residents identified as
Korean (around 38 percent of Asian population).
As shown in
Table 4-3, about 25 percent of Buena
Park’s population is under the age of 20 years-old
and another 13.85 percent of Buena Park’s total
population is 65 years-old or older, according to
2021 ACS 5-Year Estimate data. Altogether, these
population groups comprise over 38 percent of
Buena Park’s population. Compared to greater
Orange County, Buena Park consists of a similar
share of under-20 years-old residents (just below
25 percent of total population), and a slightly lower
percentage of senior-aged population (65 years-
old and over).
TABLE 4-2: Race and Ethnicity in Buena Park
Source: U.S Census Bureau, 2021 American Community Survey (ACS) 5-Year Estimates, Dataset P05 Buena Park Downtown Sign
ACTIVE TRANSPORTATION PLAN 57
CITY OF BUENA PARK
Source: U.S Census Bureau, 2021 American Community Survey (ACS) 5-Year Estimates, Dataset DP05
TABLE 4-3: Population by Selected Age Groups in Buena Park
MEDIUM HOUSEHOLD INCOME
The ACS 2021 5-Year Estimate data also provides
information for median household income – an
important socioeconomic variable. In 2021, the
median household income in Buena Park was
$90,503, which was lower than the median
household income in Orange County ($100,485).
Figure 4-1 demonstrates the median household
income differences between Census tracts in
Buena Park. With some exceptions, communities
near Los Coyotes Country Club in northern Buena
Park and between Orangethorpe Avenue and
Crescent Avenue in central Buena Park generally
have higher median household incomes than
communities outside these areas.
Several areas in northern Buena Park – particularly,
higher-density residential apartment communities
adjacent to Stage Road/Malvern Avenue near
Buena Park High School – can be considered low
income communities according to AB 1550, which
defines low-income communities as Census
tracts with median household incomes at or below
80 percent of the statewide median household
income ($56,982 in 2021).
Community Members using Buena Park Municipal Swim Stadium 58 I V — ExI STINg CO NdI TIONS
FIGURE 4-1: Median Household Income in Buena Park Source: U.S Census Bureau, 2021 American Community Survey (ACS) 5-Year Estimates, Dataset B19013
ACTIVE TRANSPORTATION PLAN 59
CITY OF BUENA PARK
FREE & REDUCED-PRICED MEALS
Socioeconomic data for school-aged individuals is
of particular importance. Every year, the California
Department of Education provides public free or
reduced-price meal (FRPM) data for all California
schools. The most recent data from the 2022-
2023 school year was analyzed and the data
is represented in Table 4-4 . Over 75 percent of
students enrolled in Buena Park’s public school
during the 2022-2023 school year were eligible
for FRPM. Schools with especially high FRPM
eligibility rates (Carl E. Gilbert Elementary. James
A. Whitaker Elementary, Buena Park Middle, Buena
Park High, and Mabel L. Pendleton Elementary)
are all clustered in or adjacent to lower-income
neighborhoods around Orangethorpe Avenue and
Auto Center Drive. See Figure 4-17 for a map of
school locations.
TABLE 4-4: Free & Reduced-Price Meal Eligibility for Buena Park Schools Source: California Department of Education (2022-2023)
SCHOOL NAME SCHOOL DISTRICT SCHOOL TYPE ENROLLMENT
(K-12)
FREE MEAL
COUNT (K-12)
PERCENT (%)
ELIGIBLE FREE
(K-12)
FRPM COUNT
(K-12)
PERCENT (%)
ElLIGIBLE FRPM
(K-12)
Arthur F. Corey
Elementary
Buena Park
Elementary
Elementary School 408 221 54.17% 300 73.53%
Carl E. Gilbert
Elementary
Buena Park
Elementary
Elementary School 508 413 81.30% 463 91.14%
Charles
G. Emery
Elementary
Buena Park
Elementary
Elementary School 685 283 41.31% 364 53.14%
James A.
Whitaker
Elementary
Buena Park
Elementary
Elementary School 639 495 77.46% 574 89.83%
Mabel L.
Pendleton
Elementary
Buena Park
Elementary
Elementary School 402 281 69.90% 326 81.09%
Buena Terra
Elementary
Centralia Elementary Elementary School 644 259 40.22% 362 56.21% Glen H.
Dysinger Sr.
Elementary
Centralia Elementary Elementary School 485 215 44.33% 293 60.41% Raymond
Temple
Elementary
Centralia Elementary Elementary School 466 265 56.87% 338 72.53% San Marino
Elementary
Centralia Elementary Elementary School 493 273 55.38% 353 71.60% Holder
Elementary
Savanna Elementary Elementary School 452 286 63.27% 348 76.99% Gordon H.
Beatty Middle
Buena Park
Elementary
Intermediate/
Middle School
609 348 57.14% 454 74.55%
Buena Park
Middle
Buena Park
Elementary
Intermediate/
Middle School
705 528
74.89% 608 86.24%
Buena Park
High
Fullerton Joint Union
High
High School 1804 1326 73.50% 1525 84.53%
Hope Anaheim Union High Special Education
Schools (Public)
250 121 48.40% 163 65.20%
TOTALS 8550 5,314 62.15% 6471 75.68%
60 I V — ExI STINg CO NdI TIONS
VEHICLE OWNERSHIP
Vehicle ownership is another essential
demographic statistic, particularly for
transportation-related community assessments.
The ACS 5-Year Estimates provides vehicle
ownership data for occupied household units.
Table 4-6 shows that, according to 2021 data,
about 26% of all occupied household units in Buena
Park have low vehicle access (zero or one vehicle
available). This is slightly lower than the low vehicle access rate for all households in Orange County
(about 31%).
Figure 4-2 illustrates that the highest rates of low
vehicle access (households with zero or one vehicle
available) occur in particular neighborhoods of
Buena Park. These neighborhoods include parts
of northern Buena Park (between Malvern Avenue
and Artesia Boulevard) and a section of southern
Buena Park (between Lincoln Avenue and Orange
Avenue, near Holder Elementary). The number of
households who have low access to vehicles is
generally much smaller in central Buena Park when
compared to the areas mentioned above.
HOUSEHOLD LANGUAGE
Household language is vital for understanding and
engaging with a community. Understanding an
area’s household languages can also reveal areas
of linguistic isolation. The ACS 5-Year Estimate
data reports the language spoken at home by
individuals 5 years-old and over. As shown in
Table
4-5, most individuals residing in Buena Park speak
a language other than English at home (over 52%
of individuals that are 5 years-old and over). This
includes 16,452 individuals (20.8% of Buena Park
population) who speak English “less than ‘very
well’,” which is a couple percentage points higher
than the equivalent share of individuals who speak
English “less than ‘very well’” in Orange County –
18.1%.
Of the 41,506 Buena Park residents who speak
a language other than English at home, 19,448
primarily speak Spanish at home, which is over 46%
of all non-English household speakers in Buena
Park, according to 2021 ACS 5-Year Estimate data.
An additional 18,089 Buena Park residents speak
an Asian language at home, accounting for about
43.5% of all Buena Park non-English household
speakers. Altogether, the total of Spanish household
speakers and Asian language household speakers
(37,537) is nearly identical to the total number of
Buena Park residents who speak only English at
home (37,543), demonstrating the importance of
Spanish and Asian languages in the Buena Park
community.
TABLE 4-5: Household Language in Buena Park
Source: U.S Census Bureau, 2021 American Community Survey (ACS) 5-Year Estimates, Dataset S1601
TABLE 4-6: Vehicle Ownership in Buena Park
Source: U.S Census Bureau, 2021 American Community Survey (ACS) 5-Year Estimates, Dataset B25044
ACTIVE TRANSPORTATION PLAN 61
CITY OF BUENA PARK
Source: U.S Census Bureau, 2021 American Community
Survey (ACS) 5-Year Estimates, Dataset B25044
FIGURE 4-2: Geographic Distribution of Low Vehicle Access in Buena Park
62 I V — ExI STINg CO NdI TIONS
COMMUTE PATTERNS
Table 4-7 summarizes the commute patterns for
Buena Park. According to 2021 ACS 5-Year Estimates
data, most Buena Park commuters (workers 16
years-old and over) travel to work via personal
automobile; over 79% of Buena Park commuters
drive alone and another 10% of commuters carpool.
Less than 3% of Buena Park commuters travel to
work by public transportation, walking, or bicycling.
According to the 2021 ACS 5-Year Estimates data,
workers who commute via public transportation,
walking, or bicycling are mainly concentrated in the
areas surrounding the Buena Park Metrolink station,
and several smaller areas on the fringes of the city,
particularly along Dale Street to the east and Valley
View Street to the west. This geographic distribution
is depicted in
Figure 4-3.
Bicycle commuters primarily live in south Buena
Park (south of Crescent Avenue), likely utilizing
the bicycle facilities available in adjacent
communities such as Cypress and Anaheim. Public
transportation commuters mainly reside in north
Buena Park (south of Malvern Avenue and east of
Beach Boulevard). This trend may be influenced
by the proximity of the Buena Park Metrolink station
and the OCTA Fullerton Park & Ride transit center.
TABLE 4-7: Commuting Patterns in Buena Park
Source: U.S Census Bureau, 2021 American Community Survey (ACS) 5-Year Estimates, Dataset S0801
ACTIVE TRANSPORTATION PLAN 63
CITY OF BUENA PARK
Source: U.S Census Bureau, 2021 American Community
Survey (ACS) 5-Year Estimates, Dataset S0801
FIGURE 4-3: Commuting Via Public Transportation, Walking, or Bicycling in Buena Park
64 I V — ExI STINg CO NdI TIONS
HEALTH AND SAFETY
DISADVANTAGED COMMUNITIES
Several disadvantaged community indicators
were assessed as part of the Plan’s development.
Disadvantaged community indicators aggregate
a variety of environmental, health, and
socioeconomic factors to identify communities
most in need of investment. These indicators are
summarized in Table 4-8.
While CalEnviroScreen was ultimately selected
as the disadvantaged community criteria for
developing the Plan’s recommendation and project
prioritization (See Chapter 6), all the disadvantaged
community indicators below were reviewed as
part of the Plan. Other disadvantaged community
indicators may be helpful for developing
future plans or grant funding efforts, active
transportation-related or otherwise.
HISTORICALLY DISADVANTAGED
COMMUNITIES (HDC)
The United States Department of Transportation
(USDOT) developed its own metric for determining
which Census tracts can be considered a
Historically Disadvantaged Community (HDC).
USDOT’s HDCs combine multiple datasets from
agencies such as the CDC, the US Census Bureau,
and the EPA to arrive at an aggregate score for
individual Census tracts. This score is an aggregate
of the following categories:
• Transportation access
• Health
• Environmental (pollution)
• Economic
• Resilience (vulnerability to climate change)
• Equity (high concentration of individuals who
speak English “less than well”)
According to the USDOT, disadvantaged Census
tracts have scores exceeding the 50th percentile
(75th percentile for resilience) in at least four of
these individual categories. Figure 4-4 represents
the variations in HDC designation across the
Buena Park community. Portions of north Buena
Park, particularly between Artesia Boulevard and
Orangethorpe Boulevard, and sections of south
Buena Park, between Crescent Avenue and Ball
Road, are designated as HDCs. Areas immediately
south and east of Buena Park Downtown, including
in the adjacent city of Anaheim, also carry a HDC
designation. Nearly all the communities west of
Buena Park, such as La Mirada, Cerritos, La Palma,
and Cypress are not labelled as HDCs.
Considering the individual HDC scoring categories,
three Buena Park Census tracts exceeded the
disadvantaged threshold in all six categories,
including the area of Buena Park between Artesia
Boulevard, Interstate 5 (I-5), and Orangethorpe
Avenue. Buena Park rated particularly low in the
Equity, Environmental, Transportation, and Economy
TABLE 4-8: Disadvantaged Community Indicators
ACTIVE TRANSPORTATION PLAN 65
CITY OF BUENA PARK
1 Note: total population for this assessment is equal to total population of all Census tracts intersecting Buena Park.
Since Census tracts overlap with adjacent cities, this figure includes portions of surrounding jurisdictions.
categories. Additionally, each “disadvantaged”
Census tract scored above the 85th percentile
in Equity and Environmental. Eight of the nine
HDC tracts in Buena Park rated above the 85th
percentile in Transportation and Economy.
Around 56 percent of the project area’s population
1 resides in a tract designated as an HDC.
AREAS OF PERSISTENT POVERTY (APP)
The USDOT offers an additional, more stringent
definition for disadvantaged communities: Areas
of Persistent Poverty (APP). This metric, using 2014-
2018 American Community Survey 5-Year Estimates
data, focuses solely on any Census tract with a
poverty rate of at least 20 percent. A census tract
that meets this definition is considered an “area of persistent poverty,” and therefore, a disadvantaged
community.
Within Buena Park, four Census tracts were
designated as an Area of Persistent Poverty. Figure
4-5 demonstrates that Buena Park’s Areas of
Persistent Poverty are primarily located in lower-
income areas between Artesia Boulevard and
Orangethorpe Avenue on the north side of the city.
An additional APP surrounds Holder Elementary in
south Buena Park.
The USDOT APP status tool also classifies an Areas of Persistent Poverty at the county level, for any county
with
“greater than or equal to 20 percent of the
population living in poverty during the
last 30-year period, as measured by the
1990 and 2000 decennial Census and the
most recent annual Small Area Income
and Poverty Estimates as estimated by the
Bureau of the Census”.
According to this countywide definition, Orange
County is not classified as an area of persistent
poverty.
FIGURE 4-4: Historically Disadvantaged Communities (HDC) in Buena Park
Source: USDOT
FIGURE 4-5: Areas of Persistent Poverty (APP) in Buena Park Source: USDOT
66 I V — ExI STINg CO NdI TIONS
CALENVIROSCREEN
CalEnviroScreen 4.0 (CES) was developed by
the California Office of Environmental Health
Hazard Assessment (OEHHA) as a tool to identify
disadvantaged communities throughout California.
It does this by evaluating various indicators related
to Exposure, Environmental Effects, Sensitive
Populations, and Socioeconomic factors. It then
analyzes this statewide dataset to develop a
composite/normalized scoring system.
These indicators are then grouped into two main
categories: Pollution Burden and Population
Characteristics. Census tract scores for both
Within Buena Park, census tracts between Artesia
Boulevard and Orangethorpe Avenue carried a
CalEnviroScreen 4.0 score above the 75th percentile,
indicating that these communities are considered
disadvantaged by CalEPA criteria. A subsection
of this disadvantaged area, located between I-5
and Orangethorpe Avenue, is rated in the 97th
percentile. Elsewhere, a section of the Entertainment
Corridor south of La Palma Avenue is scored higher
than the 75th percentile, as shown in
Figure 4-6.
Additionally, one Buena Park census tract scored
above the 75th percentile in the previous iteration
of the CalEnviroScreen tool, CalEnviroScreen 3.0
(2017). However, this census tract scored below
the disadvantaged community threshold by the
standards used for the CalEnviroScreen 4.0 tool (71st
percentile). This community can still be designated
as “disadvantaged,” per California Senate Bill 535
CalEPA guidelines.
After evaluating the potential options, the project
team ultimately chose the CalEnviroScreen 4.0 tool
as the disadvantaged community indicator in the
recommendations and prioritization chapters of
this Plan. See Chapter 6 for more information.
COMMUNITIES OF CONCERN
SCAG also developed a disadvantaged community
indicator for its 2020 Regional Transportation Plan/
Sustainable Communities Strategies Environmental
Justice Technical Report called Communities of
Concern (COC). The COC indicator utilizes data
from the 2017 ACS 5-Year Estimates to calculate
the total percentage of minority population
and households in poverty for each Census
Designated Place (CDP) and the City of Los
Angeles’s Community Planning Areas (CPAs) (SCAG
Communities of Concern). Locations that are in the
upper third (top 33.33%) in the SCAG region for both
percentages of households in poverty and minority
population are designated as Communities of
Concern.
Buena Park was not designated as a Community
of Concern. Buena Park’s neighboring jurisdictions
were also not designated as a Communities of
Concern.
FIGURE 4-6: CalEnviroScreen (4.0 and 3.0)
in Buena Park
Source: CalEPA/
OEHHA
categories are then normalized statewide, both
for these two sub-categories and in overall scores.
When compared to other census tracts statewide,
census tracts with overall CES scores in the 75th
percentile or higher (either in CES 4.0 or 2017’s CES
3.0) are formally designated as disadvantaged
communities (CalEnviroScreen 4.0 Report, October
2021).
ACTIVE TRANSPORTATION PLAN 67
CITY OF BUENA PARK
ENVIRONMENTAL JUSTICE AREAS
SCAG maintains an additional equity metric
– Environmental Justice (EJ) areas. The most
current 2018 EJ dataset is sourced from 2016 SCAG
Transportation Analysis Zones (TAZs) data. TAZs are
areas that, according to SCAG, “closely resemble US
Census Bureau Block Groups” (SCAG Environmental
Justice Areas). TAZs with “a higher concentration of
minority population or households in poverty than
… seen in the greater SCAG region” are identified as Environmental Justice areas.
EJ Areas cover most of Buena Park, as shown in
Figure 4-7 . Locations are generally scattered
across the city, as well as in adjacent communities,
such as Cerritos, Anaheim, and Fullerton.
FIGURE 4-7: Environmental Justice Areas in Buena Park
Source: CalEPA/OEHHA
Knott’s California Marketplace
68 I V — ExI STINg CO NdI TIONS
COLLISION DATA
The California Highway Patrol (CHP) provides
statewide collision data via its Statewide Integrated
Traffic Records System (SWITRS) database. To
better understand Buena Park’s traffic safety issues, particularly relating to pedestrians and bicyclists,
the project team acquired and analyzed Buena
Park’s SWITRS collision data collected between
January 2017 and December 2021. As of March 2024,
this was the most recent five years of collision data available.
PEDESTRIAN-& BICYCLIST-
INVOLVED COLLISIONS
According to Buena Park’s SWITRS data, 2,535
collisions occurred in the city between 2017 and 2021.
Of those collisions, 228 (9%) involved a pedestrian
or bicyclist, nearly double the rate of pedestrian- or
bicyclist-involved collisions in Orange County (5.5%
of all collisions) during the same 5-year timeframe.
As shown in
Figure 4-8 , pedestrian- and bicyclist-
involved collisions in Buena Park peaked at 70
collisions in 2017, and decreased each successive
year from 2018 to 2020, before increasing again in
2021.
Between 2017 and 2021, Pedestrian- and bicyclist-
involved collisions accounted for most collisions
resulting in a fatality or severe injury (KSI) in Buena Park. Pedestrian- and bicyclist- involved collisions
comprised 9% of all collisions citywide in Buena
Park, while pedestrian- and bicyclist-involved
collisions accounted for 40% of all KSI collisions. This indicates that pedestrian- and bicyclist-involved
collisions are more likely to result in death or severe injury than vehicular-only collisions. This point is
illustrated in
Figure 4-9.
Buena Park’s proportion of pedestrian- and
bicyclist-involved KSI collisions (40%), as noted by
its SWITRS data, is similar to the share of pedestrian- and bicyclist-involved KSI collisions (38%) reported
in the recently completed Buena Park Local
Roadway Safety Plan, which analyzed collisions
spanning from 2017 to 2021.
Of the 14 fatal collisions occurring in Buena Park
between 2017 and 2021, six (6) involved a pedestrian
and two (2) involved a bicyclist.
FIGURE 4-8: Pedestrian-and Bicyclist-Involved Collisions - Annual Totals Source: SWITRS 2017 - 2021
ACTIVE TRANSPORTATION PLAN 69
CITY OF BUENA PARK
COLLISION HOTSPOTS
Collisions were assigned to an individual
intersection or roadway segment
(non-intersection) based on the location
information listed in the SWITRS database. To
further understand where collisions in Buena Park
were occurring, the project team then created
three (3) “influence areas;” roadway segments or
intersections grouped by roadway and intersection
geometries found in Buena Park:
• Signalized intersection: Collisions occurring
within 300 feet of a signalized intersection.
• Non-signalized intersection: Collisions
occurring within 150 feet of a non-signalized
intersection.
• Roadway segment: Collisions within roadway
segments, excluding collisions at signalized
and non signalized intersections.
PEDESTRIAN-INVOLVED
COLLISION HOTSPOTS
Of the 118 pedestrian-involved collisions that
occurred in Buena Park between 2017 and 2021,
approximately 26% occurred at nine (9) different
intersections. The top nine (9) intersections for
pedestrian-involved collisions are listed in
Table
4-9 and depicted in Figure 4-10.
Eight (8) of the nine (9) top intersections for
pedestrian-involved collisions were located on
either Beach Boulevard or La Palma Avenue. The
top eight intersections are also signalized, except
for the intersection of Western Avenue & Melrose
Street/Sullivan Place, which is stop-controlled. Three
(3) of the Beach Boulevard intersections are under
Caltrans jurisdiction and maintained as a part of
California State Route 39.
TABLE 4-9: Pedestrian-Involved Collisions - Top Nine (9) Intersections Source: SWITRS 2017-2021, City of Buena Park
FIGURE 4-9: Pedestrian-and Bicyclist-Involved Collisions - Collision Severity
Source: SWITRS 2017 - 2021
INTERSECTION CONTROL
PEDESTRIAN-
INVOLVED
COLLISIONS
PEDESTRIAN-
INVOLVED
COLLISIONS (KSI)
SIGNAL OWNER
(IF APPLICABLE)
Beach Boulevard & La
Palma Avenue
Signalized 6 1 Buena Park
La Palma Avenue & Buena
Park Downtown West
Signalized 4 1 Buena Park
Valley View Street & La
Palma Avenue
Signalized 3 2 Buena Park
Beach Boulevard & Auto
Center Drive
Signalized 3 1 Caltrans
Beach Boulevard &
Orangethorpe Avenue
Signalized 3 1 Buena Park
Beach Boulevard &
Commonwealth Avenue
Signalized 3 0 Caltrans
Beach Boulevard & Franklin
Street
Signalized 3 1 Caltrans
La Palma Avenue & Buena
Park Downtown East
Signalized 3 0 Buena Park
Western Avenue & Melrose
Street & Sullivan Place
Unsignalized 3 0 N/A
ACTIVE TRANSPORTATION PLAN 70
CITY OF BUENA PARK
Source: SWITRS 2017-2021FIGURE 4-10: Pedestrian-Involved Collisions - Top Nine (9) Intersections
ACTIVE TRANSPORTATION PLAN 71
CITY OF BUENA PARK
BICYCLIST-INVOLVED
COLLISION HOTSPOTS
Of the 110 bicyclist-involved collisions that occurred
in Buena Park between 2017 and 2021, approximately
28% occurred at 13 different intersections. Two (2)
of these top intersections are located along Beach
Boulevard, a roadway managed by Caltrans, and
one (1) additional top intersection is managed
by the City of Cypress. The top 13 intersections for
bicyclist-involved collisions are listed in Table 4-10
and depicted in Figure 4-11.
While pedestrian-involved collision intersection
hotspots were generally focused along
Beach Boulevard and Western Avenue in the
TABLE 4-10: Bicyclist-Involved Collisions - Top Thirteen (13) Intersections Source: SWITRS 2017-2021, City of Buena Park
INTERSECTION CONTROL
BICYCLIST-
INVOLVED
COLLISIONS
BICYCLIST-
INVOLVED
COLLISIONS (KSI)
SIGNAL OWNER
(IF APPLICABLE)
Beach Boulevard &
La Palma Avenue
Signalized 3 0 Buena Park
Beach Boulevard &
Orangethorpe Avenue
Signalized 3 0 Buena Park
Lincoln Avenue &
Harvard Avenue & Laurel
Gate
Unsignalized 3 0 N/A
Orangethorpe Avenue &
Western Avenue
Signalized 3 0 Buena Park
Ball Rd & Bernadette
Avenue
Unsignalized 3 1 N/A
Crescent Avenue &
Western Avenue
Signalized 2 0 Buena Park
Lincoln Avenue &
Holder Street
Signalized 2 0 Buena Park
La Palma Avenue &
Stanton Avenue
Signalized 2 1 Buena Park
Stanton Avenue &
Orangethorpe Avenue
Signalized 2 0 Buena Park
Beach Boulevard &
Stage Road & Cascade
Way
Signalized 2 0 Caltrans
Valley View Street &
Lincoln Avenue
Signalized 2 0 Cypress
Beach Boulevard &
Artesia Boulevard
Signalized 2 0 Caltrans
San Remo Way &
Valley View Street
Signalized 2 0 Buena Park
Entertainment Corridor, top-ranking bicyclist-
involved collisions are dispersed across different
areas of Buena Park. These areas include several
intersections near Knott’s Berry Farm and Buena
Park Downtown, Orangethorpe Avenue (near the
Entertainment Corridor), and several intersections
along Valley View Street, Lincoln Avenue, and Ball
Road near the Cypress city boundary. The proximity
of Cypress College and the large amount of
bikeway facilities within Cypress likely contribute
to the amount of collisions near the Buena Park-
Cypress border. Two (2) unsignalized intersections
recorded three (3) bicyclist-involved collisions
during the study timeframe.
72 I V — ExI STINg CO NdI TIONS
Source: SWITRS 2017-2021FIGURE 4-11: Bicyclist-Involved Collisions - Top Thirteen (13) Intersections ACTIVE TRANSPORTATION PLAN 73
CITY OF BUENA PARK
TRAVEL CHARACTERISTICS
ROADWAY NETWORK
The City of Buena Park’s GIS centerline data divides
the City’s roadway network into three (3) different
roadway types:
1. Primary
2. Secondary
3. Local
Buena Park’s two primary roadways are the two (2)
freeways that travel through Buena Park: Interstate
5 and California State Route 91 (SR-91). The City also
contains several major arterial roadways, which
are classified as secondary roadways. The most
notable of the city’s secondary roadways, Beach
Boulevard, bisects the city as it travels to and from
Stanton and La Mirada. It provides access to the
City’s major tourism and commercial centers such
as The Source, Knott’s Berry Farm, Medieval Times,
and Los Coyotes Shopping Center. A small portion
of Beach Boulevard north of 9th Street is under
Caltrans jurisdiction, so any future improvement
considerations of this Beach Boulevard segment
will require coordination with Caltrans.
Other major north/south arterials in Buena Park
that are also classified as secondary roadways
include Valley View Street on the city’s western
boundary with La Palma and Cerritos, Knott Avenue,
Western Avenue, and Stanton Avenue. These
five (5) secondary roadways provide the only
crossings over SR-91 and I-5 in the center of Buena
Park, demonstrating their importance to Buena
Park’s transportation infrastructure. Dale Street,
another north/south secondary roadway in the city,
provides access to the Buena Park Metrolink station.
Major east/west secondary roadways provide
access to schools, neighborhoods, and local
roadway connections. Portions of La Palma
Avenue and Orangethorpe Avenue intersect major
commercial centers, such as Buena Park Downtown.
Orangethorpe Avenue also provides direct access
to the Fullerton Park & Ride, a transportation center
located in Fullerton immediately east of Buena Park.
Local roadways make up the rest of the roadway
network. These are smaller roadways with one
lane in either direction and connect directly to
residences and some City businesses. A map
of Buena Park’s roads categorized by the City’s
roadway types is shown in
Figure 4-12.
FIGURE 4-12: Roadway Classification
Source: City of Buena Park GIS
74 I V — ExI STINg CO NdI TIONS
AVERAGE DAILY TRAFFIC
Average daily traffic (ADT) counts are pivotal in
identifying roadway corridors most suitable for
pedestrians and bicyclists. ADT counts measure
the numbers of vehicles that use a given roadway
segment. Roadways with lower traffic volumes
offer the greatest amount of comfort and safety for
active transportation users.
The City of Buena Park administered ADT counts in
2017 along most of the City’s secondary roadways.
Beach Boulevard featured the highest average
daily traffic, with some Beach Boulevard segments
experiencing an average daily traffic (ADT) figure of over 60,000. Other high ADT arterials include Valley
View Street (42,000 - 53,000 ADT), Knott Avenue
(32,000 - 41,000 ADT), and Malvern Avenue/La
Mirada Boulevard (25,000 - 35,000 ADT). Secondary
roadways with relatively low ADT (less than 25,000
ADT) include Dale Street, portions of Orangethorpe
Avenue, Western Avenue, Stanton Avenue, Crescent
Avenue, and Ball Road. A map of the ADT of Buena
Park’s arterial and secondary streets can be seen in
Figure 4-13.
FIGURE 4-13: Average Daily Traffic (2017) Source: City of Buena Park E&TS
ACTIVE TRANSPORTATION PLAN 75
CITY OF BUENA PARK
The portion of Beach Boulevard north of I-5 is
Caltrans jurisdiction, and so the City of Buena Park
did not collect an ADT count for that roadway
section. OCTA annually updates its own ADT
catalogue for arterial roadways in Orange County
and identified that, in 2022, Beach Boulevard
featured an ADT above 50,000 for the portion
between I-5 and Malvern Avenue.
POSTED SPEED LIMITS
Speed limits can also help indicate roadways most
suitable for active transportation improvements –
lower speed limits indicate roadways offering more
safety and comfort for pedestrians and bicyclists.
The City of Buena Park provided speed limit
information for its secondary roadways, as outlined
in
Figure 4-14:
Several key north-south secondary roadways have
posted speed limits of 40 miles per hour (MPH) or
lower, including Western Avenue, Stanton Avenue,
and Holder Street. Holder Street also has a speed
limit ranging from 30 MPH to 40 MPH.
TRAVEL LANES AND ON-STREET PARKING
The Plan must also consider the feasibility of
changing a roadway’s configuration to include
a bikeway or expanded pedestrian realm. The
project team gathered travel lane and on-street
parking data for all secondary roadways using a
combination of City of Buena Park GIS data and
field observations. The results are represented in
Figure 4-15:
FIGURE 4-14: Posted Speed Limits
Source: City of Buena Park
FIGURE 4-15: Secondary Roadways- Travel Lanes and On-
Street Parking
Source: City of Buena Park, KOA, a Lochner Compnay
76 I V — ExI STINg CO NdI TIONS
LAND USE AND INFRASTRUCTURE
Land use directly impacts the utility of an area’s
active transportation network. As noted in Chapter
3, the Buena Park’s General Plan was reviewed to
better understand Buena Park’s composition of
residential (low- and high-density), commercial
zones, and mixed-use developments. Buena Park
also contains several Specific Plan areas, such as the Auto Center and Entertainment Corridor, that
must be factored into the active transportation
network development.
