Montebello City Council
February 14, 2024

AMENDED AGENDA

CITY OF MONTEBELLO

CITY COUNCIL

REGULAR MEETING

WEDNESDAY, FEBRUARY 14, 2024 AT 6:00 PM

CITY HALL COUNCIL CHAMBERS
1600 WEST BEVERLY BOULEVARD

MONTEBELLO, CALIFORNIA

CITY COUNCIL
Scarlet Peralta, Mayor
Salvador Melendez, Mayor Pro Tem
Angie M. Jimenez, Councilmember
Georgina Tamayo, Councilmember
David N. Torres, Councilmember

CITY MANAGER
Raul Alvarez

CITY TREASURER
David Matanga

CITY ATTORNEY
Arnold M. Alvarez-Glasman

CITY CLERK
Christopher Jimenez

DEPARTMENT HEADS
Assistant City Manager
Fire Chief
Police Chief
Director of Finance
Director of Planning/Community Development
Director of Public Works
Director of Recreation and Community Services
Director of Transportation
Arlene Salazar
Fernando Pelaez
Paul Espinosa
Michael Solorza
Joseph Palombi
Cesar Roldan
David Sosnowski
Adrianna Kendricks

February 14, 2024: City Council Meeting Page 2 of 7

NOTICES
This City Council Meeting ("Council") will be held in person and will meet at City Hall – City Council Chambers, 1600 West Beverly Boulevard, Montebello, California. The meeting will be live streamed and can be watched on the City’s website and YouTube Channel via the following link: https://www.montebelloca.gov, and may also be viewed on Spectrum Public Access Channel 3 for all Spectrum cable subscribers.

AMERICANS WITH DISABILITIES ACT: In compliance with the Americans with Disabilities Act (ADA) any person with a disability who requires special accommodations in order to participate in a meeting should contact the Administration Office at (323) 887-1437 Monday-Thursday from 7:30 a.m.-5:30 p.m. Please call 48 hours prior to the meeting to ensure that reasonable arrangements can be made to provide accessibility to this meeting (28 CFR 35.102-35.104 ADA Title II 1203). If you require translation services, please contact the City Clerk’s office 72 hours before this meeting. Si necesita servicios de traducción, comuníquese con la Oficina del Secretario Municipal 72 horas antes de esta reunión. 如果您需要翻译服务，请在会议前 72 小时联系市书记员办公室.

RULES OF DECORUM:

Pursuant to Section 54957.95 of the Government Code, the presiding member of the legislative body conducting a meeting, or their designee, is authorized to remove, or cause the removal of, an individual for disrupting the meeting.

Any such removal will be preceded by a warning to the disruptive individual by the presiding member of the legislative body or their designee that the individual’s behavior is disrupting the meeting and that the individual’s failure to promptly cease their disruptive behavior may result in their removal.

PUBLIC COMMENTS:

In-Person: For those interested in participating during the Public Comment period(s) or public testimony period for Public Hearings of the City Council meetings, you may address the City Council in person only the day of the meeting.

Speakers will be required to fill out a speaker card provided at the door and submit it to City Clerk staff prior to each Public Comment announcement period. Staff will number and call each speaker card in the order received. Closed Session begins at 6:00 p.m. and Regular Session begins immediately thereafter; if there is no Closed Session, Regular Session will begin at 6:00 p.m.

AGENDA MATERIALS: The agenda and/or agenda packet are available for public inspection at City’s website at:

Agendas, Minutes, and Videos,

February 14, 2024: City Council Meeting Page 3 of 7

IN CONSIDERATION OF OTHERS, PLEASE TURN OFF, OR MUTE, ALL CELL PHONES AND PAGERS

THANK YOU FOR YOUR COOPERATION

OPENING CEREMONIES

CALL TO ORDER - 6:00 P.M.

ROLL CALL

ANNOUNCEMENT OF CLOSED SESSION ITEMS

PUBLIC COMMENTS ON CLOSED SESSION ITEMS
At this time, the public may submit a speaker card to the City Clerk staff for Closed Session items, prior to the beginning of this statement. Speakers will be called in the order received. Please be aware that the maximum time allotted for members of the public to speak on Closed Session items shall not exceed three (3) minutes per person. State Law prohibits the City Council from taking action or entertaining extended discussion on a topic not listed on the agenda. Please show courtesy to others and direct all of your comments to the Mayor and City Council.

CLOSED SESSION
The City Attorney shall provide a briefing on the item listed for Closed Session as follows:

1. CONFERENCE WITH LEGAL COUNSEL – ANTICIPATED LITIGATION Government Code Section 54956.9(d)(2)
Third Tolling Agreement with BKK Working Group related to the BKK Class I Landfill Cost Recovery Efforts (one matter)

REGULAR SESSION - IMMEDIATELY FOLLOWING CLOSED SESSION

CLOSED SESSION REPORT

INVOCATION

PLEDGE OF ALLEGIANCE

CORRECTIONS TO THE AGENDA - CITY MANAGER

CEREMONIAL ITEMS/PRESENTATIONS

2. RECOGNITION OF NEW POLICE DEPARTMENT EMPLOYEES

3. MONTEBELLO PREVENTION AND SUPPORTIVE SERVICES FOR UNHOUSED AND AT-RISK

INDIVIDUALS PRESENTATION

4. MONTEBELLO CORRIDOR GRADE SEPARATION PROJECT PRESENTATION BY SAN GABRIEL VALLEY

COUNCIL OF GOVERNMENTS

5. BLACK HISTORY MONTH

6. AMERICAN HEART MONTH
PUBLIC COMMENTS ON NON-AGENDA ITEMS (30 MINUTES)
At this time, the public may submit speaker card(s) to the City Clerk staff, for both agenda and non-agenda items, prior to the beginning of this statement; Public Hearing items do not require a speaker card.

The City Council will address non-agenda items during this section and speakers will be called in the order received. Those persons not accommodated during this 30-minute period will have an opportunity to speak under “Public Comments – Continued”, after all scheduled matters have been considered. Public Hearing, Regular Business and/or Consent

February 14, 2024: City Council Meeting Page 4 of 7

Calendar items will be addressed at the time that matter of business is heard, in the order received.

Please be aware that the maximum time allotted for members of the public to speak shall not exceed three (3) minutes per speaker. State Law prohibits the City Council from taking action or entertaining extended discussion on a topic not listed on the agenda. Please show courtesy to others and direct all of your comments to the Mayor and City Council.

STAFF COMMUNICATIONS ON ITEMS OF COMMUNITY INTEREST

REGULAR BUSINESS

7. FISCAL YEAR 2023-24 SECOND QUARTER BUDGET REPORT

RECOMMENDATION: It is recommended that the City Council:

1. Receive and file this agenda report and the presentation on the Fiscal Year 2023-24 Second Quarter Budget Report; and,

2. Amend the Master Position Control to Add One (1.0) Community Services Coordinator and One (1.0) Recreation Supervisor Full-Time Equivalent to the Parks and Recreation Department (Attachment C); and,

3. Amend the Fiscal Year 2023-24 budget in the amounts and in the accounts listed in Attachment D; and,

4. Take whatever additional actions necessary.

CONSENT CALENDAR
All matters listed under the Consent Calendar are considered to be routine. Any items a member wishes to discuss, including any items the public submitted speaker cards for, should be designated at this time. All other items may be approved in a single motion. Such approval will also waive the reading of any Ordinance.

8. RECEIVE AND FILE THE CITY OF MONTEBELLO FIRST MILE / LAST MILE MASTERPLAN

RECOMMENDATION: It is recommended that the City Council:

1. Receive and file the City of Montebello First Mile / Last Mile Masterplan; and

2. Take such additional, related, action that may be desirable.

9. APPROVE AMENDMENT NO. 1 TO AGREEMENT NO. 3857 WITH BLAIS AND ASSOCIATES, LLC TO

PROVIDE GRANT WRITING AND MANAGEMENT SERVICES

RECOMMENDATION: It is recommended that the City Council:

1. Approve Amendment No. 1 to Agreement No. 3857 with Blais and Associates, LLC for professional grant writing and management services to exercise the first of the available two, one (1) year term extensions; and

2. Authorize the City Manager and/or his designee to execute Amendment No. 1 on behalf of the City of Montebello; and

3. Take such additional, related action that may be desirable.

10. APPROVE AMENDMENT NO. 1 TO AGREEMENT NO. 3822 WITH COMPLETE LANDSCAPE CARE, INC.

EXTENDING THE TERM TWO (2) YEARS AND EXPANDING THE SCOPE OF SERVICES

RECOMMENDATION: It is recommended that the City Council:

1. Approve Amendment No. 1 to Agreement No. 3822 with Complete Landscape Care Inc. to extend the agreement for two (2) additional years and expand landscape maintenance services to Montebello City Park Monument, Montebello City Park Youth Center, Senior Center South Wing Enclosed Patio, and North Ridge Park; and

February 14, 2024: City Council Meeting Page 5 of 7

2. Increase the total not-to-exceed amount of the agreement by $60,000 per year ($120,000 over the two (2) year extension term); and

3. Authorize the City Manager to execute Amendment No. 1 to Professional Service Agreement No. 3822; and

4. Take all other additional actions deemed necessary

11. AMENDMENT OF AGREEMENT NO'S. 893, 3213, AND 3323 RELATED TO QUIET CANNON MANAGEMENT

AND ASSOCIATED BUSINESS ENTITIES

RECOMMENDATION: It is recommended that the City Council:

1. Approve the amended Agreements related to the Quiet Cannon Management (QMC) and associated hotel business entities in substantially the form as presented; and

2. Authorize the City Manager to execute the aforementioned agreements.

12. APPROVE PROFESSIONAL SERVICES AGREEMENT NO. 4175 WITH YUNEX, LLC FOR TRAFFIC SIGNAL

MAINTENANCE SERVICES

RECOMMENDATION: It is recommended that the City Council:

1. Approve Professional Services Agreement No. 4175 with Yunex, LLC for traffic signal maintenance services in an annual amount not-to-exceed $280,000 and authorize the City Manager to execute the Professional Services Agreement; and

2. Approve payment of unpaid invoices with Yunex, LLC for traffic signal maintenance services in the amount of $95,616; and

3. Take such additional, related action that may be desirable.

13. APPROVE ISSUING REQUEST FOR PROPOSALS (RFP 24-11) FOR CITYWIDE ELEVATOR MAINTENANCE

SERVICES

RECOMMENDATION: It is recommended that the City Council:

1. Authorize issuing a Request for Proposals (RFP 24-11) for citywide elevator maintenance services; and

2. Take whatever additional actions are necessary and required.

14. APPROVE AMENDMENT NO. 1 TO AGREEMENT NO. 2937 BETWEEN THE CITY OF MONTEBELLO AND

SAN GABRIEL VALLEY WATER COMPANY (SGVWC) ALLOWING FOR THE CONTINUED SERVICE OF

NON-POTABLE RECYCLED WATER FOR IRRIGATION PURPOSES AT GRANT REA PARK FOR A PERIOD OF 10 YEARS

RECOMMENDATION: It is recommended that the City Council:

1. Approve Amendment No. 1 to Agreement No. 2937 between the City of Montebello and San Gabriel Valley Water Company allowing for the continued service of non-potable recycled water for irrigation purposes at Grant Rea Park for a period of 10 years; and

2. Authorize the City Manager to execute Amendment No. 1 to Agreement No. 2937, in a final form approved by the City Attorney.

3. Take such additional, related action that may be desirable.

15. AUTHORIZE AN INCREASE TO THE BLANKET PURCHASE ORDER WITH HI-WAY SAFETY

RECOMMENDATION: It is recommended that the City Council:

1. Authorize an increase to the existing Blanket Purchase Order with Hi-Way Safety in the amount of $95,000; and

2. Take such additional, related action that may be desirable.

16. PAYMENT OF BILLS: ADOPT RESOLUTION NO. 24-09 APPROVING THE CITY WARRANT REGISTER OF DEMANDS DATED FEBRUARY 14, 2024

February 14, 2024: City Council Meeting Page 6 of 7

RECOMMENDATION: It is recommended that the City Council:

1. Adopt Resolution No. 24-09 approving the Warrant Register dated February 14, 2024.

PUBLIC COMMENTS - CONTINUED

AB 1234 TRAVEL REPORTS
Members will provide a brief report on meetings attended at the expense of the local agency as required by Government Code Section 53232.3(d).

COUNCIL/AGENCY ORALS
Announcements and requests for future agenda items.
• Georgina Tamayo, Councilmember

• David N. Torres, Councilmember

• Salvador Melendez, Mayor Pro Tem

• Angie M. Jimenez, Councilmember

1. Ask for council consensus to direct staff to look into opportunities to provide Narcan training citywide.

2. Wonder Woman Wednesdays beginning Wednesday, February 28.

3. Miércoles de Mujer Maravilla

• Scarlet Peralta, Mayor

1. Requesting council consensus to explore reinstating the park ranger program as a proactive step towards enhancing safety in our public parks.

2. Requesting council consensus to initiate the development of a Vision Zero Strategy to reduce accidents and traffic-related fatalities, and increase safe, healthy, and equitable streets/mobility within our community.

3. Requesting council consensus to initiate the development of a City Climate Resiliency Action Plan to address critical issues related to climate change and sustainability within our city and access grant funding aimed at supporting resiliency efforts.

4. Seeking council consensus to expand social programming on mental health and wellness to include young adults.

CLOSED SESSION - CONTINUED

ADJOURNMENT
The City of Montebello will adjourn to the next Regular Meeting on February 28, 2024, at 6:00 p.m., which can be live- streamed at https://www.montebelloca.gov (Click on Live Stream).

I, Kimberly Guillen, Senior Deputy City Clerk for the City of Montebello, hereby certify that a copy of this agenda has been posted on or before Sunday, February 11, 2024, no later than 6:00 p.m.