ZONING
Currently, Buena Park is composed primarily of
single-family residential zoning, as shown in
Figure
4-16. Multifamily residential, such as apartments,
condos, and townhomes, are concentrated in the
northern half of the city. Commercial and office
land uses are found along the Beach Boulevard
and Orangethorpe Avenue corridors, as well as a
portion of Lincoln Avenue in southern Buena Park.
In addition to major tourist destinations such as
Knott’s Berry Farm along the Entertainment Corridor,
FIGURE 4-16: Zoning Map in Buena Park Source: City of Buena Park 2023 Zoning/Land Use Map
ACTIVE TRANSPORTATION PLAN 77
CITY OF BUENA PARK
Buena Park Downtown – a regional commercial
center – is located in the southeastern portion of
the city off of La Palma Avenue.
As mentioned in Chapter 3, the City of Buena Park
identified, in its General Plan, commercial and
mixed-use areas of the city where pedestrian-
oriented streetscape development should be
prioritized. Beach Boulevard contains several of
these Focus Areas – including the Entertainment
Corridor – and the City foresees the corridor
as a more pedestrian-friendly job center and
destination.
KEY ATTRACTORS
Buena Park is home to several regional hubs for
transportation and entertainment/retail. The Buena
Park Metrolink station is located on Dale Street near
the northern end of the city. Dale Street and Auto
Center Drive also connect the Metrolink station to
the Fullerton Park-and-Ride transit center, which
is located about 1.5 miles away on Orangethorpe
Avenue. The Fullerton Park-and-Ride serves as a
major transfer point for OCTA and LA Metro buses,
including four that travel through Buena Park.
Moreover, there are several regional commercial
destinations located along the Beach Boulevard
Entertainment Corridor and La Palma Avenue, such
as Knott’s Berry Farm, Buena Park Downtown, and
The Source OC.
In addition to these major retail and transportation
hubs, Buena Park also contains several parks and
schools, which are key destinations for the local
FIGURE 4-17: Parks and Schools
Source: City of Buena Park
community. The distribution of these parks and
schools is outlined in
Figure 4-17 . Orangethorpe
Avenue is adjacent to both Buena Park Junior
High School and Buena Park High School. Portions
of Buena Park south of SR-91 and north of Lincoln
Avenue are near several schools and parks, as well
as the Silverado Trail.
Knott’s Berry Farm Welcome Sign
78 I V — ExI STINg CO NdI TIONS
As depicted in Figure 4-18 , the dedicated bicycle
facilities are spread throughout Buena Park. The
far northern section of the city contains three
Class II bicycle lanes as well as a small portion
(approximately 0.85 miles) of the Class I Coyote
Creek Bikeway. Central Buena Park is served by the
Class I Silverado Trail, which connects Knott Avenue
to Valley View Street and the City of La Palma. On
the southern end of Buena Park, Ball Road features
Class II bicycle lanes on the roadway portion that
falls within Buena Park’s city boundary – from Holder
Street to the area near Yosemite Drive.
Additionally, within the past two years, about 1.5
miles of new Class II bicycle lanes were installed
along Stage Road and Malvern Avenue in north
Buena Park. Class II bicycle lanes were also installed
along a portion of Ball Road, bringing the region
closer to creating an active transportation corridor
stretching from Long Beach Airport to Disneyland.
A full directory of Buena Park’s existing bicycle
facilities is in
Table 4-11 . The lengths for Class II
bicycle lanes include bikeway lengths from both
sides of the street, unless specified otherwise.
Source: City of Buena Park, SCAG, OCTA
TABLE 4-11: Existing Bicycle Facilities by Class
FACILITY TYPE FACILITY LENGTH (MILES)
Class I - Bike Path
Silverado Trail 1.20
Coyote Creek Bikeway 0.89
Total 2.09
Class II - Bike Lane
Ball Road, between Holder Street and Anaheim city boundary 0.46 Stage Road, between La Mirada city boundary and Beach
Boulevard
0.71 Malvern Avenue, between Beach Boulevard and Fullerton city boundary
3.17 Rosecrans Ave (southern side of roadway). between La Mirada city boundary and Fullerton city boundary
0.60 Total 5.68
Class III - Bike Route
Country Club Drive, between Los Coyotes Drive and Malvern Avenue
0.82 Total 0.82
Overall Total 8.59
EXISTING BIKE FACILITIES
There are three types of bicycle facilities currently
present In Buena Park:
• Class I Bike Paths, off-street bikeway facilities
that are physically separated from the
roadway
• Class II Bike Lanes , a portion of the roadway
that has been designated for the exclusive
use of active transportation devices.
• Class III Bike Routes , intentionally designated
roadways where bicycles and motor vehicles
share the roadway.
Chapter 3 provides a more in-depth look at the
different kinds of bicycle facilities, including the
ones currently in and proposed for Buena Park.
Today, Buena Park hosts approximately 7.77 miles
of dedicated bicycle infrastructure across seven (7)
bicycle facilities, with limited connectivity between
each facility. This includes approximately 2.09 miles
of Class I bicycle paths and 5.68 miles of Class II
bicycle lanes from both sides of the street, when
applicable. The city has also designated about 0.82
of a mile of Class III bike routes.
ACTIVE TRANSPORTATION PLAN 79
CITY OF BUENA PARK
Source: City of Buena Park, SCAGFIGURE 4-18: Existing Bicycle Facilities 80 I V — ExI STINg CO NdI TIONS
Source: City of Buena Park, SCAG, OCTA
FIGURE 4-19: Existing Bikeway Facilities and
Regional Connections
POTENTIAL REGIONAL CONNECTIONS
Buena Park’s surrounding communities all feature
Class I, II, and III active transportation facilities
with potential linkages to future infrastructure in
Buena Park. Many of Buena Park’s neighboring
communities have constructed active
transportation facilities (or have proposed active
transportation facilities) which terminate at the
Buena Park city boundary. There are also several
instances where a Class II bikeway facility is
present along a roadway portion in an adjacent
community, but not present in the roadway portion
in Buena Park. For example, Holder Street between
Orange Avenue and Yosemite Drive features
a Class II bikeway on its western shoulder (in
Cypress), but not on its eastern shoulder which is
under Buena Park’s jurisdiction.
Figure 4-19 through Figure 4-23 are evidence of
Buena Park’s great potential to be transformed
into a regional active transportation hub, given its
central location in the northwest Orange County
region.
Figure 4-19 shows a regional map of
the city, all the surrounding municipalities, and
the area’s existing bicycle facilities. Because
of
Figure 4-19 ’s large scale, it does not depict
proposed bikeways in other cities. However, Figure
4-20 through Figure 4-23 depict neighboring
jurisdictions’ current and proposed bikeways and
display more detailed maps of north, south, east,
and west Buena Park and the bicycle facilities
that do or could connect from neighboring
municipalities.
ACTIVE TRANSPORTATION PLAN 81
CITY OF BUENA PARK
FIGURE 4-20: Existing Bikeway Facilities and
Regional Connections - North
FIGURE 4-21: Existing Bikeway Facilities and
Regional Connections - East
Source: City of Buena Park, SCAG, OCTA
Source: City of Buena Park, SCAG, OCTA
82 I V — ExI STINg CO NdI TIONS
FIGURE 4-23: Existing Bikeway Facilities and
Regional Connections - South
FIGURE 4-22: Existing Bikeway Facilities and
Regional Connections - West
Source: City of Buena Park, SCAG, OCTA
Source: City of Buena Park, SCAG, OCTA
ACTIVE TRANSPORTATION PLAN 83
CITY OF BUENA PARK
• Dale Street, between Artesia Boulevard and
4th Street/Fullerton city boundary (east side
of street
• Country Club Drive, between Fox Hills Drive
and Los Coyotes Drive (both sides of street)
2 Additionally, several secondary roadways in Buena
Park have a parallel service road. There are multiple
instances where a secondary roadway does
not feature sidewalk coverage, but an adjacent
parallel service road does provide a sidewalk –
these examples are noted in Figure 4.24. These
locations are for informational purposes and are
not analyzed as pedestrian network gaps in later
sections of this Plan.
The Plan will consider regional connectivity in
its development by providing an internal active
transportation network in the City of Buena Park
that also harmonizes with active transportation
facilities in surrounding communities.
EXISTING PEDESTRIAN FACILITIES
Before recommending pedestrian-oriented
improvements, it is important to understand the
current state of the City’s pedestrian network. The
project team gathered pedestrian network data
through a combination of reviewing available
high-resolution imagery and field surveys. To
prioritize project efficiency and improvements
along the corridors with the most pedestrian traffic, the project team examined the city’s secondary
roadways to see if sidewalks, curb ramps, and
crosswalks were available. If sidewalks were
available, the team also noted their condition. The
methodology for defining the city’s roadways, and the classification of most roadways in the city can be viewed in the “Roadway Network” section of
this chapter. Secondary roadways within Buena
Park make up the backbone network that connects
all areas of the city for daily transportation;
therefore, the Secondary roadways were selected
as the focus of the existing pedestrian facilities
analysis process.
Sidewalk Network
The sidewalk network in Buena Park is
comprehensive, with only a handful of secondary
roadway segments lacking sidewalk or featuring
sidewalk with a rough surface or in poor condition.
Figure 4-24 shows the locations of missing
sidewalks and sidewalks in poor condition. However,
notable missing sidewalk segments include:
• Auto Center Drive, between Stanton Avenue
and Orangethorpe Avenue (south side of
street),
• Knott Avenue, across from William Peak Park
(west side of street)
• Holder Street, between Orangethorpe
Avenue and SR-91 (east side of street)
2 Members of the community as well as City staff indicated that Country Club Drive is part of the Bellehurst neighborhood in northern Buena Park, where roadways deliberately do not feature sidewalks to maintain the neighborhood’s current character and aesthetic.
FIGURE 4-24: Sidewalk Network
Source: KTUA, KOA, a Lochner Company
84 I V — ExI STINg CO NdI TIONS
Curb Ramps
It’s also important to understand the condition
of the pedestrian network, especially at City
intersections. Curb ramps help facilitate safer
pedestrian crossings at intersections by creating
step-free access between the street and sidewalk.
Modern curb ramps, which are compliant with the
Americans with Disabilities Act of 1990 (ADA), also
include truncated domes, tactile warning surfaces
that alert pedestrians that they are about to enter
or exit a roadway. Truncated domes are required
on all modern curb ramps. A truncated dome is
pictured in
Figure 4-26.
To prioritize project efficiency and improvements
along the corridors with the most pedestrian
traffic, the project team identified intersection
legs with/without curb ramps and summarized
the curb ramp coverage at each intersection
along only secondary roadways in the City. The
methodology for defining the city’s roadways, and the classification of most roadways in the city can be viewed in the “Roadway Network” section of
this chapter.
The City’s curb ramp coverage is displayed in
Figure 4-25. T his fi gure a ssigns e ach i ntersection a color and number that corresponds to the number
of curb ramps present at the intersection.
• An intersection with curb ramps at all its
corners will have green circle for 100%
coverage.
• An intersection with curb ramps at three (3)
out of its four (4) corners will have a yellow
circle for 75% coverage.
• An intersection with curb ramps at half (2 out
of its 4) its corners will have an orange circle
for 50% coverage.
• An intersection with curb ramps at only one (1)
corner will have a red circle for 25% coverage.
• An intersection with curb ramps at none (0)
of its corners will have a black circle for 0%
coverage.
For example, upon a field review at the intersection of Commonwealth Avenue and Darlington Avenue,
the project team found that, three (3) out of four
(4) intersection legs (75%) featured curb ramps. So,
the intersection of Commonwealth and Darlington
Avenues in
Figure 4-26 has an orange circle placed
on it.
Curb ramp at the corners of Dale Street and Whitaker Street ACTIVE TRANSPORTATION PLAN 85
CITY OF BUENA PARK
Source: KTUA, KOA, a Lcohner Company
FIGURE 4-25: Curb Ramps
86 I V — ExI STINg CO NdI TIONS
Country Club Drive features multiple intersections
without curb ramps. Crescent Avenue also has
several intersections lacking curb ramps, especially
in areas where there is a parallel service road along
Crescent Avenue.
The project team also analyzed the condition of
curb ramps, particularly if a secondary roadway
curb ramp possessed a truncated dome. In
addition to indicating ADA compliance, the
presence of truncated domes, as pictured in
Figure 4-26 , can also more generally indicate
intersections with curb ramps in good condition (or
that have received more recent improvements).
Figure 4-27 displays the truncated dome coverage
at secondary roadway intersections in the City. It
notes that:
• An intersection with truncated domes at all
curb ramps is marked with a green circle for
100% coverage.
• An intersection with truncated domes at most
curb ramps is marked with a yellow circle for
66% - 75% coverage.
• An intersection with truncated domes at half
of its curb ramps is marked with an orange
circle for 50%
• An intersection with truncated domes at some
of its curb ramps is marked with a red circle
for 25% - 33%
• An intersection with truncated domes at none
of its curb ramps is marked with a black circle
for 0% coverage.
The number of curb ramps and truncated domes
at an intersection will vary depending on the
type of intersection, location of crosswalks and
curb cuts at the intersection, and the width of the
roadways that meet at the intersection. Also, recent
construction work on one side of an intersection
can sometimes cause that side’s curb ramps to be
updated with truncated domes, without the same
occurring for the curb ramps on the opposite side
of the intersection. Because of these factors, it’s very difficult to depict the number of truncated domes at a specific intersection in the City.
While analyzing the condition of curb ramps across
the City, the project team also noted the ramps
that did or did not have truncated domes. Notable
roadways lacking truncated domes at curb ramps
include:
• Commonwealth Avenue, between Beach
Boulevard and Stanton Avenue
• Stanton Avenue, between Commonwealth
Avenue and Auto Center Drive
• Holder Street, between Lincoln Avenue and
Cypress city boundary
• Country Club Drive, between Malvern Avenue
and Los Coyotes Drive
Source: Handi Ramp
FIGURE 4-26: Truncated Dome Example
ACTIVE TRANSPORTATION PLAN 87
CITY OF BUENA PARK
FIGURE 4-27: Truncated Domes (Curb Ramps) Source: KTUA, KOA, a Lochner Company 88 I V — ExI STINg CO NdI TIONS
Crosswalks
Crosswalks are another important element in the
pedestrian network. In California, any pedestrian
path or sidewalk that approaches an intersection
continues through that intersection as an
unmarked crosswalk (Know the Road with the CHP:
What is an unmarked crosswalk? - ABC30 Fresno).
However, marked crosswalks can give pedestrians
added visibility when they are in the roadway. The
project team identified the locations of marked
crosswalks along all secondary roadways in
Buena Park and then determined the type of each
crosswalk. The crosswalk types were categorized
based on an industry-standard typology, featured
in
Figure 4-28 (Better Market Street - Existing
Conditions & Best Practices). Those types are:
• Solid – Crosswalks that consist of a solid,
painted path on the roadway.
• St andard – Crosswalks that consist of two
parallel lines. The area between them is the
pedestrian path. Also called transverse.
• C ontinental – Crosswalks that consist of a
set of uniformly-spaced rectangles. The path
denoted by the rectangles is the pedestrian
path.
• D ashed – Crosswalks created by two dashed
parallel lines. The area between the two
dashed lines is the pedestrian path.
• Zebra – Crosswalks that consist of rectangles
at a 45° angle between two parallel lines.
The area between the two parallel lines is the
pedestrian path.
• Lad der – Crosswalks that consist of uniformly-
spaced rectangles between two parallel lines.
The area between the two parallel lines is the
pedestrian path.
Standard crosswalks are considered “basic”
crosswalks and are the most common kind of
crosswalk. The other five crosswalks listed in Figure 4-28 are all considered high-visibility crosswalks
that improve pedestrian safety. There is no
definitive research stating one crosswalk design is better than another (Crosswalk Marking Selection
Guide, USDOT FHWA). However, some crosswalk-
marking agencies prefer to use one design over
another. Some other agencies, like the City of
Sacramento, may use crosswalk designs that aren’t
listed in this section (City of Sacramento).
Figure 4-29 shows the locations and types of Buena
Park’s marked crosswalks. For the purposes of this
Plan, continental, ladder, and zebra crosswalks
were grouped together, as these crosswalks all
offer enhanced pedestrian protection compared
to a standard (or transverse) crosswalk. Decorative
crosswalks define marked crosswalks with art or a non-asphalt surface, such as brick or concrete.
Typically, decorative crosswalks are in areas with
high pedestrian activity, such as commercial
centers or major downtown intersections.
Locations with high-visibility crosswalks
(continental, ladder, or zebra) are clustered in
Central Buena Park, the Dale Street/Metrolink
corridor, and the San Tract neighborhood
surrounding Buena Terra Elementary School. Many
intersections along the Entertainment Corridor
currently feature standard crosswalks.
FIGURE 4-28: Crosswalk Types
Source: National Association of City Transportation Officials (NACTO)
ACTIVE TRANSPORTATION PLAN 89
CITY OF BUENA PARK
Source: KTUA, KOA, a Lochner CompanyFIGURE 4-29: Marked Crosswalks 90 I V — ExI STINg CO NdI TIONS
TRANSIT INTEGRATION
Active transportation operates in tandem with
public transportation. Active transportation allows
public transportation riders to easily access rail
stations and bus stops without using a personal
vehicle. Active transportation facilities also provide a critical alternative solution to what is commonly
regarded as the “first/last mile” problem , which
refers to figuring out 1) how a traveler gets to a
transit facility from their origin, and 2) how a traveler reaches their destination after using a transit facility (Public Transit GM Q&A: How are you solving the
first/last mile issue?).
Buena Park’s rail station is served by Metrolink,
which provide rail connections to Downtown Los
Angeles, Riverside County, other Orange County
municipalities, and San Diego. Bus services are
provided primarily by OCTA, with several bus
lines operating along the Beach Boulevard,
La Palma Avenue, and Orangethorpe Avenue
corridors in Buena Park. The Fullerton Park & Ride
– a major OCTA bus transfer point – is located off
Orangethorpe Avenue, immediately southeast
of the Buena Park city boundary. LA Metro also
operates the Route 460 bus line along Beach
Boulevard and La Palma Avenue, providing
connections to Disneyland and Los Angeles County.
Figure 4-30 illustrates the existing transit network in Buena Park.
FIGURE 4-30: Buena Park Existing Transit Network Source: OCTA, LA METRO ACTIVE TRANSPORTATION PLAN 91
CITY OF BUENA PARK
The project team analyzed bus ridership data
provided by OCTA and the relationship of high-
volume bus stops with the surrounding land use.
This information informed a framework that was
used to develop the Plan’s recommendations (see
Chapter 6) and ide ntify and pri oritize pot ential firs t/ last mile improvements.
Figure 4-31 and Table 4-12 highlight each land
use in the city and one (1) to two (2) of the bus
stops with the highest existing weekday ridership
adjacent to that particular land use. The project
team conducted this analysis by reviewing OCTA’s
2022 bus stop average weekday ridership volumes
and land use data provided by the City of Buena
Park.
Source: City of Buena Park, OCTA, KTUAFIGURE 4-31: Existing Priority Bus Stops per Land Use 92 I V — ExI STINg CO NdI TIONS
To determine the bus stops with the highest
ridership volumes, the individual 2022 OCTA
boarding and alighting volumes were totaled
for each given bus stop. The project team also
calculated a bus stop’s overall percentage of City
bus ridership when compared to the City’s total bus
ridership.
Next, the project team factored land use into the
analysis. Doing so evenly dispersed the bus stops
throughout the City and ensured consideration of
higher-volume bus stops at different kinds of land
uses (such as industrial or high-density residential).
The project team found that, when bus ridership
volumes are calculated without considering land
use, the City’s top-ranking bus stops were clustered
around the same area or land use. This was found
to be a poor representation of Buena Park’s broader
transit network.
The bus stops located at the intersection of Beach
Boulevard & La Palma Avenue are Buena Park’s
busiest bus stops and one of the City’s busiest
transit centers. These cluster of stops serve four bus
routes and represent 18% of the total bus ridership
in Buena Park. These stops are also indicative of the
relatively high transit usage adjacent to the ‘tourist- entertainment’ land use found along the City’s
Entertainment Corridor. Altogether, these nodes
of bus ridership activity indicate locations where
high active transportation usage is likely. They also
indicate which land use types are most in need
of adjacent active transportation improvements.
Table 4-12 depicts the top ten highest volume bus
stops per each land use. It lists a particular stop’s
volume, OCTA Stop ID, percentage of total bus
ridership in Buena Park, and associated bus stop
and land use. An additional table containing a list of
the next ten highest volume bus stops per land use
can be found in Appendix B.
Figure 4-31 shows the location of the highest and
second highest volume bus stops per land use type.
The second-highest volume bus stops per land
use are represented as the “Top 20” in
Figure 4-31.
For instance, while bus stop #1 (Beach Boulevard
and La Palma Avenue) is the highest volume bus
stop adjacent to the tourist-commerical land
use type, bus stop #11 (Orangethorpe Avenue &
Beach Boulevard) was the second-highest volume
bus stop for all bus stops adjacent to the tourist-
commercial land use type.
Table 4-12 can be
referenced to confirm the land use type associ ated with each bus stop.
TABLE 4-12: ‘Top 10’ Priority Bus Stops per Land Use
Source: OCTA, KTUA * Volume = 2022 OCTA boarding and alighting sums for each stop at a specified intersection ** Ridership = Percentage of total Buena Park Ridership at a specified intersection
ACTIVE TRANSPORTATION PLAN 93
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Chapter V
PROPOSED PROGRAMS &
POLICIES
ACTIVE TRANSPORTATION PLAN 95
CITY OF BUENA PARK
Communities with high rates of walking and
bicycling utilize each of the “Es” in the “6 Es”
approach. Complementing one strategy with a
program or policy rooted in another strategy. Other
than engineering, the “Es” are the subject of this
chapter. Table 5-1 goes over each “E” by providing
a short description and an icon for each program
that relates to each approach.
This chapter is divided into three subsequent
sections which are listed below. Information on the
Plan’s physical recommendations can be found in
Chapter 6 and Chapter 7.
• Existing and Previous Programs
• Overview of Recommended Programs
◊ Recommended Program: Bike Share and
Other Micromobility Services
◊ Recommended Program: Mobility Hubs
• Overview of Recommended Policy Changes
◊ Recommended Policy: Bicycle Parking and
Shower Facility Ordinance Guidelines
OVERVIEW
This chapter contains a list of recommendations
and existing programs and policies designed
to support the proposed improvements
outlined in this Plan. The programs, policies, and
recommendations in this section are organized
around the Safe Routes Partnership’s “Six Es”
framework. The Safe Routes Partnership has
promoted this framework as the guiding principle
for creating successful pedestrian and bicycle
programs. The “6 Es” in the framework, Engagement,
Equity, Engineering, Encouragement, Education, and
Evaluation, each represent an approach to creating
effective programs and policies.
The addition of policy and programming
improvements can help address the mobility needs
of vulnerable populations, such as low-income,
minority, children, disabled, and elderly residents.
Policy and Programming Improvements are also
less expensive than infrastructure improvements
and are effective at helping to increase physical
activity and improve safety. These programs
are designed to complement future active
transportation projects and take advantage of
their implementation to further promote active
and public transportation as alternatives for the
community.
96 V — PR OPOSEd P ROgR AmS & PO LICIES
Source: Safe Routes Partnership
NAME ICON DESCRIPTION
Engagement
All Safe Routes to School initiatives should begin by listening to students, families, teachers, and school leaders and working with existing community organizations.
Effective engagement strategies should build intentional, ongoing engagement opportunities into its program structure.
Equity
Ensuring that everyone in the community, including those from historically underrepresented or disadvantaged communities, has an equal voice in the project planning, budget-setting, design, and implementation phases of improvements and programs related to active transportation. It should be equitable for every person of the community to be able to cycle, walk, and travel around in a cost-effective, safe, and efficient manner.
Engineering
The City can employ a range of engineering tools to ensure that Buena Park’s streets are built to support the safety of pedestrians and bicycles while allowing for the efficient mobility of vehicles, public transit, and freight. Among them are street design strategies aimed at lowering vehicle speeds, easing traffic congestion, and improving the safety and comfort of bicyclists and pedestrians.
The following are some examples of engineering and traffic improvements that make the environment safer for bicyclists and pedestrians:
• Protected Bike Lanes: Physical barriers separate bike lanes from vehicular traffic, providing a dedicated space for cyclists.
• Traffic Calming Measures: Implementing measures such as speed humps, raised crosswalks, and traffic circles can help reduce vehicle speeds in areas with pedestrian and bike activity.
• Road Diets: Narrowing roadways and/or reducing the number of lanes can calm traffic and create space for bike lanes or wider sidewalks. • Intersection Improvements: Enhancements like countdown timers, lighting, improved crosswalk visibility, and clear signage at intersections benefit both pedestrians and cyclists.
• Accessible Infrastructure: Installing ramps, elevators, and other accessibility features ensures that the infrastructure is inclusive for people with disabilities. • Complete Streets Design: Roads designed to accommodate all users, including cyclists, pedestrians, and public transportation, with a focus on safety and accessibility.
• Lighting and Visibility Improvements: Adequate lighting and high-visibility crosswalks enhance safety, especially during low-light conditions.
Education
Educating people about the risks associated with driving, walking, and bicycling in addition to the economic and environmental benefits of using active transportation and the community resources dedicated to making active transportation easier.
Encouragement
Promoting different active transportation modes as a fun and efficient means of transportation, recreation, and connecting to public transportation.
Evaluation
Monitoring the effectiveness of the City’s initiatives through surveying the public, looking over pertinent data, and analyzing traffic patterns by mode.
TABLE 5-1: Safe Routes Partnership “6 E’s” Framework
ACTIVE TRANSPORTATION PLAN 97
CITY OF BUENA PARK
EXISTING AND PREVIOUS PROGRAMS
The continuation of existing programs is essential in the City’s efforts to promote the use of active transportation modes. Established programs and campaigns have laid the foundation for a more sustainable, inclusive, and active lifestyle for all community members. To further promote the use of active transportation modes, the City should not only sustain these programs but also consider enhancing and expanding them.
Investment in public awareness campaigns and educational programming will contribute to the promotion of active transportation and public transportation as preferred modes of commuting. By supporting and building upon these existing programs, the City can foster a community that supports active transportation.
Table 5-2 outlines both existing and previous programs occurring in Buena Park and/or Orange County. Each program contains a short description and how the program connects to one and/or several of the six Es.
NAME ES DESCRIPTION
EXISTING PROGRAMS
Senior
Transportation
Programs -
Senior Non-
Emergency
Transportation
Program and
the Senior
Mobility Program,
ST*R (Senior
Transportation
Runabout)
The Senior Non-Emergency Transportation Program is open to Buena Park Seniors aged 50 years and older. Operating Tuesdays through Thursdays between 8:00 AM and 2:30 PM, a van or bus will pick up seniors from their home in the morning, take them to medical appointments, grocery shopping and prescription pickups, and drop them off in the afternoon.
In addition, the City’s Senior Mobility Program, ST*R (Senior Transportation Runabout) van/bus transports enrolled residents aged 60 years and older to the Senior Activity Center, Grocery Shopping and on regularly scheduled monthly trips.
These programs encourage seniors, a vulnerable Buena Park population, to travel around and engage with the resources and people in their communities.
Buena Park, a FIT
City – Healthy
Eating Active
Living (HEAL)
Cities Campaign
In 2018, the Healthy Eating Active Living (HEAL) Cities Campaign recognized Buena Park with the highest of its three distinctions - the FIT City.
Buena Park adopted a city council resolution to support the HEAL Cities Campaign’s three policy-related focus areas: employee wellness, access to healthy foods, and land use.
This program educated City community members on the benefits of a healthy lifestyle, created health-focused community events, and made it easier for vulnerable populations to access health-based services and destinations.
Bike Month
The Buena Park Police Department has previously recognized May as Bicycle Safety Month where they have provided safety tips for bicyclists and drivers, creating a safer and more accessible environment for all road users.
Walk & Roll to
School Day
A few Buena Park schools have participated in a Walk & Roll to School Day event which is typically held annually in October. This event involves students, their families, and school staff walking and/or rolling to school as a way to promote the Safe Routes to School movement.
This program offers a safe way for students, teachers, and staff to use active transportation to reach the school, a resource valuable in communities with less access to vehicles and parental supervision during school commuting times.
TABLE 5-2: Existing and Previous Programs in Buena Park 98 V — PR OPOSEd P ROgR AmS & PO LICIES
OVERVIEW OF RECOMMENDED PROGRAMS
Alongside the existing programs, the City should consider implementing the recommended programs outlined below to further support the use of active transportation modes.
Initiatives such as community engagement campaigns, educational outreach programs, and infrastructure development projects can work alongside existing policies and programs. These programs aim to foster a culture of active commuting by encouraging residents to consider using active transportation. By strategically aligning these programs with the suggested policy updates, the City can create a comprehensive framework that not only addresses infrastructure but also focuses on community involvement and awareness.
Table 5-3
outlines and summarizes the recommended programs. Each program contains a short description and how the program connects to one and/or several of the six Es.
NAME ES DESCRIPTION
PREVIOUS PROGRAMS
Meet on Beach
(2019)
Buena Park, as a member of the Renew Beach Boulevard Coalition, hosted an event called “Meet on Beach” with six other cities. This was the City’s first open streets event; During the event, the community was able to experience 2-miles of open streets via bike, foot, scooter, skateboard, and other active transportation modes.
The program offered a chance for City residents to use active transportation in a controlled and safe environment. Staff and local vendors offered education for visitors, and access to recreation and resources for the community was greatly expanded during the event.
NAME ES DESCRIPTION
Safe Routes to
School Program
Safe Routes to School is a national program dedicated to promoting walking, biking, and taking transit to school. The City should support existing regional Safe Routes to School programs to further advance their goals. A Safe Routes to School Program offers many opportunities including:
• Teaching students the rules of the road, so they are more prepared to navigate their community using active transportation.
• Encouraging active modes of getting to school.
• Decreasing the prevalence of child obesity though increased physical activity.
• Reducing traffic congestion around schools through programs and physical interventions
• Examining physical and socioeconomic barriers to equitable travel to/ from City schools.
• Evaluating current City initiatives to encourage alternative transportation options to/from area schools.
In addition, this program provides an opportunity to leverage this Plan and current City planning resources to bring a Safe Routes to School Plan to each K-12 school in the City.
TABLE 5-3: Recommended Programs
TABLE 5-2 (CONT.): Existing and Previous Programs in Buena Park ACTIVE TRANSPORTATION PLAN 99
CITY OF BUENA PARK
NAME ES DESCRIPTION
Safe Routes for
Seniors Program
A program providing active opportunities for seniors could foster healthy aging and independent living. A Safe Routes for Seniors program will provide tools and services to help seniors meet their transportation needs through trips that primarily feature walking and transit. The program includes senior group walks designed to encourage social bonding. The program can also include highlighting key education topics such as senior awareness education for drivers.
Furthermore, a Safe Routes for Seniors program could identify street improvements that increase the safety of seniors using active transportation, such as increased street crossing times in areas with a high number of seniors. Feedback received from the program can help the city evaluate its current senior transportation initiatives and inform future infrastructure improvements and other senior needs.
Mobility as a
Service (MaaS)
This program would investigate ideas for creating (or utilizing an already- existing) online platform where users may obtain information on all the City’s mobility options in accordance with the Climate Action Plan.
A Mobility as a Service (MaaS) platform would provide a centralized payment hub for transportation, ridesharing, bikesharing, and ride hailing services like Lyft or Uber. It would also identify access sites and travel routes on an interactive map, encouraging City community members to use alternative transportation to reach their destinations.
Apart from reducing barriers to accessing transit, a centralized MaaS platform would enable the City to integrate equity considerations into this program, like offering free or discounted access to residents who meet certain income requirements. In a similar vein, a centralized MaaS platform might facilitate alternate mobility choices for staff members or residents in a new development. It could also be utilized by establishments, like hotels, to assist guests in utilizing alternate modes of transportation.
Bicycle and
Pedestrian
Safety
Campaign
Bicycling and pedestrian safety campaigns encourage all users of the road to follow local rules and show consideration for other road users.
These ads may be directed towards a single or several user types. The City can also partner with stakeholder groups to enhance the efficacy of public awareness campaigns. Stakeholder groups can help define the safety campaign goals and guarantee that local concerns and issues are taken into consideration. These stakeholder groups, which typically include local experts, law enforcement, business owners, civic leaders, school districts, and community volunteers, can also act as ambassadors for the campaign.
Open
Streets and
Demonstration
Events
Open Streets events, such as the 2019 Meet on Beach and this plan’s SCAG Go Human Demonstration event, briefly close streets to vehicular traffic so that people can use them for walking, bicycling, skating, and other physical and social activities. These activities are excellent for strengthening community ties and encouraging walking and better public health outcomes.
Organizing Open Streets activities is another approach to talk to the public about how their roads might be improved to better meet their needs. The City can also invite neighborhood associations and local businesses to exhibit at and help plan open street events.
TABLE 5-3 (CONT.): Recommended Programs
NAME ES DESCRIPTION
Bike Share
and Other
Micromobility
Programs
Programs that provide several transportation options to get to key destinations as well as establish first and last mile connections to transit.
In addition, the program may provide discounted mobility options for low- income residents and help offset high costs of living. Future funding and community support will determine whether more micromobility options, including scooters, become available. The following section highlights this recommendation and how it will support the use of active transportation modes. It will include more details on implementing a bikeshare and micromobility program in the City.
Walking Tours
The City and other local groups can organize family-friendly themed walks where participants can explore key locations including historical buildings, parks, murals, and businesses.
100 V — PR OPOSEd P ROgR AmS & PO LICIES
RECOMMENDED PROGRAM: BIKE SHARE AND
OTHER MICROMOBILITY SERVICES
PROGRAM STRUCTURE
Micromobility devices are an increasingly popular way to use active transportation to navigate from place to place. As a result, cities of many different sizes now allow shared bicycle (“bikeshare”) and shared electric scooter (“e-scooter”) programs to operate within city limits. Given Buena Park’s compact land use, modest size, topography, and weather, the City is well suited to the types of short, local trips usually taken on micromobility devices. Introducing a shared micromobility-as-a-service (“MaaS”) program within Buena Park will help encourage the community to use active transportation to navigate Buena Park. It would also create new mobility opportunities for residents of the City who have limited or no access to a vehicle, likely affecting the City’s essential worker, elderly, disabled, and youth populations the most.
Buena Park should consider short-term (1-2 years) pilot permit program agreements with different micromobility operators whose goals align with the City’s goals of providing a healthy, convenient, and emissions-free transportation option to get to school, work, or make short trips around town. Additional agreement structure options with benefits for each agreement structure are listed below in Table 5-4.
Furthermore, the changing economic climate surrounding privately owned and operated micromobility programs may create challenges in finding potential operators. However, micromobility operators that receive a public subsidy may be more willing to work with the city to reach its mobility goals. Buena Park can also consider operating its own micromobility system, and seek sponsorships and grant funding to support its continued deployment
1. Regardless, it is highly recommended that prior to launching any kind of permit program, the City conduct the following activities to develop a clear understanding of how any micromobility or MaaS deployments would look in Buena Park:
1. Research how specific operators have previously performed in similar cities.
2. Reach out to other cities that have successfully implemented their own shared micromobility program to learn more about their processes and best practices.
3. Conduct a demonstration day prior to deciding on an operator.
4. Conduct research and determine the feasibility of having either a dockless or dock-based program structure.
1 Institute for Transportation and Policy Development: The Path Ahead for Bikesharing TABLE 5-3 (CONT.): Recommended Programs
ACTIVE TRANSPORTATION PLAN 101
CITY OF BUENA PARK
AGREEMENT
STRUCTURE POTENTIAL BENEFITS
Short-term Agreements
with Multiple Operators
• Allow the City to learn more about the local market - Within the first year of a program, multiple operators can help program staff within the City learn more about the industry and improve program goals.
• Diversifies risk - The City is less committed to any operator and will still be able to continue its shared micromobility program even if a single operator goes out of business or decides to leave the market.
• May provide users with different device types to choose from - Some users may prefer a certain micromobility device (e.g. e-scooters, e-bikes, etc.). The City can select additional operators in order to satisfy a local market need.
Long-Term Agreements
with Fewer Operators
• Help streamline program administration - City staff can dedicate more time monitoring, improving, and enforcing the program.
• Improve local market attractiveness - With fewer operators in the local market, participating operators will generate higher revenue which can allow them to have the resources to better align their goals with the City’s goals. • Simplify user experience - Users will have an easier time understanding and learning more about the services provided from each operator with fewer apps to monitor. • Reduce redundant deployments - Having fewer operators will help prevent redundant deployments, especially within high demand areas. This will result in improving sidewalk clearance and accessibility by deploying fewer devices.
TABLE 5-4: Agreement Structure Options with Potential Benefits
5. Convene a working group of City departments to determine the best approach to integrating micromobility program requirements into the City’s service delivery system. The group could include:
a. Public Works – permitting, right-of-way management, general program operations. b. Information Technology – integration and management of micromobility data to support program operations, reporting, or other service delivery components. c. Police Department – vehicle code enforcement, impound services. d. Community Services – siting review at public facilities. 102 V — PR OPOSEd P ROgR AmS & PO LICIES
PERMIT EVALUATION
When selecting operators, the City should evaluate
interested applicants on the following criteria:
• Vehicle Information
• Operations and Customer Service
• Safety
• Parking
• Maintenance
• Application Programming Interface (API) Data
and Reporting
• Education and Engagement
• References and Past Performance
• If offered a public subsidy, how the operator
plans to utilize public funding to support the
system and report relevant expenditures.
Operators who can meet the above criteria and
best define how they will meet the program
goals and requirements should receive greater
consideration.
OPERATIONAL AREAS
Micromobility vehicles should be deployed in their
designated zones of operation. This distribution
should allow access to various micromobility
vehicles throughout the City. The City should
consider several factors when evaluating interested
operators:
1. Proposed number of devices and service
area upon launch
2. Proposed deployment locations
3. Methods for deploying and redistributing
devices
4. Hours of operation
5. Hiring and labor plan including the number
of full-time employees and contract
employees (if any) expected to be
employed in the City
The City should reserve the right to amend the
boundaries, quantity, or fleet proportions within the program’s operational areas at any time.
ACTIVE TRANSPORTATION PLAN 103
CITY OF BUENA PARK
PARKING
Parking for micromobility vehicles will be dependent
on the City’s preferred micromobility program
structure; Some structures will feature docked-
based systems, dockless-based system, or a
mixture of both. The City will approve and designate
all parking and deployment areas for micromobility
vehicles.
Prior to deployment, operators will be provided with
a citywide map of approved parking zones. Parking
zone placements may be in the public right-of-
way and/or on private property. Operators are
responsible for obtaining consent from property
owners and submitting proof to the City. The City
will be able to determine the number of vehicles
allowed in each parking zone. The number of
vehicles in a parking zone is sometimes based on
the size of the zone (small, medium, or large), which
is determined on a case-by-case basis.
Interested operators should provide a detailed plan
on how they will address improper parking and
use of micromobility vehicles in the City. Improper
parking may include noncompliance with ADA
regulations, blocking pedestrian pathways, and
exceeding the capacity of any parking zone.
These actions may result in the vehicle(s) being
impounded; An impounding plan should also
address:
• Daily impound fees
• Interest charged on unpaid violation fees
• Timeframes for addressing illegally parked
devices, damaged equipment, and other
violations of the operating permit.
EDUCATION AND SAFETY PLAN
Operators should provide a detailed education
and safety plan to the City to ensure the safe use
of micromobility vehicles. This plan should inform
the City about how micromobility operators
intend to educate the public on the proper use
of micromobility vehicles. It should also include
information on State and City laws and rules
regulating the operation of e-scooters, e-bikes,
and bicycles. In addition, the City should prepare
specific ordinance language that prohibits riding
micromobility devices on the sidewalk and parking
micromobility vehicles in a manner that obstructs
the sidewalk.
Interested operators should also provide
explanations of all user education materials
and notification systems and develop outreach
strategies to ensure that safety and education
messages are distributed throughout the City. The
City can also request or require potential operators
to conduct additional education initiatives, such as
year-round educational workshops for residents
or other city populations, such as students. As a
part of the outreach process, materials should be
made available in Spanish and Korean in addition
to English.
ACCESSIBILITY
The City should evaluate operators based on their
ability to provide adaptive devices for persons
with disabilities. The total percentage of adaptive
devices required should be based on expected
need, performance, and usage. Adaptive devices
generally should:
1. Be self-balancing (or include at least three
wheels)
2. Have a seat
3. Have a basket or storage area large enough
to hold a cane.
Additional information that the City should request
includes a description of the type of device(s) and
the number of devices to be deployed. In addition,
operators should demonstrate that their mobile
app or method of customer interface technology
is accessible to persons with disabilities. Services
should be provided in English, Spanish, and Korean
to best serve the City’s diverse population.
Furthermore, operators should also address how
they will make discounted services available to
low-income and senior residents of the City. This
could include, but isn’t limited to, a non-electronic
payment method and other ways to encourage the
use of e-mobility devices as an alternative to single
occupancy vehicle travel across all income levels.
104 V — PR OPOSEd P ROgR AmS & PO LICIES
RECOMMENDED PROGRAM:
MOBILITY HUBS
The Orange County Transportation Authority
(OCTA) studied mobility hubs as a potential
strategy for bringing together various mobility
services, amenities, and technologies to one
location. Mobility hubs would offer more convenient
methods for travelers to reach their destinations.
In their study, mobility hubs were found to improve
connectivity and convenience by allowing people
to easily switch between transportation services,
including bus, bike and e-scooters, ridesharing,
and rail. They can also offer supporting amenities,
such as electric charging stations, secured bike
storage, or seating. These hubs are integrated into
neighborhoods and generally located at activity
centers near employment, housing, shopping,
recreation, and other essential destinations.
Figure 5-1 shows the Orange County Mobility Hubs
Vision Statement, a strategy which is situated within
a broader work of planning that supports a vision
for transportation and mobility in Orange County.
PROGRAM STRUCTURE
Mobility hubs are designed to respond to the varied
needs of different types of places. They range
from small hubs in local neighborhood centers to
large muti-modal gateways near regional activity
centers. All mobility hubs should aim to create a
place that is responsive and customized to each
location. At a minimum, each hub location should
include:
• Access to two (2) or more mobility services
• Walking and cycling infrastructure
• A sense of place and user-centered design
• Context sensitive programming and
non-mobility amenities
• Fair and equitable access
• Adherence to universal design principles
• Flexibility to adapt to changing needs
FIGURE 5-1: Orange County Transportation Authority Mobility Hubs Vision Statement Source: Orange County Transportation Authority Mobility Hubs Executive Summary ACTIVE TRANSPORTATION PLAN 105
CITY OF BUENA PARK
CANDIDATE HUBS IN AND
AROUND BUENA PARK
The Mobility Hubs Study identified sites for
candidate hubs that could support the
development of efficient, convenient, and
accessible mobility services throughout Orange
County. The candidate hubs are not intended to
be an exhaustive list of locations that could benefit from mobility hubs. Rather, they are intended
to support the development of the mobility hub
strategy by providing a more limited number of
locations that:
• Show high suitability for a mobility hub.
• Include a mix of hub types and sizes located
across a representative mix of Orange County
place types.
• Demonstrate the importance of implementing
Mobility Hubs within a broader network rather
than in isolation through a clustering of hubs
in close proximity.
The study notes that the candidate hub locations
presented are used to illustrate places with high
potential and serve as a starting point to be
revisited among relevant stakeholders. They are not
intended to represent final Mobility Hub locations.
Three (3) of the 56 baseline network hub locations
are in/near the City of Buena Park. The three hubs
identified are:
• Buena Park City Hall
• Knott’s Berry Farm/California Marketplace
• Fullerton Park-and-Ride
The two hubs in the City that were identified as
preliminary hub locations where chosen, in part,
through stakeholder engagement. All three hubs
will be used as a starting point to inform future
planning, engagement efforts, and investment
priorities as the mobility hubs strategy is
implemented.
106 V — PR OPOSEd P ROgR AmS & PO LICIES
Along with the previously mentioned locations, this
Plan recommends the City consider establishing
mobility hubs at the following locations:
• Lincoln Ave/Valley View St
• Buena Park Downtown Mall
• Buena Park High School
• Buena Park Metrolink Station
The project team selected these locations for
potential mobility hubs because of their proximity
to major active transportation trip generators,
access to local and regional transportation
services, and their geographic locations throughout
the City. The City should conduct further study and
community engagement about these potential
mobility hub sites before creating mobility hubs at
these locations.
Figure 5-2 shows both the OCTA Mobility Hubs
Study and ATP Recommendation locations across
the city.
POTENTIAL BENEFITS
The potential benefits of mobility hubs can emerge through multiple strategies, including short-term
experimental programs and a complete regional
network re-design. A review of mobility hub best
practices revealed additional benefits, which are
outlined in
Table 5-5.
MAIN BENEFITS HOW MOBILITY HUBS CAN HELP
Expand Coverage of
Services
• Increase options for the first/last mile connections at transit stops by increasing multimodal options
Congestion Relief
• Reduce reliance on personal cars for shorter neighborhood trips • Make travel choices easier and more reliable
• Mitigate growing congestion on corridors through the state or at the city level • Mitigate growing car parking challenges in city centers • Help manage the growing and competing demand for curbside access and use Imrpoved Sustainability • Reduce the number of vehicle miles traveled (VMT) • Increase prevalence of lower carbon and shared modes to reduce air pollution • Offer a range of shared electric mobility options at a local level • Supply charging stations (when relevant) to help improve air quality Livability • Foster an improved urban environment with safe and enjoyable places to walk, cycle and spend time outdoors for people of all ages and abilities • Reclaim street space for people
• Contribute to the creation of great places
Promote Equity • Provide flexible, affordable, adaptable and accessible services in response to local needs
• Create centralized and convenient locations for equity program access • Augment existing transit services at off-peak times through tech enabled on-demand mobility options
Manage Private Mobility
Services
• Dynamically allocate curb space to manage private mobility services more efficiently through curbside management strategies and technologies • Support a thriving local economy
Source: Orange County Transportation Authority Mobility Hubs Study Final Report TABLE 5.5: Benefits from Mobility Hub Use Case Analysis ACTIVE TRANSPORTATION PLAN 107
CITY OF BUENA PARK
FIGURE 5-2: Recommendation Locations for Mobility Hubs in Buena Park 0 ¼ ½ ¾ 1
Miles
5 5
91 91
Buena Park
High School
Knott's
Berry Farm
Buena Park
Downtown
The
Source
Los Coyotes
Shopping
Center
Buena Park
Junior
High School
Recommended Mobility Hub
Buena Park City
Boundary
Bike Share/Mobility Hub - OCTA Study
CERRITOS
LA MIRADA
NORWALK
SANTA FE
SPRINGS
CYPRESS
ANAHEIM
FULLERTON
LA PALMA
Shopping &
Retail
Schools
Parks
CERRITOS
LA MIRADA
NORWALK
SANTA FE
SPRINGS
CYPRESS
STANTON
ANAHEIM
FULLERTON
LA PALMA
Orange Ave
Beach Blvd
Rosecrans Ave
Cerritos Ave
Country Club Dr
Malvern Ave
Ball Rd
Commonwealth Ave
Caballero Blvd
Los Coyotes Dr
Lincoln Ave
Beach Blvd
Auto Center Dr
Artesia Blvd
La Palma Ave
Crescent Ave
Orangethorpe Ave
Knott Ave
Magnolia Ave
e v A a n a i d n It S e l a D
Metrolink
Station
e v A
no n a t
e v A n r e t s e
W
t t St S w e i
V y e l l a V
t S r e d l o H
t S w e i V y e l l a V
Bike Share/Mobility Hub - ATP Recommendation
Source: Orange County Transportation Authority Mobility Hubs Executive Summary 108 V — PR OPOSEd P ROgR AmS & PO LICIES
OVERVIEW OF RECOMMENDED POLICY CHANGES
A comprehensive strategy to enhance active transportation will include robust policy changes alongside the recommended programs listed above. These recommended programs and policy changes are designed to support the infrastructural recommendations described later in Chapters 6 and Chapter 7.
The project team recommends that the City begin changing its active transportation policies by Implementing the recommendations found in its 2017 Complete Streets Master Plan. Executing its recommendations will ensure that all future road projects accommodate pedestrians and cyclists.
The recommendations found in the 2017 Complete Streets Master Plan also align with the Safe Routes Partnership’s ‘Six Es.’
In addition to implementing the 2017 Complete Streets Master Plan, the City can also implement other policies to promote active transportation. Some examples of possible policy changes are outlined in Table 5-6.
POLICY CHANGES ES
5.1 – Continue to provide appropriate and sufficient funding for City staff to oversee capital projects, apply for grants, evaluate development projects, ensure that development plans adhere to active transportation policies, and lead city-sponsored campaigns to promote and educate people about active transportation.
5.2 – Maintain support and financial contributions for the promotion and instruction of active transportation and best practices for all travel modes that impact active transportation.
5.3 – Work with the Buena Park School Districts to create and support Safe Routes to School Plans and programs for all schools in Buena Park.
5.4 – Collaborate with partners to implement initiatives that reduce the cost of transportation and give marginalized communities access to opportunities and information about active transportation.
5.5 – Dedicate resources (e.g. an app or web map) to encouraging the use of the City’s bicycle and pedestrian networks. Promote the City’s bicycle and pedestrian networks as part of a wayfinding plan. Where feasible, coordinate with online map and navigation companies to ensure that bicycle and pedestrian navigation services accurately route users to low stress bicycle and pedestrian routes within the city.
5.6 –Encourage facility design that enhances the appeal of active transportation and safety for all road users, utilizing data from available resources and the enforcement of traffic regulations related to the rights and obligations for active transportation users.
5.7 – Offer incentives to workers who choose to walk or bike to work and encourage local businesses and companies to do the same.
TABLE 5-6: Recommended Policy Changes
ACTIVE TRANSPORTATION PLAN 109
CITY OF BUENA PARK
POLICY CHANGES ES
5.8 – Seek out opportunities to combine bike parking with art installations, provided that the combination is compatible with City engineering standards and does not interfere with a person’s ability to properly secure their bicycle.
5.9 – Revise the City’s Municipal Code by introducing a Bicycle Parking and Shower Facility Ordinance. This strategic addition should aim to establish more bicycle parking facilities, ensure the maintenance of existing facilities, and ultimately contribute to the promotion of biking within the City. The subsequent section will provide comprehensive details on the proposed ordinance and the regulations and requirements it will create.
Once established, the City can work together with local businesses and organizations to evaluate the success of the ordinance.
Source: Orange County Transportation Authority Mobility Hubs Study Final Report RECOMMENDED POLICY: BICYCLE PARKING AND
SHOWER FACILITY ORDINANCE GUIDELINES
To further improve the biking experience of biking in the City, the project team highly encourages installing and maintaining bicycle parking facilities at schools, grocery stores, new developments, and redevelopments of existing properties. To promote active transportation. the City should update its Municipal Code to include regulations regarding short-term and long-term Bicycle Parking, Shower, and Locker Facilities. This Plan outlines the following actions for consideration:
• Create bicycle parking requirements for new developments and redevelopments of existing properties to provide safe, secure, and high-quality infrastructure that supports active transportation. • Increase the supply of short-term bicycle parking on city streets/sidewalks and other public properties. • Implement a bicycle locker program for long-term bicycle parking around transit stations or major employment centers where there is ample lighting and security on site. • Include showers and locker rooms at new and remodeled job sites as an incentive for commuters to commute by active transportation.
The proposed ordinances would be included under “Title 19 Zoning” in Buena’s Park’s Development Code. The proposed changes and language to be included in the development code as a part of a bicycle parking and shower facility ordniance can be found in Appendix C-1 and Appendix C-2.
TABLE 5-6 (CONT.): Recommended Policy Changes
Chapter VI
PRIORITIZATION &
IMPLEMENTATION
ACTIVE TRANSPORTATION PLAN 111
CITY OF BUENA PARK
The following chapter offers a comprehensive
background on the data-driven approach used
to create a complete list of recommended
projects that can help advance the Plan vision. The
recommended projects were selected through a
robust prioritization process and consists of bicycle
and pedestrian-related improvements which are
described later in this chapter.
This chapter is categorized into two components:
the Proposed Active Transportation Network and
Prioritization Analysis.
ACTIVE TRANSPORTATION
NETWORK (ATN)
The ATN identifies bicycle corridors, pedestrian
corridors, and pedestrian priority areas for active
transportation enhancements citywide. These
corridors and pedestrian priority areas were
selected according to a variety of criteria, with
the goal of creating an active transportation
network which will allow pedestrians and bicyclists
improved access to Buena Park’s destinations.
PRIORITIZATION ANALYSIS
A prioritization analysis was conducted to identify
corridors and areas within the City with the highest
need for pedestrian and bicycle improvements.
High-level infrastructure recommendations were
developed based on the prioritization results. In
addition, renderings, concept plans, and cost
estimates were developed for the selected
four (4) priority projects which can be found in
Chapter 7: Facility Design. Chapter 7 also covers
the implementation plan that the City can employ
to create the Active Transportation Network. The
proposed implementation plan takes an organized
approach to implementing the recommendations
and emphasizing the expected timeframe. Funding
sources are also outlined in Chapter 7.
PROPOSED ACTIVE
TRANSPORTATION NETWORK
The Proposed Buena Park Active Transportation
Network (ATN) is comprised of 21 pedestrian
corridors and 25 bicycle corridors. Figure 6-1 and
Figure 6-2 shows the new Buena Park ATN and also
highlights the suggested pedestrian priority areas.
The corridors and pedestrian priority areas were
the result of an evaluation that was based on input
gathered through the community engagement
effort, data collected and analyzed for the Existing
Conditions Analysis (discussed in Chapter 4), and
feedback from City staff.
112 V I — PR IORITIzA TION & ImP LEmE NTATION
FIGURE 6-1: Proposed Bikeways
ACTIVE TRANSPORTATION PLAN 113
CITY OF BUENA PARK
FIGURE 6-2: Proposed Pedestrian Corridors and Priority Areas
114 V I — PR IORITIzA TION & ImP LEmE NTATION
PRIORITIZATION ANALYSIS
The prioritization process assigns a relative rank
(priority) to each proposed project by quantifying
criteria such as the proximity of a proposed
project to schools, commute characteristics of the
surrounding population, public input, and barriers
to non-vehicular (active) transportation. Each
proposed bikeway corridor, proposed pedestrian
corridor, and proposed pedestrian priority area
were included in the prioritization analysis. Table
6-1 below demonstrates the prioritization analysis
criteria.
The maximum score for each criterion is the highest
value quantified across all proposed projects. For
instance, if the maximum number of schools served
by a proposed project is five (5), then the maximum
score for this criterion is five (5). The number
of schools served by other projects is scaled –
treating 5 as the maximum value – such that a
project serving one (1) school receives one-fifth (1/5, or 20%) total points for the school criteria.
Ranks have both a scaling component and a
weighting component. The scaling component
assigns an increasing value to increasing ranges
of a variable, such as employment or population
density. The weighting component assigns
higher values to variables that are deemed more
important, such as assigning employment density
twice the weight (e.g., 1) of population density (e.g.,
0.5).
A quantile scale is used to reduce bias in the
scaling component. A quantile scale divides the
distribution of values into equal groups so that
low or high values are not overrepresented and
preconceived spatial patterns (biases) are not
taken into consideration.
The value of weighting components (weights) is
selected based on their relationship to the use of
active transportation, the relative importance of
each criterion based on City Staff feedback, and
professional judgment. Though subjective, City Staff
and professional judgment on criteria weighting
reflects community input and observations of the
active transportation network relative to criteria
weights.
Criteria are categorized as travel generators,
travel attractors, travel barriers, and equity. Travel
generators are the areas where travel originates;
that is, residential land use and the varying
population densities associated with different
intensities of residential land use. Travel attractors
are destinations where higher volumes of active
transportation are expected or encouraged, such
as schools, parks, commercial land uses, and
employment density. Travel barriers are features
of the transportation environment that discourage
active transportation such as high-speed roads,
railroad crossings, bridges or freeway underpasses
and overpasses (which are typical barriers to
pedestrian and bicyclist access), and areas of
high collision rates that may also be associated
with these characteristics of the transportation
environment. Equity (or environmental justice)
is generally thought of as considering the social,
economic, and environmental conditions of an
area when making policy and funding decisions;
this study uses CalEnviroScreen as a measure
of equity, which is a common measure of
environmental justice in California. Census tracts
with higher CalEnviroScreen scores were ranked
higher for the equity prioritization criteria.
Since the criteria involve different units,
normalization is required to rescale the criteria
data so that they can be compared. To normalize
each criteria’s resulting units, a weighted score
was calculated to evaluate the data on the same
scale. A weight was applied to each subset of the
data inputs: the higher the weight, the greater the
importance of that criterion.
Criteria was broken into five (5) categories:
• Attractors
• Generators
• Barriers
• Equity
• Intersection/Corridor Characteristics (for
pedestrian projects only)
ACTIVE TRANSPORTATION PLAN 115
CITY OF BUENA PARK
PRIORITY
CATEGORY
VARIABLES
CONSIDERED DESCRIPTION MEASURES WEIGHT
Attractors Schools Schools generate relatively high
traffic volumes, both vehicular
and non-vehicular. Traffic calming,
traffic control measures, and
complete bicycle and pedestrian
infrastructure create safe and
predictable movements among all
modes.
For project prioritization, the
number of schools were
counted along each project
corridor, scaled, and assigned
a weight of 0.5.
0.5 Parks Whether passive or active, parks
offer areas of recreation for
neighboring residents and the
overall community. Accessibility
to parks and recreation can
encourage more residents to
participate in these activities.
For project prioritization, the
number of parks were counted
along each project corridor,
scaled, and assigned a weight
of 0.5.
0.5 Commercial/
Retail Land Use
Retail and commercial space
attract people from a variety
of distances using a variety of
travel modes. Roads serving these
areas have higher traffic volumes,
speeds, and safety concerns
The area of retail and
commercial land use near
each project was combined
as the prioritization input, and
assigned a weight of 0.5.
0.5 Employment
Density
Employment density builds on
the prioritization criteria input
of commercial/retail land uses.
Density helped to refine the
information of where more
employees and patrons are
traveling. Using data from the 2022
American Community Survey (ACS)
5-year estimates, the number of
employed people per tract within
the City of Buena Park (City) was
allocated to the commercial and
retail space within the City.
Density of employed people
per commercial and retail
space (employees per square
mile) was used as an input and
assigned a weight of 0.75.
0.75 Bus Stops Active transportation connections
to bus stops serve as first-
and last-mile connections for
multimodal trips.
Proposed projects with higher
numbers of bus stops were
ranked higher because these
projects are more likely to
support multimodal trips
exclusive of personal vehicles,
and assigned a weight of 0.5.
0.5 TABLE 6-1: Prioritization Analysis Criteria
116 V I — PR IORITIzA TION & ImP LEmE NTATION
PRIORITY
CATEGORY
VARIABLES
CONSIDERED DESCRIPTION MEASURES WEIGHT
Generators Population
Density
Residential areas are the origin
of all trips. Understanding how
population is distributed helps
identify the most frequented
paths of travel. Roads near high
population densities will carry more
traffic volumes (independent of
mode) than roads farther away.
Total population by census
tract was gathered from
the 2022 ACS and dispersed
among the residential land
use per tract. Density was
calculated based on the area
of residential space per tract,
scaled, and assigned a weight
of 0.75.
0.75 Commute Mode
(Walk, Bike, Public
Transit)
The share of non-vehicular travel
within the City can showcase
how well the road network and
infrastructure is currently serving
these modes.
Census data for the number of
people who walk, bike, or take
public transportation to work
was used as a scaled input
and weighted 0.5.
0.5 Gap Closure Broken paths have a way of
deterring people from utilizing
them as a source of travel. By
identifying the project that would
serve as a connection to complete
sidewalks or bikeways, increases
the project’s impact.
Proposed projects that
resulted in gap closures were
identified and accounted for,
and assigned a weight of 0.5.
0.5 Connectivity Connecting to existing bikeways
helps build the overall bicycle
network. Identifying projects
that connect to existing facilities
helps ensure that new projects
are building up the existing
infrastructure.
The number of connections
created through the proposed
project to existing facilities
were counted, scaled, and
assigned a weight of 0.75.
0.75 Barriers Freeway
and Railroad
Crossings
Inconveniences and safety hazards
along paths of travel avert users
from considering using them as an
option.
Freeway and railroads
crossings were mapped as
barriers, and the number of
barrier crossings per project
were counted, scaled, and
weighted at 0.5.
0.5 Bike and
Pedestrian
Collisions
Roads and intersections with
high numbers of collisions have
the greatest need for safety
improvements.
Using data from the Statewide
Integrated Traffic Records
System (SWITRS) and the
Transportation Injury Mapping
System (TIMS), pedestrian and
bicycle related crashes were
collected from 2017-2021 within
the City (this date range was
used because 2021 is the most
recent complete year of data;
2022 data is incomplete and
provisional). A count of these
collisions was used as the
combined input for ranking.