Kimberly Guillen, Senior Deputy City Clerk

February 14, 2024: City Council Meeting Page 7 of 7

EXHIBIT - CITY OF MONTEBELLO FORECASTED AGENDA
Please note, the attached exhibit is a draft version that is to be used for reference purposes only; agenda items, information, and dates are subject to change. The exhibit will be placed at the end of the Agenda Packet. • CITY OF MONTEBELLO FORECASTED AGENDA

ITEM # 7

CITY OF MONTEBELLO

CITY COUNCIL AGENDA STAFF REPORT

TO: Honorable Mayor and City Council Members

FROM: Raul Alvarez, City Manager

BY: Michael Solorza, Director of Finance

SUBJECT: FISCAL YEAR 2023-24 SECOND QUARTER BUDGET REPORT

DATE: February 14, 2024

RECOMMENDATION(S):

It is recommended that the City Council:

1. Receive and file this agenda report and the presentation on the Fiscal Year 2023- 24 Second Quarter Budget Report; and,

2. Amend the Master Position Control to Add One (1.0) Community Services Coordinator and One (1.0) Recreation Supervisor Full-Time Equivalent to the Parks and Recreation Department (Attachment C); and,

3. Amend the Fiscal Year 2023-24 budget in the amounts and in the accounts listed in Attachment D; and,

4. Take whatever additional actions necessary.

FISCAL IMPACT:

The Fiscal Year 2023-24 budget was adopted on June 14, 2023. Since adoption, changes (amendments) to the budget have been made. In addition, there are now seven months of revenue and expenditure results that allow trends to be analyzed and an updated budget forecast to be presented (i.e., actual results through the last week of January). In addition, presenting quarterly reports on a regular basis shows good financial stewardship and promotes transparency.

This Second Quarter Budget report focuses on the General Fund and provides updated expenditure and revenue projections for the fiscal year. There will also be a brief discussion of the two enterprise funds which record the activity of the City-owned hotels (Hilton Garden Inn and Home2Suites).

The General Fund budget was adopted with a $628,950 surplus: revenue of $73,316,400

CITY COUNCIL AGENDA REPORT - MEETING OF FEBRUARY 14, 2024

forecasted higher than expenditures of $72,687,450. Since adoption in June, budget amendments have been made to department expenditure appropriations, and new information is available on revenue trends. Updated (unaudited) revenue performance at the June 30, 2023 fiscal year close has provided additional information to update FY 2023-24 revenue projections. Also, seven months of data on revenue and expenditure actuals provide indications of where expenditures are headed by year-end, allowing for updated estimates to be presented.

The updated expenditure and revenue projections for the General Fund are presented in the table below, as well as the adopted budget for FY 2023-24. In addition, a comparison of the unaudited FY 2022-23 actuals are included:

The General Fund closed (unaudited) FY 2022-23 with a surplus (revenue exceeding expenditures) of $16,104,027. That includes revenue from the sale of the City’s water system in February 2023 ($16.435 million), sale of a City-owned property in the City of Pico Rivera in February 2023 ($1.269 million) and the use of Coronavirus State and Local Fiscal Recovery Funds (CSLFRF) as the “Revenue Loss” category per the American Rescue Plan Act ($4.613 million) throughout the fiscal year.

This estimated surplus will double the amount of available reserves in the General Fund, pushing fund balance to approximately 48% of FY 2023-24 operating revenue. The preparation of final audited financial statements is currently underway. Based on unaudited results, General Fund fund balance should grow from $14.716 million as of June 30, 2022 to $36.455 million as of June 30, 2023. Staff will have more precise figures once preparation of the Annual Comprehensive Financial Report (ACFR) is completed.

The chart below provides historical context, plotting actual, budgeted and projected General Fund revenues against expenditures:

CITY COUNCIL AGENDA REPORT - MEETING OF FEBRUARY 14, 2024

There were slight surpluses in the pre-pandemic fiscal years (i.e., prior to FY 2019- 20). The gap between revenue and expenditure actuals in FY 2019-20 shows the impact of reduced revenue negatively affected by the pandemic, plus one-time capital expenditures related to infrastructure projects that utilized the 2009 excess bond proceeds: Taylor Ranch Park project, City Hall roof replacement, Police HVAC replacement, etc which increased expenditures one-time in FY 2019-20.

The surpluses in FY 2021-22 and FY 2022-23 continue a positive trend where revenue exceeds expenditures, assisted by the recognition of one-time revenues as described above. The FY 2023-24 2nd Quarter projection indicates another surplus year, albeit a smaller surplus vs. the adopted budget -- $194,039. Having a General Fund surplus helps build available reserves, placing the City on stronger financial footing as fund balance grows as a percentage of operating revenue.

The paragraphs below present a more detailed discussion of the changes based on 2nd Quarter actuals and their impact on the forecast for fiscal year-end.

BACKGROUND/DISCUSSION:

N/A

ENVIRONMENTAL:

N/A

ANALYSIS:

At the time the FY 2023-24 budget was adopted on June 14, 2023, revenue and expenditure forecasts were based on April and May information, tempered and informed by prior year and historical data. The closing of the books for FY 2022-23 provides additional, unaudited insight into revenue and expenditure performance. That information along with additional data (i.e., actuals) from July 2023 through January 2024 allows an updated forecast for fiscal year-end to be presented.

Revenue
Overall, General Fund revenue is projected to be $4,213,003 higher than the adopted budget ($77.529 million vs. $73.316 million). This increase represents the net impact of changes to revenue accounts across the General Fund. The chart and table below present high-level overviews of General Fund revenue – by totals and major revenue category, with additional detail provided in Attachment A:

CITY COUNCIL AGENDA REPORT - MEETING OF FEBRUARY 14, 2024

Looking at the sales tax forecast, the projected revenue from the Monterey Park Marketplace sharing agreement has been reduced by $400,000. This is due to the change in the percentage shared with Montebello by Costco beginning in year five of the agreement (i.e., FY 2023-24). The sharing amount decreased from 50% to 18% per the terms of the agreement. However, Monterey Park voters recently approved a transaction and use tax and staff is working with Monterey Park Finance staff to receive a portion of the new transaction and use tax through the existing sales tax sharing agreement. An update on projected revenue from the new transaction and use tax will be provided during the FY 2024-25 budget development process.

The table below shows sales tax data from FY 2020-21 through FY 2023-24, including

CITY COUNCIL AGENDA REPORT - MEETING OF FEBRUARY 14, 2024

the updated 2nd Quarter forecast for all three separate sources of sales tax:

Property tax shows an increase of $460,500 when compared to the adopted budget. This increase is from updated projections related to the “in-lieu of VLF” source of property tax. This revenue is received in two tranches: 50% in January and 50% in June. Having the January deposits allows for an updated projection for FY 2023-24, resulting in an increase of $401,500 over the adopted budget. Recent single family residential property sales show a slowing in the number of full values sales in Montebello, with only 26 such sales in the 4th quarter of 2023. However, the median price of these sales remains elevated, at $735,000. Overall, citywide assessed value is projected to increase 5.0%, year over year.

The $25,000 decrease in the Franchise Taxes category is from a slight downward adjustment to the Cable Franchise tax amount, based on FY 2022-23 actuals. However, this category will continue to grow with the addition of the new SB1383 organic waste related franchise fee. The City received $189,000 in FY 2022-23, based on a partial year of remittances (August – June), combined with it being the first year of collection. The SB1383 organic waste franchise amount is projected at $300,000 for FY 2023-24 and represents a new, ongoing source of General Fund revenue.

The increase of $745,000 in the Licenses and Permits category is due to improved performance across the various “building permit” categories: plumbing, electrical, mechanical, etc. As with last fiscal year, there are some relatively large, one-time permit payments related to the Montebello Hills and Topgolf developments. These larger permit payments are not typical, and staff does not build budgets around the totals that include these one-time permits – especially the ones related to Montebello Hills. However, they do help with annual revenue and the General Fund realizes benefits from that activity. As with the FY 2022-23 budget, the FY 2023-24 revenue budget for this category was built utilizing “typical” annual revenue totals (six year averages of actuals). Anything received above and beyond the “typical” historical average amounts helps overall projected totals for the current fiscal year.

There is an additional source of new (continuing) revenue to the General Fund: fees related to new digital billboards that will net the City $90,000 annually in on-going revenue. This new revenue stream is included in the FY 2023-24 forecast and contributes $170,000 of the $548,000 increase in the Charges for Services revenue category. There is a $225,000 increase to engineering fees and $50,000 increase in development tax fees – both related to continued development in the City, especially focused on Montebello Hills. Fire plan check revenue is projected to be $400,000 – a $175,000 increase over the budget amount, another increase based on “one-time”

CITY COUNCIL AGENDA REPORT - MEETING OF FEBRUARY 14, 2024

revenue from Montebello Hills and related developments within the City.

Intergovernmental revenue is forecasted to be $1.907 million more than budget. This revenue category captures the Coronavirus State and Local Fiscal Recovery Fund (CSLFRF) revenue, among other sources. As allowed by the U.S. Treasury Final Rule published in April 2022 (and updated periodically), the City is utilizing its CSLFRF award towards the “revenue loss” category. In the first half of FY 2023-24, CSLFRF revenue was recognized to fund sewer repair and maintenance as well as information technology upgrades (i.e., citywide information technology update project). Staff will recognize the remaining $4.025 million in CSLFRF revenue by the required December, 2024 deadline.

Investment revenue is projected to bring in an additional $460,000. This updated projection is due to two factors: increased available pooled cash that is earning interest and increased interest rates. With the City sitting on more than $100 million in pooled cash, there is ample opportunity to earn interest on the available funds. In turn, the City realizes additional interest income while maintaining sufficient liquidity for daily needs.

Transfers In (non-operating) revenue will increase slightly by $100,000. This particular Transfer In reimburses the General Fund for pension related expenses, utilizing revenue from the Property Tax Override. Staff conducts a quarterly “true-up” of all pension related expenses and transfers in that amount from the Retirement Fund (Fund 205). Second quarter trends, along with FY 2022-23 totals, support increased pension reimbursement for the current fiscal year based on CalPERS related expenses in the General Fund across all departments.

The additional $4.213 million in General Fund revenue projected for FY 2023-24 is a positive sign of the recovering economy, improved City operations, the addition of new ongoing and one-time sources of revenue and other related changes. Staff will continue monitoring revenue activity and will present an updated forecast during development of the FY 2024-25 budget.

Expenditures
General Fund expenditures are projected to be $77,335,364 for FY 2023-24. This is a $997,965 (1.3%) increase over the amended budget, and a $4.648 million increase over the adopted budget (6.4%). The increase in estimated expenditures vs. the adopted budget takes into account budget amendments approved by the City Council since July, encumbrance rollovers from the prior year, and updated forecasts for various line-item expense categories. The amended budget total is $76,337,399.

About $1.247 million of the $3.650 million increase (34.2%) to the adopted budget is from encumbrance roll-overs (open purchase orders) in the Public Works (vehicle purchase, engineering services, sewer maintenance), Community Development (general plan update) and Fire (communications back up batteries, building services) Departments. The purchase order/encumbrance rollover process is standard and occurs at the end of each fiscal year. The other $2.403 million in budget amendments are from FY 2023-24 City Council actions related to:
• Care Solace mental health services ($64,250)

CITY COUNCIL AGENDA REPORT - MEETING OF FEBRUARY 14, 2024

• Police Department headquarters water damage repairs ($300,000) • Police Department headquarters tenant improvements ($500,000) • Brownfield study engineering services ($125,000)
• Fire Department Local Hazard Mitigation Plan preparation ($85,000) • Vehicle fleet repair services, all Departments ($342,300) • Fire Department purchase of SCBA equipment ($418,500) • Repair to Lincoln Avenue sewer lift station ($250,000) • Fire Department purchase of squad vehicle ($175,500)

The chart below provides a historical review back to FY 2016-17 of General Fund expenditures:

The table below shows – by Department/operational area – prior year actuals and budget as well as the updated FY 2023-24 projections based on actuals through January. The “Variance” column shows whether the 2 nd Quarter projected amount is greater than (positive amount) or less than (negative amount) the amended budget (additional detail can be found in Attachment B):

For Administration (which includes the City Manager’s office, City Attorney and elected officials), the primary reason for estimated expenses coming in under the amended

CITY COUNCIL AGENDA REPORT - MEETING OF FEBRUARY 14, 2024

budget amount is salary savings. The FY 2023-24 budget was built utilizing a full year (12 months) of salary and benefits for the City Manager position. The Non- Departmental projected overage is from three primary sources: payment of a $350,000 settlement agreement (second of two payments), expense of remaining 2009 excess bond proceeds as projects are completed (i.e., purchase orders rolled over from the prior fiscal year) and a transfer out to the Information Technology upgrade project ($839,000).

The $203,000 in savings (compared to amended budget) in Community Development is from a combination of salary savings (vacancies in the Planning Division) and contract services savings (parking enforcement). It should be noted that, as of August 2023, Building Services is managed by Community Development. Prior to this organizational move, that division was in Public Works. Since this movement was done after the budget was adopted, for FY 2023-24 Building Services related expenses are recorded in the Public Works Department. The FY 2024-25 budget will be updated to reflect this organizational change, moving Building Services back to Community Development.

The Finance Department is realizing savings across various contract services. Audit services are being more accurately allocated to reflect the organization-wide work – charging a portion of annual audit expenses to the Transit Fund. Also, various software expenses are projected to be less than initially anticipated during budget development.

The majority of the additional projected expenses in Human Resources ($150,000) is from various contract services: pre-employment background investigations and associated polygraph and psychological testing for public safety hires. In addition there are increased expenses related to workers compensation, employee benefits administration (NAVA Benefits) and other related expenditures.

The positive variance in Public Works (projected savings vs. the amended budget of $1.017 million) is primarily due to salary savings, lower than anticipated electrical (utility) expenses, and reduced contract expenditures in the Engineering and Park Maintenance Divisions. Utility expenses are projecting a $200,000 savings vs. budget. SCE has been issuing credits against various City accounts, and Staff is working to determine actual expenditures in-lieu of the credits. There are also savings in the Engineering Division, as anticipated use of on-call engineering services is less than projected when the budget was developed over nine months ago. It should be noted that tree maintenance services are trending to be fully utilized, as well as the entire $50,000 in additional funding provided for tree replacement per City Council direction.

The Police Department is projecting $740,599 in expenses over the amended budget. There has been an increase in salary and overtime expenses, as recent MOU updates have increased base pay for sworn members of the Department. Overtime expenditures are trending about 10% over FY 2022-23. Accurately projecting vacancies and the impact such vacancies have on overtime is difficult, and the FY 2023-24 budget was built around known staffing and an assumed vacancy rate at a point in time (i.e., over eight months ago). However, as recruitment of police officers remains difficult, some vacancies have persisted, necessitating additional overtime to ensure adequate public safety coverage 24 hours a day, 7 days a week.