Criterion assigned a weight of 1.
1 TABLE 6-1: Prioritization Analysis Criteria Cont.
ACTIVE TRANSPORTATION PLAN 117
CITY OF BUENA PARK
PRIORITY
CATEGORY
VARIABLES
CONSIDERED DESCRIPTION MEASURES WEIGHT
Equity Public Input Public input from various online
and in-person or hard copy
sources such as surveys and
comment maps.
Public input collected from
online and in-person sources
were tabulated per project,
scaled, and weighted at 0.75.
0.75 CalEnviroScreen The CalEnviroScreen (CES) is a
mapping tool that is provided by
the Office of Environmental Health
Hazard Assessment (OEHHA). This
tool measures how communities
across California are exposed
and affected by different sources
of pollution and environmental,
health, and socioeconomic factors,
expressed as a percentile of
Census tracts statewide.
The maximum percentile within
each project is identified and
used as a scaled input with a
weight of 1.
1 Intersection/
Corridor
Characteristics
High-Visibility
Crosswalks
(Pedestrian
Projects Only)
Marked crosswalk locations
and marked crosswalk type
(continental, transverse,
decorative) were identified, and
assigned a score for level of
protection.
The percentage of
intersections along a corridor
(or within a pedestrian zone)
that do not have high-visibility
crosswalks. Criterion weighted
at 0.5.
0.5 Curb Ramps
(Pedestrian
Projects Only)
Curb ramps provide additional
protection and visibility for
pedestrians from turning vehicles
at intersections.
The percentage of
intersections along a corridor
(or within a pedestrian zone)
with curb ramps that are
missing truncated domes.
Criterion weighted at 0.5.
0.5 Connectivity
(Pedestrian
Projects Only)
Roadway corridors containing
portions without sidewalk hinder
pedestrian access.
The percentage of a corridor
by length that is missing
sidewalks. Criterion weighted
at 0.5.
0.5 Bicycle and
Pedestrian
Counts
Locations with high bicycle and/or
pedestrian activity indicate areas
of need for active transportation
improvements.
Corridors with counts in the
top 25% of recorded counts.
Criterion weighted at 0.5.
0.5 PRIORITIZATION
A complete list of priority projects are identified on the following pages and are broken down by the following:
TABLE 6-1: Prioritization Analysis Criteria Cont.
•Priority Bicycle Corridors
•Pedestrian Priority Corridors
•Pedestrian Priority Areas
118 V I — PR IORITIzA TION & ImP LEmE NTATION
PRIORITY BICYCLE CORRIDORS
The Plan will be recommending bikeway facilities in accordance with official bikeway strategies outlined by Caltrans Highway Design Manual (HDM). Table 6-3 provides the complete bicycle project prioritization results and is accompanied by Figure 6-3 which displays the corridors by rank within the City. Figure 6-4 through Figure 6-7 specifically show the proposed bikeway facilities within each region of the City. The recommended bikeway facility classifications are as follows:
CLASS I BIKE PATH
An off-street bikeway facility that is physically
separated from the street or highway.
• Proposed Corridor:
• Silverado Trail Extension – From
Temple Elementary School to
eastern city limits
• Coyote Creek Bikeway/OC Loop
Extension – From La Mirada
Boulevard to Valley View Street
Current Silverado Trail (in western portion of Buena Park) * - May need to consider either an adjustment to frontage roads, lane narrowing, and/or road diets to accommodate bike lanes
PROPOSED CORRIDOR LOCATION
Cerritos Avenue From Valley View Street to Anaheim city limits Dale Street From Malvern Avenue to Auto Center Drive
From Peppertree Drive to Crescent Avenue
Holder Street From Orange Avenue to Ball Road
From Myra Avenue to Cerritos Avenue
Knott Avenue From Lincoln Avenue to Silverado Trail
Lincoln Avenue From Valley View Street to Knott Avenue La Mirada Boulevard From Alondra Boulevard to Beach Boulevard La Palma Avenue From La Palma city limits to Anaheim city limits Los Coyotes Drive From Beach Boulevard to Country Club Drive Orangethorpe Avenue* From La Palma city limits to Valley View Avenue Stanton Avenue From Beach Boulevard/Anaheim city limits to Franklin Street Western Avenue From Anaheim city limits to 5th Street
Whitaker Street From Stanton Avenue to Dale Street
CLASS II BIKE LANE
A portion of the roadway that is designated by striping, signing, and/or pavement markings for the exclusive use of bicyclists. Table 6-2 below lists all the proposed corridors across the City.
TABLE 6-2: Proposed Corridors for Class II Bike Lanes
ACTIVE TRANSPORTATION PLAN 119
CITY OF BUENA PARK
CLASS III BIKE ROUTE
A designated roadway where bicycles and motor
vehicles share the same right-of-way.
Caltrans offers clear guidance on the selection
of Class III bikeways, which are “established along
through routes not served by Class I or II bikeways,
or to connect discontinuous segments of bikeway.”
Per Caltrans HDM:
Since bicyclists are permitted on all highways
(except prohibited freeways), the decision
to designate the route as a bikeway should
be based on the advisability of encouraging
bicycle travel on the route and other
factors listed below.
a) They provide for through and direct
travel in bicycle-demand corridors.
b) Connect discontinuous
segments of bike lanes.
c) They provide traffic actuated signals
for bicycles and appropriate assignment
of right of way at intersections to
give greater priority to bicyclists, as
compared with alternative streets.
d) Street parking has been removed
or restricted in areas of critical width
to provide improved safety.
e) Surface imperfections or irregularities
have been corrected (e.g., utility covers
adjusted to grade, potholes filled, etc.).
• Proposed Corridors:
• Holder Street
◊ From Orange Avenue to Via
Arroyo Drive
◊ From Ball Road to Myra
Avenue
• Orange Avenue
◊ From Holder Street to
Anaheim city limits
• Western Avenue
◊ From 5th Street to Coyote
Creek Bikeway
CLASS IV SEPARATED BIKEWAY
A bikeway facility where there is a physical barrier
between bicyclists and motor vehicle traffic.
• Proposed Corridor:
• Orangethorpe Avenue* – From
La Palma city limits to Fullerton
city limits
Example of Class III bike route in El Segundo
Example of Class IV separated bikeway In Sacramento
Source: Caltrans
* - Will need to consider lane narrowing and/or road diets to accommodate a Class IV bikeway Class II bike lane on Malvern Avenue
120 V I — PR IORITIzA TION & ImP LEmE NTATION
BICYCLE PROJECT PRIORITIZATION
Bicycle Corridor Corridor Extent Miles
Stanton Avenue Beach Boulevard/Anaheim city limits to Franklin Street 6.07 Dale Street 1 Auto Center Drive to Malvern Avenue 3.49
Orangethorpe Avenue La Palma city limits to Fullerton city limits 8.72 Valley View Street Lincoln Avenue to Artesia Boulevard 6.71 La Palma Avenue La Palma city limits to Anaheim city limits 8.94 Commonwealth Avenue/Auto
Center Drive
Western Avenue to Dale Street 2.24
Western Avenue 1 Anaheim city limits to 5th Street 5.16 Knott Avenue Lincoln Avenue to Silverado Trail 2.91
Crescent Avenue Cypress city limits to Anaheim city limits 9.10 Silverado Trail Extension Temple Elementary School to eastern city limits 4.14 Coyote Creek Bikeway / OC
Loop Extension
Valley View Street to La Mirada Boulevard 3.76
Holder Street 1 Orange Avenue to Via Arroyo Drive 3.76
Lincoln Avenue Valley View Street to Knott Avenue 2.83
Holder Street 2 Orange Avenue to Ball Road 1.24
Whitaker Street Stanton Avenue to Dale Street 1.20
Orange Avenue Holder Street to Anaheim city limits 0.46 La Mirada Boulevard Alondra Boulevard to Beach Boulevard 1.20 Dale Street 2 La Palma Avenue to Crescent Avenue 2.21
Holder Street 3 Ball Road to Myra Avenue 0.64
Western Avenue 2 5th Street to Coyote Creek Bike Path 1.68 Dale Street 3 Peppertree Drive to La Palma Avenue 2.44
Los Coyotes Drive Beach Boulevard to Country Club Drive 1.56 Auto Center Drive Dale Street to Orangethorpe Avenue 0.61 Cerritos Avenue Valley View Street to Anaheim city limits 1.29 Holder Street 4 Myra Avenue to Cerritos Avenue 0.73
TABLE 6-3: Bicycle Project Prioritization Results
ACTIVE TRANSPORTATION PLAN 121
CITY OF BUENA PARK
FIGURE 6-3: Proposed and Existing Bikeways
126 V I — PR IORITIzA TION & ImP LEmE NTATION
PEDESTRIAN PRIORITY CORRIDORS
The Pedestrian Priority Corridors comprise of key arterial and collector roadways that serve to connect local residential neighborhoods to pedestrian priority areas and to hubs of walking and bicycling activity in these areas. Corridors selected include those that connect to neighborhood-serving commercial uses, schools, libraries, senior centers, parks, and trails. These Pedestrian Priority corridors were selected by using criteria developed by the Orange County Transportation Authority in the development of multi-modal plans throughout the County. Table 6-4 provides the complete prioritization results for pedestrian corridor projects Figure 6-9 through Figure 6-12 depict the proposed projects within each region of the City.
A toolbox of improvements will be recommended along these Pedestrian Priority Corridors, such as:
PEDESTRIAN CORRIDOR CORRIDOR EXTENT MILES
Dale Street 1 Malvern Avenue to Auto Center Drive 1.28
Orangethorpe Avenue La Palma city boundary to Fullerton city boundary 3.27 Knott Avenue Artesia Boulevard to Lincoln Avenue 2.86
La Palma Avenue La Palma city boundary to Anaheim city boundary 2.89 Holder Street 1 Cerritos Road to Knott Avenue 2.78
Valley View Street Trindiad Way to Lincoln Avenue 1.64
Crescent Avenue Cypress city boundary to Anaheim city boundary 3.11 Whitaker Street Stanton Avenue to Dale Street 0.50
Lincoln Avenue Valley View Street to Knott Avenue 1.00
Holder Street 2 La Cienega Drive to Orangethorpe Avenue 0.69 Auto Center Drive Stanton Avenue to Orangethorpe Avenue 0.89 Western Avenue Melrose Street to 8th Street 0.41
Dale Street 2 Peppertree Drive to Crescent Avenue 1.13
Ball Road Valley View Street to Anaheim city boundary 0.78 San Marino Drive La Cienega Drive to Crescent Avenue 0.73 8th Street Knott Avenue to Western Avenue 0.50
Country Club Drive Malvern Avenue to Los Coyotes Drive 0.69 Malvern Avenue/La Mirada
Boulevard
Coyote Creek Bikeway to Dale Street 0.92
Academy Drive Western terminus to Magnolia Avenue 0.25
San Lorenzo Drive Valley View Street to Holder Street 0.58 San Diego Drive San Marino Drive to San Pablo Drive 0.36 TABLE 6-4: Pedestrian Corridor Project Prioritization Results ACTIVE TRANSPORTATION PLAN 127
CITY OF BUENA PARK
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128 V I — PR IORITIzA TION & ImP LEmE NTATION
FIGURE 6-9: Proposed Pedestrian Priority Corridors and Areas (North Buena Park) ACTIVE TRANSPORTATION PLAN 129
CITY OF BUENA PARK
FIGURE 6-10: Proposed Pedestrian Priority Corridors and Areas (South Buena Park)
130 V I — PR IORITIzA TION & ImP LEmE NTATION
FIGURE 6-11: Proposed Pedestrian Priority Corridors and Areas (East Buena Park)
ACTIVE TRANSPORTATION PLAN 131
CITY OF BUENA PARK
FIGURE 6-12: Proposed Pedestrian Priority Corridors and Areas (West Buena Park) 132 V I — PR IORITIzA TION & ImP LEmE NTATION
• Survey/inventory of sidewalk condition, along with ADA accessibility • Identify locations in need of repair buckled/poor condition sidewalk • Mitigate accessibility issues (signs and poles blocking sidewalk, etc) • Improved curb ramps or curb extensions/bulb-outs
• Expanded sidewalks
• Improved street lighting, especially at intersections • High-visibility crosswalks at all intersection legs, including citywide maintenance plan for crosswalks • Improved sight distance at intersection corners and crosswalks
INTERSECTION AND CROSSING TREATMENTS
CURB RAMP
A curb ramp is a ramp cutting through a curb or
built up to it to provide a route to transition from
a roadway to a curbed sidewalk and vice versa.
CURB EXTENSION/BULB-OUT
Curb extensions visually and physically narrow
the roadway, creating shorter crossings for
pedestrians while increasing the available
space for street furniture, benches, plantings,
and street trees.
HIGH-VISIBILITY CROSSWALK
High-visibility ladder crosswalks provide a
designated walkway for pedestrians to cross
from one side of a street to another.
ACTIVE TRANSPORTATION PLAN 133
CITY OF BUENA PARK
PEDESTRIAN PRIORITY AREAS
Pedestrian Priority Areas include neighborhoods
within Buena Park that contain a concentration of
land uses that generate the highest walking and
bicycling activity, as well as transit use in the City.
These include entertainment and commercial
centers of regional and local significance, mixed-
use developments, and transit centers serving
multiple bus and train routes. Examples of places
included in Pedestrian Priority Areas include Knott’s
Berry Farm, Buena Park Downtown, The Source
Shopping Center, and Buena Park Metrolink Station.
Priority areas have also have been selected
by criteria developed by the Orange County
Transportation Authority in the development of
multi-modal plans throughout the County.
AREA
Metrolink Station/Commonwealth Corridor
Central Buena Park
Entertainment District
Buena Park Downtown
Los Coyotes/Beach Boulevard Retail
TABLE 6-5: Pedestrian Priority Area Prioritization Results The Pedestrian Priority Areas were selected based on the above criteria and are listed in Table 6-5. These areas have also been mapped and are shown in Figure 6-9, Figure 6-10, Figure 6-11, and Figure 6-12 in the previous pages.
Improvements within priority areas can be customized by individual area, with improvements focused in locations surrounding individual intersections and/or along arterial and collector roadway corridors within the priority area.
A toolbox of recommended improvements is provided below which may also include first/last mile and transit improvements.
INTERSECTIONS
SCRAMBLE CROSSWALK
LEADING PEDESTRIAN INTERVAL (LPI)
ACCESSIBLE PEDESTRIAN SIGNAL
IMPROVED CURB RAMPS OR CURB EXTENSIONS/BULB-OUTS
PEDESTRIAN REFUGE ISLANDS
PEDESTRIAN-LEVEL LED LIGHTING
CONSIDER REGULATING RIGHT TURN ON RED (RTOR)
RAISED CROSSWALKS
HIGH-VISIBILITY CROSSWALK
134 V I — PR IORITIzA TION & ImP LEmE NTATION
FIGURE 6-13: Pedestrian Priority Areas
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ACTIVE TRANSPORTATION PLAN 135
CITY OF BUENA PARK
CORRIDORS
PEDESTRIAN-LEVEL LED LIGHTING
IMPROVED LANDSCAPING AND PLACEMAKING
PEDESTRIAN SEATING EXPANDED SIDEWALKS
WAYFINDING SIGNAGE
INTERSECTION AND CROSSING TREATMENTS (CONT.)
MID-BLOCK CROSSWALKS
PEDESTRIAN HYBRID BEACONS (HAWK)
RECTANGULAR RAPID FLASHING BEACON (RRFB)
CROSSWALK SIGNAGE AND STRIPING
RAISED CROSSWALK
Raised crosswalks are elevated crosswalks that
enable pedestrians to cross an intersection at
the same level as the sidewalk, which increase
their visibility while crossing.
SCRAMBLE CROSSWALK
Scramble crosswalks grant full pedestrian right-
of-way in any direction, including diagonally.
136 V I — PR IORITIzA TION & ImP LEmE NTATION
ACCESSIBLE PEDESTRIAN SIGNAL (APS)
An Accessible Pedestrian Signal (APS) unlike a
conventional pedestrian push button, is more
than a detection device, but also serves as a
signal for visually-impaired pedestrians who
rely on tactile or audio indications to determine
when it is safe to enter a crosswalk.
PEDESTRIAN REFUGE ISLAND
A pedestrian refuge island is a raised barrier in
the center of the roadway that is typically filled
with various types of foliage and serves as an
aid to pedestrian movement by providing a
protected space for pedestrians to cross the
roadway.
MID-BLOCK CROSSWALK
Midblock crosswalks facilitate crossings to
places that people want to go but that are not
well served by the existing traffic network.
PEDESTRIAN HYBRID BEACON (PHB)
A pedestrian hybrid beacon (PHB) is used to
increase motorists’ awareness of pedestrian
crossings at an uncontrolled marked crosswalk
location. It is only activated by pedestrians
when needed.
(PHB) RECTANGULAR RAPID
FLASHING BEACON (RRFBS)
A type of active warning beacon that combines
a pedestrian warning sign with user-activated
light emitting diodes (LEDs). The device flashes
amber when activated through a pedestrian
push button or by pedestrian detection.
ACTIVE TRANSPORTATION PLAN 137
CITY OF BUENA PARK
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Chapter VII
IMPLEMENTATION PLAN
ACTIVE TRANSPORTATION PLAN 139
CITY OF BUENA PARK
CATEGORY/TYPE DESCRIPTION ESTIMATED
TIME FRAME
EXAMPLE OF INFRASTRUCTURE
Short Term – Quick-
Build approach,
pilot project, and
spot location
improvements
Projects categorized
as “short-term” provide
potential for faster
execution, indicate strong
community support, and
have a significant impact
on the community.
0-2 years • ADA curb ramps
• high visibility crosswalks
• pavement markings
• signage
• rectangular rapid flashing beacons (RRFB)
• pedestrian intersection enhancements
• Class II bike lane
• re-striping existing bike lanes
• neighborhood traffic calming measures
(e.g. curb extensions, speed humps, and
raised crosswalks)
Mid-Term – Systemic
improvements and
gap closures
Projects that require
additional research or are
ready for implementation,
but impacts on vehicular
right-of-way, utility
easements, and/or other
constraints must be
considered.
2-5 years
• Class I Shared-use path
• sidewalk (with curb and gutter)
• curb extensions at major intersections and
arterial streets
• Class II buffered bike lane
• protected intersection
• minor traffic control signal improvements
(e.g. signal at T-intersections, commercial
driveways, secondary streets, and
pedestrian hybrid beacons)
Long-Term – Trail
projects or corridors
with extensive civil
components
These projects can be
considered as planned
projects and require
added resources prior to
implementation. These
projects require more
attention in the engineering
and design phases
or include the need for
coordination with adjacent
agencies or county
governing bodies.
5+ years
• traffic signals
• roundabouts
• projects that require modifying or adding
hard wiring infrastructure
• grade separated freeway or roadway
crossing for shared use path or bike path
IMPLEMENTATION PLAN
The Implementation Plan divides projects into phases based on time and complexity. Table 7-5 offers some active transportation improvements that fall into three categories: short-term, mid-term, and long-term. The plan allows the City to prioritize projects based on commitment and available resources.
TABLE 7-5: Active Transportation Infrastructure Cost and Time Continuum 140 V II — FACILITY DESIGN
FUNDING OPPORTUNITIES
Funding opportunities occur in numerous forms, which can be classified as federal, state, and local programs, and may have different requirements. As such, proposed treatments may be eligible for financing from a variety of organizations. The Implementation Plan takes an organized approach to implementing the recommendations, emphasizing the expected time frame.
Table 7-6 provides an overview of local grant funding opportunities, Table 7-7 provides an overview of State and Federal grant funding opportunities, Table 7-8 provides a list of creative funding approaches.
SOURCE AGENCY PROGRAM
ELIGIBILITY/
PROJECT
TYPE
DESCRIPTION
Regional/Local Safe Routes to
School National
Partnership
Safe Routes to
Parks Activating
Communities
Non-
infrastructure
The Safe Routes to Parks Activating
Communities program provides tailored
technical assistance for seven communities
to develop Safe Routes to Parks action plans
and awards $12,500 to each community
to begin implementation of those plans.
Awarded communities’ action plans will
address each stage of the Safe Routes to Park
Action Framework and provide clear steps to
improve local park access for people walking,
biking, and rolling.
Local City Development
Impact Fees
infrastructure Development impact fees are a one-time
charge to new development imposed under
the Mitigation Fee Act. These fees are charged
to new development to mitigate impacts
resulting from the development activity and
cannot be used to fund existing deficiencies.
This means that for improvements that
benefit existing as well as new development,
impact fees can only pay for the portion of
the improvement that benefits the new uses.
Cities must find other funding sources to
cover the costs that benefit existing uses.
Regional/Local Southern
California
Association of
Governments
(SCAG)
Sustainable
Planning Grant
Non-
infrastructure
Provides technical support to members in
SCAG’s jurisdictions. Grants can be used
toward planning and policy efforts that allow
for the implementation of the regional RTP/
SCS. Grants in the program falls into four
categories:
• Civic Engagement, Equity, & Environmental
Justice
• Smart Cities & Mobility Innovations
• Housing & Sustainable Development
• Active Transportation & Safety
TABLE 7-6: Local Grants
ACTIVE TRANSPORTATION PLAN 141
CITY OF BUENA PARK
SOURCE AGENCY PROGRAM
ELIGIBILITY/
PROJECT
TYPE
DESCRIPTION
State California
Department of
Transportation
(Caltrans)
Active
Transportation
Program (ATP)
Infrastructure
&
Non-
Infrastructure
Funds infrastructure and programmatic projects that
support the program goals of shifting trips to walking
and biking, reducing greenhouse gas emissions, and
improving public health.
This ATP is supported with funding from the Surface
Transportation Block Grant Program (STBG)
administered by the FHWA. The program recently
completed its sixth funding cycle.
State California
Department of
Transportation
(Caltrans)
Sustainable
Communities
Non-
Infrastructure
Sustainable Communities grants are intended
to encourage local and regional multi-modal
transportation and land use planning that furthers
the region’s Regional Transportation Plan/Sustainable
Communities Strategy, where applicable.
An estimated $17 million in
competitive grants is available for the FY
2024-25 grant cycle. The program requires
a 12% local match.
Grants are available in amounts ranging from a
minimum of $100,000 ($50,000 for disadvantaged
communities) to a maximum of $700,000 (MPOs may
only apply with sub applicants for the competitive
grants).
State California
Department of
Transportation
(Caltrans)
Strategic
Partnerships
Non-
infrastructure
Strategic Partnerships grants are intended to identify
and address statewide, interregional, or regional
transportation deficiencies on the State highway
system in partnership with Caltrans. Successful
Strategic Partnerships will strengthen government-to-
government relationships and result in programmed
improvements. A total of $4.5 million in competitive
grants is available for the FY 2024-25 grant cycle.
Example project types include corridor studies, and
corridor preservation studies, studies that identify
interregional, inter-county, and/or statewide mobility
and access needs, and projects that evaluate
accessibility and connectivity of the multimodal
transportation network.
State California
Department of
Transportation
(Caltrans)
Community-
Based
Transportation
Planning
Grant (CBTP)
Program
Non-
Infrastructure
The Community-Based Transportation Planning
grant program aims to engage the community
in transportation and land use projects. Projects
support concepts such as livable and sustainable
communities with a transportation or mobility focus.
They should also promote community identity and
quality of life, as well as provide transportation and
land use benefits to communities.
TABLE 7-7: State and Federal Grants
142 V II — FACILITY DESIGN
SOURCE AGENCY PROGRAM
ELIGIBILITY/
PROJECT
TYPE
DESCRIPTION
State California Office
of Traffic Safety
(OTS)
OTS Grants Non-
Infrastructure
The Office of Traffic Safety Grants seeks to
reduce traffic deaths, injuries, and economic
losses. The grants have ten areas of
concentration; of these, projects identified in this
Plan qualify for the following:
• Pedestrian and Bicycle Safety
• Police Traffic Services
• Public Relations, Advertising, and Marketing
Program
• Roadway Safety and Traffic Records
Federal Federal Highway
Administration
(FHWA)
Highway Safety
Improvement
Program (HSIP)
Infrastructure
& Non-
Infrastructure
The Highway Safety Improvement Program (HSIP)
is a federal aid program that was created from
the FAST Act. The purpose of the program is to
reduce fatalities and serious injuries on all public
roads. In California, the HSIP funds are managed
by the Division of Local Assistance (DLA). The City
can apply for HSIP funds toward any public road
or publicly owned bicycle or pedestrian pathway
or trail in order to improve the safety for its users.
Note: In HSIP Calls-for-Projects, a Local Roadway
Safety Plan (or its equivalent such as Systemic
Safety Analysis Report (SSAR) or Vision Zero
Action Plan) will be required for an agency to be
eligible to apply for federal HSIP funds.
Federal Federal Highway
Administration
(FHWA)
Rebuilding
American
Infrastructure
with
Sustainability
and Equity
(RAISE)
Discretionary
Grants
Infrastructure RAISE Grants are used to invest in surface transportation that will have a significant
local or regional impact and support projects
that are consistent with the Department’s
strategic goals: improve safety, economic
strength and global
competitiveness, equity, and climate and
sustainability.
Federal Housing
and Urban
Development
(HUD)
Community
Development
Block Grant
(CDBG)
Infrastructure
& Non-
Infrastructure
CDBG is a flexible program that provides
communities with resources to address a wide
range of unique community development
needs. The federally-funded program is
administered by the Department of Housing
and Urban Development (HUD). On the local
level, these funds are administered through the
Los Angeles County Community Development
Commission (LACDC) and can fund a range of
projects, including neighborhood revitalization,
transportation services, public safety programs,
flood and drainage facilities, water/sewer
improvements, street improvements/sidewalks,
etc.
TABLE 7-7: State and Federal Grants (Continued)
ACTIVE TRANSPORTATION PLAN 143
CITY OF BUENA PARK
SOURCE AGENCY PROGRAM
ELIGIBILITY/
PROJECT
TYPE
DESCRIPTION
State California
Department of
Transportation
(Caltrans)
Community-
Based
Transportation
Planning Grant
(CBTP) Program
Non-
Infrastructure
The Community-Based Transportation
Planning grant program aims to engage the
community in transportation and land use
projects. Projects support concepts such as
livable and sustainable communities with a
transportation or mobility focus. They should
also promote community identity and quality
of life, as well as provide transportation and
land use benefits to communities.
State California Office
of Traffic Safety
(OTS)
OTS Grants Non-
Infrastructure
The Office of Traffic Safety Grants seeks to
reduce traffic deaths, injuries, and economic
losses. The grants have ten areas of
concentration; of these, projects identified in
this Plan qualify for the following:
• Pedestrian and Bicycle Safety
• Police Traffic Services
• Public Relations, Advertising, and Marketing
Program
• Roadway Safety and Traffic Records
Federal Federal Highway
Administration
(FHWA)
Highway Safety
Improvement
Program (HSIP)
Infrastructure
& Non-
Infrastructure
The Highway Safety Improvement Program
(HSIP) is a federal aid program that was
created from the FAST Act. The purpose of the
program is to reduce fatalities and serious
injuries on all public roads. In California, the
HSIP funds are managed by the Division of
Local Assistance (DLA). The City can apply for
HSIP funds toward any public road or publicly
owned bicycle or pedestrian pathway or trail
in order to improve the safety for its users.
Note: In HSIP Calls-for-Projects, a Local
Roadway Safety Plan (or its equivalent such
as Systemic Safety Analysis Report (SSAR) or
Vision Zero Action Plan) will be required for an
agency to be eligible to apply for federal HSIP
funds.
Federal Federal Highway
Administration
(FHWA)
Rebuilding
American
Infrastructure
with
Sustainability
and Equity
(RAISE)
Discretionary
Grants
Infrastructure RAISE Grants are used to invest in surface transportation that will have a significant
local or regional impact and support projects
that are consistent with the Department’s
strategic goals: improve safety, economic
strength and global
competitiveness, equity, and climate and
sustainability.
TABLE 7-8: Creative Funding Approaches (climate change, resiliency, partnerships, etc.) 144 V II — FACILITY DESIGN
SOURCE AGENCY PROGRAM
ELIGIBILITY/
PROJECT
TYPE
DESCRIPTION
State Local Streets and
Roads Program
(LSRP)
California
Transportation
Commission
Infrastructure The purpose of the program is to provide approximately $1.5 billion per
year to cities and counties for basic road
maintenance, rehabilitation, and
critical safety projects on the local streets
and roads system.
State Solutions for
Congested
Corridors (SCCP)
California
Transportation
Commission
Infrastructure The purpose of the program is to provide funding to achieve a balanced
set of transportation, environmental, and
community access improvements
to reduce congestion throughout the state.
This statewide, competitive
program makes $250 million available
annually for projects that
implement specific transportation
performance improvements and are
part of a comprehensive corridor plan by
providing more transportation
choices while preserving the character of
local communities and creating
opportunities for neighborhood
enhancement.
PROJECT SELECTION TREE
The Project Selection Tree ( Figure 7-1) can be helpful when selecting an active transportation project based on the opportunities provided. Provided in the Project Selection Tree are four scenarios that show how projects can get started as well as guidance on selecting a project.
The Project Selection Tree is a tool that ties all the resources and recommendations discussed in previous chapters together to help the City select the most appropriate active transportation project based on the opportunities given. It starts with four common scenarios on how projects can get started and offers suggestions on selecting a project.
TABLE 7-8: Creative Funding Approaches (climate change, resiliency, partnerships, etc.) (Continued) ACTIVE TRANSPORTATION PLAN 145
CITY OF BUENA PARK
FIGURE 7-1: Project Selection Tree
146 V II — FACILITY DESIGN
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Appendix A
STAKEHOLDER
ENGAGEMENT
ACTIVE TRANSPORTATION PLAN A-2
CITY OF BUENA PARK
APPENDIX A.1 - TYPEFORM SURVEY
ENGLISH TYPEFORM SURVEY - PAGE 1
1 Please give us your input to help us make the City of Buena Park a better place to walk, bike, and take transit! Your input is needed to help inform safety and access improvements throughout the City.
1. Please describe your relationship to the City of Buena Park ☐ I live here
☐ I work here
☐ I play/hang out/shop/visit people here regularly
☐ I visit on occasion (not very often)
☐ Other: ________________________________________________________
2. What Buena Park neighborhood do you live
in?