CITY COUNCIL AGENDA REPORT - MEETING OF FEBRUARY 14, 2024

The Fire Department recently received a $5.8 million FEMA grant (SAFER). This funding, spread over three fiscal years, will directly offset full-time firefighter salary and benefit costs, alleviating General Fund salary expenses for the next three years. A portion of the $1.5 million in SAFER grant funding allotted for FY 2023-24 is being realized, as eligible (recent) firefighter hires are being charged to the SAFER grant fund. Even with these expenses offset by grant funding, overtime is trending higher than originally budgeted, contributing to the $378,061 in additional expenses vs. the amended budget. Recruitment for vacant firefighter positions is ongoing amid a nationwide difficulty in filling these positions. As with the Police Department, accurately predicting the impact vacancies have on overtime is difficult, which can lead to additional unforeseen overtime expenses.

Staff will continue monitoring expenses in each department and will provide an update throughout the FY 2024-25 budget development process. Whether comparing projected expenses against the adopted or amended budget, it is important to always keep in mind projected revenue. So long as General Fund revenue is projected to exceed expenditures, then a surplus will be realized at fiscal year-end. This 2nd Quarter report shows an expected surplus of $194,039, as projected revenue has grown to $77.529 million, vs. the adopted budget amount of $73.316 million.

Budget Amendments
Staff is recommending budget amendments (Attachment D) to various funds, increasing appropriations necessary to recognize revenue and expenditures, make grant funds available for departments to use, cover facility repair expenses related to Fire Station 57, account for increased overtime expenses in the Fire and Police Departments, recognize excess revenue in the General Fund from operations of the Home2Suites and other necessary adjustments.

As will be discussed in the paragraphs below, both hotels (Hilton Garden Inn and Home2Suites) are performing well. To that end, and as allowed by the bond indentures (Section 5.03(a)), the City will recognize $2.0 million in revenue from the Home2Suites.

This will increase General Fund revenue by $2.0 million and will improve overall General Fund reserves once FY 2023-24 is closed out (Attachment D, Item #1).

Coronavirus State and Local Fiscal Recovery Funds (CSLFRF) must also be recognized and recorded per generally accepted accounting principals. A total of $839,000 has been utilized towards the ongoing citywide information technology upgrade project. As previously approved by the City Council, a portion of CSLFRF revenue is committed for upgrading essential technology resources: cybersecurity software, network storage and switches, phones, and related software and hardware (Attachment D, Item 2). To emphasize, this is a necessary accounting move to record revenue and does not impact the agreement for providing the information technology upgrades. This budget amendment will balance expenditures against revenue and is required by auditing and accounting best practices.

Some of the other budget amendments are necessary to appropriate grant funds received from Federal and State agencies (Attachment D, Item #s 3, 7, 8, 9): Used Oil Program, Recycled Beverage Container program, Department of Justice grant program

CITY COUNCIL AGENDA REPORT - MEETING OF FEBRUARY 14, 2024

and Parks and Recreation Proposition 68 grant program. Appropriation of these grant program funds will allow the Public Works, Police and Parks and Recreation Departments to utilize funding for public safety, environmental and community services programs.

The Golf Course improvement project is progressing, and to that end budget amendments totaling $675,000 are necessary to cover utilities expenses for water and electricity usage at the Golf Course (Attachment D, Item #6). Beginning in August 2023 when fairway and putting greens grass was planted, along with new landscaping, extensive watering was necessary to ensure proper growth across the 78 acres of the re- imagined golf course. With seven months of actuals data, budget vs. expenditures can be calibrated, necessitating a budget amendment to cover water and electricity usage on the renovated Golf Course.

The remaining budget amendments (Attachment D, Item #s 10-21) will cover various General Fund related expenses:
o $300,000: additional overtime in Police (see paragraphs above for detail) o $500,000: additional overtime in Fire (see paragraphs above for detail) o $135,000: funding for necessary upfitting of new Police patrol vehicles o $25,000: additional funding for citywide tree replacement o $81,000: unplanned expenses for repairs to primary response Fire Truck (necessary while awaiting July 2024 delivery of new fire truck) o $48,000: unplanned repairs to Fire Station 57 entry doors, roof and HVAC o $35,000: previously approved vehicle purchase for Parks and Recreation (funds inadvertently not rolled over from FY 2022-23)
o $150,000: additional contract expense in Human Resources for benefits consulting, COVID testing and pre-employment background screenings (see paragraphs above for detail)

Budget amendments are a necessity, as any budget – no matter how well designed – cannot foresee all expenditures in a fiscal year. The required budget amendments outlined in Attachment D will align budgets with projected expenses, appropriate grant funding, recognize $2.0 million in revenue in the General Fund, provide funding for already completed facility and vehicle expenses, cover additional public safety overtime and align Golf Course renovation project budget with expenses. None of the required budget amendments impact or change any underlying agreement or contract terms for any services provided. The General Fund expenditure projections outlined in the preceding paragraphs take into account the additional expenses that will be covered by the proposed budget amendments in Attachment D.

Master Position Control
The Parks and Recreation Department has increased the number and frequency of programs and community events managed over the past four years – farmers markets, pet clinics, summer street fest, holiday events, adaptive recreation, etc. As the responsibilities of this Department have grown, staffing levels have remained static, placing increasing pressure on the current staff to adequately manage the expanded program and event workload.

CITY COUNCIL AGENDA REPORT - MEETING OF FEBRUARY 14, 2024

After a review of organizational needs, Staff is recommending the addition of 1.0 Recreation Supervisor and 1.0 Community Services Coordinator. These two (2.0) full- time equivalent (FTE) positions will provide necessary oversight to ongoing programs, and allows the Director greater flexibility in management and supervision of programs and staff (both full and part-time).

There are some salary savings recognized in this Department by a recently filled vacancy at the Recreation Manager position. Given the amount of time typically required to recruit for these positions (approximately 3 months), the existing full-time salary and benefits budget can sustain the additional full-time positions in FY 2023-24. The FY 2024-25 budget will be developed to include the costs of these positions over the full twelve-month fiscal year.

Hilton Garden Inn and Home2Suites (Revenue and Expenditures) The City’s two hotels have revenue and expenditure activity recorded in separate enterprise funds (Fund 620 for Hilton Garden Inn and Fund 625 for Home2Suites). These are separate and independent of each other and also distinct from any Golf Course or Quiet Cannon operations (which record revenue and expenditures in a separate fund, Fund 610).

To that end, it is useful to present quarterly and annual results for both hotels and provide a comparison to financial results from prior fiscal years. The table below shows quarterly and annual expenditure and revenue results from FY 2019-20 to FY 2023-24 for each hotel:

The Hilton Garden Inn performed well in FY 2022-23, showing a continued recovery from prior years when occupancy was negatively impacted by the pandemic, as well as the required remodel of the hotel where it was closed for six months in 2020. The hotel’s FY 2022-23 unaudited results show $6,655,126 in revenue against $5,832,967 in expenses, for an $822,159 surplus – a threefold increase from the surplus of FY 2021-22.

Comparing second quarter results over the last five years shows continued strength and improvement in operations with a $642,350 surplus for 2nd quarter FY 2023-24.

The Home2Suites hotel performed extremely well last fiscal year, ending with a $4,124,650 surplus ($13,431,144 million in revenue against $9,306,494 million in expenditures). That is an almost twofold increase in ending (unaudited) surplus vs. FY 2021-22. Even more impressive is the 2nd quarter FY 2023-24 surplus of $3.176 million,

CITY COUNCIL AGENDA REPORT - MEETING OF FEBRUARY 14, 2024

an almost $300,000 improvement over the 2nd quarter FY 2022-23 actuals.

The continuing economic recovery, especially in the leisure and travel industries as the pandemic’s negative impacts move further into the distance, have had a positive impact on the City’s hotels, allowing for the return to pre-pandemic travel patterns and an increase in occupancy rates and room revenue. Recent data showed a 91% occupancy rate for Home2Suites and an 89% occupancy rate for the Hilton Garden Inn. Staff will continue monitoring the City’s hotels and reporting their performance on a quarterly basis.

SUMMARY:

This 2nd Quarter Budget Report provides an overview of General Fund revenue and expenditure performance based on the first seven months of FY 2023-24 (July – January). This budget “check-in” is an opportunity to update revenue and expenditure forecasts based on prior and current year actuals performance. The General Fund is projected to have a $194,039 surplus (revenue over expenditures) for FY 2023-24 ($77.529 million in revenue versus $77.335 million in expenditures).

Staff will continue monitoring revenue and expenditure trends in the coming months, and will utilize the additional data to provide a budget update during development of the FY 2024-25 budget. City Council is asked to receive and file this report and presentation, approve budget amendments outlined in Attachment D and update the Master Position Control (Attachment C).

ATTACHMENT(S)

1. ATTACHMENT A - Revenue Summary

2. ATTACHMENT B - Expenditure Summary

3. ATTACHMENT C - Master Position Control

4. ATTACHMENT D - Budget Amendments

NEXT STEPS:

N/A

General Fund Revenue ATTACHMENT A
2nd Quarter Budget Update, 02/14/2024
2020-21
Adopted
Budget
2020-21
Actual
2021-22
Adopted
Budget 2021-22 Actual
2022-23
Adopted
Budget
2022-23
Actual
2023-24
Adopted
Budget
FY 23-24 2ND

QTR PROJ
Variance:

Projected
vs. Adopted

SALES TAX
1% Bradley Burns 11,270,000 13,507,132 12,470,000 14,617,152 14,380, 000 14,851,025 14,935,000 15,075,000 140,000 Monterey Park Marketplace 971,000 1,064,486 1,125,000 1,378,534 1,31 6,900 1,525,665 1,300,000 900,000 -400,000 Measure H 6,000,000 7,698,629 7,170,000 9,383,293 9,430,000 9,974,915 9,850,000 10,000,000 150,000 SALES TAX TOTAL 18,241,000 22,270,247 20,765,000 25,378,979 25,126,900 26,351,605 26,085,000 25,975,000 -110,000

PROPERTY TAX
Secured 4,507,000 4,550,175 4,800,600 4,662,929 4,992,600 4,953,607 5, 229,000 5,229,000 0 In-Lieu of VLF 7,109,000 7,238,433 7,623,500 7,629,793 7,928,400 7,99 7,213 8,165,800 8,567,300 401,500 Other Property Tax 1,410,000 1,925,957 1,869,000 1,902,406 1,954,000 2,373,748 2,218,000 2,277,000 59,000 PROPERTY TAX TOTAL 13,026,000 13,714,565 14,293,100 14,195,128 14,875,000 15,324,568 15,612,800 16,073,300 460,500 OTHER TAXES 599,000 476,959 610,000 631,085 625,000 650,178 625,000 625,000 0 FRANCHISE TAXES 2,272,000 2,316,250 2,163,000 2,300,508 2,445,000 3,013,891 3,055,000 3,030,000 -25,000 LICENSES AND PERMITS 5,172,800 6,105,526 6,342,000 8,239,936 6,868,000 9,514,255 7,651,000 8,396,000 745,000 FINES AND FORFEITURES 2,600,000 2,301,787 2,250,000 2,499,502 2,920,000 3,389,726 2,940,000 3,065,000 125,000 INVESTMENT INCOME 150,000 77,455 225,000 16,846 124,000 665,162 350,000 810,000 460,000 INTERGOVERNMENTAL 5,500 1,096,273 7,500 6,311,327 12,000 4,630,077 15,000 1,922,746 1,907 ,746 CHARGES FOR SERVICE 6,894,300 5,770,641 7,066,850 7,248,267 7,720,800 8,024,239 7,940,100 8,488,019 547,919 OTHER REVENUE 2,440,500 9,823,255 3,896,700 2,962,046 3,869,100 22,319,439 4,742,50 0 4,744,338 1,838 TRANSFERS IN 4,300,000 3,570,002 4,100,000 3,637,348 4,100,000 4,315,381 4,300,000 4,400,000 100,000 TOTAL GENERAL FUND REVENUE 55,701,100 67,522,960 61,719,150 73,420, 972 68,685,800 98,198,521 73,316,400 77,529,403 4,213,003

General Fund Expenditures ATTACHMENT B
2nd Quarter Budget Update, 02/14/2024
2020-21
Adopted Budget
2020-21
Amended
Budget 2020-21 Actuals
2021-22
Adopted Budget 2021-22 Actuals
2022-23
Adopted Budget
2023-24

ADOPTED
BUDGET
2023-24
Amended
Budget
2nd Quarter
Projected
Variance:

Projected
vs.

Amended
Administration / Elected 2,184,400 2,264,400 2,473,138 2,354,400 2,703,951 2,736,200 2,221,900 2,305,900 2,206,046 -99,854 Community Development 2,140,800 2,196,848 1,752,274 2,489,820 2,370,062 2,602,450 2,739,200 3,213,632 3,010,206 -203,426 Finance 2,158,800 2,198,750 2,201,468 2,130,300 2,676,890 2,648,900 4,219,450 4,241,216 3,981,074 -260,142 Fire 13,690,200 14,137,070 15,310,306 15,814,270 15,325,501 16,887,400 17, 074,150 18,365,865 18,743,926 378,061 Human Resources 1,312,200 1,534,899 1,742,602 1,928,000 2,172,884 2,298,300 1,684,500 1,714,490 1,898,723 184,233 Parks and Recreation 4,467,100 4,780,657 5,078,363 5,361,550 5,992,391 3,140,600 4,690,250 4,767,890 4,812,437 44,547 Police 18,989,500 19,476,126 18,916,427 18,818,950 18,928,868 19,611,000 20, 158,500 20,736,531 21,477,130 740,599 Public Works 8,329,500 9,100,646 9,998,328 9,512,600 10,799,523 14,906,750 16,752, 800 17,631,891 16,615,385 -1,016,506 Non-Departmental 2,409,000 5,871,599 11,912,014 2,998,800 5,352,367 3,158,500 3,146,70 0 3,359,984 4,590,436 1,230,452 55,681,500 61,560,995 69,384,920 61,408,690 66,322,437 67,990,100 72, 687,450 76,337,399 77,335,364 997,965

EXHIBIT C
*POSITIONS ADDED FEBRUARY 14, 2024
FY 2021-22 FY 2022-23
FY 2022-23

AMENDED
FY 2023-24

ADOPTED
FY 2023-24
AMENDED* Variance
Elected
City Councilmember 5.0 5.0 5.0 5.0 5.0 0.0
City Clerk 1.0 1.0 1.0 1.0 1.0 0.0
City Treasurer 1.0 1.0 1.0 1.0 1.0 0.0

7.0 7.0 7.0 7.0 7.0 0.0
Administration
City Manager 1.0 1.0 1.0 1.0 1.0 0.0
Assistant City Manager 1.0 1.0 1.0 1.0 1.0 0.0
Senior Deputy City Clerk 1.0 1.0 1.0 1.0 1.0 0.0
Deputy City Clerk 1.0 1.0 1.0 1.0 1.0 0.0
Records Coordinator 1.0 1.0 1.0 1.0 1.0 0.0
Management Analyst 0.0 0.0 0.0 1.0 1.0 0.0
Office Manager 1.0 1.0 1.0 1.0 1.0 0.0
Senior Administrative Assistant 0.0 0.0 2.0 1.0 1.0 0.0

8.0 9.0 11.0 8.0 8.0 0.0
Finance
Director of Finance 1.0 1.0 1.0 1.0 1.0 0.0
Assistant Director or Finance 1.0 1.0 1.0 1.0 1.0 0.0
Accounting Manager 1.0 1.0 1.0 1.0 1.0 0.0
Finance Manager 0.0 0.0 0.0 1.0 1.0 0.0
Senior Management Analyst 1.0 1.0 1.0 1.0 1.0 0.0
Management Analyst 1.0 1.0 1.0 1.0 1.0 0.0
Senior Accountant 0.0 0.0 0.0 1.0 1.0 0.0
Accountant 4.0 5.0 5.0 5.0 5.0 0.0
Lead Finance Technician 0.0 0.0 0.0 1.0 1.0 0.0
Senior Finance Technician 5.0 5.0 5.0 8.0 8.0 0.0
Finance Technician 5.0 5.0 5.0 2.0 2.0 0.0
Senior Administrative Assistant 1.0 1.0 1.0 1.0 1.0 0.0

21.0 22.0 22.0 24.0 24.0 0.0
Fire
Fire Chief 1.0 1.0 1.0 1.0 1.0 0.0
Assistant Fire Chief 1.0 1.0 1.0 1.0 1.0 0.0
Deputy Fire Chief 1.0 1.0 1.0 1.0 1.0 0.0
Fire Battalion Chief 3.0 4.0 4.0 6.0 6.0 0.0
Fire Captain 14.0 14.0 14.0 14.0 14.0 0.0
Fire Engineer 12.0 12.0 12.0 12.0 12.0 0.0
Firefighter (EMT) 24.0 24.0 24.0 24.0 24.0 0.0
Firefigher (Paramedic) 0.0 0.0 0.0 0.0 18.0 18.0
Firefighter/Paramedic Trainee 4.0 4.0 4.0 4.0 4.0 0.0
Fire Marshal 1.0 1.0 1.0 1.0 1.0 0.0
Senior Fire Inspector 1.0 1.0 1.0 1.0 1.0 0.0
Fire Inspector 2.0 2.0 2.0 2.0 2.0 0.0
Assistant Diretor of Fire 1.0 1.0 1.0 1.0 1.0 0.0
Senior Management Analyst* 2.0 2.0 2.0 3.0 3.0 0.0
Public Saftey Radio Supervisor 1.0 1.0 1.0 1.0 1.0 0.0
Public Safetry Radio Technician 1.0 2.0 2.0 2.0 2.0 0.0 Social Work Supervisor 1.0 1.0 1.0 2.0 2.0 0.0
Field Response Case Coordinator 1.0 1.0 1.0 2.0 2.0 0.0 Senior Administrative Assistant 2.0 2.0 2.0 2.0 2.0 0.0

76.0 76.0 76.0 80.0 98.0 18.0
City of Montebello
Fiscal Year 2023-24 Budget
Master Position Control, by Department

EXHIBIT C
*POSITIONS ADDED FEBRUARY 14, 2024
FY 2021-22 FY 2022-23
FY 2022-23

AMENDED
FY 2023-24

ADOPTED
FY 2023-24
AMENDED* Variance
City of Montebello
Fiscal Year 2023-24 Budget
Master Position Control, by Department
Human Resources
Director of Human Resources / Risk Management 1.0 1.0 1.0 1.0 1.0 0.0 Assistant Director of Human Resources / Risk Management 0.0 1.0 1.0 1.0 1.0 0.0 Principal Risk Officer 0.0 0.0 1.0 1.0 1.0 0.0
Human Resources Manager 1.0 1.0 1.0 2.0 2.0 0.0
Risk Manager 1.0 1.0 1.0 1.0 1.0 0.0
Senior Human Resources Analyst 2.0 2.0 2.0 2.0 2.0 0.0
Human Resources Analyst 1.0 2.0 2.0 4.0 4.0 0.0
Human Resources Technician 1.0 1.0 1.0 1.0 1.0 0.0
Risk Management Assistant 0.0 0.0 1.0 1.0 1.0 0.0
Senior Administrative Assistant 1.0 1.0 1.0 1.0 1.0 0.0

14.0 16.0 18.0 15.0 15.0 0.0
Planning and Community Development
Director of Planning and Community Development 1.0 1.0 1.0 1.0 1.0 0. 0 Assistant Director of Planning and Community Development 1.0 1.0 1 .0 1.0 1.0 0.0 Housing Manager 1.0 1.0 1.0 1.0 1.0 0.0
Planning Manager 1.0 1.0 1.0 1.0 1.0 0.0
Economic Development Manager 0.0 1.0 1.0 1.0 1.0 0.0
Planner 1.0 1.0 1.0 1.0 1.0 0.0
Assistant Planner 2.0 2.0 2.0 2.0 2.0 0.0
Code Enforcement Manager 1.0 1.0 1.0 1.0 1.0 0.0
Code Enforcement Coordinator 1.0 1.0 1.0 1.0 1.0 0.0
Code Enforcement Officer 4.0 4.0 4.0 4.0 4.0 0.0
Parking Control Officer 0.0 2.0 2.0 2.0 2.0 0.0
Senior Management Analyst 1.0 1.0 1.0 1.0 1.0 0.0
Management Analyst 2.0 2.0 2.0 2.0 2.0 0.0
Senior Administrative Assistant 1.0 1.0 1.0 1.0 1.0 0.0

21.0 20.0 20.0 20.0 20.0 0.0
Police
Police Chief 1.0 1.0 1.0 1.0 1.0 0.0
Assistant Police Chief 1.0 1.0 1.0 1.0 1.0 0.0
Police Captain 2.0 2.0 2.0 2.0 2.0 0.0
Police Lieutenant 6.0 6.0 6.0 6.0 6.0 0.0
Police Sergeant 10.0 10.0 10.0 10.0 10.0 0.0
Police Corporal 23.0 23.0 23.0 23.0 23.0 0.0
Police Officer 32.0 32.0 32.0 36.0 36.0 0.0
Police Records Supervisor 1.0 1.0 1.0 1.0 1.0 0.0
Dispatch Supervisor 1.0 1.0 1.0 1.0 1.0 0.0
Police Dispatcher II 5.0 5.0 5.0 5.0 5.0 0.0
Police Dispatcher I 5.0 5.0 5.0 5.0 5.0 0.0
Police Records Technician 9.0 9.0 9.0 9.0 9.0 0.0
Property and Evidence Technician 2.0 2.0 2.0 2.0 2.0 0.0 Crime Analyst 0.0 1.0 1.0 1.0 1.0 0.0
Court Liaison 1.0 1.0 1.0 1.0 1.0 0.0
Grants and Project Administrator 1.0 1.0 1.0 1.0 1.0 0.0 Senior Management Analyst 1.0 1.0 1.0 1.0 1.0 0.0
Senior Administrative Assistant 1.0 1.0 1.0 1.0 1.0 0.0 103.0 103.0 103.0 107.0 107.0 0.0

EXHIBIT C
*POSITIONS ADDED FEBRUARY 14, 2024
FY 2021-22 FY 2022-23
FY 2022-23

AMENDED
FY 2023-24

ADOPTED
FY 2023-24
AMENDED* Variance
City of Montebello
Fiscal Year 2023-24 Budget
Master Position Control, by Department
Public Works
Director of Public Works 1.0 1.0 1.0 1.0 1.0 0.0
Assistant Director of Public Works 1.0 2.0 2.0 2.0 2.0 0.0 Deputy Director 0.0 1.0 1.0 1.0 1.0 0.0
Principal Engineer 0.0 1.0 1.0 1.0 1.0 0.0
Assistant Engineer 2.0 2.0 2.0 2.0 2.0 0.0
Traffic Engineer 0.0 0.0 0.0 1.0 1.0 0.0
Building Official 0.0 1.0 1.0 1.0 1.0 0.0
Combination Builidng Inspector 0.0 1.0 1.0 1.0 1.0 0.0
Buiding Permit Technician 0.0 2.0 2.0 2.0 2.0 0.0
Public Works Inspector 1.0 1.0 1.0 1.0 1.0 0.0
Public Works Superintendent 1.0 1.0 1.0 1.0 1.0 0.0
Public Works Manager 0.0 1.0 1.0 1.0 1.0 0.0
Park Maintenance Supervisor 0.0 1.0 1.0 1.0 1.0 0.0
Street Maintenance Supervisor 1.0 1.0 1.0 1.0 1.0 0.0
Building Maintenance Tradeworker II 0.0 2.0 2.0 2.0 2.0 0.0 Electrician 0.0 1.0 1.0 1.0 1.0 0.0
Plumber 0.0 1.0 1.0 1.0 1.0 0.0
Maintenance Worker 14.0 22.0 22.0 22.0 22.0 0.0
Senior Management Analyst 1.0 1.0 1.0 1.0 1.0 0.0
Management Analyst 1.0 1.0 1.0 1.0 1.0 0.0
Senior Administrative Assistant 1.0 1.0 1.0 1.0 1.0 0.0

25.0 45.0 45.0 46.0 46.0 0.0
Public Affairs-Information Technology
Director of Public Affairs/Information Technology 0.0 0.0 0.0 1.0 0. 0- 1 . 0 Senior Management Analyst 0.0 0.0 0.0 1.0 1.0 0.0
Public Information Officer 0.0 0.0 0.0 2.0 2.0 0.0
Senior Administrative Assistant 0.0 0.0 0.0 1.0 1.0 0.0 Information Systems Manager 0.0 0.0 0.0 2.0 2.0 0.0
Information Systems Supervisor 0.0 0.0 0.0 1.0 1.0 0.0
Information Systems Analyst 0.0 0.0 0.0 3.0 3.0 0.0

0.0 0.0 0.0 11.0 10.0 -1.0
Recreation and Community Services
Director of Recreation and Community Services 1.0 1.0 1.0 1.0 1.0 0.0 Assistant Director of Recreation and Community Services 1.0 1.0 1. 0 1.0 1.0 0.0 Recreation & Community Services Superintendent 1.0 1.0 1.0 1.0 1.0 0. 0 Recreation Manager 1.0 1.0 1.0 1.0 1.0 0.0
Recreation Supervisor 0.0 1.0 1.0 1.0 2.0 1.0
Community Services Coordinator 4.0 4.0 4.0 5.0 6.0 1.0
Management Analyst 1.0 1.0 1.0 1.0 1.0 0.0
Senior Administrative Assistant 1.0 1.0 1.0 1.0 1.0 0.0

21.0 11.0 11.0 12.0 14.0 2.0

EXHIBIT C
*POSITIONS ADDED FEBRUARY 14, 2024
FY 2021-22 FY 2022-23
FY 2022-23

AMENDED
FY 2023-24

ADOPTED
FY 2023-24
AMENDED* Variance
City of Montebello
Fiscal Year 2023-24 Budget
Master Position Control, by Department
Transportation
Director of Transportation 1.0 1.0 1.0 1.0 1.0 0.0
Assistant Director of Transportation 1.0 1.0 1.0 1.0 1.0 0.0 Deputy Director 2.0 1.0 1.0 1.0 1.0 0.0
Transit Administration Manager 2.0 1.0 1.0 1.0 1.0 0.0
Transit Operations Manager 1.0 1.0 1.0 1.0 1.0 0.0
Fleet Maintenance Manager 1.0 1.0 1.0 1.0 1.0 0.0
Maintenance Manager 1.0 1.0 1.0 1.0 1.0 0.0
Fleet Maintenance Supervisor 4.0 4.0 4.0 4.0 4.0 0.0
Transit Dispatch Supervisor 15.0 15.0 15.0 13.0 13.0 0.0 Transit Assistant Manager 3.0 3.0 3.0 3.0 3.0 0.0
Warehouse Supervisor 1.0 1.0 1.0 1.0 1.0 0.0
Fleet Services Supervisor 1.0 1.0 1.0 2.0 2.0 0.0
Senior Management Analyst 0.0 1.0 1.0 3.0 3.0 0.0
Management Analyst 3.0 4.0 4.0 5.0 5.0 0.0
Transit Planner 1.0 1.0 1.0 1.0 1.0 0.0
Account Clerk 1.0 1.0 1.0 1.0 1.0 0.0
Finance Technician 3.0 3.0 3.0 3.0 3.0 0.0
Senior Administrative Assistant 1.0 1.0 1.0 1.0 1.0 0.0 Bus Operator 120.0 150.0 150.0 150.0 150.0 0.0
Heavy Equipment Mechanic 15.0 15.0 15.0 15.0 15.0 0.0
Fleet Service Worker 13.0 13.0 13.0 13.0 13.0 0.0
Body Shop Mechanic 1.0 1.0 1.0 2.0 2.0 0.0
Building Maintenance Tradeworker II 1.0 2.0 2.0 2.0 2.0 0.0 Storekeeper 3.0 3.0 3.0 4.0 4.0 0.0
Administrative Assistant 5.0 5.0 5.0 3.0 3.0 0.0
204.0 234.0 234.0 233.0 233.0 0.0
Total Full-Time Employees 500.0 543.0 547.0 563.0 582.0 19.0 Total Full-Time Employees Net Elected 493.0 536.0 540.0 556.0 575.0 1 9.0 FY 2021-22
FY 2022-23