☐ Authors Tract
☐ Bellehurst Tract
☐ Berry Tract
☐ Cameron Park
☐ Composers Tract
☐ Durango
☐ El Tract
☐ Flower Tract
☐ Founders Walks
☐ Generals Tract
☐ Girl Tract
☐ Highland Greens
☐ Images Tract
☐ La Palma Tract
☐ La Tract
☐ Lakeside
☐ Los Tract
☐ Monarch Walk
☐ Mount Tract
☐ Native American
Tract
☐ Planetary Tract
☐ Presidents Tract
☐ Sam Tract
☐ Santa Tract
☐ South American Tract
☐ States Tract
☐ Tree Tract
☐ University Gables
☐ Via Tract
☐ Other:_________________
A-3 APPENDIX A — STAkEhOLDER ENgAgEmENT
2 3. What Buena Park neighborhood do you work in or visit? Make between 1 and 5 choices.
4. How often do you walk, bike, roll (wheelchair, scooter, skateboard, etc.), or ride transit? For example: to run errands, commute to work, go to school, etc.
Daily Several Times
a Week
Once or twice
a month
Once a month
or less
Never
I walk… ☐ ☐ ☐ ☐ ☐
I bike/roll… ☐ ☐ ☐ ☐ ☐
I ride transit… ☐ ☐ ☐ ☐ ☐
5. What places are you most likely to walk, roll, (wheelchair, scooter, skateboard, etc.), bike, or ride transit?
I walk to… I bike to… I ride the bus or train
to…
Work ☐ ☐ ☐
School ☐ ☐ ☐
Grocery or
convenience store ☐ ☐ ☐
Retail or shopping
centers ☐ ☐ ☐
Restaurants ☐ ☐ ☐
Parks or community
centers ☐ ☐ ☐
To visit family or
friends ☐ ☐ ☐
None of the above ☐ ☐ ☐
Other (Please write in
your response):
☐ Authors Tract
☐ Bellehurst Tract
☐ Berry Tract
☐ Cameron Park
☐ Composers Tract
☐ Durango
☐ El Tract
☐ Flower Tract
☐ Founders Walks
☐ Generals Tract
☐ Girl Tract
☐Highland Greens
☐ Images Tract
☐ La Palma Tract
☐ La Tract
☐ Lakeside
☐ Los Tract
☐ Monarch Walk
☐ Mount Tract
☐ Native American Tract
☐ Planetary Tract
☐ Presidents Tract
☐Sam Tract
☐ Santa Tract
☐ South American Tract
☐ States Tract
☐ Tree Tract
☐ University Gables
☐ Via Tract
☐ Other:
ENGLISH TYPEFORM SURVEY - PAGE 2
ACTIVE TRANSPORTATION PLAN A-4
CITY OF BUENA PARK
3 6. Walking: What are the reasons you choose to walk? Make between 1 and 3 choices.
A. Exercise or to improve my health
B. For fun/recreational purposes/walk my
pet
C. To reach a transit stop/station
D. To save money
E. Convenient way to reach destinations
F. I want to improve the environment
G. To socialize with friends and neighbors
H. I prefer not to drive
I. I do not have access to a car
J. None of the above
K. Other
7. Walking: How would you rate overall walking conditions in Buena Park? A. Excellent
B. Good
C. Fair
D. Poor
E. Not Applicable – I don’t walk
8. How would the following improvements listed below encourage you to walk more in Buena Park?
Very Unlikely Unlikely Neutral Likely Very Likely
Construction or repair
of missing and
damaged sidewalks
☐ ☐ ☐ ☐ ☐
Additional street trees
and shade ☐ ☐ ☐ ☐ ☐
More lighting along
sidewalks and at
crosswalks or
intersections
☐ ☐ ☐ ☐ ☐
High-visibility
crosswalks, curb
ramps, or other
crossing
improvements
☐ ☐ ☐ ☐ ☐
Slower vehicle traffic ☐ ☐ ☐ ☐ ☐
More destinations
within walking
distance
☐ ☐ ☐ ☐ ☐
More frequent transit
service or amenities at
transit stops
☐ ☐ ☐ ☐ ☐
ENGLISH TYPEFORM SURVEY - PAGE 3
A-5 APPENDIX A — STAkEhOLDER ENgAgEmENT
4 9. What three improvements would encourage you to walk more? Select your Top 3 A. Safer ways to cross streets
B. Slower vehicle speeds
C. More sidewalks
D. Better sidewalks and sidewalk connectivity
E. More walking trails
F. Better lighting at night
G. More trees that provide shade
H. Open streets events or block parties
I. More public art-related infrastructure (e.g.
murals on sides of buildings, utility box
art, etc.)
J. None of the above
K. Other:
10. Biking: What are the reasons you choose to ride a bicycle? Make between 1 and 3 choices A. To exercise or to improve my health
B. For fun/recreational purposes
C. To reach a transit stop or station
D. To save money
E. Convenient way to reach destinations
F. To socialize with friends or neighbors
G. I prefer not to drive
H. I do not have access to a car
I. None of the above
J. Other:
11. Biking: How would you rate overall bicycling conditions in Buena Park? A. Excellent
B. Good
C. Fair
D. Poor
E. Not Applicable – I don’t bike
12. How would the different improvements listed below encourage you to ride a bicycle more in Buena Park?
Very Unlikely Unlikely Neutral Likely Very Likely
More bicycle lanes or trails
throughout the City ☐ ☐ ☐ ☐ ☐
Better maintenance of existing
bicycle facilities ☐ ☐ ☐ ☐ ☐
More bicycle parking at popular
destinations ☐ ☐ ☐ ☐ ☐
Bicycle safety education and
encouragement campaigns ☐ ☐ ☐ ☐ ☐
Better lighting at night ☐ ☐ ☐ ☐ ☐
Slower vehicle traffic ☐ ☐ ☐ ☐ ☐
More destinations within biking
distance ☐ ☐ ☐ ☐ ☐
More transit stops/facilities
within biking distance ☐ ☐ ☐ ☐ ☐
ENGLISH TYPEFORM SURVEY - PAGE 4
ACTIVE TRANSPORTATION PLAN A-6
CITY OF BUENA PARK
5 13. What three improvements would encourage you to bike more? Select your Top 3 A. More bike lanes
B. Wider bike lanes
C. Protected bike lanes (separated from traffic by physical divider) D. Additional bike trails/paths
E. More wayfinding signage to popular destinations
F. Open streets events or community bike rides
G. Campaign to educate drivers on how to share the road H. Campaign to encourage bicycling
I. More bike parking facilities (e.g. bike lockers)
J. None of the above
K. Other _____________________________________________
14. How do you usually get to a bus stop or the train station? A. I walk
B. I ride a bicycle
C. Someone drops me off
D. I drive and park my vehicle
E. I carpool with someone who parks their vehicle
F. None, I rarely or never use public transit
15. Transit: What are the reasons you choose to ride the bus/train? A. To save money
B. Convenient way to reach destinations
C. To be environmentally friendly
D. I prefer not to drive
E. I don’t have access to a car
F. None, I rarely or never use public transit
G. Other: _____________________________________
16. Transit: How would you rate overall public transit conditions in Buena Park? A. Excellent
B. Good
C. Fair
D. Poor
E. Not Applicable – I don’t use transit
ENGLISH TYPEFORM SURVEY - PAGE 5
A-7 APPENDIX A — STAkEhOLDER ENgAgEmENT
6 17. What is your age?
A. Below 18
B. 18-24
C. 24-34
D. 35-44
E. 45-54
F. 55-64
G. Over 65
H. Prefer not to say
18. What is your race/ethnicity?
A. Asian or Asian American
B. Black or African American
C. Hispanic, Latino/Latina
D. Native American, American Indian, or Alaskan Native
E. Native Hawaiian or other Pacific Islander
F. White
G. From multiple races/ethnicities
H. Prefer not to say
I. Other ___________________________
19. What gender do you identify?
A. Woman
B. Man
C. Non-binary
D. Prefer not to answer
E. Other __________________
20. If you would like to receive updates about the Active Transportation Plan, or the overall planning process, please share your email address below.
Email Address: ___________________________________________________________________
Thank you for your time and input!
ENGLISH TYPEFORM SURVEY - PAGE 6
ACTIVE TRANSPORTATION PLAN A-8
CITY OF BUENA PARK
1 Por favor, denos su opinión para ayudarnos a hacer de la Ciudad de Buena Park un mejor lugar para caminar, andar en bicicleta y tomar el tránsito! Su opinión es necesaria para ayudar a informar las mejoras de seguridad y acceso en toda la ciudad.
1. Por favor, describa su relación con la ciudad de Buena Park ☐ Vivo aquí
☐ Trabajo aquí
☐ Juego/ando/compro/visito con gente aquí regularmente
☐ Visito en ocasiones (no muy a menudo)
☐ Otro: ________________________________________________________
2. ¿En qué vecindad de Buena Park vives?
☐ Authors Tract
☐ Bellehurst Tract
☐ Berry Tract
☐ Cameron Park
☐ Composers Tract
☐ Durango
☐ El Tract
☐ Flower Tract
☐ Founders Walks
☐ Generals Tract
☐ Girl Tract
☐ Highland Greens
☐ Images Tract
☐ La Palma Tract
☐ La Tract
☐ Lakeside
☐ Los Tract
☐ Monarch Walk
☐ Mount Tract
☐ Native American
Tract
☐ Planetary Tract
☐ Presidents Tract
☐ Sam Tract
☐ Santa Tract
☐ South American Tract
☐ States Tract
☐ Tree Tract
☐ University Gables
☐ Via Tract
☐ Otro:__________________
SPANISH TYPEFORM SURVEY - PAGE 1
A-9 APPENDIX A — STAkEhOLDER ENgAgEmENT
2 3. ¿En qué vecindad de Buena Park trabajas o visitas?
4. ¿Con qué frecuencia camina, anda en bicicleta, rueda (silla de ruedas, scooter, patineta, etc.) o viaja en tránsito? Por ejemplo: hacer mandados, ir al trabajo, ir a la escuela, etc.
Diariamente Varias veces a
la semana
Una o dos veces
por semana
Una vez al
mes o menos
Nunca
Camino... ☐ ☐ ☐ ☐ ☐
Voy en
bicicleta/ruedo... ☐ ☐ ☐ ☐ ☐
Monto en tránsito... ☐ ☐ ☐ ☐ ☐
5. ¿Qué lugares es más probable que camine, ruede (silla de ruedas, scooter, patineta, etc.), en bicicleta o en tránsito? Cuando se le da una preferencia, usted preferiría utilizar una de las opciones anteriores en lugar de conducir
Camino a... Yo también voy en
bicicleta...
Tomo el autobús /
tren a...
Trabajo ☐ ☐ ☐
Escuela ☐ ☐ ☐
Supermercado o tienda
de conveniencia ☐ ☐ ☐
Centros comerciales ☐ ☐ ☐
Restaurantes ☐ ☐ ☐
Parques o Centros
comunitarios ☐ ☐ ☐
Para visitar a familiares o
amigos ☐ ☐ ☐
Ninguno de los anteriores ☐ ☐ ☐
Otro:
☐ Authors Tract
☐ Bellehurst Tract
☐ Berry Tract
☐ Cameron Park
☐ Composers Tract
☐ Durango
☐ El Tract
☐ Flower Tract
☐ Founders Walks
☐ Generals Tract
☐ Girl Tract
☐Highland Greens
☐ Images Tract
☐ La Palma Tract
☐ La Tract
☐ Lakeside
☐ Los Tract
☐ Monarch Walk
☐ Mount Tract
☐ Native American Tract
☐ Planetary Tract
☐ Presidents Tract
☐Sam Tract
☐ Santa Tract
☐ South American Tract
☐ States Tract
☐ Tree Tract
☐ University Gables
☐ Via Tract
☐ Otro:
SPANISH TYPEFORM SURVEY - PAGE 2
ACTIVE TRANSPORTATION PLAN A-10
CITY OF BUENA PARK
3 6. Caminar: ¿Cuáles son las razones por las que eliges caminar? A. Hacer ejercicio o mejorar mi salud
B. Para diversión/fines recreativos/camina mi
mascota
C. Para llegar a una parada/estación de
tránsito
D. Para ahorrar dinero
E. Manera conveniente de llegar a destinos
F. Quiero mejorar el entorno
G. Para socializar con amigos y vecinos
H. Prefiero no conducir un coche
I. Ninguno de los anteriores
J. Ninguno de los anteriores
K. Otro:
7. Caminar: ¿Cómo calificaría las condiciones generales de caminata a Buena Park? A. Excelente
B. Bueno
C. Justo
D. Pobre
E. No aplicable – No camino
8. ¿Cómo te fomentarían las siguientes mejoras que se enumeran a continuación a caminar más en Buena Park?
Muy
improbable
Improbable Neutral Probable Muy
probable
Construcción o
reparación de aceras
perdidas y dañadas
☐ ☐ ☐ ☐ ☐
Árboles y sombras
adicionales ☐ ☐ ☐ ☐ ☐
Más iluminación a lo
largo de aceras y en
cruces o
intersecciones
☐ ☐ ☐ ☐ ☐
Cruces peatonales de
alta visibilidad,
rampas de bordillo, u
otras mejoras en el
cruce
☐ ☐ ☐ ☐ ☐
Tráfico de vehículos
más lento ☐ ☐ ☐ ☐ ☐
Más destinos a poca
distancia ☐ ☐ ☐ ☐ ☐
Servicio de tránsito
más frecuente o
comodidades en las
paradas de tránsito
☐ ☐ ☐ ☐ ☐
SPANISH TYPEFORM SURVEY - PAGE 3
A-11 APPENDIX A — STAkEhOLDER ENgAgEmENT
4 9. ¿Qué tres mejoras te fomentarían a caminar más? Seleccione su Top 3 A. Formas más seguras de cruzar las calles
B. Velocidades de vehículos más lentas
C. Más aceras
D. Mejores aceras y conectividad en las aceras
E. Más senderos de caminar
F. Mejor iluminación por la noche
G. Más árboles que proporcionan sombra
H. Eventos de calles abiertas o fiestas en
bloque
I. Más infraestructura pública relacionada
con el arte (por ejemplo, murales en los
lados de los edificios, arte de la caja de
servicios públicos, etc.)
J. Ninguno de los anteriores
K. Otro:
10. Ciclismo: ¿Cuáles son las razones por las que eliges andar en bicicleta? Elige entre 1 y 3 opciones
A. Para hacer ejercicio o para mejorar mi salud
B. Para fines divertidos/recreativos
C. Para llegar a una parada de tránsito o estación
D. Para ahorrar dinero
E. Forma conveniente de llegar a los destinos
F. Para socializar con amigos o vecinos
G. Prefiero no conducir
H. No tengo acceso a un coche
I. Ninguno de los anteriores
J. Otro:
11. Ciclismo: ¿Cómo calificaría las condiciones generales de ciclismo en Buena Park? A. Excelente
B. Bueno
C. Justo
D. Pobre
E. No aplicable – No aplicable – No voy en
bicicleta
12. ¿Cómo te animarían las diferentes mejoras enumeradas a continuación a andar más en bicicleta en Buena Park?
Muy
improbable
Improbable Neutral Probable Muy
probable
Más carriles o senderos para bicicletas en
toda la ciudad ☐ ☐ ☐ ☐ ☐
Mejor mantenimiento de las instalaciones
para bicicletas existentes ☐ ☐ ☐ ☐ ☐
Más estacionamiento para bicicletas en
destinos populares ☐ ☐ ☐ ☐ ☐
Campañas de educación y estímulo sobre
seguridad para bicicletas ☐ ☐ ☐ ☐ ☐
Mejor iluminación por la noche ☐ ☐ ☐ ☐ ☐
Tráfico de vehículos más lento ☐ ☐ ☐ ☐ ☐
Más destinos a poca distancia en bicicleta ☐ ☐ ☐ ☐ ☐
Más paradas / instalaciones de tránsito a
poca distancia en bicicleta ☐ ☐ ☐ ☐ ☐
SPANISH TYPEFORM SURVEY - PAGE 4
ACTIVE TRANSPORTATION PLAN A-12
CITY OF BUENA PARK
5 13. ¿Qué tres mejoras te fomentarían a andar más en bicicleta? Puedes escoger hasta 3 A. Más carriles para bicicletas
B. Carriles para bicicletas más anchos
C. Carriles para bicicletas protegidos (separados del tráfico por divisor físico) D. Rutas/caminos para bicicletas adicionales
E. Más señalización de orientación a destinos populares F. Eventos de calles abiertas (por ejemplo, Ciclavia) o paseos en bicicleta en la comunidad G. Campaña para educar a los conductores sobre cómo compartir la carretera H. Campaña para alentar el ciclismo
I. Más instalaciones de aparcamiento para bicicletas (p. ej., portabicicletas o taquillas) J. Ninguna de las anteriores
K. Otro: ___________________________________________________
14. ¿Cómo se llega generalmente a una parada de autobús o a la estación de tren? A. Camino
B. Voy en bicicleta
C. Alguien me deja
D. conduzco y estaciono mi vehículo
E. Comparto el viaje con alguien que estaciona su vehículo F. Ninguno, rara vez o nunca uso el transporte público
15. Tránsito: ¿Cuáles son las razones por las que eliges viajar en autobús/tren? Elige entre 1 y 3 opciones
A. Para ahorrar dinero
B. Manera conveniente de llegar a destinos
C. Para ser respetuoso con el medio ambiente
D. Prefiero no conducir un coche
E. No tengo acceso a un coche
F. Ninguna, rara vez o nunca uso el transporte público
G. Otro: _________________________________________________________________
16. Tránsito: ¿Cómo calificaría las condiciones generales de transporte público en Buena Park? A. Excelente
B. Bueno
C. Justo
D. Pobre
E. No applicable, no uso el transporte público
SPANISH TYPEFORM SURVEY - PAGE 5
A-13 APPENDIX A — STAkEhOLDER ENgAgEmENT
6 17. ¿Cuál es tu edad?
A. Menores de 18 años
B. 18-24
C. 24-34
D. 35-44
E. 45-54
F. 55-64
G. Above 65
H. Prefiero no decir
18. ¿Cuál es su raza/etnia?
A. Asiático o asiático americano
B. Negros o afroamericanos
C. Hispano, Latino/Latina
D. Nativo americano, indio americano o nativo de Alaska E. Nativo Hawaiano u otras islas del Pacífico
F. Blanco
G. Múltiples razas/etnias
H. Prefiere no decir
I. Otro: ________________________________
19. Seleccione el género con el que se identifica:
A. Mujer
B. Hombre
C. No binario
D. Prefiero no responder
E. Otro: ________________________________
20. Si desea recibir actualizaciones sobre el Plan de Transporte Activo o el proceso general de planificación, comparta su dirección de correo electrónico a continuación. La información de contacto permanecerá confidencial y solo se utilizará para contactarlo sobre este proyecto.
___________________________________________________________________
Gracias por su tiempo y aportación.
SPANISH TYPEFORM SURVEY - PAGE 5
ACTIVE TRANSPORTATION PLAN A-14
CITY OF BUENA PARK
1 부에나 파크를 걷거나, 자전거 및 대중교통을 이용하기에 보다 좋은 환경으로 만들기 위해
여러분의 의견을 부탁드립니다! 여러분의 의견은 도시 전역의 안전 및 접근성 개선에 도움을
주는 데 필요합니다.
1. 귀하와 부에나 파크 도시와의 관계를 알려주세요.
☐ 부에나 파크에 살고 있습니다.
☐ 부에나 파크에서 일하고 있습니다.
☐ 정기적으로 놀거나 쇼핑하거나 방문합니다.
☐ 가끔씩 (자주는 아님) 방문합니다.
☐ 기� : ________________________________________________________
2. 부에나 파크 내 어느 지역에 거주하시나요?
☐ Authors Tract
☐ Bellehurst Tract
☐ Berry Tract
☐ Cameron Park
☐ Composers Tract
☐ Durango
☐ El Tract
☐ Flower Tract
☐ Founders Walks
☐ Generals Tract
☐ Girl Tract
☐ Highland Greens
☐ Images Tract
☐ La Palma Tract
☐ La Tract
☐ Lakeside
☐ Los Tract
☐ Monarch Walk
☐ Mount Tract
☐ Native American
Tract
☐ Planetary Tract
☐ Presidents Tract
☐ Sam Tract
☐ Santa Tract
☐ South American Tract
☐ States Tract
☐ Tree Tract
☐ University Gables
☐ Via Tract
☐ 기타: ________________
KOREAN TYPEFORM SURVEY - PAGE 1
A-15 APPENDIX A — STAkEhOLDER ENgAgEmENT
2 3. 부에나 파크 내 어느 지역에서 일하시거나 방문하시나요? 5 개까지 선택해주세요
4. 얼마나 자주 걷거나 자전거 및 휠체어, 스쿠터, 스케이트 보드 등을 타거나 대중교통을
이용하시나요? (예: 업무를 보거나 출퇴근 및 통학 시)
매일 일주일에
여러번
일주일에 한번
또는 두번
한달에 한번
이하
전혀 걷거나 능동
교통을 이용하지
않음
걸어 다닙니다. ☐ ☐ ☐ ☐ ☐
자전거 및 휠체어, 스쿠터,
스케이트 보드 등을 탑니다.
☐ ☐ ☐ ☐ ☐
대중교통을 이용합니다. ☐ ☐ ☐ ☐ ☐
5. 어떤 장소를 갈 때 걷거나 자전거나 휠체어, 스쿠터, 스케이트보드 등으로 이동하거나
대중교통을 이용할 가능성이 가장 높은가요? 운전하는 대신 위의 옵션을 선택해야한다면 어떤
수단을 선호하시나요?
걸어 갑니다. 자전거를 타고
갑니다.
대중교통을 이용하여
갑니다.
직장 ☐ ☐ ☐
학교 ☐ ☐ ☐
마트 또는 편의용품점 ☐ ☐ ☐
소매점 또는 쇼핑센터 ☐ ☐ ☐
식당 ☐ ☐ ☐
공원 또는 커뮤니티 센터 ☐ ☐ ☐
가족이나 친구를 방문할 때 ☐ ☐ ☐
해당 사항 없음 ☐ ☐ ☐
기타:
☐ Authors Tract
☐ Bellehurst Tract
☐ Berry Tract
☐ Cameron Park
☐ Composers Tract
☐ Durango
☐ El Tract
☐ Flower Tract
☐ Founders Walks
☐ Generals Tract
☐ Girl Tract
☐Highland Greens
☐ Images Tract
☐ La Palma Tract
☐ La Tract
☐ Lakeside
☐ Los Tract
☐ Monarch Walk
☐ Mount Tract
☐ Native American Tract
☐ Planetary Tract
☐ Presidents Tract
☐Sam Tract
☐ Santa Tract
☐ South American Tract
☐ States Tract
☐ Tree Tract
☐ University Gables
☐ Via Tract
☐ 기타:
KOREAN TYPEFORM SURVEY - PAGE 2
ACTIVE TRANSPORTATION PLAN A-16
CITY OF BUENA PARK
3 6. 보행: 귀하가 걸어다니는 이유는 무엇인가요? 3 개까지 선택해주세요.
A. 운동 또는 건강을 위해서
B. 재미나 여가 목적으로/애완동물을
산책시키기 위해서
C. 대중교통 정류장이나 역에 가기 위해서
D. 비용을 절감하기 위해서
E. 목적지에 편리하게 도착하는 방법이여서
F. 환경개선을 위해서
G. 친구나 이웃들과 교류하기 위해서
H. 운전하지 않는 것을 선호하기 때문에
I. 차량을 소유하고 있지 않기 때문에
J. 해당 사항 없음
K. 기타:
7. 보행: 부에나 파크 내 전반적인 보행 환경은 어떻게 평가하시나요?
A. 매우 좋음
B. 좋음
C. 보통
D. 나쁨
E. 해당 없음 – 걸어다니지 않습니다.
8. 아래의 개선 사항들이 얼마나 귀하를 부에나 파크 내에서 더 걸어다니도록 동기를
부여하나요?
매우 그렇지
않다
그렇지 않다 보통 그렇다 매우 그렇다
끊어지거나 손상된
보도블럭의 신설 및 수리
☐ ☐ ☐ ☐ ☐
더 많은 가로수와 도로
그늘
☐ ☐ ☐ ☐ ☐
보도와 횡단보도 및
교차로의 더 많은 가로등
☐ ☐ ☐ ☐ ☐
가시성 높은 횡단보도,
경사진 연석 또는 횡단과
관련된 다른 개선 사항
☐ ☐ ☐ ☐ ☐
차량 통행 속도 감소 ☐ ☐ ☐ ☐ ☐
도보 거리 내 더 많은
목적지
☐ ☐ ☐ ☐ ☐
대중교통의 짧은 배차
간격 및 정류장의 편의
시설
☐ ☐ ☐ ☐ ☐
KOREAN TYPEFORM SURVEY - PAGE 3
A-17 APPENDIX A — STAkEhOLDER ENgAgEmENT
4 9. 귀하를 더 많이 걷도록 동기를 부여하는 3 가지 개선사항은 무엇인가요? ((삽삽웸웸 33 ㅡㅡ즙즙르르 곡곡띱띱죡죡섰섰욉욉..))
A. 더 안전한 횡단 환경
B. 차량 통행 속도 감소
C. 더 많은 보도블럭
D. 개선된 보도블럭과 연결성
E. 더 많은 도보 산책로
F. 개선된 가로등
G. 도로 그늘을 제공하는 더 많은 가로수
H. 거리 행사 또는 블록 파티
I. 공공 예술 관련 인프라 확대 (건물 벽화,
유틸리티 박스 아트 등)
J. 해당 사항 없음
K. 기타:
10. 자전거: 귀하가 자전거를 타고 다니시는 이유는 무엇인가요? 33 같같깅깅즙즙 석석탔탔합합죡죡섰섰욉욉..
A. 운동 또는 건강을 위해서
B. 재미나 여가 목적으로
C. 대중교통 정류장이나 역에 가기 위해서
D. 비용을 절감하기 위해서
E. 목적지에 편리하게 도착하는 방법이여서
F. 친구나 이웃들과 교류하기 위해서
G. 운전하지 않는 것을 선호하기 때문에
H. 차량을 소유하고 있지 않기 때문에
I. 해당 사항 없음
J. 기타:
11. 자전거: 부에나 파크 내 전반적인 자전거 환경은 어떻게 평가하시나요?
A. 매우 좋음
B. 좋음
C. 보통
D. 나쁨
E. 해당 없음 – 자전거를 타지 않습니다.
12. 아래의 개선 사항들이 얼마나 귀하를 부에나 파크 내에서 더 자전거를 타고 다니도록
동기를 부여하나요?
매우 그렇지
않다
그렇지
않다
보통 그렇다 매우
그렇다
도시 전역에 걸친 더 많은 자전거
도로 및 자전거 길
☐ ☐ ☐ ☐ ☐
기존 자전거 시설의 개선된 유지
보수
☐ ☐ ☐ ☐ ☐
주요 목적지에 더 많은 자전거
주차 시설
☐ ☐ ☐ ☐ ☐
KOREAN TYPEFORM SURVEY - PAGE 4
ACTIVE TRANSPORTATION PLAN A-18
CITY OF BUENA PARK
5 자전거 안전 교육 및 장력 캠페인 ☐ ☐ ☐ ☐ ☐
개선된 가로등 ☐ ☐ ☐ ☐ ☐
차량 통행 속도 감소 ☐ ☐ ☐ ☐ ☐
자전거로 이동할 수 있는 더 많은
목적지
☐ ☐ ☐ ☐ ☐
자전거로 이동할 수 있는 더 많은
대중교통 정거장이나 시설
☐ ☐ ☐ ☐ ☐
13. 귀하를 더 많이 자전거를 타도록 동기를 부여하는 3 가지 개선사항은 무엇인가요? ((삽삽웸웸 33 ㅡㅡ즙즙르르 곡곡띱띱죡죡섰섰욉욉..))
A. 더 많은 자전거 도로
B. 더 넓은 자전거 도로
C. 자전거 전용도로 (차량 통행과 물리적으로 분리된 형태)
D. 더 많은 자전거 길
E. 주요 목적지로 가는 길 안내 표지판
F. 거리 행사 (예: CicLAvia) 또는 지역 자전거 동호회
G. 운전자들에게 도로 공유에 관해 교육하는 캠페인
H. 자전거 타기를 장려하는 캠페인
I. 더 많은 자전거 주차 시설 (예: 자전거 렉 또는 사물함)
J. 해당 사항 없음
K. 기타: _____________________________________________
14. 귀하는 보통 버스 정류장이나 기차역까지 어떻게 이동하나요?
A. 걸어갑니다.
B. 자전거를 타고 갑니다.
C. 누군가가 저를 태워줍니다.
D. 운전해서 가서 차량을 주차합니다.
E. 차량을 주차하는 누군가와 카풀 합니다.
F. 해당 사항 없음 – 거의 또는 전혀 대중교통을 이용하지 않습니다.
15. 대중교통: 귀하가 버스나 기차를 이용하는 이유는 무엇인가요?
A. 비용을 절감하기 위해서
B. 목적지에 편리하게 도착하는 방법이여서
KOREAN TYPEFORM SURVEY - PAGE 5
A-19 APPENDIX A — STAkEhOLDER ENgAgEmENT
6 C. 환경개선을 위해서
D. 운전하지 않는 것을 선호하기 때문에
E. 차량을 소유하고 있지 않기 때문에
F. 해당 사항 없음 -거의 또는 전혀 대중교통을 이용하지 않습니다.
G. 기타: _____________________________________
16. 대중교통: 부에나 파크 내 전반적인 대중교통 환경은 어떻게 평가하시나요?
A. 매우 좋음
B. 좋음
C. 보통
D. 나쁨
E. 해당 없음 – 대중교통을 이용하지 않습니다.
17. 귀하의 나이는 어떻게 되십니까? (선택 질문)
A. 18 세 이하
B. 18-24 세
C. 25-34 세
D. 35-44 세
E. 45 -54 세
F. 55-64 세
G. 65 세 이상
H. 응답하지 않음
18. 귀하의 인종/민족은 무엇인가요?
A. 아시안 또는 아시아계 미국인
B. 흑인 또는 아프리카계 미국인
C. 히스패닉, 라틴계
D. 원주민, 아메리칸 인디언 또는 알래스카 원주민
E. 하와이 원주민 또는 기타 태평양 섬의 원주민
F. 백인
G. 복수 인종 / 민족
H. 응답하지 않음
I. 기타: ___________________________
KOREAN TYPEFORM SURVEY - PAGE 6
ACTIVE TRANSPORTATION PLAN A-20
CITY OF BUENA PARK
7 19. 귀하의 성별 정체성은 무엇입니까?
A. 여성
B. 남성
C. 논바이너리
D. 응답하지 않음
E. 기타: ______________________________
20. 능동교통계획이나 전반적인 계획 과정에 대한 업데이트를 받고 싶으신 경우, 이메일 주소를
공유해주세요. 귀하의 연락처 정보는 오직 이 프로젝트에 관련하여 연락드릴 목적으로만
사용됩니다.