ADOPTED
FY 2022-23

AMENDED
FY 2023-24

PROPOSED
FY 2023-24
PROPOSED Variance
Administration 8.0 9.0 11.0 8.0 8.0 0.0
Community Development 21.0 20.0 20.0 20.0 20.0 0.0
Finance 21.0 22.0 22.0 24.0 24.0 0.0
Fire 76.0 76.0 76.0 80.0 98.0 18.0
Human Resources* 14.0 16.0 18.0 15.0 15.0 0.0
Parks and Recreation 21.0 11.0 11.0 12.0 14.0 2.0
Police 103.0 103.0 103.0 107.0 107.0 0.0
Public Works 25.0 45.0 45.0 46.0 46.0 0.0
Public Affairs-Information Technology* 0.0 0.0 0.0 11.0 10.0 -1.0 Transit 204.0 234.0 234.0 233.0 233.0 0.0
493.0 536.0 540.0 556.0 575.0 19.0

Budget Adjustments - City Council Approval ATTACHMENT D Mid-Year, February 14, 2024
Item # ACCOUNT # ACCOUNT DESCRIPTION AMOUNT REASON FOR BUDGET ADJUS TMENT

NON-GENERAL FUND BUDGET AMENDMENTS
1 625-99-7000.10 Home2Suites - Transfer Out - to GENERAL FUND 2,00 0,000 Excess hotel revenue recognition, transfer to General Fun d per bond indenture allowances (Section 5.03(a))
1 100-99-4999.85 General Fund - Transfer In - from HOTEL ENTERPRIS E FUNDS 2,000,000 Excess hotel revenue recognition, transfer to General Fun d per bond indenture allowances (Section 5.03(a))
2 100-99-7000.85 General Fund, Transfer Out - to INFO TECH UPGRADE S 839,000 Citywide Information Technology Project, accounting fo r additional funds recognized (does not impact existing contract); necessary accounting entry to match budget with expenditures 2 325-99-4999.30 Information Technology Upgrades - Transfer In - f rom GENERAL FUND 839,000 Citywide Information Technology Project, accounting fo r additional funds recognized (does not impact existing contract); necessary accounting entry to match budget with expenditures 3 240-99-4198 JAG, Miscellaneous Grants 16,500 Grant Award funds appropriation, amend budget to all ow Police Department to spend funds
3 240-8055-800-5010.10 JAG Program Funds, PD Administration, Overtime Full-Time 16,500 Grant Award funds appropriation, amend budget to all ow Police Department to spend funds
4 325-40-420-6010.40 Information Technology Upgrades, Information Tech, Computer Software 225,000 Citywide Information Technology project, adjust budget (does not impact existing contract amount); necessary to match budget with projected expenditures for FY 2023-24
5 810-50-500-7050 Housing Successor Agency, Community Development, Misc Expense 549,000 Cesar Chavez housing project (6th Street/Whittier Blvd ), predevelopment loan promissary note, City Council approved Agreement No. 4187, related to Purchase, Sale and Affordable Housing Development Agreement No. 4075

Budget Adjustments - City Council Approval ATTACHMENT D Mid-Year, February 14, 2024
Item # ACCOUNT # ACCOUNT DESCRIPTION AMOUNT REASON FOR BUDGET ADJUS TMENT 6 610-66-6040.10 Golf Course Fund, Outside Contracts 25,000 Landscape maintenace, cost sharing agreement (Quiet Cannon) 6 610-99-6050.10 Golf Course Fund, Utilities, Electricity Usage 100 ,000 Adjust budget for additional Electricity usage at Golf Course 6 610-99-6050.20 Golf Course Fund, Utilities, Water Usage 550,000 Water usage associated with golf course renovation; ne w landscape, fairways and greens required additional water vs. prior years
7 265-3000-6040.10 Grants, Used Oil Payment Program, Other Contact Services 15,000 Appropriate funds for used oil grant award (Public Wo rks) 7 265-99-4198.96 Grants, Used Oil Payment Program Revenue 15,000 Appropriate funds for used oil grant award (Public Wo rks) 8 265-3010-6040.10 Grants, CA Beverage Container Recycling, Other Contract Service 15,000 Appopriate beverage container recycling grant award funds (Public Works)
8 265-99-4198.98 Grants, CA Beverage Container Recycling Revenue 15 ,000 Appopriate beverage container recycling grant award funds (Public Works)
9 265-70-740-6040.10 Grants, Parks and Recreation, Prop 68, Other Contract Services 14,100 Appropriate Proposition 68 grant award funds (Parks and Recreation)
9 265-99-4198.82 Grants, Parks and Recreation, Prop 68 Revenue 14,1 00 Appropriate Proposition 68 grant award funds (Parks and Recreation)

GENERAL FUND BUDGET AMENDMENTS
10 100-25-250-6040.10 General Fund, Human Resources, Other Contract Services 150,000 Additional appropriations needed for COVID testing, NA VA benefits consulting, pre-employment background investigations 11 100-30-510-5000.20 General Fund, Public Works, Facilities, Regul ar Hourly 40,000 Additional Part-time maintenance workers for Citywid e bulky item removal team
12 100-30-510-6040.35 General Fund, Public Works, Facilities, Custo dial Services 29,000 Additional janitorial services due to increased spec ial events (parks, community centers)
13 100-30-320-6040.10 General Fund, Public Works, Tree Maintenance, Other Contract Servcies 25,000 Additional funding for tree replacement purchases ci tywide 14 100-70-700-6082 General Fund, Parks and Recreation, Vehicle Purc hase 35,000 Appropriate funds for vehicle purchase previously ap proved by City Council action, 10/2022, funds not rolled over from prior fiscal year

Budget Adjustments - City Council Approval ATTACHMENT D Mid-Year, February 14, 2024
Item # ACCOUNT # ACCOUNT DESCRIPTION AMOUNT REASON FOR BUDGET ADJUS TMENT 15 100-80-800-6040.10 General Fund, Police, Administration, Other C ontract Servcies 38,000 Portable Restrooms (temporary) necessary due to wate r damage repairs to Police Department building
16 100-80-805-5010.10 General Fund, Police, Patol, Overtime 300,000 Additional overtime expenditures based on vacancies 17 100-80-815-6080.30 General Fund, Police, Support Services, Vehic le Repair/Services 135,000 New patrol vehicles (replacement vehicles) upfitting, M DCs, radio communication and related equipment
18 100-85-860-5010.10 General Fund, Fire, Suppression, Overtime 500, 000 Additional overtime expendtures based on vacancies 19 100-85-860-6040.60 General Fund, Fire, Suppression, Contract Ser vcies Building 48,000 Emergencyy facility repairs to Fire Station 57: ent ry doors, roof, HVAC
20 100-85-860-6080.30 General Fund, Fire, Suppression, Vehicle Main tenanc 81,000 Significant vehicle repairs to front-line response F ire Truck, required while awaiting delivery of new truck by July 2024 21 100-99-6038 General Fund, Non-Departmental, Settlement 350,000 Settlement agreement approved by City Council (2nd of 2 payments)

ITEM # 8

CITY OF MONTEBELLO

CITY COUNCIL AGENDA STAFF REPORT

TO: Honorable Mayor and City Council Members

FROM: Raul Alvarez, City Manager

BY: Adrianna Kendricks, Director of Transportation

SUBJECT: RECEIVE AND FILE THE CITY OF MONTEBELLO FIRST MILE / LAST

MILE MASTERPLAN

DATE: February 14, 2024

RECOMMENDATION(S):

It is recommended that the City Council:

1. Receive and file the City of Montebello First Mile / Last Mile Masterplan; and

2. Take such additional, related, action that may be desirable.

FISCAL IMPACT:

There is no fiscal impact for the receipt and filing of the City of Montebello First Mile / Last Mile Masterplan (. The Plan provides recommendations on first/last mile projects the City may pursue in the future when funding opportunities arise.

BACKGROUND/DISCUSSION:

At the November 18, 2020, City Council meeting, Staff was authorized to file an application for the Sustainable Communities Program Grant with the Southern California Association of Governments (SCAG). The City was awarded One Hundred Fifty Thousand Dollars to undertake a First Mile / Last Mile (FMLM) study and produce an FMLM Masterplan that would benefit the public. KTUA was selected as the consultant to undertake the study, with Circulate Planning as the sub-consultant conducting the outreach efforts.

The “First mile / Last mile” is defined as the trip segment between someone’s origin to public transit and from public transit to someone’s destination. This Plan aims to make those segments more accessible for the transit user. The purpose of this planning effort is to ensure that when funding opportunities are available to do active transportation

CITY COUNCIL AGENDA REPORT - MEETING OF FEBRUARY 14, 2024

capital improvements, the City of Montebello can approach these opportunities with a plan ready in place.

ENVIRONMENTAL:

N/A

ANALYSIS:

The FMLM Masterplan reviews the City’s active transportation existing conditions. An analysis was made on the current transit, pedestrian, and bicycle networks to identify areas of improvement. This analysis is overlayed with pedestrian and bicycle collisions and or fatalities data to ensure that areas with safety concerns are addressed. After the existing conditions phase was finished, five (5) priority projects were proposed that would have the most public benefit while also addressing the safety concerns identified.

The community outreach phase involved incorporating public opinion and public participation for the development of the Plan. Flyers with survey links were posted on bus stops, City announcement boards, social media, and all fixed-route buses. Surveys were also conducted during City events such as the Harvest Festival and Street Fest. The public was asked what areas of concern there were across the city. Once those were compiled, analyzed, and priority projects were put together; the public was asked to rank the projects which they would want to see first.

A Technical Advisory Committee was established composed of city departments and community stakeholders to receive input on the making of the plan. Staff worked with City staff to ensure that the plan was feasible and did not conflict with any other planning efforts. Review by the City’s public safety departments such as police and fire ensure that any capital improvements proposed by the plan do not affect any response times.

Policy recommendations have been made to ensure that pedestrians and cyclists completing the FMLM segment have more secure passages of travel. Cost estimates have been made to give the City an idea of the cost related to the priority projects.

Funding opportunities have been identified so that when they become available, the City can pursue opportunities to fund these projects with a plan already in place.

The five (5) priority projects are as follows:

• Priority Project 1: Beverly Boulevard and Maple Avenue • Priority Project 2: Whittier Boulevard and Garfield Avenue • Priority Project 3: Whittier Boulevard and Montebello Boulevard • Priority Project 4: Washington Boulevard and Greenwood Avenue • Priority Project 5: Madison Avenue Neighborway

Priority Projects 1 through 4 are composed of street intersection improvements that include the following recommendations: truck aprons, high visibility crosswalks, addition

CITY COUNCIL AGENDA REPORT - MEETING OF FEBRUARY 14, 2024

of pedestrian nose, reflective border on signal heads, hardened center lines, and enhanced public transit facilities.

Priority Project 5 proposes to establish a neighborway through the City. A neighborway is a recognized bike route that cyclists may use to move through different areas of the City. This route would connect the Rio Hondo Bike Path to Beverly Boulevard via Bluff Road and Madison Avenue. The Plan calls for traffic calming measures to ensure the safety of cyclists all the while ensuring the traffic calming measures don’t impede first responders' ability to provide superior service.

SUMMARY:

Staff recommends the City Council receive and file the City of Montebello First Mile / Last Mile Masterplan. This action will provide the establishment of this Plan with pedestrian, bicycle, and bus amenity recommendations for when funding opportunities arise.

ATTACHMENT(S)

1. Attachment A – City of Montebello First Mile / Last Mile Masterplan

NEXT STEPS:

N/A

December 2023
City of Montebello
First Mile Last Mile Plan

ATTACHMENT A

Acknowledgements
City of Montebello
Alfredo Machuca, Transit Planner, Montebello Bus Lines
Monica Mercado-Rodriguez, Planning Manager
Rita Montalvo, Assistant Director of Public Works
KTUA
Joe Punsulan, Principal
Tom Bertulis, Senior Associate, Project Manager
Morgen Ruby, Senior Planner, Assistant Project Manager
Darren Jacobsen, Associate
SCAG
Stephen Fox, Senior Regional Planner
Krista Y ost, Assistant Regional Planner
Circulate Planning
Carlisle Dockery, Director of Planning
Octavio Garcia, Associate Planner
Contents

1.1 What is the “First and Last Mile?” 14

1.2 S
tudy Area
14 1.3 Purpose of the Plan
14 Intr
oduction
Existing Conditions
Community Outreach
Vision and Goals
Policy Development
Projects
Funding

2.1 Land Use
18 2.2 Existing T
ransit Network
20 2.3 Existing P
edestrian Network
25 2.4 Existing Bicycle Network
30 2.5 Micromobility 35

2.6 Microtransit 35

2. 7 Mobility Hubs
35 2.8 W
alk and Bicycle Audits
37 2.9 Data Analysis
62 2.
10 Assessment of Existing Policies, Programs, and Practices 77 3.
1 Engagement Objectives
82 3.2 S
takeholder Outreach and Engagement Goals
82 4.
1 Vision, Goals, Objectives, and Implementation Strategies 96 4.2 T
ransit Agency Interviews
99 5.
1 Best Practices and Recommended Policies
104

6. 1 Implementation Plan and Monitoring Guide
112

6.2 First Mile L
ast Mile Toolbox
112

6.3  Prioritized Project List
121

6.4 R
ecommended projects
121

6.5 Expected Benefits of Proposed Projects
132

6.6 Making and Measuring Implementation Progress 132
1 2
3 4
5 6
7 T echnical Advisory Committee
• Adam Mitchell, City of Montebello Police
Department
• Adrianna K
endricks, Montebello Bus Lines
• Ale
x Gillman, Public Affairs and Information
Technology
• Alfredo Machuca, Montebello Bus Lines
• Ale
xis Lucero, City of Montebello Public Works
• Chris Moorman , LA Metro
• David Huang, Metrolink
• Gary Robinson City of Montebello Fire
Department
•
Krista Y
ost, SCAG
• Horacio P
erez, Vail Continuation High School
• Joe Forgiarini, LA Metro
• Jose Ornelas, Adult School Principal
• L
aurie Aguilar, City of Montebello Parks &
Recreation
• Leticia Alvidrez, Montebello Unified School
District
•
Naomi Sotelo
, Eastmont Intermediate School
• P
aul Parzik, YMCA Metropolitan Los Angeles
• Serena Liu, Caltrans
• S
tephanie Hardaway, Applied Technology Center
High School
• S
tephen Fox, SCAG
• Timothy Greensavitch, Montebello Bus Lines 7
.1 Funding Sources
136

Executive
Summary

76 CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN ES |EXECUTIVE SUMMARY ES.1 Document Overview
The Montebello First Mile Last Mile (FMLM) Master
Plan is organized in the following chapters:
» Chapter 1: Introduction
» Chapter 2: Existing Conditions
» Chapter 3: Community Outreach
» Chapter 4: Vision and Goals
» Chapter 5: Policy Development
» Chapter 6: Projects
» Chapter 7: Funding
ES.2 Purpose
The City of Montebello is part of Los Angeles Coun-
ty, California and located southwest of San Gabriel
Valley with a population of about 63,000 (U.S. Cen-
sus). Montebello is inevitably surrounded by freeways
and transit lines as it is within proximity to the City of Los Angeles, known for its traffic and long commute
times. The Montebello First Mile Last Mile (FMLM)
Master Plan is a long range road map meant to assist
City staff as they work towards the betterment of the
first and last mile connections to transit of residents and commuters. The bus transit system in Montebel-
lo is operated by Montebello Bus Lines (MBL) and it
is the third largest municipal transport agency in Los
Angeles County. Guided by community feedback and
a Vision Zero approach - a traffic safety strategy with the objective of eliminating traffic fatalities and inju- ries through the pursuit of increasing safer mobility
for all people - the Montebello FMLM Master Plan will
guide the future infrastructure development and im-
prove the connections to and from transit for all users.

FMLM Goals
The following are the four goals that were developed
throughout the planning process and vetted by the
Technical Advisory Committee (TAC):
» Goal 1: Provide Safe and Attractive Bus Stops
» Goal 2: Provide Safe, Comfortable, and Convenient
Bicycle, Pedestrian, and Non-motorized Access
to Bus Stops and Metrolink Station
» Goal 3: Coordinate Land Use and Transit Planning
» Goal 4: Programs to Encourage Transit Use and
Promote Safety, Comfort, and Accessibility
ES.3 Existing Conditions and Analysis
The development of the Montebello FMLM Master
Plan began with understanding the existing transit
network, pedestrian network, bicycle network, land
uses, and other context sensitive information. Data
collection was acquired from the Southern California
Association of Governments (SCAG) and the Trans-
portation Injury Mapping System (TIMS) and multiple
walk and bike audits conducted by the Project Team.

Outlined below is a summary of the various methods
of data collection used for the development of this
document.

Existing Transit, Pedestrian, and Bicycle
Networks
Initial maps were created to highlight the areas with-
in the City that have a concentrated number of bus
stops within and outside of city limits along with
maps showing the amount of boardings and alights.

Main transit corridors in the City are the most utilized and therefore exhibit the highest number of bus stops
and ridership.

The City of Montebello has an extensive network of
sidewalks connecting it to most areas, however, there
are numerous obstructions such as poorly placed util-
ities and pinch points impeding the walkways.

Walk and Bike Audits
Walk and bike audits were conducted along transit
corridors with high ridership volumes or collisions to
better understand the pros and cons of the existing
pedestrian infrastructure. Findings were then used to
inform infrastructure improvement recommendations.

Fullerton
Anaheim
Buena Park
Cypress
La Palma
Los Angeles
Glendale Pasadena
Monrovia
DuarteArcadia
Sierra Madre
Bradbury
Irwindale
San Marino
South
Pasadena
Temple City
San
Gabriel
Alhambra
Baldwin
Park
El Monte
Rosemead
Monterey Park South El
Monte
Industry
La Puente
Montebello
Whittier
Pico
Rivera
CommerceVernon
Bell
Maywood
Huntington
Park
Bell Gardens
La Habra
Heights
Santa Fe
Springs
Downey
Cudahy
South Gate
Lynwood
Norwalk
La Mirada
Compton
Paramount
Bellflower
Cerritos
Carson
Long Beach Artesia
Lakewood
Hawaiian
Gardens
Unincorporated
0 10.5 Miles
¯
City Boundary
!. Bus Stop MBL
Vail Ave
RosemeadMonterey Park
Montebello
Whittier
Pico Rivera
Commerce
Bell Gardens
Santa Fe
Springs
Downey
Unincorporated
S M

ONTEBELLO BLVD
N W

ILCOX AV

MONTEBELLOBLVD

N GARFIELD
AVE

W BEVERLY BLVD

W WHITTIER BLVD

W OLYMPIC BLVD

E BEVERLYBLVD

ARROYO DR
N M

ONTEBELLO BLVD

N GARFIELD AV

S GREENWOOD AV

POTRERO

GRANDE DR
PARAM
OUNT
BLVD

E WASHINGTON BLVD

SANGABRIEL
BLVD

E SLAUSON AV

VIA CAMPO

E WHITTIER BLVD

TELEGRAPH RD
0 10.5 Miles
¯
!. Bus stops
Sidewalk Gaps
Schools, Education
Parks, Open Space
City Boundary
ES.4 Community Outreach
A critical component of the planning process for Mon-
tebello’s FMLM Master Plan was community outreach
with stakeholders and members of the community
who are daily users of the infrastructure that this Plan seeks to address. Engaging with the community was
able to bring awareness and educational resources
about the FMLM Master Plan to build support and
collect valuable feedback that limits first and last mile trips. Physical and digital material presented to the
public was made available in different languages (En-
glish, Spanish, and Mandarin) and created in a way to
be easily understood by all.

The primary community engagement strategies uti-
lized were:
» Six Technical Advisory Committee Meetings
» Three Community Events/ Workshops
» Branding and Social Media
» Physical and Digital Public Survey
Technical Advisory Committee (TAC)
The Technical Advisory Committee (TAC) was com-
posed of representative groups identified by the Proj-
ect Team, the City of Montebello Staff, and SCAG
staff. Representative groups included The City of
Montebello departments, SCAG, Montebello Unified
School District, LA Metro, Metrolink, the YMCA, and
more, as listed in Appendix B.

All TAC meetings, except one hybrid, were all held
virtually for one hour on a bi-monthly basis. The TAC
provided their input and feedback on the different
parts of the project such as the engagement, find-
ings, and recommendations.

The TAC meetings took place on the following dates:
» Technical Advisory Committee Meeting #1 –
December 5, 2022
» Technical Advisory Committee Meeting #2 –
February 7, 2023
» Technical Advisory Committee Meeting #3 –
April 4, 2023
» Technical Advisory Committee Meeting #4 –
May 23, 2023
» Technical Advisory Committee Meeting #5 –
August 8, 2023
» Technical Advisory Committee Meeting #6 –
November 14, 2023
Tactical Advisory
Committee (TAC)
Meetings
6 3
Community
Events
#
1 Survey
Branding and
Social Media

98 CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN ES |EXECUTIVE SUMMARY Community Events/Workshops
In collaboration with the City of Montebello Staff, the Project Team created material and participated in
its distribution in three already scheduled citywide
in-person events. The events provided the opportu-
nity to set up booths and activities to interact with
members of the community regarding pertinent tran-
sit and infrastructural issues they face on a regular
basis.

The community events/workshops took place on the
following dates:
» C
ommunity Event #1 Heritage Festival – October
16, 2022
» C
ommunity Event #2 Downtown Street Fest –
July 29, 2023
» Community Event #3 Heritage Festival – October
7, 2023
During the first event, the Team was able to gain in-
sight on what the public would like to see installed in the City as participants placed stickers to cast their
votes on street treatments they most desired. Re -
sults indicated the top fi ve potential transportation
treatments that were favored to be: multi-use paths,
urban greening, speed cushions, speed humps, and
high-visibility crossings.

The second event took place during the Heritage Fes-
tival and it provided the opportunity to showcase two
temporary infrastructure elements - separated
bike lane and creative crosswalk - from the
SCAG’s Go Human Kit of Parts. Providing the
public with a tem-porary element allowed them to
determine whether it was something they would
like to be implemented in the future. Votes were
casted once more on boards that displayed
temporary infrastructure elements. The top five
selected were parklets, creative cross-walks,
median refuge islands, curb extensions, and
separated bike lanes.

The third and final community event, similarly to the
first event, allowed the Team along with
Montebello staff to host a booth where residents
could receive and update on the progress made on
the FMLM Plan and five additional input on the
project. Boards were once again displayed to collect
votes on the intersec-tions and projects that people
deemed needed fund-ing prioritization.

Branding and Social Media
Consistency with the City’s branding and graphic re-
quirements were met throughout the styles used in
all outreach material, surveys, and maps.

Community Event #1
Community Event #2
Community Event #3
#10275b
#015aac
#ed8723
Surveys
Community input is a key component to the planning
process. Therefore, a survey was created to com-
pile the locations and transit routes where the pub -
lic identifies problem areas throughout the city. The
survey was available through the Project Website as
well as distributed at pop-up events and available
from October 2022 - February 2023. The survey was
promoted through flyers and social media (See Ap -
pendix D) over several weeks.

A total of 209 people participated in the survey where
they expressed the problems and challenges they
face when walking, bicycling, or accessing transit in
the City. The issues reported by participants ranged
from issues of poor connectivity to the lack of parking and pedestrian crossing distances.
207
Experience Problems Walking,
Cycling or Accessing Transit
61%
Top Three Problematic Routes Beverly, Whittier, & Washington Boulevard
Ideas for Improving Access
Lighting, Bike Lanes,
Crosswalks, Connections, Shade,
Sidewalks, Benches . . .

Survey Participants

1110
CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN ES |EXECUTIVE SUMMARY Policy 1 Support and promote walking, biking, and
other non vehicular modes as an alternative to driv-
ing within Montebello. (General Plan 4.1)
Policy 2 Provide clean, safe, and comfortable bus
stops and bus stop access to encourage transit use.

Policy 3 Provide safety amenities at bus stops.

Policy 4 Utilize complete street strategies to im-
prove bus stop accessibility.

Policy 5 Utilize traffic calming and safety counter -
measures to improve accessibility to bus stops and
the Metrolink Station.

Policy 6 Develop programs to encourage transit
use and safety.

Policy 7 Develop programs to encourage safety at
bus stops and the Metrolink Station.

ES.4 Policy Development
Upon an in depth analysis of the data obtained from
the planning process, best practice policies recom-
mendations were made to help guide infrastructure
improvement. Specific FMLM Action items were cre -
ated in conjunction with Montebello’s 2023 General
Plan:

ES.4 Projects
Project recommendations were developed for fund-
ing prioritization with feedback from the TAC, the
public, the Level of Stress (LOS) analysis, as well as
from the existing conditions analysis.

The five prioritized projects identified focus on transit stops with high-volume and high-need. The Plan rec-
ommendations can be replicated in other areas where
bicycle, pedestrian, and traffic calming treatments are needed for the refinement of transit access.
» Priority Project 1: Beverly Boulevard and Maple
Avenue
» Priority Project 2: Whittier Boulevard and
Garfield Avenue
» Priority Project 3: Whittier and Montebello
Boulevard
» Priority Project 4: Washington Boulevard and
Greenwood Avenue
» Priority Project 5: Madison Avenue Neighborway
ES.4 Funding
The final chapter of this Plan was developed to serve
as a toolkit with the addition of Cost Estimates and
Funding Resource Tables to provide guidance to the
City of Montebello as they move forward in the plan-
ning process and the pursuit for grants and funding
to develop the desired changes outlined throughout
this Plan. It is important for the City to coordinate ef - forts with adjacent jurisdictions on projects as it can strengthen applications at the time of applying for
funding.

Priority Project 1 Priority Project 4
Priority Project 2 Priority Project 2
Priority Project 3
Beverly Boulevard + Maple Avenue
Whittier Boulevard + Garfield Avenue
Whittier + Montebello Boulevard
Washington Boulevard + Greenwood Avenue
Madison Avenue Neighborway
Maple AvenueMaple Avenue
Beverly BoulevardBeverly Boulevard
1 5
3 4
6 2
Garfield AvenueGarfield Avenue
Whittier BoulevardWhittier Boulevard
1 2
3 45
6 Montebello BoulevardMontebello BoulevardWhittier BoulevardWhittier Boulevard 4 5
1 3 26
Greenwood Greenwood AvenueAvenueWashington BoulevardWashington Boulevard 1 3
4 7
6 5
2 21st St21st St
Madison AveMadison Ave
Whittier BlvdWhittier Blvd
Beverly BlvdBeverly Blvd
Montebello BlvdMontebello Blvd
7th St7th St
Cleveland AveCleveland Ave
2nd St2nd St
Los Angeles AveLos Angeles Ave
Bluff RoadBluff Road
Rio Hondo Bike PathRio Hondo Bike Path
Roosevelt AvenueRoosevelt Avenue
1 2
3 Non-infrastructureInfrastructure
Federal
Funds
State
Funds
Planning
Funding Typologies

Introduction
1

1514
CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 1 | INTRODUCTION

1.1 WHAT IS THE “FIRST AND LAST
MILE?”
First and last mile is the experience that links peo -
ple to and from transit and connects their origins and
destinations. Public transportation rarely stops di-
rectly in front of a passenger’s origin or destination.

That’s why transit users often rely on other ways to
get to and from their bus stop, like walking or using a wheelchair, riding a bike, using an e-scooter, or other forms of micromobility to access transit. These types
of connections are referred to as “first and last mile” methods of travel, although actual distances are of
course different for every person.
ductions to health benefits for its users traveling to
and from their destinations, usually by foot. The key
is determining the exact roadmap, starting with the
purpose of the plan.
» Identifies community-preferred non-infrastructure
safety improvements that have proven successful at
other agencies and are applicable to the City
» Pairs infrastructure improvements with a robust
safety campaign that educates residents on how to
reduce risk while using active transportation
» Proposes new metrics to track FMLM progress
Improving access to transit both enhances the expe -
rience for existing users and attracts potential new
transit users. This can be achieved by identifying real or perceived barriers from residential and commercial
areas to transit origins and destinations, and design-
ing cost-effective improvements to reduce or remove
these barriers.

Public Input in Montebello and Road Safety
at SCAG
Based on public feedback received at outreach events
in Montebello, improving both the perceived and ac-
tual safety (based on speed and volumes of motor ve-
hicles) at and to bus stops in Montebello is the most
critical issue to improving the first/last mile connec- tions. The safety issue is also one of SCAG’s top prior- ities. SCAG’s commitment begins with understanding
existing conditions and asking: What is happening?
Where is it happening? When is it happening? Who
is it happening to? And, most importantly- Why is it
happening? As part of its commitment to improving
safety across the regions, SCAG funds safety plans
such as this one.