_____________________________________________________________
귀하의 소중한 시간과 의견에 감사드립니다.
KOREAN TYPEFORM SURVEY - PAGE 7
A-21 APPENDIX A — STAkEhOLDER ENgAgEmENT
APPENDIX A.2 - SCAG GO HUMAN
DEMONSTRATION EVENT SURVEY
ENGLISH SCAG GO HUMAN DEMONSTRATION EVENT SURVEY - PAGE 1
6. Check the top 3 things from the list
below that would improve Buena Park
for people biking.
More bike lanes on the road
More bike lanes protected from vehicles
Bike Share
More bicycle parking &/or amenities
Bicycle education
Lower vehicle speeds
Improved personal safety
Driver education
Other
Nothing, Ok as is
2. How did you get to this event?
Walk
Bike
Skate
Family / Personal vehicle
Public transportation (bus, train, etc.)
Taxi / shared vehicle (Lyft, Uber, etc.)
Motorcycle or scooter
3. On a typical day, how do you travel around
your community? Check all that apply.
Walk
Bike
Skate
Family / Personal vehicle
Public transportation (bus, train, etc.)
Taxi / shared vehicle (Lyft, Uber, etc.)
Motorcycle or scooter
Thank you for providing your feedback. Please return this survey to the event booth near the temporary street improvements.
1. How did you hear about this event?
Social media (Facebook, Twitter, Instagram, etc.)
Email
Word of mouth
Did not know about this event until I arrived
Other
5. Check the top 3 things from the list
below that would improve Buena Park
for people walking.
Wider sidewalks
Public space / parks
Sidewalk lighting
More shade measures such as
shade trees or breezeways
Complete missing sidewalks
Improved street crossings
Lower vehicle speeds
Improved personal safety
Other
Nothing, Ok as is
Buena Park Active Transportation Plan - Safer Streets Pop-Up Demonstration Not enough places or infrastructure
Heat / weather
Destinations are too far to walk or bike
Not in the habit / don’t think about it
Don’t have access to a bicycle
Concerned about unsafe drivers
Concerned about crime or harassment
Need to transport children / people / bags
Don’t have enough time
4. What keeps you from walking or biking
more in your community or neighborhood?
Check all that apply.
Survey Continues on the Back
Event Survey
ACTIVE TRANSPORTATION PLAN A-22
CITY OF BUENA PARK
What do you want to see in Buena Park?
Temporary Transportation Demonstrations
Safer Streets Pop-Up Demonstration Event Survey
An artistic crosswalk is a crosswalk
containing unique design elements,
such as bright colors, a mural, or a
wordmark/slogan.
Enhances safety through
high-visibility artwork and designs.
Creates a sense of place for the
community.
FUNCTION:
WHAT:
Artistic Crosswalks
Curb Extensions
Pedestrian Refuge Island
Parklet
Curb ExtensionsSeparated Bike Lane
A median refuge island is a protected space in
the center of the street at crossings.
- Shortens the crossing distance for pedestrians
and bicyclists crossing the intersection.
- Reduces pedestrians’ and bicyclists’ exposure to
vehicular traffic and allows pedestrians and
bicyclists to navigate one direction or traffic at a
time.
- Calms traffic by narrowing the roadway for
vehicular traffic.
FUNCTION:
WHAT:
Also known as a bulb-out, a curb
extension extends the sidewalk past the
parking lane to align with the travel lane.
- Shortens the roadway crossing
distance for pedestrians.
- Increases pedestrian visibility to
motorists through improved sight lines.
- Reduces vehicle turning speeds.
FUNCTION:
WHAT:
Also known as curbside seating or street
seats, a parklet is a small street plaza
that extends the sidewalk by
re-purposing one or more parking
spaces.
Offers a space for myriad of uses,
including providing additional seating,
shade, green space, space for physical
distancing, or public art in commercial
districts.
FUNCTION:
WHAT:
A separated bike lane, also known as a
protected bike lane or cycle track, is a
bike lane with a physical barrier
between vehicles and bicyclists.
Provides physical separation between
bicyclists and vehicular traffic.
FUNCTION:
WHAT:
Do you like it?
Yes
No
Do you want it
permanently installed
in Buena Park?
Yes
No
Do you like it?
Yes
No
Do you want it
permanently installed
in Buena Park?
Do you like it?
Yes
No
Do you want it
permanently installed
in Buena Park?
Yes
No
Do you like it?
Yes
No
Do you want it
permanently installed
in Buena Park?
Yes
No
Do you like it?
Yes
No
Do you want it
permanently installed
in Buena Park?
Yes
No
Yes
No
ENGLISH SCAG GO HUMAN DEMONSTRATION EVENT SURVEY - PAGE 2 A-23 APPENDIX A — STAkEhOLDER ENgAgEmENT
6. Verifique las 3 cosas principales de la lista a
continuación que mejorarían Buena Park
para las personas que andan en bicicleta.
Más carriles bici en la carretera
Más carriles bici protegidos de los vehículos
Compartir en bicicleta
Más estacionamiento para bicicletas y /
o servicios
Educación en bicicleta
Velocidades más bajas del vehículo
Improved personal safety
Clases de conducir
Otro
Nada, ok como está
2. ¿Cómo llegaste a este evento?
Caminar
Bicicleta
Patinar
Familia/Vehículo personal
Transporte público (autobús, tren, etc.)
Taxi/vehículo compartido (Lyft, Uber, etc.)
Motocicleta o scooter
3. En un día típico, ¿cómo viajas por tu comunidad?
Marque todo lo que corresponda.
Caminar
Bicicleta
Patinar
Familia/Vehículo personal
Transporte público (autobús, tren, etc.)
Taxi/Vehículo compartido (Lyft, Uber, etc.)
Motocicleta o scooter
Gracias por tus comentarios. Por favor, devuelva esta encuesta al stand del evento cerca de las mejoras temporales de la calle. .
1. ¿Cómo se enteró de este evento?
Redes sociales (Facebook, Twitter, Instagram, etc.)
Correo electrónico
Boca a boca
No sabía de este evento hasta que llegué
Otro
5. Verifique las 3 cosas principales de la lista a
continuación que mejorarían Buena Park
para las personas que caminan..
Aceras más anchas
Espacio público / parques
Iluminación de aceras
Más medidas de sombra, como árboles
de sombra o pasillos
Completar las aceras faltantes
Mejora de los cruces de calles
Velocidades más bajas del vehículo
Mejora de la seguridad personal
Otro
Nada, ok como está
Plan de Transporte Activo de la Ciudad de Buena Park -
Demostración Emergente de Calles Más Seguras
No hay suficientes lugares o infraestructura
Calor / clima
Los destinos están demasiado lejos para
caminar o andar en bicicleta
No en el hábito/no pienses en ello
No tienen acceso a una bicicleta
Preocupados por los conductores inseguros
Preocupado por el crimen o el acoso
Necesidad de transportar niños/personas/bolsas
No tengo suficiente tiempo
4. ¿Qué le impide caminar o andar en
bicicleta más en su comunidad o vecindad?
Marque todo lo que corresponda.
La encuesta continúa en
la parte posterior
Encuesta de Evento
Página 1 de 2
SPANISH SCAG GO HUMAN DEMONSTRATION EVENT SURVEY - PAGE 1 ACTIVE TRANSPORTATION PLAN A-24
CITY OF BUENA PARK
¿Qué quieres ver en Buena Park?
Demostraciones de Transporte Temporal
Encuesta del Evento de Demostración
Emergente de Calles Más Seguras
Página 2 de 2
Un cruce peatonal artístico es un cruce
peatonal que contiene elementos de
diseño únicos, como colores brillantes, un
mural o una marca denominativa /
eslogan.
Mejora la seguridad a través de
ilustraciones y diseños de alta
visibilidad. Crea un sentido de lugar
para la comunidad.
LA FUNCIÓN:
QUÉ:
Cruces Peatonales Artísticos
Extensiones a las Aceras
Isla Refugio Peatonal
Parklet
Curb ExtensionsCarril bici separado
Una isla de refugio mediana es un espacio
protegido en el centro de la calle en los cruces.
- Acorta la distancia de cruce para peatones y
ciclistas que cruzan la intersección.
- Reduce la exposición de peatones y ciclistas al
tráfico vehicular y permite a los peatones y
ciclistas.
- Calma el tráfico al estrechar la carretera para el
tráfico vehicular.
LA FUNCIÓN:
QUÉ:
También conocida como bulb-out, una
extensión de la acera extiende la acera más allá
del carril de estacionamiento para alinearse con
el carril de viaje.
- Acorta la distancia de cruce de la carretera para
los peatones.
- Aumenta la visibilidad peatonal de los
automovilistas a través de líneas de visión
mejoradas.
- Reduce las velocidades de giro del vehículo.
LA FUNCIÓN:
QUÉ:
También conocido como asientos en la
acera o asientos en la calle, un parklet
es una pequeña plaza de la calle que
extiende la acera al reutilizar uno o más
espacios de estacionamiento.
Ofrece un espacio para una miríada de
usos, que incluyen proporcionar asientos
adicionales, sombra, espacios verdes,
espacio para el distanciamiento físico o arte
público en distritos comerciales.
LA FUNCIÓN:
QUÉ:
Un Carril bici separado, también conocido
como carril para bicicletas protegido o
pista para bicicletas, es un carril para
bicicletas con una barrera física entre
vehículos y ciclistas.
Proporciona separación física entre
los ciclistas y el tráfico vehicular.
LA FUNCIÓN:
QUÉ:
¿Te gusta?
Sí
No
¿Quieres que se instale
permanentemente
en Buena Park?
Sí
No
¿Te gusta?
Sí
No
¿Quieres que se instale
permanentemente
en Buena Park?
¿Te gusta?
Sí
No
¿Quieres que se instale
permanentemente
en Buena Park?
Sí
No
¿Te gusta?
Sí
No
¿Quieres que se instale
permanentemente
en Buena Park?
Sí
No
¿Te gusta?
Sí
No
¿Quieres que se instale
permanentemente
en Buena Park?
Sí
No
Sí
No
Artistic Crosswalks
Curb ExtensionsExtensiones a las Aceras
Parklet
Cruces Peatonales Artísticos
Isla Refugio Peatonal
Carril bici separado
SPANISH SCAG GO HUMAN DEMONSTRATION EVENT SURVEY - PAGE 2 A-25 APPENDIX A — STAkEhOLDER ENgAgEmENT
6. 부에나�파크의�자전거�이용자를�위한�가장
중요한�상위 �가지�개선안을�선택해주세요.
더 많은 자전거 도로
차량으로부터 보호되는 더 많은 자전거
전용 도로
자전거 공유 프로그램
더 많은 자전거 주차 공간 및 시설
자전거 교육
차량 속도 감소
개인 안전 개선
운전자 교육
기타
이대로 괜찮음
2. 어떤�교통수단을�이용하여�이�이벤트에�오셨나요?
도보
자전거
스케이트 보드
가족이나 개인 차량
대중교통 (버스, 기차, 등)
택시/차량 공유 서비스 (리프트, 우버, 등)
오토바이 또는 스쿠터
3. 보통�귀하의�지역�내에서�어떻게�이동하시나요?
해당되는�항목을�모두�선택해주세요.
귀하의�소중한�의견�감사합니다. 완성된�설문지는
임시�개선�도로�근처�이벤트�부스로�반납해주시면�감사하겠습니다.
�. 이�이벤트에�대하여�어떻게�알게�되셨나요?
소셜�미디어 (페이스북, 트위터, 인스타그램�등)
이메일
지인을 통해
도착하기 전까지 이벤트에 대하여 몰랐음
기타
5. 부에나�파크의�보행자를�위한�가장�중요한�상위
�가지�개선안을�선택해주세요.
더 넓은 보도블럭
공공 공간 / 공원
가로등
가로수나 그늘막 등 도로 그늘
끊어진 보도블럭 완성
횡단 환경 개선
차량 속도 감소
치안 개선
기타
이대로 괜찮음
부에나�파크�능동�교통�계획 ‒ 안전한�도로�팝업�시범�행사
장소나 인프라의 부족
날씨나 더위
걷거나 자전거를 타기에 목적지가 멀리 있음
익숙하지 않음 / 생각해본적 없음
자전거를 가지고 있지 않음
교통 안전에 대한 우려
치안에 대한 우려
아이, 사람, 짐을 운반해야해서
충분한 시간이 없음
�. 지역이나�동네에서�더�자주�걷거나�자전거를�타지
않는�이유는�무엇인가요? 해당되는�항목을�모두
선택해주세요.
설문조사가�뒷면에서�이어집니다
행사�설문조사
페이지 � / �
도보
자전거
스케이트 보드
가족이나 개인 차량
대중교통 (버스, 기차, 등)
택시/차량 공유 서비스 (리프트, 우버, 등)
오토바이 또는 스쿠터
KOREAN SCAG GO HUMAN DEMONSTRATION EVENT SURVEY - PAGE 1 ACTIVE TRANSPORTATION PLAN A-26
CITY OF BUENA PARK
부에나�파크에서�어떤�개선안을�보고�싶으신가요?
임시�교통�시범�개선안
안전한�도로�팝업�시범�행사�설문조사
페이지 � / �
아트�횡단보도는�밝은�색상, 벽화�또는
로고/슬로건과�같은�독특한�디자인
요소가�포함된�횡단보도를�말합니다.
높은�가시성을�가진�예술�작품과
디자인을�통하여�안전성을�향상
시킵니다. 지역�내�의미있는�장소를
조성합니다.
기능:
설명:
아트�횡단보도
연석�확장
중앙�보행섬
미니�파크
Curb Extensions자전거�전용�도로
중앙분리도로�안전섬은�횡단보도가�있는
도로�중앙에�위치한�보호된�공간입니다.
- 보행자�및�자전거�이용자의�횡단거리를
줄입니다.
- 보행자와�자전거�이용자가�차량�교통에
노출되는�것을�줄이고�한�번에�한�방향의�차량
통행만�식별하면�되도록�합니다.
- 차로가�좁아지므로�차량의�속도를
기능:
설명:
내민 보도 (벌브-아웃)이라고도 알려진 연석
확장은 보도블럭을 거리 주차 차선
바깥쪽으로 확장하여 차량 주행 차선과
맞추는 것을 말합니다.
- 보행자의 횡단거리를 줄입니다.
- 시야를 개선하여 차량 운전자가
보행자를 더 잘 볼 수 있게 합니다.
- 차량의 우회전 속도를 감소시킵니다.
기능:
설명:
도로�가장자리�좌석이나�거리
좌석으로도�알려진�미니�파크는�하나
이상의�도로�주차�공간을�활용하여
보도블럭을�확장한�작은�도로
상업�지역에�추가적인�앉을�곳,
그늘막, 녹지�공간, 사회적�거리두기
공간, 또는�공공�예술�등�다양한
용도로�활용되는�공간을�제공합니다.
기능:
설명:
자전거�전용�도로 (자전거�보호�도로
또는�사이클�트랙)는�자전거와�차량
교통�사이에�물리적�장애물을�둔
자전거�도로를�말합니다.
자전거�이용자와�차량�교통�사이에
물리적인�분리를�제공합니다.
기능:
설명:
마음에�드시나요?
네
아니요
부에나�파크에
영구적으로
신설되었으면�하나요?
마음에�드시나요?
마음에�드시나요?
마음에�드시나요?
마음에�드시나요?
부에나�파크에
영구적으로
신설되었으면�하나요?
부에나�파크에
영구적으로
신설되었으면�하나요?
부에나�파크에
영구적으로
신설되었으면�하나요?
부에나�파크에
영구적으로
신설되었으면�하나요?
네
아니요
네
아니요
네
아니요
네
아니요
네
아니요
네
아니요
네
아니요
네
아니요
네
아니요
KOREAN SCAG GO HUMAN DEMONSTRATION EVENT SURVEY - PAGE 2 A-27 APPENDIX A — STAkEhOLDER ENgAgEmENT
APPENDIX A.3 -
COMMUNITY OUTREACH
EVENT SUMMARIES
The project team used a variety of techniques to
engage stakeholders and the public to increase
awareness of and solicit feedback on the City of
Buena Park’s first Active Transportation Plan (ATP).
Virtual stakeholder group meetings and in-person
community outreach were critical components to
the plan’s development. As part of the grant, five (5)
Community Stakeholder Group Meetings, three (3)
Community Events, two (2) Community Workshops,
and one (1) SCAG Go Human Demonstration were
conducted throughout the ATP process. A summary
of each activity is provided below.
COMMUNITY STAKEHOLDER
GROUPS MEETING
In support of the City of Buena Park ATP’s
development, five (5) Community Stakeholder
Group Meetings were administered in total. The
first four (4) meetings were virtual, and the final
stakeholder meeting was hybrid (concurrently
online and in-person). Participants included
business organizations, education and health
organizations, city departments and outside
agencies, and non-profit and senior organizations.
Each meeting emphasized the importance of
the stakeholders’ feedback to the ATP. To ensure
maximum participation levels, the project team
communicated with stakeholders by sending
invitation emails, reminder emails, and thank you
emails, as well as by placing courtesy telephone
calls.
The meetings began with introductions from
the project team and City staff, followed by a
presentation detailing the goals of the ATP, the role
of the stakeholders, existing conditions, community
engagement strategies, the project timeline, and
next steps. Three (3) polls were administered to
engage the stakeholders virtually. The questions
included:
1. Where did you hear about the Buena Park
Active Transportation Plan?
2. How often do you walk and/or bike each
week?
3. Do you think your neighborhood is safe to
walk/bike?
Stakeholders were encouraged to ask questions,
provide feedback, and voice any concerns
regarding the ATP throughout the meeting.
Following the conclusion of each meeting, all
participants received an email including links to
the project website, factsheet, written survey, and
interactive mapping survey.
COMMUNITY STAKEHOLDER
GROUP MEETING #1
The first stakeholder meeting was held virtually on
September 26, 2023. The first group of stakeholders
included both education and health professionals.
The group was very interactive throughout the
meeting, providing numerous comments and
asking several questions.
The stakeholder organizations represented
included:
• Centralia Elementary School District
• Orange County Bicycle Coalition
• Boy Scouts of America Troop 440
• Los Angeles County Department of Health
Services
• Providence St. Jude Medical Center
• Anaheim Union School District
• Orange County Health Care Agency
• Buena Park School District
Feedback received during the meeting
demonstrated that the participants are interested
in seeing more bicycle facilities in Downtown Buena
Park, addressing speeding at unsafe intersections,
and creating better sidewalk connectivity between
arterial and local streets.
COMMUNITY STAKEHOLDER
GROUP MEETING #2
The second stakeholder meeting was held
virtually on October 4, 2023 and included business
professionals.
ACTIVE TRANSPORTATION PLAN A-28
CITY OF BUENA PARK
The stakeholder organizations represented
included:
• Knott’s Berry Farm
• North Orange County Chamber
• Orange County Bike Coalition
Feedback received during the meeting
demonstrated that the participants are interested
in more bicycle connectivity in the City of Buena
Park, specifically along the Silverado Trail. Attendees also discussed how the Silverado Trail could serve
as a connective route to bypass La Palma Avenue.
Multiple stakeholders expressed that biking on
La Palma Avenue feels dangerous, especially
when approaching Beach Boulevard and central
locations such as Knott’s Berry Farm or the Buena
Park Mall.
COMMUNITY STAKEHOLDER
GROUP MEETING #3
The third stakeholder meeting was held virtually on
October 5, 2023. The third group of stakeholders
included representatives from various city
departments and outside agencies.
The stakeholder organizations in attendance
included:
• City of La Palma
• City of Fullerton
• Orange County Fire Authority
• City of Buena Park, Public Works Department
Feedback received during the meeting indicated
that OCFA officials are concerned about traffic
calming measures impacting emergency
vehicle response times along designated routes.
Additionally, OCFA expressed trepidation about the
placement of bike lanes and their distance from
curbs because of the size limitations of emergency
equipment. OCFA requested to be included in future
engineering conversations to ensure emergency
routes are appropriately considered.
COMMUNITY STAKEHOLDER
GROUP MEETING #4
The fourth stakeholder meeting was held virtually
on October 30, 2023. The fourth group combined
stakeholders from all sectors and was designed to
encourage participation from organizations unable
to attend previous meetings.
The stakeholder organizations represented
included:
• America on Track
• Boys & Girls Club of Buena Park
• Orange County Transportation Authority
• Buena Park High School
• The Buena Park Collaborative
• City of Buena Park Community Services
• Cypress College
• Fullerton Joint Union High School District
• Buena Park Library District
Feedback received during the meeting indicated
that participants are interested in more bicycle
facilities. Many stakeholders have noticed people,
including students, utilizing e-bikes to travel, and
want dedicated bike lanes to ensure safety on the
road. Various stakeholders also expressed support
for the ATP project and asked for flyers and survey
links to share within their networks.
COMMUNITY STAKEHOLDER
GROUP MEETING #5
The final stakeholder meeting was held on
November 8, 2023. This was a hybrid (virtual and
in-person) meeting, with the in-person component
hosted at the Ehlers Event Center’s Legacy Hall.
The stakeholders from the first four meetings
were invited to return for a “second” meeting to
discuss findings and provide feedback on draft
recommendations.
The stakeholder organizations represented
included:
• City of Buena Park, Public Works Department
• City of Anaheim
• Orange County Health Care Agency
• Orange County Fire Authority
A-29 APPENDIX A — STAkEhOLDER ENgAgEmENT
• Buena Park Police Department
• Buena Park School District
• Norwalk La Mirada Unified School District
• Orange County Bicycle Coalition
• The Buena Park Collaborative
• Buena Park Noon Lions
• Boys Scouts of America Buena Park
• Providence Saint Joseph Medical Center
• America on Track
• City Councilmember Jose Trinidad Castañeda
• City Councilmember Joyce Ahn
• County of Orange, 4th District Jesus Gaona-
Perez
During the Community Stakeholder Group Meeting
#5, the two groups, in-person and virtual, were split
to collect feedback on the interactive mapping
survey. Feedback from the in-person group
indicated that stakeholders are interested in seeing
traffic calming measures in residential pockets
so vehicles do not speed through to access major
intersections. Community members also want
to see better bike and pedestrian connectivity
in the City of Buena Park. The virtual group was
encouraged to fill out the interactive mapping
survey online, and they discussed some of the
existing feedback collected over the course of the
project.
Based on the total responses from the interactive
mapping tool survey and written survey, pedestrian
and bicycle improvements were recommended
along the following streets:
• Orangethorpe Avenue
• La Palma Avenue
• Crescent Avenue
• Between Artesia Boulevard and Auto Center
Drive
• Western Avenue
• Stanton Avenue
COMMUNITY EVENTS
AND WORKSHOPS
The project team, in collaboration with City Staff,
participated in three (3) in-person community
events, two (2) workshops (including the fifth
Community Stakeholder Group meeting, detailed
above), and one (1) SCAG Go Human Kit of Parts
FIGURE A-1: Circulate and KOA at Culture Fest
ACTIVE TRANSPORTATION PLAN A-30
CITY OF BUENA PARK
Demonstration event (summarized in Appendix
A.3) to promote the City of Buena Park’s ATP and
solicit feedback from the community. Social
media posts, a project factsheet, and event flyers
were developed in English, Spanish, and Korean
for each activity. The factsheets included a QR
code providing access to the project website and
surveys.
Participants were encouraged to engage with
the project team’s interactive mapping board
by placing stickers and post-it comments on
locations around the City to indicate where they
enjoy walking or biking and areas of concern for
pedestrian and bicycling activities. The project
team provided incentives such as reflective
bracelets, bicycle lights, bicycle bells, squishy
bikes, activity books, pens, and coloring sheets
for participants. Families with small children could
complete the written survey while the kids colored
or reviewed the educational booklets. Summaries
of these events and the feedback received are
described below.
CITY OF BUENA PARK’S CULTURE FEST
Circulate San Diego and KOA, a Lochner Company
(members of the Project “Team”), participated
in the City’s Culture Fest to continue gathering
community feedback on the Plan. Culture Fest
brought together over 500 City residents of various
ages, abilities, and other demographic groups.
Many event attendees had personal anecdotes to
share about dangerous walking or biking conditions
in the City. The Team’s outreach table can be seen
in Figure A-1.
The Team and City staff collected community
feedback using the Plan’s survey, as well as on an
interactive outreach board regarding pedestrian
and biking conditions in the City. Examples of the
different methods used to collect outreach can be
seen in Figure A-2. The Team distributed incentives,
such as stress balls, activity books, slap bracelets,
and pens. The incentives attracted many families
with school-aged children who expressed their
concerns with speeding drivers near their children’s
schools.
Culture Fest took place at the Buena Park Civic
Center on Saturday, September 23rd, 2023 from
5:00 PM – 9:00 PM. The Team arrived at 3:30 PM to
set up an information booth and began packing
FIGURE A-2: Adults and Teenagers Filling Out the Survey A-31 APPENDIX A — STAkEhOLDER ENgAgEmENT
up materials at 9:00 PM. The event was located
next to Beach Boulevard, one of the locations of
concerns shared by residents of the City due to its
high volume of speeding drivers. Beach Boulevard
is home to or near many major restaurants, Knott’s
Berry Farm, and other notable businesses that
attract many pedestrians and visitors from outside
of the City as well. , Knott’s Berry Farm, and other
businesses which draw in many pedestrians and
visitors from outside of Buena Park as well.
The Team collected 30 surveys at Culture Fest, with
some completed in Spanish and Korean. A majority
of the surveys were collected in the early hours of
the event. Attendance and engagement began
to dwindle as it got darker outside. People were
interested in discussing their own close encounters
in the City and describing what would make
them feel safe. One father, who was on crutches,
mentioned that he was hit on La Palma Avenue and
San Rafael Street while in the crosswalk and had a
close second encounter in the same intersection
again due to speeding drivers failing to yield to
pedestrians. An elderly resident in a wheelchair also
shared that he does not enjoy using the sidewalks
in the City because the placement of traffic signs
makes it difficult for him to travel. This individual
prefers to use a bike lane if there is one available.
Community feedback from the outreach board,
which can be viewed in Figure A-3 and Figure A-4,
addressing topics such as speeding drivers on La
Palma Avenue and drivers exiting State Route 91
into the City. Cyclists also mentioned they would
like to see the expansion of bordering cities’ bike
lanes into the City, especially close to Fullerton on
the northern side of the City.
SENIOR CENTER WORKSHOP
The Team hosted a workshop at the City’s
Senior Activity Center on October 10, 2023. After
consulting with the City, the Team concluded
that an in-person workshop would be the
most engaging option for the community
FIGURE A-3: Concerns Regarding Crashes on La Palma Ave.
FIGURE A-4: Support for Expanding the Bike Network
ACTIVE TRANSPORTATION PLAN A-32
CITY OF BUENA PARK
group and allow the Team to directly present
and engage with stakeholders. The workshop
occurred during the community’s daily lunch.
SILVERADO DAYS
The Team continued to collect community
feedback about the Plan by participating in the
City’s two-day long Silverado Days event. There
were hundreds of attendees of all identities at
Silverado Days. The Team was in attendance on
Friday evening, October 20th, from 5:00 PM – 9:00
PM and Saturday morning, October 21st, from 10:00
AM – 2:00 PM. The Team arrived an hour beforehand
at William Peak Park to set up the Plan’s booth
space. The park is near Knott’s Berry Farm and the
Silverado Trail, a Class I bike path that runs parallel to La Palma Avenue. An example of the Team’s
information table can be viewed below in Figure
A-7.
The Team collected feedback on Plan surveys,
distributed project factsheets, and gathered
comments on the interactive board. Many
attendees on Friday evening were not residents
of the City, but frequented the City often for
events, entertainment, dining, and shopping. Event
attendees added comments to the interactive map
board about their own pedestrian and bicycling
experiences in the City. There were four sticker
options and sticky notes that could be added to the
board. Green and yellow stickers indicated where
participants enjoyed walking or biking, red stickers
indicated any areas of concern, and white stickers
marked areas that felt safe for walking or biking.
Sticky notes could be used to post comments to
the map. Examples of the comments and stickers
posted on the interactive map board can be found
below in Figure A-5 and Figure A-6.
Taking advantage of cooler weather, participants
arrived at the event near sundown. The Team
collected 15 surveys on Friday, and the interactive
board responses reflected the observations noted
in Chapter 4 of the Plan. Many participants would
like to see bike lanes installed on La Palma Avenue,
Western Avenue, and Crescent Avenue.
FIGURE A-5: Concerns Regarding Crashes on La Palma Ave.
FIGURE A-6: Support for Expanding the Bike Network
A-33 APPENDIX A — STAkEhOLDER ENgAgEmENT
One resident explained that she wanted bike lanes
that better connected to existing bicycle facilities in and around the City, such as the San Gabriel River
Trail, which can be accessed traveling west on La
Palma Avenue.
Another elderly couple discussed their concerns
with e-bike riders in the City, especially children who utilize them to go to school. Due to the lack of bike
facilities and connectivity in the City, they observed
students riding on the sidewalks. They mentioned
it was unsafe for pedestrians on the sidewalk and
the roads were dangerous for students to ride on
as well. One of the spouses of the elderly couple
reflected some of his difficulties with this project by voicing his preference for roads to be for vehicles
only, dismissing the concerns of pedestrians, transit
riders, cyclists, and other active transportation
users in the city.
Because of lighting constraints, surveys became
challenging to complete after 8 PM. The Team
instead focused on collecting feedback by using
the interactive board and speaking with the
community about their experiences. Bike lights were
hung on the interactive board, which attracted
families and teenagers interested in the incentive
items on the table. A picture showing some of the
incentive items can be viewed in Figure A-7.
On Saturday, the Team was present from 10:00 AM
– 2:00 PM. Within the first hour, the Team was able
to collect six surveys from the crowd. Unlike Friday
evening, most participants who stopped by the
table were City residents. Some of the attendees
were intercepted while enjoying a morning walk
through the event before the arrival of afternoon
crowds.
One family had already taken the survey at the
previous Culture Fest event. The children, ages 10-14,
placed stickers on the interactive board. Another
family mentioned that, because they live so close
to Knott’s Berry Farm, they like to bike together and
park their bikes at the amusement park. This family
mentioned there are three bike rack locations at
Knott’s Berry Farm, along La Palma Avenue, Beach
Boulevard, and Crescent Avenue, but it is too
dangerous to ride on La Palma Avenue and Beach
Boulevard. They do not utilize those two bike parking
locations but instead, park their bikes on Crescent
Avenue.
FIGURE A-7: Participants Taking an Incentive and Learning About the Plan
FIGURE A-8: The Team Writing Comments for Residents
ACTIVE TRANSPORTATION PLAN A-34
CITY OF BUENA PARK
Extreme weather was a challenge during Saturday’s
event. By noon, the heat had a negative effect on
the number of people visiting the booth. However,
the Team was able to collect an additional four
surveys before leaving the event. The team also
wrote down participant comments on sticky notes
and placed them on the interactive map board, as
seen in Figure A-8. The few participants who took
the survey had to utilize the booth for shade. In total, 25 surveys were collected at Silverado Days.
CANDY CANELAND AND CRAFT FAIR
The Team participated in the City’s Candy
Caneland and Craft Fair on Saturday, December
9, 2023 and was present from 10:00 AM – 2:00
PM. Circulate San Diego, representing the Team,
arrived at 9:00 AM and was joined by the City’s
Senior Planner, Harald Luna, for the duration of
the event. The event occurred at the Ehlers Event
Center and included many booths and festive
activities. However, the Team’s table was outside of
the general flow of pedestrian traffic at the event,
negatively affecting the amount of engagement
the Team was able to generate.
Ehlers Event Center is located on Knott Avenue, near
La Palma Avenue and locations such as William
Peak Park, Knott’s Berry Farm, and Downtown Buena
Park. Approximately 120 attendees interacted with
the project table to complete surveys, receive
information or incentives, and speak with staff
about the Active Transportation Plan.
The Team and City staff collected feedback on the
Plan via written surveys and an interactive board.
The Team also provided 8” x 11” versions of the
interactive mapping board in case participants
wanted to annotate specific intersections and
locations of concern. A member of the City Traffic
and Transportation Commission utilized the
interactive mapping sheet to highlight key locations
that he believes would benefit from bike lanes.
Additional feedback was received on bike lane
visibility, with requests for solid green bike facilities, specifically along Beach Boulevard, Stanton Avenue,
and La Palma Avenue. Examples of attendees
submitting their feedback by using the available
outreach materials can be seen in Figure A-9 and
Figure A-10 below. In total, the team collected 14
written surveys and 1 interactive mapping sheet.
FIGURE A-9: An Adult Completes the Written Survey while a Child Adds Comments to the Interactive Mapping Sheet
FIGURE A-10: Community Members Completing the
Interactive Mapping Sheet
A-35 APPENDIX A — STAkEhOLDER ENgAgEmENT
Most attendees arrived after 11:00 AM. The Team
distributed factsheets to everyone who stopped
by the table. There was a prize wheel that had the
following incentives:
• Bike lights
• Bike bells
• Squishy bikes
• Reflective bracelets
• Festive candy
• Activity sheets and books
While the adults completed surveys, children spoke
with the Team about their own experiences walking
or biking or colored the activity sheets. One senior
resident mentioned she, at times, feels unsafe
walking in her neighborhood because she walks
slowly. As a result, other pedestrians or cars often
do not notice her. Some families recognized us from
a previous community event and had previously
completed a written survey.
The following feedback was placed on the
interactive mapping board, which can be seen in
Figure A-11:
• Add bike lanes in front of Holder Elementary
School to connect to the existing bicycle
network in the City of Cypress
• Add sensor-triggered traffic lights rather than
timed traffic lights on Knott Avenue and Holder
Street
• Add a traffic signal on Bellflower Drive and La
Palma Avenue
• Add a signalized traffic light near the 7/11 on
Orangethorpe Avenue by the City High School.
A parent noted that there have been many
near collisions between drivers and students
leaving school
• Some residents expressed concerns about
obstructions, including presumed personal
belongings, along the sidewalk of Lincoln
Avenue that impair pedestrian mobility.
FIGURE A-11: Interactive Mapping Board Results
FIGURE A-12: Mayor of Buena Park Adding Comments to the interactive Mapping Board
ACTIVE TRANSPORTATION PLAN A-36
CITY OF BUENA PARK
• Several stickers were placed around The
Source, Knott’s Berry Farm, and Downtown
the City. Most assessments were positive,
indicating that respondents feel safe walking
or biking to these three locations. One sticker
critiquing existing conditions was placed near
The Source on Beach Boulevard by SR-91.
The Team also met with some local government
officials at the event. As depicted in Figure A-12
and Figure A-13, Mayor Art Brown and City Council
Member José Trinidad Castañeda stopped by the
project table to discuss their enthusiasm for the
project and provide additional feedback.
CONCLUSION
Over the course of the project, a total of 148 written
surveys and 93 interactive mapping comments
were collected. These numbers reflect both
in-person survey responses and online surveys
completed through the project website.
Participants and stakeholders alike who conversed
with the Team expressed their enthusiasm for a
safer and better-connected City.
APPENDIX A.4 - FOOD TRUCK
FESTIVAL AND THE SCAG GO
HUMAN DEMONSTRATION
EVENT SUMMARY
The SCAG Go Human Demonstration event was
held in collaboration with the City’s Food Truck
Festival on June 23, 2023. The event was very
diverse and well attended, attracting attendees
and stakeholders of several different identities, ages, and backgrounds. Proximity to local attractions and
residential homes made this location an ideal spot
for people to invite friends, neighbors, and family
members. Figure A-14 and Figure A-15 , showing
the different kinds of people present at the event,
can be seen below.
FIGURE A-13: City Council Member José Trinidad Castañeda Discussing His Enthusiasm for the Plan
FIGURE A-14: Stakeholders Standing By the Traffic Calming Boards
A-37 APPENDIX A — STAkEhOLDER ENgAgEmENT
The Team, with the help of community groups
and representatives, set up SCAG’s Go Human
Kit of Parts (KOP) and Circulate San Diego’s Traffic
Calming Course. The Team used the KOP to
demonstrate potential street design treatments
and safety infrastructure that could be used to
create safer and more inviting public spaces. The
KOP includes materials to showcase five street
treatments:
• A parklet (as show in Figure A-16)
• Curb extensions (or bulb-outs, seen as a
parklet in Figure A-16)
• Median refuge island (seen in Figure A-17)
• Artistic crosswalks (also seen in Figure A-17)
• Separated bike lane (shown in Figure A-18)
These elements were set up along Santa Irene
Circle, a street adjacent to the event location. Staff
consisted of both English, Spanish, and Korean
speakers to ensure that the Team could engage
with a diverse range of stakeholders.
The Traffic Calming Course and Kit of Parts sparked
comments in support of elements such as yield
signs, bright and colorful crosswalks, and visible
signage. Attendees also commented that they
would like to use active transportation access
essential services. Overall, the Team collected 51 Go
Human Demonstration-specific surveys, including 2
of them in Spanish and 2 of them in Korean.
FIGURE A-15: Residents Taking the Project Survey
FIGURE A-16: A Parklet Made From Materials Supplied in SCAG’s Go Human Kit of Parts
FIGURE A-17: A Median Refuge Island Made From Materials Supplied in SCAG’s Go Human Kit of Parts
ACTIVE TRANSPORTATION PLAN A-38
CITY OF BUENA PARK
FIGURE A-18: A Family on Bikes Try the Traffic Calming Course. The Protected Bike Lanes are In the Background The Team brought incentives, such as stress balls,
bicycle lights, reflective slap bracelets, and relevant educational boards to promote engagement.
Bicycle helmets were provided for participants
to use when riding bikes through the protected
facilities.
Many families with small children, teenagers, and
older adults approached the Traffic Calming
Course, pictured in Figure A-18 , Figure A-19 , and
Figure A-20 , looking to test their driving skills. The Traffic Calming course was an interactive exercise
that attendees could use to learn and review
common traffic laws. Most participants interacting
with the traffic calming course spent about 5-10
minutes completing the activity.
Community feedback obtained at the SCAG
Go Human Demonstration event indicated that
residents would be interested in measures that
would slow down speeding cars, especially along
Beach Boulevard. Those with older school-aged
children expressed discomfort with their children
walking or biking on their own because of unsafe
road conditions. Attendees mentioned that drivers
turn too quickly at intersections, and that Beach
Boulevard, especially, is known to be a busy street.
FIGURE A-19: A Young Family Interested In Trying the Traffic Calming Course
A-39 APPENDIX A — STAkEhOLDER ENgAgEmENT
The Traffic Calming Course and Kit of Parts sparked comments in support of elements such as yield signs, bright and colorful crosswalks, and visible signage. Attendees also commented that they would like to use active transportation access essential services. Overall, the Team collected 51 Go Human Demonstration- specific surveys, including 2 of them in Spanish and 2 of them in Korean.
FIGURE A-20: A Family on Bikes Try the Traffic Calming Course. The Protected Bike Lanes are In the Background ACTIVE TRANSPORTATION PLAN A-40
CITY OF BUENA PARK
APPENDIX A.5 - ONLINE MAPPING SURVEY COMMENTS
ONLINE MAPPING SURVEY COMMENTS - PAGE 1
# Type Comment Creation Date
9 I walk here 2023-04-16 1:04
11 I walk here
Long stretches on La Palma Ave (and most major arterials) without pedestrian crosswalks/facilities, and when there are crosswalks, the signal timings often mean you can wait for a really long time (completely deprioritizes pedestrians for traffic flow...) 2023-06-07 16:19 12 Key Destination
This shopping center has a grocery store, fast food options, coffee, etc. and I walk here from the San Tract, but walking along La Palma Av - high speed vehicles, limited sidewalk space, and hugeass crosswalks across big arterials, long signals 2023-06-07 16:22 13 I walk here
Would love some intersection treatments around Buena Terra to slow down vehicles (bulb- outs, curb extensions, literally anything, no one stops at stop signs) - walking in circles around the school is a really common recreational walking route 2023-06-07 16:23 14 Key Destination
My parents walk to the community center from the San Tract and crossing Knott Av is really unpleasant (and we also walk to drop off our voting ballots here) 2023-06-07 16:24 15 I walk here
No crosswalk or pedestrian crossing between La Palma and Orangethorpe on Western, which is ABSURD (and makes it really hard to get to Target) from the southwest 2023-06-07 16:25 16 I bike here
I tried biking to Target once and getting from the El tract to Target was terrifying crossing Western, like I genuinely thought I was gonna die getting hit by a car 2023-06-07 16:27 17 Key Destination Target, obviously 2023-06-07 16:27
18 Key Destination
I love going to the Source but walking or biking there from south of the 91 is so bad and miserable 2023-06-07 16:27
19 I ride transit here (bus, Metro)
I would love to bike to Metrolink from south of the 91 but I'd rather not risk my life because of the complete lack of bike lanes or any safe street 2023-06-07 16:29 20 Key Destination
My family goes to Knott's pretty often and it'd be pretty nice to be able to bike there down La Palma Av from the west and park the bikes and bike back 2023-06-07 16:31 21 I walk here
This neighborhood has been without sidewalks for over 60 years. The people of this neighborhood like it this way, it almost gives it a rural country feel. The installation of sidewalks in this area will destroy yards, walls, driveways and cost the city $$ 2023-06-07 19:29 22 I bike here Adding a bike lane between La Palma and Orangethorpe 2023-06-08 3:19 23 I walk here
The pedestrian button at this corner cannot be reached by someone in a wheelchair. The only place to stand is very close to the high-speed traffic on Valley View. 2023-06-22 1:34 24 I walk here
This intersection seems extremely dangerous for pedestrians. The traffic on Valley View and La Palma is very high speed, drivers frequently run the red lights, and drivers don't want to wait for pedestrians in the crosswalks. 2023-06-22 1:37 25 I walk here
This is a small sidewalk that leads from main Valley View road to the Valley View side street. It is extremely scary to wait for a green light due to high-speed vehicles and drivers who run the red light. Pedestrians need better visibility and more room. 2023-06-22 1:43 26 I bike here
This is a small sidewalk that leads from main Valley View road to the Valley View side street. It is extremely scary to wait for a green light due to high-speed vehicles and drivers who run the red light. Bicyclists need better visibility and more room. 2023-06-22 1:44 27 Add your own comment
It takes WAY TOO LONG for the light to change to green for drivers, walkers and bikers on Patton Way who want to cross Valley View. 2023-06-22 1:45 28 Add your own comment It takes WAY TOO LONG for the light on San Rafael to change to green. 2023-06-22 1:46 29 Add your own comment
Pedestrians and bicyclists cross San Rafael frequently, but there is no crosswalk or other markings to warn drivers. See https://www.google.com/maps/@33.8863312,- 117.9336784,3a,75y,112.55h,94.83t/data=!3m6!1e1!3m4!1seW5xBoxGJkKuYXmv0aK9gg!2e0!7i1638 4!8i81 2023-06-22 17:44
Legend Bicycle
Comments
Transit
Comments
Bicycle & Pedestrian
Comments
Pedestrian
Comments
A-41 APPENDIX A — STAkEhOLDER ENgAgEmENT
ONLINE MAPPING SURVEY COMMENTS - PAGE 2
Legend Bicycle
Comments
Transit
Comments
Bicycle & Pedestrian
Comments
Pedestrian
Comments
# Type Comment Creation Date
30 Add your own comment
Silverado Trail users should be able to easily cross Valley View in order to continue enjoying the park that's right across the street in La Palma. As it is, people cross Valley View without any crosswalk. Dangerous! 2023-06-22 17:46
31 I bike here Please add secure bike parking at the Buena Park Community Center. 2023-06-22 17:56 32 I bike here
Please add a mark on the street that indicates where bicyclists should stop in order to trigger a green light. 2023-06-22 17:57
33 I bike here
Please paint a mark on the street that shows where bicyclists should stop in order to trigger a green light. 2023-06-22 17:58
34 Add your own comment
It takes far too long to get a green light to cross Beach Blvd, whether you are riding, walking or driving. 2023-06-22 17:59
35 Add your own comment
With the increase in traffic due to the retirement home being built, these crosswalks should be revisited 2023-07-17 18:48
36 I walk here
This crosswalk is inconvient and places peds at risk due to the high speed traffic, tight turns, uturns and the placement of the push to cross button. 2023-07-17 18:50 37 Add your own comment
Poor unsafe placement of crosswalk button, forcing peds to wait mere feet from traffic going east west on crescent as well as turning into the side street at high speed. 2023-07-17 18:52 38 Key Destination Key destination, but heavy vehicle traffic 2023-07-17 18:53 39 Add your own comment
This intersection between the mall and Knott's Berry Farm is always jam packed with traffic.
An intersection redesign should be taken into consideration, due to too many accidents occurring here. 2023-09-21 9:30
40 I walk here 2023-10-05 21:32
41 Add your own comment Traffic on N Knott onto East 91 Fwy (Improve Vehicle) 2023-10-12 16:26 42 Add your own comment Corner of La Palma Ave + San Rafael Dr - Many accidents, drivers are reckless and can crash 2023-10-12 16:28 43 Add your own comment Add a better bike lane on Crescent Ave + San Rio Dr 2023-10-12 16:32 44 Add your own comment Connect better to other city bike networks 2023-10-12 16:35 45 Add your own comment Extend Bike Path, Add Greenery 2023-10-12 16:42 46 Add your own comment Buena Park Mall - Gravel road needs to be better maintained 2023-10-18 1:19 47 Add your own comment No Lighting 2023-10-18 1:20
48 Add your own comment Empty Lot with Cars/Teslas Parked 2023-10-18 1:21 49 Add your own comment No bike racks 2023-10-18 1:23
50 Add your own comment Safe Area 2023-10-18 1:23
51 Add your own comment Unsafe, crowded 2023-10-18 1:24 52 Add your own comment
Seniors need a Friday ride. The senior star transit picks us up from Monday to Thursday only.
If they could also provide a ride Friday too. Thank you! 2023-10-18 1:25 53 Add your own comment No bike lane on Knott Ave. Sidewalk on East side in shape by big 5 and bank. 2023-10-18 1:27 54 Add your own comment I can't walk here because of safety 2023-10-18 1:28 55 Add your own comment Reduction of Vehicle Speed 2023-10-18 1:29 56 Add your own comment Bike lanes needed, more law enforcement 2023-10-18 1:29 57 Add your own comment more transit please! Need transit to stater bros! Downtown Mall too! Doctor Appointment 2023-10-18 1:30 58 Add your own comment
This street separating Buena Park Downtown and the rest of the shops needs a better way for pedestrian crossing. Cars are always speeding right through, and having more people walk could increase foot traffic for the shops here. 2023-10-19 4:52 59 I walk here Crosswalks needed, school nearby 2023-11-08 23:42 ACTIVE TRANSPORTATION PLAN A-42
CITY OF BUENA PARK
ONLINE MAPPING SURVEY COMMENTS - PAGE 3
Legend Bicycle
Comments
Transit
Comments
Bicycle & Pedestrian
Comments
Pedestrian
Comments
# Type Comment Creation Date
60 I walk here
Better crossing options or more education for BPHS students as they cross major streets around the campus. 2023-11-08 23:44
61 I bike here Add biking lane to travel to park down Dale 2023-11-08 23:56 62 Add your own comment High visibility crosswalks 2023-11-08 23:59 63 I bike here 2023-11-14 19:12
64 I bike here 2023-11-14 19:13
65 I walk here Dangerous to cross 2023-11-14 19:13
66 I walk here No sidewalk 2023-11-14 19:15
67 I bike here 2023-11-14 19:15
68 I bike here 2023-11-14 19:19
69 I walk here Mid-Block Crossing Needed 2023-11-14 19:19 70 I bike here
Bike Lanes
- La Palma between Knott Ave to I-5
- Beach Blvd: Crescent to Orangethrope 2023-11-14 19:21 71 Add your own comment
Should add marked bike paths
- Western and La Palma
- Lots of Traffic
- Cyclists use sidewalks 2023-11-14 19:27
72 I walk here Crosswalks needed on the green belt on valley view 2023-11-14 19:32 73 I walk here Need sidewalks on La Palma and Valley View 2023-11-14 19:32 74 I bike here 2023-11-14 19:33
75 I walk here 2023-11-14 19:33
76 Add your own comment
Need bike lanes
Crescent from Holder to Dale!
Also along Knott Ave. Too much congestion 2023-11-14 19:33 77 I bike here 2023-11-14 19:35
78 I bike here 2023-11-14 19:36
79 I bike here 2023-11-14 19:36
80 Add your own comment
concerned about electric bikes safety + education + regulations - especially on Dale + Crescent St 2023-11-14 19:37
81 Add your own comment
Add bike lanes on lincoln
Conects riverbed + beach trail 2023-11-14 19:37
82 Add your own comment Better bike lane connectivity w/ other cities 2023-11-14 19:38 83 Key Destination
Porto’s Bakery: Popular spot but traffic is dangerous on this strip of Beach Boulevard. This is a very busy street with fairly wide sidewalks on each side. We need a bike lane!!! 2023-12-02 8:39 84 I walk here 2023-12-22 22:36
85 I walk here 2023-12-22 22:38
86 I ride transit here (bus, Metro) 2023-12-22 23:04
87 I ride transit here (bus, Metro) 2023-12-22 23:04
88 Key Destination 2023-12-22 23:04
89 I walk here 2023-12-22 23:06
90 I walk here 2023-12-22 23:07
A-43 APPENDIX A — STAkEhOLDER ENgAgEmENT
ONLINE MAPPING SURVEY COMMENTS - PAGE 4
Legend Bicycle
Comments
Transit
Comments
Bicycle & Pedestrian
Comments
Pedestrian
Comments
# Type Comment Creation Date
91 I walk here 2023-12-22 23:08
92 I ride transit here (bus, Metro) 2023-12-22 23:10
93 Add your own comment Family of 4 likes to bike together - La Mirada 2024-01-08 20:21 94 Add your own comment 2024-01-08 20:31
95 Add your own comment Need a signalized light by 7/11 near HS. Almost crashes with kids - lots of car crashes 2024-01-08 20:33 96 Add your own comment Need traffic signal on Bellflower and La Palma 2024-01-08 20:36 97 I bike here
Add bike lanes in front of Holder Elementary School to connect to existing bike lanes in Cypress 2024-01-08 20:37
98 Add your own comment Public transportation: Bus/Uber transit hub at La Palma and Western 2024-01-08 20:39 99 Add your own comment Provide merge lane on east side of Knott and Western on La Palma 2024-01-08 20:40 100 Add your own comment
Homeless live and store their personal belongings on the sidewalks which impairs pedestrian mobility 2024-01-08 20:41
3 Walk 2023-04-16 1:02
4 Walk 2023-04-16 1:05
5 Other
This could be a great opportunity to prohibit parking on the north side of the frontage road, reduce the width of the median and create a bike lane that doesn't impact lanes/widths on Crescent. 2023-04-17 18:40
8 Bike 2023-05-30 19:42
9 Bike 2023-05-31 17:23
10 Bike
Bike lanes please please please this is such a major corridor and people already do bike down it and by not putting them in it just makes it so unsafe for everyone 2023-06-07 16:32 11 Bike
Why is there not a protected bike lane on La Palma? I want to ride my bike to the mall, instead of driving. Long Beach, Lakewood and La Palma all have bike lanes along this road, but it ends at the BP city limit. The road is wide enough! 2023-06-22 1:39 12 Bike
Whitaker has two lanes in each direction, but traffic is light. Remove one lane and add bike lanes that connect to the existing bike lane on West Valencia in Fullerton. 2023-06-22 17:51 13 Bike
Please add a bike lane along Dale that connects to the train station and the existing bike lane on Malvern. 2023-06-22 17:53
14 Bike
Please connect the existing bike lanes on Malvern to the existing bikeway along Coyote Creek. 2023-06-22 18:02
15 Bike Please connect the existing Coyote Creek bikeway to the existing bike lanes along Malvern. 2023-06-22 18:03 16 Bike
This stretch of road is perfect for adding protected bike lanes and trees for pedestrians. Lots of workers and students commute here, but it dominated by car traffic 2023-09-21 9:21 17 Other
This part of Western needs improvement via dedicated bike lanes or a more consistent transit. Walking here is impossible and dangerous due to cars. 2023-09-21 9:27 18 Walk
This street along Knott's has untapped potential for being a walking or bike lane. It's a wide lane with too many vehicles speeding. 2023-10-19 4:55
19 Other Incomplete bike lane, drivers speeding 2023-11-08 23:44 20 Bike 2023-12-22 22:57
21 Bike 2023-12-22 22:58
22 Bike Access to Coyote Creek Bike Path 2023-12-22 22:59 23 Bike 2023-12-22 23:00
24 Bike 2023-12-22 23:01
25 Walk 2023-12-22 23:03
26 Walk 2023-12-22 23:07
ACTIVE TRANSPORTATION PLAN A-44
CITY OF BUENA PARK
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Appendix B
EXISTING CONDITIONS
ACTIVE TRANSPORTATION PLAN B-2
CITY OF BUENA PARK
[This Page is Intentionally Left Blank]
B-3 APPENDIX B — EXISTINg CONDITIONS
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Bus Stops
City Boundary
Schools
Parks
Commercial
Entertainment Mixed-Use
High-Density Residential
Industrial
Medium-Density Residential
Mixed-Use
Open Space
Planned Development
Single Family Residential
Tourist-Entertainment
¯ 0 0.25 0.5 Miles
Bus Ridership by Land Use
Top 10 Bus Stops
Top 20 Bus Stops
# Land Use Stop ID Ridership* Share** Stop Name
1 Tourist-Entertainment 754 233,494 18% Beach-La Palma
2 Commercial 867 74,629 6% Lincoln-Valley View
3 Mixed-Use 761 50,835 4% Beach-Artesia
4 Entertainment Mixed-Use 845 41,107 3% La Palma-Buena Park Downtown
5 High-Density Residential 839 39,151 3% La Palma-Knott 6 Planned Development 8254 19,358 2% Buena Park Metrolink Station
7 Single Family Residential 786 18,029 1% Beach-Stanton 8 Industrial 825 11,833 1% Knott-Caballero
9 Medium-Density
Residential
840 10,099 1% La Palma-El Monte
10 Open Space 823 5,802 < 1% Knott-8th
# Land Use Stop ID Ridership* Share** Stop Name
11 Tourist-Entertainment 884 159,064 12% Orangethorpe-Beach 12 Commercial 863 70,176 5% Lincoln-Knott
13 Mixed-Use 750 36,435 3% Beach-Commonwealth
14 Entertainment Mixed-Use 845 25,556 2% La Palma-Dale
15 Single Family Residential 835 15,122 1% La Palma-Valley View 16 High-Density Residential 887 8,127 1% Orangethorpe-Magnolia 17 Planned Development 847 3,925 < 1% La Palma-Woodland 18 Industrial 792 3,611 < 1% Commonwealth-Indiana
19 Open Space 828 2,016 < 1% Knott-Thelma
20 Medium-Density
Residential
765 1,894 < 1% Beach-Cameron
*Ridership = 2022 OCTA boarding and alighting total for each stop at specified intersection. **Share = Percentage of all Buena Park transit ridership at the specified intersection.
APPENDIX B.1 - “TOP 20” BUS STOPS BY LAND USE
MAP OF THE HIGHEST AND SECOND HIGHEST RIDERSHIP BUS STOPS BY LAND USE ACTIVE TRANSPORTATION PLAN B-4
CITY OF BUENA PARK
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Bus Stops
City Boundary
Schools
Parks
Commercial
Entertainment Mixed-Use
High-Density Residential
Industrial
Medium-Density Residential
Mixed-Use
Open Space
Planned Development
Single Family Residential
Tourist-Entertainment
¯ 0 0.25 0.5 Miles
Bus Ridership by Land Use
Top 10 Bus Stops
Top 20 Bus Stops
# Land Use Stop ID Ridership* Share** Stop Name
1 Tourist-Entertainment 754 233,494 18% Beach-La Palma
2 Commercial 867 74,629 6% Lincoln-Valley View
3 Mixed-Use 761 50,835 4% Beach-Artesia
4 Entertainment Mixed-Use 845 41,107 3% La Palma-Buena Park Downtown
5 High-Density Residential 839 39,151 3% La Palma-Knott 6 Planned Development 8254 19,358 2% Buena Park Metrolink Station
7 Single Family Residential 786 18,029 1% Beach-Stanton 8 Industrial 825 11,833 1% Knott-Caballero
9 Medium-Density
Residential
840 10,099 1% La Palma-El Monte
10 Open Space 823 5,802 < 1% Knott-8th
# Land Use Stop ID Ridership* Share** Stop Name
11 Tourist-Entertainment 884 159,064 12% Orangethorpe-Beach 12 Commercial 863 70,176 5% Lincoln-Knott
13 Mixed-Use 750 36,435 3% Beach-Commonwealth
14 Entertainment Mixed-Use 845 25,556 2% La Palma-Dale
15 Single Family Residential 835 15,122 1% La Palma-Valley View 16 High-Density Residential 887 8,127 1% Orangethorpe-Magnolia 17 Planned Development 847 3,925 < 1% La Palma-Woodland 18 Industrial 792 3,611 < 1% Commonwealth-Indiana
19 Open Space 828 2,016 < 1% Knott-Thelma
20 Medium-Density
Residential
765 1,894 < 1% Beach-Cameron
*Ridership = 2022 OCTA boarding and alighting total for each stop at specified intersection. **Share = Percentage of all Buena Park transit ridership at the specified intersection.
TABLE OF THE HIGHEST AND SECOND HIGHEST RIDERSHIP BUS STOPS BY LAND USE Appendix C
PRIORITY PROJECTS AND
IMPLEMENTATION
ACTIVE TRANSPORTATION PLAN C-2
CITY OF BUENA PARK
APPENDIX C.1 - PROPOSED BICYCLE PARKING AND SHOWER
FACILITY ORDINANCE – DIVISION 4 MULTIFAMILY HOUSING
TITLE 19 ZONING
DIVISION 4 MULTIFAMILY AND RESIDENTIAL ZONES
CHAPTER 19.436 DEVELOPMENT STANDARDS – VEHICULAR PROVISIONS
19.436.050 Parking Spaces Required.
A. Unless utilizing exceptions noted in Section 19.448.060 , in connection with the use of each lot, sufficient off-street parking space shall be provided to meet the demand created by all activities on the lot. The minimum requirements for residential uses shall be as shown in Table 19.436.050, entitled Parking Spaces Required. Additional requirements may be imposed, based upon substantiated estimates, as a condition of approval of a development under site plan review, conditional use permit, or other development approval procedure provided for in this Title. For uses or property for which no parking requirement is set forth in Table 19.436.050 , nor previously determined under the interpretation procedure ( Section
19.128.010), nor established under a development approval procedure, a parking requirement shall be determined for that type of use pursuant to the interpretation procedure set forth in Section 19.128.010.
CHAPTER 19.448 BICYCLE PROVISIONS
19.448.010 Definitions.
As used in this chapter, the following terms and words shall have the following meanings:
“Bicycle parking” refers to a space within a public or private property, exclusive of street right-of-way, driveways, ramps, walkways, required landscape areas, or workspace, for the temporary parking or storage of bicycle(s). Bicycle parking is intended for visitors and guests and shall include a permanently affixed post or rack for attaching a bicycle.
“Bicycle Rack” refers to a piece of street furniture used for short- or long-term bicycle parking in private or publicly accessible spaces.
“Job Site” is any place where one (1) or more person(s) is employed and receives compensation for their employment.”
19.448.020 Applicable Uses.
A. This Chapter shall not apply to the following uses:
1. Single-Family Dwellings
2. Mobilehome Parks
3. Residential Accessory Uses
4. The following community day care uses:
a. Small group child day care home (1-14 children)
b. Small group adult day care home (1-6 adults)
5. Public park, public playground, public recreational area, public landscaped open space, public- owned historical site or feature.
6. Utilities and Communications
C-3 APPENDIX C — PRIORIT y PROjECTS AND ImPLEmENTATION
7. All Agricultural Uses
8. All Temporary Uses
B. The Director of Development Services may find that any subsection or section of this Chapter is not practical for any new development or redevelopment of an existing development, if the implementation of any subsection or section of this Chapter present and undue burden and hardship to the development.
19.448.030 Bicycle parking facilities.
A. Bicycle parking shall be provided for any new building, addition, or enlargement of an existing building.
B. In addition, bicycle parking shall be located in a convenient, highly visible, and well-lit area that is in close proximity to the building’s main entrance.
C. General requirements for bicycle parking facilities and siting shall include the following:
1. Each bicycle parking space shall be no less than six feet long by two feet wide. a. Bicycle parking spaces designed to have a bicycle parked on either side of the rack shall be six feet long by four feet wide.
FIGURE 19.448.030: Bicycle Parking Space Requirements
2. There shall be at least 24 inches of minimum clearance between each bicycle parking space to allow access.
3. Bicycle parking shall be located at least 24 inches from any curb face.
D. All bicycle parking facilities within automobile parking areas shall be separated by a physical barrier to protect bicycles from vehicles and prevent the encroachment of vehicles into the designated bicycle parking area.