Each February SCAG establishes safety targets for
five performance measures:

1. Number of Fatalities

2. Rate of F
atalities per 100 million Vehicle Miles
Traveled (VMT)

3. Number of Serious Injuries

4. Rate of Serious Injuries per 100 million VMT

5. Number of Non–motorized Fatalities and Non–
motorized Serious Injuries
“Southern California is home to roughly 19 million
people, about half the entire state’s population, and
13 million licensed drivers. We rely on our cars, bus-
es, rail lines, bicycles, and feet to get around. And
we’re getting around a lot. We travel almost 430
million miles every day. That’s equivalent to 17,911
trips around the world every day. The thing is, we
aren’t going around the world. We’re going to work,
the grocery store, to visit our grandma, and to our
child’s soccer game. With all that traveling, it’s not
surprising that mistakes are getting made. At the
wrong moment, we might take a quick glance at a
text message, rush to make it through a traffic sig-
nal, or forgo the intersection to cross midblock. The
consequences of these mistakes can last a lifetime.”
- From SCAG’s Regional Transportation Safety Ex -
isting Conditions Report
SCAG also developed a high-injury network (HIN) to
demonstrate where high concentrations of fatal and
serious collisions occur in the region. A HIN, however, is not an assessment of whether a street or location
is dangerous. Rather, an HIN suggests corridor char-
acteristics within a transportation network that carry
a higher risk of injury. This allows SCAG to help cities to:
» Identify areas of need
» Provide agency staff with more information on
where they can focus limited resources
» Provide opportunities to understand how com-
munities of concern or disadvantaged communities
are impacted by higher rates of collision and serious
injury
» Assist with building greater public and political
support.

In addition, SCAG provides additional resources in the
form of the Safe and Active Streets Working
Group, a Transportation Safety Program and the Go
Human Campaign.

Oftentimes, there are barriers that make accessing
transit less attractive, such as a busy intersection
or lack of bike lanes and sidewalks. While there are
numerous strategies that can close this first and last
mile gap, the emphasis of this Plan is on improving
the pedestrian and bicycling environment around bus
and transit stations.

1.2 STUDY AREA
Montebello, which is Italian for “Beautiful Mountain,”
is a city in Los Angeles County, California. It is located southwest of the San Gabriel Valley, and adjacent to
and just east of East Los Angeles. Montebello has an
area of 8.4 square miles and a population of 63,000
(U.S. Census).

Because the City of Montebello is located so close
to the second largest city in the United States, a city synonymous with excessive congestion, Montebello
has found itself surrounded by freeways and criss-
crossed by transit lines. The bus system in Montebel-
lo is operated by Montebello Bus Lines (MBL), which
has grown to be the third largest municipal transport
agency in Los Angeles County. Montebello Bus Lines
serves 15 communities, providing transport to 3 mil-
lion passengers on an annual basis.

MBL is continuously looking to expand its customer
base by developing first and last mile connections,
which results in everything from carbon footprint re -
Map of Los Angeles County

1.3 PURPOSE OF THE PLAN
The purpose of the Montebello First Mile Last Mile
(FMLM) Master Plan is to provide City staff with a
roadmap to further assist and support residents and
daily commuters to travel safely on their first and last mile trips within the service area through a Vision
Zero approach. In order to do this, the FMLM analyz -
ed existing conditions at high-volume transit stops,
traffic collision data, and community feedback. Po -
tential solutions were evaluated to improve safety
for all modes of transportation in these areas, which
could then be applied in other locations throughout
the MBL service area.

The FMLM is one of the City’s first steps to compre -
hensively improving the reliability and safety of MBL’s service. This plan:
» Maximizes the Plan impact by prioritizing bus stops
more frequently used and located in the most con-
cerning transit corridors
» Produces a prioritized list of active transporta-
tion projects adjacent to major bus stops for future
rounds of grant funding
TRIP
FIRST
MILE
LAST
MILE

TRANSIT
RIDE
Montebello

Existing
Conditions2

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 18 19

2.1 LAND USE
Montebello is a city in Los Angeles County, located
just east of East Los Angeles and southwest of the
San Gabriel Valley. The surrounding cities are Mon-
terey Park, and Rosemead to the north, Commerce to
the south, Pico Rivera to the east, and Los Angeles to
the west. Understanding the existing roadway condi-
tions and land use as well as other context-sensitive
information in Montebello is critical for the first mile/ last mile planning process. This chapter uses various
datasets collected from GIS resources such as from
SCAG and the Transportation Injury Mapping System
(TIMS). Topics discussed in the following sections in-
clude Montebello’s land use, bicycle and pedestrian
collision history, and boarding and alighting volumes
at the bus stops across the City.

Aside from the aforementioned data from SCAG and
TIMS that is summarized and analyzed, this section
maps out the Existing Transit Network, Existing Pe -
destrian Network, and the Existing Bicycle Network.

It also delves into the numerous walk audits and bicy-
cle audits performed as part of this study.

The datasets in this chapter provide valuable infor -
mation and help create meaningful discussions on
how each of the topics supports or impedes first mile/
last mile planning within the City.

Figure 2-1 shows land uses within the City of Monte-
bello plus some surrounding City land uses for context
including the cities of Monterey Park and Rosemead
to the north, Commerce, Bell Gardens and Downey
to the south, Pico Rivera to the east, and East Los
Angeles to the west.

Existing land use patterns in Montebello are typical of many Southern California communities. Commercial
land uses primarily occur along major thoroughfares
such as Beverly Boulevard and Whittier Boulevard
near the middle of the City. Additional commercial
and concentrated industrial uses are in the southern
end of the City into the adjacent City of Commerce.

More recently developed commercial retail centers
are located at the north edge of the City off State
Route 60. A mix of residential land uses dominate the
central portion of the City with a classic grid pattern local road system and more recent meandering road
system in the northern quarter of the City. The four
maps in the subsequent four pages show the four
quadrants of the City with the aforementioned land
uses.

There are twenty-eight public elementary, intermedi-
ate, and high schools in the Montebello Unified School
District, twelve of which reside in Montebello city
proper. Most of the schools are located between the
Whittier Boulevard and Beverly Boulevard corridors,
with several others sprinkled through the City. Most
schools within the City are located within a quarter
mile, or five-minute walk, of a park. There are sev -
en parks sprinkled throughout the City, not including
open space such as the Whittier Narrows Recreation
Area outside the northeast edge of Montebello, the
Resurrection Cemetery, Rio Hondo Channel and the
Montebello Country Club. It is important that the bi-
cycle and pedestrian infrastructure exists to support
travel between educational institutions and public
parks to better connect people to places.

The City’s Downtown area spans three distinctive
walkable neighborhoods along Whittier Boulevard
running east to west through the heart of the City.

This major commercial and dining destination, along-
side the local schools and parks, are key land use ar - eas that draw both residents and visitors. Additional
regional retail centers are located at the City’s north edge off State Route 60. With the high quality MBL
transit system, plus all future improved active trans-
portation networks, the goal is for all the residents of Montebello to be able to access these destinations
safely, comfortably, and efficiently.

To be eligible for State funding to improve the net -
works, a City’s bicycle and pedestrian plan must ad-
dress connections between specific activity center
types. Identifying these centers, and their appeal for
the community, is essential to creating useful bicycle
and pedestrian networks, and securing necessary
funding for design and construction.

Garfield Ave Telegraph Rd
Passons Blvd
Beverly Blvd
M
ontebello Blvd
Slauson Ave
Whittier Blvd
Greenwood Ave
SR 72
Norwalk Blvd
Olympic Blvd
Riggin St
Hill Dr
San Gabriel Blvd
Pomona Blvd
Broadway
Potrero Grande Dr
Atlantic Blvd
Paramount Blvd
Whittier Blvd
Paramount Blvd
SR 72
Washington Blvd
US 60
i-605
Lincoln Ave
W
ilcox Ave
Poplar Ave
Gerhart Ave
I-5
Garfield Ave
Greenwood Ave
Rail Line
Maple Ave
Beverly Blvd
0 10.5 Miles
¯
Legend
City Boundary
Land Use SCAG 2019
Residential
Mixed Resident, Comm.

General Office
Commercial and Services
Public Facilities
Education
Industrial
Transport, Utilities
Agriculture
Open Space, Rec.

Under Construction
Undevelopable
Vacant
Water
Figure 2-1: Montebello Land Use

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 20 21

2.2 EXISTING TRANSIT NETWORK
Montebello Bus Lines (MBL) is the third largest mu-
nicipal bus system in Los Angeles County, with a fleet
of 66 buses and provides service to the cities of Al-
hambra, Bell Gardens, Commerce, La Mirada, Los An-
geles, Montebello, Monterey Park, Pico Rivera, Rose-
mead, San Gabriel, Santa Fe Springs, South Gate,
Vernon, Whittier, and portions of Unincorporated Los
Angeles County. MBL operates seven local routes,
one express route connecting Montebello and Down-
town Los Angeles, a semi-fixed-route feeder service,
and a Dial-A-Taxi. Serving more than seven million
passengers over the past ten years, MBL is commit -
ted to providing comprehensive public transportation
services and maximizing the comfort and safety of all
users.

Figure 2-2 shows all 862 MBL bus stops that serve
the City of Montebello and adjacent cities.

Within the City of Montebello, there are 189 bus
stops, as seen in Figure 2-3. Primary transit corridors in the City of Montebello follow Beverly Boulevard,
Whittier Boulevard, Washington Boulevard, Wilcox
Avenue, Greenwood Avenue and Montebello Boule -
vard. Beverly Boulevard, Whittier Boulevard and
Washington Boulevard run east-west and the latter
three run north-south.

The most heavily utilized bus stops for both boardings
and alightings are along Whittier Boulevard, Monte -
bello Boulevard, Beverly Boulevard, and The Shops
at Montebello. Additionally, there are high numbers
of boardings at Beverly Boulevard and Wilcox Ave -
nue. As Beverly and Whittier Boulevards are the two
main east-west commercial corridors and Montebel-
lo Boulevard at Greenwood Avenue are the primary
north-south corridors, it is expected that they have
the heaviest transit use.

Fullerton
Anaheim
Buena Park
Cypress
La Palma
Los Angeles
Glendale Pasadena
Monrovia
DuarteArcadia
Sierra Madre
Bradbury
Irwindale
San Marino
South
Pasadena
Temple City
San
Gabriel
Alhambra
Baldwin
Park
El Monte
Rosemead
Monterey Park South El
Monte
Industry
La Puente
Montebello
Whittier
Pico
Rivera
CommerceVernon
Bell
Maywood
Huntington
Park
Bell Gardens
La Habra
Heights
Santa Fe
Springs
Downey
Cudahy
South Gate
Lynwood
Norwalk
La Mirada
Compton
Paramount
Bellflower
Cerritos
Carson
Long Beach Artesia
Lakewood
Hawaiian
Gardens
Unincorporated
0 10.5 Miles
¯
City Boundary
!. Bus Stop MBL
Figure 2-2: Montebello Bus Lines Bus Stops Systemwide

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 22 23
Vail Ave
Rosemead
Monterey Park
Pico Rivera
Commerce
S M

ONTEBELLO BLVD
N W

ILCOX AV

MONTEBELLOBLVD

N GARFIELD
AVE

W BEVERLY BLVD

W WHITTIER BLVD

W OLYMPIC BLVD

E BEVERLYBLVD

ARROYO DR
N M

ONTEBELLO BLVD

N GARFIELD AV

S GREENWOOD AV

POTRERO

GRANDE DR
PARAM
OUNT
BLVD

E WASHINGTON BLVD

SANGABRIEL
BLVD

E SLAUSON AV

VIA CAMPO

E WHITTIER BLVD

TELEGRAPH RD
0 10.5 Miles
¯
¥g¢ Bus Stop MBL
City Boundary
Figure 2-3: Montebello Bus Lines Bus Stops within City limits Vail Ave
Rosemead
Monterey Park
Pico Rivera
Commerce
S M

ONTEBELLO BLVD
N W

ILCOX AV

MONTEBELLOBLVD

N GARFIELD
AVE

W BEVERLY BLVD

W WHITTIER BLVD

W OLYMPIC BLVD

E BEVERLYBLVD

ARROYO DR
N M

ONTEBELLO BLVD

N GARFIELD AV

S GREENWOOD AV

POTRERO

GRANDE DR
PARAM
OUNT
BLVD

E WASHINGTON BLVD

SANGABRIEL
BLVD

E SLAUSON AV

VIA CAMPO

E WHITTIER BLVD

TELEGRAPH RD
0 10.5 Miles
¯
Schools, Education
Parks, Open Space
City Boundary
Boardings (2 years)
! Less than 5,000
! 5,001 to 15,000
! 15,001 to 35,000
#* 35,001 to 65,000
" 65,001 to 120,000
Figure 2-4: Montebello Bus Lines Boardings

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 24 25
Vail Ave
Rosemead
Monterey Park
Pico Rivera
Commerce
S M

ONTEBELLO BLVD
N W

ILCOX AV

MONTEBELLOBLVD

N GARFIELD
AVE

W BEVERLY BLVD

W WHITTIER BLVD

W OLYMPIC BLVD

E BEVERLYBLVD

ARROYO DR
N M

ONTEBELLO BLVD

N GARFIELD AV

S GREENWOOD AV

POTRERO

GRANDE DR
PARAM
OUNT
BLVD

E WASHINGTON BLVD

SANGABRIEL
BLVD

E SLAUSON AV

VIA CAMPO

E WHITTIER BLVD

TELEGRAPH RD
0 10.5 Miles
¯
Schools, Education
Parks, Open Space
City Boundary
Alightings (2 years)
! Less than 5,000
! 5,001 to 15,000
! 15,001 to 35,000
#* 35,001 to 65,000
" 65,001 to 110,000
Figure 2-5: Montebello Bus Lines Alightings

2.3 EXISTING PEDESTRIAN

NETWORK
The City of Montebello is considered somewhat walk-
able with a walk score of 66, according to WalkScore.
com. Walk Score determines the central, west portion
of the City as the most walkable, which mirrors the
locations of some of the busiest transit stops: Whitti- er Boulevard at Garfield Avenue, Whittier Boulevard
at Montebello Boulevard, and Montebello Boulevard
at Beverly Boulevard. A strong transit corridor boosts
walkability through access, safety, and comfort. City
policy recommends safety improvements, where fea-
sible. Recommendations of this report look careful-
ly at improving perceived and actual safety at these
high-volume transit stops through the addition of
pedestrian amenities such as curb ramps, bus board-
ing areas, connecting sidewalks, improved sidewalks,
lighting, seating, and crossings.