E. All bicycle parking facilities shall be anchored securely to the lot surface to prevent theft and shall be of sufficient strength to resist vandalism.
1. Anchor types shall be of the wedge-driven or expanding anchor bolt-type, with tamper proof heads and no sharp edges or protrusions that could create a tripping hazard.
2. Bicycle racks shall be installed on concrete sidewalk pavement or asphalt with a concrete pavement base. If no concrete base is present, one should be constructed of sufficient depth to securely anchor the bicycle rack when installed.
F. Wayfinding signage and signage showing how the bicycle should be locked is required for all bicycle parking sites.
G. Adequate clearances from other existing street furniture, structures or infrastructure shall be adhered to so that existing public and emergency access can be maintained.
ACTIVE TRANSPORTATION PLAN C-4
CITY OF BUENA PARK
H. Short-term bicycle parking. Short-term bicycle parking shall be provided according to the criteria in this Section to best serve shoppers, customers, guests, and other visitors to a site who wish to stay for a short period of time, typically 4 hours or less.
1. Standards for Short-Term Bicycle Parking shall include:
a. Short-term bicycle parking should be sited in a well-lit and convenient area outside of the public right-of-way and pedestrian walkways.
b. Short-term bicycle parking should be on the ground floor within 50 feet of the main entrance to the building unless more space is required to meet ADA accessibility guidelines. c. Short-term bicycle parking must not be in violation of any ADA accessibility requirements. d. Short-term bicycle parking in or adjacent to areas currently zoned “Regional Commercial” shall be located within the public right-of-way subject to rack design, location review, and approval from the Director of Development Services and the Director of Public Works, pursuant to a license or other agreement.
I. Long-term bicycle parking. Long-term bicycle parking shall be provided according to the criteria in this Section to best serve employees, residents, and commuters.
1. Standards for Long-Term Bicycle Parking:
a. Unless doing so would violate ADA guidelines, Long-term bicycle parking shall be located on the ground floor within 75 feet of the entrance of a commercial building if automobile parking on the ground floor is also provided. If no ground floor parking is provided, long-term bicycle parking may be located on the level immediately above or below the ground floor level within 75 feet of a public elevator or stairway.
b. All long-term bicycle parking facilities shall be covered and can either be provided inside buildings, under roof overhangs or awnings, in bicycle lockers, or within or under other structures. c. Long-term bicycle parking must not be in violation of any ADA accessibility requirements. d. To ensure security, long-term bicycle parking shall be in an enclosed bicycle locker, a bicycle storage area with bicycle racks that is either locked or guarded, in a nonpublic parking garage, or in an enclosed, locked and/or secured, space that contains provisions for the storage of bicycles.
19.448.040 Bicycle Parking ADA Clearance Requirements . Bicycle parking shall allow for at least 5 feet of clearance between the edge of a sidewalk and the bicycle parking space or 5 feet of clearance between a perpendicular wall and bicycle parking.
FIGURE 19.448.040: Bicycle Parking Space ADA Clearance Requirements C-5 APPENDIX C — PRIORIT y PROjECTS AND ImPLEmENTATION
19.448.050 Other Bicycle Parking Clearance Requirements. Bicycle parking racks must be located at least between 30 and 36 inches, depending on ADA and fire code requirements and other local considerations, from a perpendicular wall and allow a user to securely lock a bicycle tire and frame to the bicycle rack.
FIGURE 19.448.050: Bicycle Parking Rack Requirements
19.448.060 Bicycle Parking Requirements
A. Bicycle parking facilities shall provide the following number of bicycle parking spaces:
USE SHORT-TERM SPACES REQUIRED LONG-TERM SPACES REQUIRED
RESIDENTIAL USES
With private garage for
each unit
0.05 spaces for each bedroom. Minimum
requirement is 2 spaces.
No spaces required
Without private garage
for each unit
0.05 spaces for each bedroom. Minimum
requirement is 2 spaces.
0.5 spaces for each bedroom. Minimum
requirement is 2 spaces
Group Quarters;
Transient Quarters;
Community Residential
Care (except senior
housing)
To be determined under conditional use permit based on capacity, type of care, and number of employees.
Senior housing 0.05 spaces for each bedroom. Minimum
requirement is 2 spaces.
0.5 spaces for each bedroom. Minimum
requirement is 2 spaces
PUBLIC SERVICE USES
Child Day Care Centers,
Adult Day Care Centers,
Health Facilites
1 per 20,000 sq. ft.
Minimum requirement is 2 spaces.
1.5 for each 20 employees or one space
per 50,000 sq. ft.
Minimum requirement is 2 spaces.
Education 1 for each 20 students of planned capacity.
Minimum requirement is 2 spaces.
1 for each 10 employees plus 1 for each
20 students of planned capacity.
Minimum requirement is 2 spaces.
Public Assembly,
Community Recreation
Center
Spaces for 2% of maximum expected daily
attendance for any day of the week.
1 for each 20 employees.
Minimum requirement is 2 spaces.
TABLE 19.448.060: Bicycle Parking Requirements
ACTIVE TRANSPORTATION PLAN C-6
CITY OF BUENA PARK
B. Mixed-use buildings shall construct enough bike parking to meet the total amount of bike parking required for each category of use provided in their building, including the requirements listed in Section
19.540.050
C. Any fractional space requirement resulting from the calculation of required parking spaces shall be disregarded if less than 0.50 space and shall be counted as one required space if 0.50 or greater.
D. Bicycle Parking Credit. In reference to the parking requirements in Section 19.436.050 , a property owner may reduce the total number of parking spaces required by a ratio of one automobile parking space for every four bicycle parking spaces provided. No more than four spaces or five percent of existing parking spaces, whichever is less, may be removed and replaced with bicycle parking.
1. If a property owner is renovating or expanding an existing property, the property owner may replace existing automobile parking spaces with bicycle parking by a ratio of one automobile parking space for every four bicycle parking spaces provided. No more than four spaces or five percent of existing parking spaces, whichever is less, may be removed and replaced with bicycle parking.
19.448.070 Shower and locker facilities.
A. In compliance with ADA standards, shower and locker facilities shall be provided for any new development or redevelopment of an existing job site larger than 25,000 feet.
B. In existing job sites with uses regulated by this Chapter, if only one shower is provided on site, then it must be designed as a unisex facility that is ADA accessible.
SQUARE FEET SHOWERS REQUIRED
25,000 – 99,000 1 men’s shower, 1 women’s shower, and 1 single-person gender neutral shower
100,000 – 199,999 2 men’s shower, 2 women’s shower, and 1 single-person gender neutral shower
200,000 or more 3 men’s showers and 3 women’s showers. Plus, 1 additional men’s and women’s shower for every 100,000 square feet or portion thereof above 200,000 square feet.
1 single-person gender neutral shower, plus 1 additional single-person gender neutral shower for every 200,000 square feet or portion thereof above 200,000 square feet.
CHAPTER 19.452 SPECIAL REQUIREMENTS FOR CERTAIN USES
19.452.010 Development Incentives for Affordable Rental Housing.
19.452.020 Mobilehome Parks.
19.452.025 Multifamily Development on RM-20 Lots with Non-Conforming Lot Width and/or Lot Area.
19.452.030 Residential Condominiums, Stock Cooperatives, and Community Apartments.
19.452.035 Single-Family Cluster Housing.
19.452.040 Home Occupations.
19.452.050 Yard Sales.
19.452.060 Animal Keeping.
19.452.070 Emergency Shelters.
TABLE 19.448.070: Shower and Locker Facilities Requirements C-7 APPENDIX C — PRIORIT y PROjECTS AND ImPLEmENTATION
19.452.080 Residential Short-Term Rentals.
19.452.010 Development Incentives for Affordable Rental Housing.
APPENDIX C.2 - PROPOSED BICYCLE PARKING
AND SHOWER FACILITY ORDINANCE – DIVISION
5 COMMERCIAL AND INDUSTRIAL ZONES
TITLE 19 ZONING
DIVISION 5 COMMERCIAL AND INDUSTRIAL ZONES
CHAPTER 19.536 DEVELOPMENT STANDARDS – VEHICULAR PROVISIONS
19.536.040 Parking Spaces Required
A. Unless utilizing exceptions noted Section 19.540.050 , in connection with the use of each lot, sufficient off-street parking space shall be provided to meet the demand created by all activities on the lot. The minimum requirements for residential uses shall be as shown in Table 19.436.050, entitled Parking Spaces Required. Additional requirements may be imposed, based upon substantiated estimates, as a condition of approval of a development under site plan review, conditional use permit, or other development approval procedure provided for in this Title. For uses or property for which no parking requirement is set forth in Table 19.436.050, nor previously determined under the interpretation procedure ( Section
19.128.010), nor established under a development approval procedure, a parking requirement shall be determined for that type of use pursuant to the interpretation procedure set forth in Section 19.128.010.
CHAPTER 19.540 TRANSPORTATION DEMAND MANAGEMENT
REQUIREMENTS FOR SPECIFIED NEW DEVELOPMENT
19.540.020 Definitions.
A. For purposes of this chapter, the definitions for the following terms shall apply:
“Alternative Transportation Modes” means any mode of travel that serves as an alternative to the single occupant vehicle. This can include all forms of ridesharing such as carpooling or vanpooling, as well as public transit, bicycling, or walking.
“Applicable Development” means any new development project that is determined to meet or exceed the employment threshold using the criteria contained in Section 19.540.030. “Carpool or Vanpool” means two or more persons using the same vehicle to commute to or from an employment site or sites.
“Employee” means any person employed by a firm, person(s), business, educational institution, non-profit agency, or corporation, government agency or other entity. Employee shall include a person employed on a full time, part time, or temporary basis.
“Employment Generation Factors” refers to factors as specified in Section 19.540.030 for projecting the potential employment of any proposed development project. “Mixed-Use Development” means new development projects that combine any one of these land uses with another: residential, office, commercial, light industrial, and business park.
ACTIVE TRANSPORTATION PLAN C-8
CITY OF BUENA PARK
“New Development Project” means any non-residential project being processed where discretionary action by a decision-making body is required
“Transportation Demand Management (TDM)” means the implementation of programs, plans, or policies designed to encourage changes in individual travel behavior. TDM can include an emphasis on alternative travel modes to the single occupant vehicle (SOV) such as carpools, vanpools, and transit, reduction or elimination of the number of vehicle trips, or shifts in the time of vehicle commutes to other than the peak periods.
“Bicycle Parking” refers to a space within a public or private property, exclusive of street right-of-way, driveways, ramps, walkways, required landscape areas, or workspace, for the temporary parking or storage of bicycle(s). Bicycle parking is intended for visitors and guests and shall include a permanently affixed post or rack for attaching a bicycle.
“Bicycle Rack” refers to a piece of street furniture used for short- or long-term bicycle parking in private or publicly accessible spaces.
“Job Site” is any place where one (1) or more person(s) is employed and receives compensation for their employment and consists of the areas at the place’s designated address where an employee is reasonably expected to regularly perform job duties.
19.540.030 Application of Chapter Provisions.
A. Except for Section 19.540.050, pursuant to subsection C of this section, This chapter shall apply to all new development projects that are estimated to employ a total of 100 or more persons as determined by the methodology specified in Subsection B below.
B. For purposes of determining whether a new development project is subject to this chapter, the total employment figure will be as follows:
1. Employment projections developed by the project applicant, subject to approval by the Director of Development Services; or
LAND USE CATEGORY GROSS SQUARE FEET/EMPLOYER
Commercial 500
Office/Professional 250
Industrial 525
Hotel or Motel 0.8/room
2. Employment projections developed by the City using the following employee generation factors by type of use.
3. The employment projection for a development of mixed or multiple uses shall be calculated on a case by case basis based upon the proportion of development devoted to each type of use.
C. The Director of Development Services may find that any subsection of Section 19.540.050 is not practical for any new development or redevelopment of an existing development, if the implementation of Section
19.540.050 or any of its subsections present an undue burden and hardship to the development.
TABLE 19.540.030: Shower and Locker Facilities Requirements C-9 APPENDIX C — PRIORIT y PROjECTS AND ImPLEmENTATION
19.540.040 General Facility Standards
A. All applicable developments shall be subject to the Facility Standards as specified in this chapter and shall include in their project plan’s provisions to provide each of the improvements.
B. Preferential parking for carpool and vanpool vehicles.
1. At least 10 percent of the employee parking spaces shall be reserved and designated for carpool and vanpool vehicles by marking such spaces “Carpool Only”.
2. Such spaces shall be located near the building’s employee entrance(s) or at other preferential locations within the employee parking areas as approved by the City.
3. Where applicable, vanpool vehicle accessibility shall include a minimum 7’2” vertical clearance for those parking spaces and ramps to be used by such vehicles.
4. The total number of employee parking spaces shall be determined by using the parking requirements specified in this Chapter and the following factors by type of use as specified.
LAND USE CATEGORY PERCENT OF TOTAL PARKING DEVOTED TO EMPLOYEE PARKING Commercial 30%
Office/Professional 85%
Industrial 90%
Hotel or Motel 30%
C. Facilites for Bicyclist
1. Secure, adequate, and convenient storage for bicycles shall be provided.
2. Separate shower and locker room facilities shall be provided for men and women employees unless a finding is made by the Director of Development Services that provision of such facilities on a specific development are not practical or efficient.
D. Information on Transportation Alternatives.
1. A commuter information area shall be provided within or near each building. The area shall be centrally located and accessible to all employees.
2. Such area shall be of sufficient size to accommodate the display or provision of information such as:
a. Current maps, routes, and schedules for public transit b. Available employee incentives for use of alternate transportation modes, if any.
E. Bus Stop Improvements. Bus stop improvements shall be provided and located as deemed necessary and appropriate by the City Engineer. Said improvements shall be developed in accordance with the standards set forth by the City Engineer and may include dedication of right-of-way for improvement of bus pullouts, bus pads, and bus shelters.
19.540.050 Bicycle Facility Standards.
A. Bicycle parking facilities.
1. Bicycle parking shall be provided for any new building, addition, or enlargement of an existing building.
2. In addition, bicycle parking shall be located in a convenient, highly visible, and well-lit area that is in close proximity to the building’s main entrance.
3. General requirements for bicycle parking facilities and siting include the following:
a. Each bicycle parking space shall be no less than six feet long by two feet wide.
TABLE 19.540.030: Shower and Locker Facilities Requirements ACTIVE TRANSPORTATION PLAN C-10
CITY OF BUENA PARK
b. Bicycle parking spaces designed to have a bicycle parked on either side of the rack shall be six feet long by four feet wide.
FIGURE 19.540.050A: Bicycle Parking Space Requirements c. There shall be at least 24 inches of minimum clearance between each bicycle parking space to allow access.
d. Bicycle parking shall be located at least 24 inches from any curb face.
4. All bicycle parking facilities within automobile parking areas shall be separated by a physical barrier to protect bicycles from vehicles and prevent the encroachment of vehicles into the designated bicycle parking area.
5. All bicycle parking facilities shall be anchored securely to the lot surface to prevent theft and shall be of sufficient strength to resist vandalism.
a. Anchor types shall be of the wedge-driven or expanding anchor bolt-type, with tamper proof heads and no sharp edges or protrusions that could create a tripping hazard. b. Bicycle racks shall be installed on concrete sidewalk pavement or asphalt with a concrete pavement base. If no concrete base is present, one should be constructed of sufficient depth to securely anchor the bicycle rack when installed.
6. Wayfinding signage and signage showing how the bicycle should be locked is required for all bicycle parking sites.
7. Adequate clearances from other existing street furniture, structures or infrastructure shall be adhered to so that existing public and emergency access can be maintained B. Short-term bicycle parking.
1. Short-term bicycle parking shall be provided according to the criteria in this Section to best serve shoppers, customers, guests, and other visitors to a site who wish to stay for a short period of time, typically 4 hours or less.
2. Standards for Short-Term Bicycle Parking shall include:
a. Short-term bicycle parking should be sited in a well-lit and convenient area outside of the public right-of-way and pedestrian walkways.
b. Short-term bicycle parking should be on the ground floor within 50 feet of the main entrance to the building.
c. Short-term bicycle parking must not be in violation of any ADA accessibility requirements.
C-11 APPENDIX C — PRIORIT y PROjECTS AND ImPLEmENTATION d. Short-term bicycle parking in or adjacent to areas currently zoned “Regional Commercial” shall be located within the public right-of-way subject to rack design, location review, and approval from the Director of Development Services and the Director of Public Works, pursuant to a license or other agreement
C. Long-term bicycle parking.
1. Long-term bicycle parking shall be provided according to the criteria in this Section to best serve employees, residents, and commuters.
2. Standards for Long-Term Bicycle Parking:
a. Long-term bicycle parking shall be located on the ground floor within 75 feet of the entrance of a commercial building if automobile parking on the ground floor is also provided. If no ground floor parking is provided, long-term bicycle parking may be located on the level immediately above or below the ground floor level within 75 feet of a public elevator or stairway. b. Long-term bicycle parking must not be in violation of any ADA accessibility requirements. c. All long-term bicycle parking facilities shall be covered and can either be provided inside buildings, under roof overhangs or awnings, in bicycle lockers, or within or under other structures. d. To ensure security, long-term bicycle parking shall be in an enclosed bicycle locker, a bicycle storage area with bicycle racks that is either locked or guarded, in a nonpublic parking garage, or in an enclosed, locked and/or secured, space that contains provisions for the storage of bicycles.
D. Bicycle Parking ADA Clearance Requirements. Bicycle parking shall allow for at least 5 feet of clearance between the edge of a sidewalk and the bicycle parking space or 5 feet of clearance between a perpendicular wall and bicycle parking.
FIGURE 19.540.050D: Bicycle Parking Space ADA Clearance Requirements E. Other Bicycle Parking Clearance Requirements. Bicycle parking racks must be located at least between 30 and 36 inches, depending on ADA and fire code requirements and other local considerations, from a perpendicular wall and allow a user to securely lock a bicycle tire and frame to the bicycle rack.
ACTIVE TRANSPORTATION PLAN C-12
CITY OF BUENA PARK
F. Bicycle Parking Requirements.
1. This section shall not apply to:
a. Public park, public playground, public recreational area, public landscaped open space, public- owned historical site or feature.
b. Recreation area (play area, swimming pool, racquetball courts, etc.), as an accessory use (public or private use, indoor or outdoor) to a permitted commercial or industrial use. c. Natural Resource Development
d. Utilities and Communication
e. Temporary Uses
2. Bicycle parking facilities shall provide the following number of bicycle parking spaces:
FIGURE 19.540.050E: Bicycle Parking Rack Requirements
USE SHORT-TERM SPACES REQUIRED LONG-TERM SPACES REQUIRED
RESIDENTIAL USES
Mixed-Use, with private
garage for each unit
0.05 spaces for each bedroom.
Minimum requirement is 2 spaces.
No spaces required
Mixed-Use, without
private garage for each
unit
0.05 spaces for each bedroom.
Minimum requirement is 2 spaces.
0.5 spaces for each bedroom.
Minimum requirement is 2 spaces
Group Quarters;
Transient Quarters;
Community Residential
Care (except senior
housing)
To be determined under conditional use permit based on capacity, type of care, and number of employees.
PUBLIC SERVICE USES
Child Day Care Centers;
Adult Day Care Centers;
Health Facilites
1 per 20,000 sq. ft.
Minimum requirement is 2 spaces.
1.5 for each 20 employees or one space
per 50,000 sq. ft.
Minimum requirement is 2 spaces.
TABLE 19.540.050F: Bicycle Parking Requirements
C-13 APPENDIX C — PRIORIT y PROjECTS AND ImPLEmENTATION
USE SHORT-TERM SPACES REQUIRED LONG-TERM SPACES REQUIRED Education 1 for each 20 students of planned capacity
Minimum requirement is 2 spaces.
1 for each 10 employees plus 1 for each
20 students of planned capacity
Minimum requirement is 2 spaces.
Public Assembly;
Community Recreation
Center; Private
recreation facility;
Theme recreational
park; Golf driving range;
Tennis courts or clubs,
indoor only; Racquetball,
handball, swimming,
gym, athletic club
Spaces for 2% of maximum expected daily
attendance for any day of the week.
1 for each 20 employees.
Minimum requirement is 2 spaces.
Other Public Services
and Facilities; Parking
Structure; Parking Lot
1 per 10,000 sq. ft.
Minimum requirement is 2 spaces.
1 for each 10 employees.
Minimum requirement is 2 spaces.
Passenger station Spaces for 1.5% of a.m. peak period daily ridership.
Spaces for 5% of projected a.m. peak
period daily ridership.
COMMERCIAL USES
Offices; Studios, etc. 1 per 20,000 sq. ft.
Minimum requirement is 2 spaces.
1 per 10,000 sq. ft.
Minimum requirement is 2 spaces.
Personal Services;
Commercial Recreation;
Retail Sales; Miniature
golf; Vehicle Sales and
Rentals; Vehicle-Related
Sales with Related
Service and Repair,
Other Sales and Service;
Vehicle Repair, Service;
Vehicle Service; Printing
Services
1 per 5,000 sq. ft.
Minimum requirement is 2 spaces.
1 per 10,000 sq. ft.
Minimum requirement is 2 spaces.
Tourist Services Minimum of 6 spaces or 1 per 20 automobile spaces, whichever is greater.
1 space per 20 auto spaces.
Minimum requirement is 2 spaces.
Food Sales and Service 1 space per 2,000 sq. ft.
Minimum requirement is 2 spaces.
1 space per 12,000 sq. ft.
Minimum requirement is 2 spaces.
INDUSTRIAL/MANAFACTURING USES
Research, Development
and Testing;
Storage; Wholesale;
Industrial Processes;
Manufacturing of;
Food Manufacturing or
Processing
Number of spaces to be prescribed by the
Director. Minimum of 2 spaces at each public
building entrance.
1 per 15,000 sq. ft.
Minimum requirement is 2 spaces.
TABLE 19.540.050F (CONT.): Bicycle Parking Requirements ACTIVE TRANSPORTATION PLAN C-14
CITY OF BUENA PARK
3. Mixed-use buildings shall construct enough bike parking to meet the total amount of bike parking required for each category of use provided in their building, including the requirements listed in
4. Any fractional space requirement resulting from the calculation of required parking spaces shall be disregarded if less than 0.50 space and shall be counted as one required space if 0.50 or greater.
5. Bicycle Parking Credit. In reference to the parking requirements in Section 19.536.040 , a property owner may reduce the total number of parking spaces required by a ratio of one automobile parking space for every four bicycle parking spaces provided. No more than four spaces or five percent of existing parking spaces, whichever is less, may be removed and replaced with bicycle parking.
6. If a property owner is renovating or expanding an existing property, the property owner may replace existing automobile parking spaces with bicycle parking by a ratio of one automobile parking space for every four bicycle parking spaces provided. No more than four spaces or five percent of existing parking spaces, whichever is less, may be removed and replaced with bicycle parking.
G. Shower and locker facilites.
1. In compliance with ADA standards, shower and locker facilities shall be provided for any new development or redevelopment of an existing job site 25,000 feet or larger.
2. In existing job sites with uses regulated by this Chapter, if only 1-2 shower facilites are provided on site, then they must be designed as a unisex facility and made ADA accessible, if feasible.
3. In new or redeveloped job sites, showers for employees shall be provided per the following conditions:
SQUARE FEET SHOWERS REQUIRED
25,000 – 99,000 1 men’s shower, 1 women’s shower, and 1 single-person gender neutral shower
100,000 – 199,999 2 men’s shower, 2 women’s shower, and 1 single-person gender neutral shower
200,000 or more 3 men’s showers and 3 women’s showers. Plus, 1 additional men’s and women’s shower for every 100,000 square feet or portion thereof above 200,000 square feet.
1 single-person gender neutral shower, plus 1 additional single-person gender neutral shower for every 200,000 square feet or portion thereof above 200,000 square feet.
19.540.050 Monitoring.
4. Periodic monitoring of the applicable developments may occur to ensure full and continued implementation of the Facility Standards and Bicycle Facility Standards as described in Section
19.540.040 and Section 19.540.050 of this chapter, respectively.
TABLE 19.540.050G: Shower and Locker Facilities Requirements City of Buena Park
City Council Regular Meeting Agenda Report
APPOINTMENT OF DAYLENE ALLIMAN AS A TEMPORARY HUMAN RESOURCES ANALYST TO PERFORM WORK OF A LIMITED DURATION AND ADOPT RESOLUTION FOR EXCEPTION TO THE 180-DAY WAIT PERIOD
CERTIFYING THE HUMAN RESOURCES ANALYST CLASSIFICATION AS A CRITICALLY-NEEDED POSITION Meeting
Tuesday, September 10, 2024, 5:00 PM
Agenda Group
NEW BUSINESS Item: 5E
Presented By
Rebecca Valdez, Human Resources Manager
Prepared By
Eddie Fenton, Assistant City Manager/Director of Human
Resources
Approved By
Aaron France, City Manager
RECOMMENDED ACTION
1) Adopt a resolution for exception to the 180-day wait period and certify the critical importance of appointing Daylene Alliman as a temporary Human Resources Analyst.
PREVIOUS CITY COUNCIL ACTION
None.
DISCUSSION
Government Code Section 7522.56 requires public agency retirees to wait 180 days after retirement before returning to work for a public agency. This waiting period can be waived should the City Council determine it is critical to fill a specific position.
Daylene Alliman retired as a Personnel Services Manager on May 8, 2024, from the City of Claremont and has over 25 years of extensive knowledge in all areas of public sector Human Resources Management. In addition, Ms.
Alliman has a unique skill set and familiarity with Buena Park’s policies and procedures and she specializes in the recruitment and selection functional area. The City’s Human Resources Department needs extra-help personnel to assist with its backlog of recruitments to be conducted and positions to be filled throughout the organization. Ms.
Alliman has developed an extensive knowledge of the Buena Park Human Resources Department and local government operations during her time as a Limited-Term Human Resources Analyst. Ms. Alliman’s knowledge uniquely qualifies her to be a Human Resources Analyst on a temporary basis for extra-help. This extra-help position is critical to the daily operations of the Human Resources Department. In addition, this position currently assumes a large role in payroll processing, recruitment and selection, and support for Human Resources activities that have been backlogged. Furthermore, the City needs a temporary Human Resources Analyst with sufficient knowledge and expertise and the City cannot temporarily appoint another employee without impairing City operations. Given the current circumstances, coupled by the unique nature of this specialized position, staff is recommending that the City Council approve a resolution certifying the Human Resources Analyst position as critically-needed and authorizing the temporary appointment of the Human Resources Analyst to provide extra-help as a retired annuitant on a temporary, post-retirement basis. Staff anticipates that the appointment will not exceed a three (3) month period, working approximately 30-40 hours per week.
Ms. Alliman is a retired annuitant under the CalPERS retirement system. Under California public employment retirement law that governs public sector retirees, a retired annuitant may be employed by a public agency if it meets certain criteria. Government Code Section 75522.56 and 21224 requires public agencies meet all of the requirements, such as:
The temporary appointment to the Human Resources Analyst position requires critical and highly-specialized skills by the governing body;
The City requires an experienced Human Resources Analyst to assist with attracting, recruiting, and hiring to fill vacant positions and complete high-level projects that have been delayed due to staffing shortages; The City requires the 'extra-help' from a retired annuitant professional to perform the duties of Human Resources Analyst under Government Code 21224;
The temporary appointment by the governing body must be of limited duration, not to exceed 960 hours per fiscal year for all employers;
The appointed retiree shall not receive any benefits, incentives, compensation in lieu of benefits, or any other forms of compensation in addition to the hourly rate.
This appointment is limited to 960 hours per fiscal year and the compensation paid to retirees cannot be less than the minimum nor more than the maximum monthly base salary paid to other employees performing comparable duties. This position is categorized as a temporary Human Resources Analyst and does not include any other benefit, incentive, or compensation in lieu of benefits, or other form of compensation in addition to the $51.23 hourly rate, with the exception of statutorily required Medicare.
It is anticipated that, if approved by the City Council, Ms. Alliman will begin after September 11, 2024, subject to confirmation from CalPERS that Ms. Alliman may be appointed as an extra-help retired annuitant.
BUDGET IMPACT
This proposal will cost approximately $10,000 per month. There are sufficient salary savings within the Human Resources Department budget from staff vacancies to cover this cost. No supplemental budget appropriation is required.
Attachments
Exception to 180 day wait period Daylene Alliman Resolution.pdf Alliman, Daylene Job Offer Letter.pdf
RESOLUTION NO. ______
A RESOLUTION OF THE CITY COUNCIL OF
THE CITY OF BUENA PARK, CALIFORNIA,
FOR EXCEPTION TO THE 180 -DAY WAIT
PERIOD AND CERTIFYING THE HUMAN
RESOURCES ANALYST CLASSIFICATION
AS A CRITICALLY NEEDED POSITION AND
APPOINTING DAYLENE ALLIMAN AS A
TEMPORARY HUMAN RESOURCES
ANALYST PURSUANT TO GOVERNMENT
CODE SECTIONS 7522.56 & 21224
WHEREAS, in compliance with Government Code section 7522.56, the City Council of the City of Buena Park must provide CalPERS this certification resolution when hiring a retiree before 180 days has passed since his or her retirement date; and
WHEREAS, Daylene Alliman , CalPERS ID # 2434697272, retired from the City of Claremont in the position of Personnel Services Manager, effective May 8, 2024; and
WHEREAS, section 7522.56 requires that post-retirement employment commence no earlier than 180 days after the retirement date, which is November 5 , 202 4, without this certification resolution; and
WHEREAS, section 7522.56 provides that this exception to the 180 -day wait period shall not apply if the retiree accepts any retirement-related incentive; and
WHEREAS, this section 21224 appointment is to provide “extra -help” to prevent the stoppage of public business and because the retiree has special skills needed to perform the work of limited duration; and
WHEREAS, the City Council, the City of Buena Park, and Daylene Alliman certify that Daylene Alliman has not and will not receive a Golden Handshake or any other retirement-related incentive; and
WHEREAS, the City Council hereby appoints Daylene Alliman as an extra-help retired annuitant to perform the duties of the Human Resources Analyst for the City of Buena Park under Government Code section 21224, after September 11, 2024; and
WHEREAS, the entire employment agreement, contract or appointment document between Daylene Alliman and the City of Buena Park has been reviewed by this body and is attached herein; and
WHEREAS, no matters, issues, terms or conditions related to this employment and appointment have been or will be placed on a consent calendar; and
WHEREAS, the employment shall be limited to 960 hours per each fiscal year for all CalPERS employers; and
RESOLUTION NO. _______