The City of Montebello has an extensive network of
sidewalks that connect nearly all areas of the City
with the exception of a few relatively small gaps as
shown in Figures 2-6 through 2-9. KTUA developed
the sidewalk data layer by reviewing high resolution
aerial imagery to find gaps in sidewalks, then digitiz - ing a single line approximately at the center of each
sidewalk’s width and then lines were drawn for the
full length of the existing sidewalk gap. As shown
in the following figures, the sidewalk gaps are not
at locations with pedestrian collisions suggesting
the gaps in sidewalks are not the cause of pedes-
trian collisions with vehicles. Though not the cause
of many collisions, the lack of a continuous sidewalk
network inhibits a comfortable walking environment,
discourages pedestrian activity, and hinders wheel-
chair accessibility. Most sidewalk gaps are located
at residential front yards except for a few short seg-
ments of commercial area on Olympic Boulevard, 4th
Street, Greenwood Avenue, near the middle of the
City and Vail Avenue, Union Street and Gage Road
at the south end of the City. A continuous sidewalk
network would not only increase pedestrian activity,
but especially enhance the pedestrian experience for
persons with disabilities, mobility aids, strollers, and the elderly, who may rely on walking and transit as a
primary mode of travel.

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 26 27
Vail Ave
RosemeadMonterey Park
Montebello
Whittier
Pico Rivera
Commerce
Bell Gardens
Santa Fe
Springs
Downey
Unincorporated
S M

ONTEBELLO BLVD
N W

ILCOX AV

MONTEBELLOBLVD

N GARFIELD
AVE

W BEVERLY BLVD

W WHITTIER BLVD

W OLYMPIC BLVD

E BEVERLYBLVD

ARROYO DR
N M

ONTEBELLO BLVD

N GARFIELD AV

S GREENWOOD AV

POTRERO

GRANDE DR
PARAM
OUNT
BLVD

E WASHINGTON BLVD

SANGABRIEL
BLVD

E SLAUSON AV

VIA CAMPO

E WHITTIER BLVD

TELEGRAPH RD
0 10.5 Miles
¯
!. Bus stops
Sidewalk Gaps
Schools, Education
Parks, Open Space
City Boundary
Figure 2-6: Sidewalk Gaps
Vail Ave
Monterey Park
Montebello
Commerce
Unincorporated

S GARFIELD AV
N W

ILCOX AV

W WHITTIER BLVD

W BEVERLY BLVD

W OLYMPIC BLVD

S GREENWOOD AV

VIA CAMPO

N GARFIELD AV

MONTEBELLO WY
E WASHINGTON BLVD0 10.5 Miles
¯
!. Bus stops
Sidewalk Gaps
Schools, Education
Parks, Open Space
City Boundary
Figure 2-7: Sidewalk Gaps, Western Enlargement

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 28 29
Rosemead
Monterey Park
Montebello
Pico Rivera
Unincorporated

W WHITTIER BLVD

MONTEBELLO BLVD

W BEVERLY BLVD

E BEVERLY BLVD

ARROYO DR

N MONTEBELLO BLVD

POTRERO GRANDE DR
PARAM

OUNT BLVD
0 10.5 Miles
¯
!. Bus stops
Sidewalk Gaps
Schools, Education
Parks, Open Space
City Boundary
Figure 2-8: Sidewalk Gaps, Eastern Enlargement
Vail Ave
Montebello
Pico Rivera
Commerce
Unincorporated
S M

ONTEBELLO BLVD

W WHITTIER BLVD

W OLYMPIC BLVD

GREENWOOD AV

S GREENWOOD AV

E SLAUSON AV

MONTEBELLO WY

TELEGRAPH RD

E WASHINGTON BLVD
0 10.5 Miles
¯
!. Bus stops
Sidewalk Gaps
Schools, Education
Parks, Open Space
City Boundary
Figure 2-9: Sidewalk Gaps, Southern Enlargement

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 30 31

2.4 EXISTING BICYCLE NETWORK
The existing bicycle facility network in Montebello is
quite limited. A 5.2-mile segment of the Rio Hondo
multi-use bike path exists along the Rio Hondo Flood
Control Channel, a 2.2-mile segment of Class 2 buff-
ered and standard bike lanes on North Montebello
Boulevard, and a 0.8-mile bike lane on Avenida De La
Merced. Figures 2-10 through 2-13 show both exist-
ing bicycle facilities (marked with a solid line) and pro- posed bicycle facilities (marked with a dashed line).

The bicycle network was analyzed for connectivity
as part of the community and stakeholder engage -
ment process. The engagement process was used
to gather additional input on routes people feel are
important and should move forward as recommen-
dations. Although the City does not currently have a
substantial bicycle facility network, it has an excellent road grid network, showing the future potential for
a top-class bicycle network. The SCAG 2020-2045
Regional Transportation Plan/Sustainable Communi-
ties Strategy and the City of Montebello General Plan
propose additional bike routes to connect people to
City destinations and to the surrounding region.

As shown on the detailed bicycle network figures on
the following pages, collisions with vehicles occur
frequently on streets that are lacking bicycle lanes. A few streets worth noting in terms of missing bicycle
lanes and no plans to install new bike lanes are noted
below. If a bike lane, especially a separated bike lane, were installed on these noted streets, they would
help reduce, ideally eliminate, injury collisions.
» Beverly Boulevard across almost the entire City
width
» Wilcox Avenue around Schurr High School
» Via Campo paralleling Highway 60 at the north
edge of the City
» Maple Avenue near Washington Elementary and
Montebello Middle School
» Cleveland Avenue across the entire City width
» Los Angeles Avenue east of Park Avenue to the
eas
t City limit
» South Montebello Boulevard south of Roosevelt
A
venue to Washington Boulevard
» Washington Boulevard across the entire City
width
Garfield Ave
T elegraph Rd
Passons Blvd
Beverly Blvd
Montebello Blvd
Slauson Ave
Whittier Blvd
Greenwood Ave
SR 72
Norwalk Blvd
Olympic Blvd
Riggin St
Hill Dr
San Gabriel Blvd
Pomona Blvd
Broadway
Potrero Grande DrAtlantic Blvd
Paramount Blvd
Whittier Blvd
Paramount Blvd
SR 72
Washington Blvd
US 60
i-605
Lincoln Ave
Wilcox Ave
Poplar Ave
Gerhart Ave
I-5
Garfield Ave
Greenwood Ave
Rail Line
Maple Ave
Beverly Blvd
Lincoln Ave
Rosemead
Monterey Park
Pico Rivera
Commerce
0 10.5 Miles
¯
Bike Facility - Existing
1-Class 1 Bike Path/Multiuse Path
2-Bike Lane Stripe
3-Bike Route Sharrow
Bike Facility - Proposed
1-Class 1 Bike Path/Multiuse Path
2-Bike Lane Stripe
3-Bike Route Sharrow
Schools, Education
Parks, Open Space
Bike & Ped Collision
Density 2011-2021
High
Low
City Boundary
Figure 2-10: Bicycle Facilities

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 32 33
Vail Ave
Monterey Park
Montebello
Commerce
Unincorporated

S GARFIELD AV
N W

ILCOX AV

W WHITTIER BLVD

W BEVERLY BLVD

W OLYMPIC BLVD

S GREENWOOD AV

VIA CAMPO

N GARFIELD AV

MONTEBELLO WY
E WASHINGTON BLVD0 10.5 Miles
¯
!. Bus stops
Bike Facility - Existing
2-Bike Lane Stripe
Bike Facility - Proposed
2-Bike Lane Stripe
3-Bike Route Sharrow
Schools, Education
Parks, Open Space
City Boundary
Bike & Ped Collision
Density 2011-2021
High
Low
! All Bike-Ped Collisions
Figure 2-11: Bicycle Facilities, Eastern Enlargement
Rosemead
Monterey Park
Montebello
Pico Rivera
Unincorporated

W WHITTIER BLVD

MONTEBELLO BLVD

W BEVERLY BLVD

E BEVERLY BLVD

ARROYO DR

N MONTEBELLO BLVD

POTRERO GRANDE DR
PARAM

OUNT BLVD
0 10.5 Miles
¯
!. Bus stops
Bike Facility - Existing
1-Class 1 Bike Path/Multiuse Path
2-Bike Lane Stripe
Bike Facility - Proposed
2-Bike Lane Stripe
3-Bike Route Sharrow
Schools, Education
Parks, Open Space
City Boundary
Bike & Ped Collision
Density 2011-2021
High
Low
! All Bike-Ped Collisions
Figure 2-12: Bicycle Facilities, Southern Enlargement

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 34 35
Vail Ave
Montebello
Pico Rivera
Commerce
Unincorporated

S MONTEBELLO BLVD

W WHITTIER BLVD

W OLYMPIC BLVD

GREENWOOD AV

S GREENWOOD AV

E SLAUSON AV

MONTEBELLO WY

TELEGRAPH RD

E WASHINGTON BLVD
0 10.5 Miles
¯
!. Bus stops
Bike Facility - Existing
1-Class 1 Bike Path/Multiuse Path
Bike Facility - Proposed
2-Bike Lane Stripe
3-Bike Route Sharrow
Schools, Education
Parks, Open Space
City Boundary
Bike & Ped Collision
Density 2011-2021
High
Low
! All Bike-Ped Collisions
Figure 2-13: Bicycle Facilities, Southern Enlargement

2.5 MICROMOBILITY
Micromobility is generally defined as any small, low-
speed, human- or electric-powered transportation
device, such as bicycles, scooters, electric-assist bi- cycles, electric scooters (e-scooters), and other small, lightweight, wheeled devices. Micromobility devices
can be individually owned or part of a shared net -
work that includes docking stations and mobile appli-
cations. Shared micromobility systems are generally
deployed in targeted service areas with the intent to
close the “first- and last-mile” connections to com-
plete trips made via other modes, including transit.

Micromobility can also provide an alternative form of
transportation for those with short trips or commutes
to reduce vehicular congestion. Example systems in
the region include Lyft Scooters and Veo Micromo -
bility in Santa Monica and Lime Scooter in the City of
Los Angeles.

Currently, the City of Montebello does not have an
e-scooter or bikeshare program. However, from the
General Plan’s Part C, Our Accessible Community
chapter, strategies and action items have been devel-
oped to improve mobility and first-last mile connec-
tions. The implementation of bicycle and pedestrian
facilities will be an integral component of the street if micromobility programs are introduced. The following
strategies and action items are identified to help the
City integrate micromobility and are derived from the
Public Transit and Rideshare section of the General
Plan, verbatim.

Strategies
» Suppor t rideshare and shared mobility by provid-
ing sufficient curb space for passenger loading at
key destinations.
» Incorpor
ate micromobility (e.g., bike share and
scooter share) into transit and active transporta-
tion improvements.

Action Items
» A4.3a The de velopment and implementation of
first-last mile (FLM) improvements could include
bikeshare and scootershare stations at key des-
tinations.

2.6 MICROTRANSIT
Microtransit refers to pooled rides in shared van
shuttles running on fixed or on-demand routes and
schedules. An MBL program with similarities is the
Metrolink Shuttle which accommodates passengers
arriving at the Montebello/Commerce Station to their
desired location. Like buses and ride-hailing services, such as Uber and Lyft, microtransit shuttles can serve
unmet mobility needs of underserved populations.

Microtransit can benefit many Montebello residents,
especially those that live more than a half mile away
from the Montebello/Commerce Station or popular
destinations within the City. Many low-income tran-
sit-dependent households reside where transit ser -
vice is limited to infrequent circulator buses, limited operating hours, and the need to make multiple trans-
fers to complete trips. Microtransit will make it easier for these underserved residents and those with disa-
bilities to get around.

Fortunately, the General Plan’s Part C, Our Acces-
sible Community chapter, has included strategies to
explore microtransit within the City. The following
strategies and action items are derived from the Pub-
lic Transit and Rideshare section of the General Plan,
verbatim.

Strategies
» S tudy options for supplementing local bus service
and improving connections to local destinations
and rail stations such as local shuttles, demand
responsive services, or microtransit services.

Action Items
» Impr ove connectivity within growth neighbor -
hoods, areas of opportunity and for transit-de -
pendent populations to enhance access to local
and regional transit services.
» Explor
e the feasibility of establishing a micro -
transit or fixed-route shuttle service to provide
convenient access between the future Gold Line
Greenwood Station and key local destinations
such as the Downtown Specific Plan area, City
Hall, and the Beverly Boulevard corridor.

2.7 MOBILITY HUBS
A mobility hub consists of a transit station that pro - vides multimodal transportation options to and from
the station and surrounding area. They serve an im-
portant function in the regional transportation system
as an origin, destination, or transfer point for a signif- icant number of trips. Mobility hubs provide connec-
tivity where different modes of transportation, such
as micromobility, ride sharing or car sharing, all come together seamlessly. Ideally a concentration of land
uses that support work, live and play is adjacent to
a mobility hub but that’s not always the case. Mobil-
ity hubs can also have additional amenities such as
lighting, shelters, bicycle parking and micromobility
docking stations.

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 36 37
Mobility hubs may result in a number of benefits:
» Increased fir
st and last mile improvements within
the surrounding area
» Increased transpor
tation choices for residents,
employees, and visitors
» Increased transpor
tation choices for residents in
disadvantaged communities
» Decreased dependence on single occupancy ve -
hicles
» Reduced traf
fic congestion and vehicle miles
traveled
» Reduced transportation cos
ts
Mobility hubs should be explored at the Montebello/
Commerce Metrolink Station, the future Metro light
rail Greenwood Station and potentially popular des-
tinations within the City such as the downtown area.

The General Plan’s Part C, Our Accessible Commu-
nity chapter, has included objectives to explore mo -
bility hubs and generally improve the Montebello/
Commerce Station and supporting transit-oriented
development within the City. The following strategies
and action items are derived from the Public Transit
and Rideshare section of the General Plan, verbatim.

Strategies
» Implement small- and large-
scale mobility hubs
at key multimodal transfer points.

Action Items
» A4.2d Enhance bus stops in the city incorpor
at-
ing high-quality transit stop design and amenities
that create a simple, legible, and pleasant experi-
ence at the bus stop.
» A4.2f Coordinate land use and tr
ansportation
planning efforts to develop transit-supportive
land uses near existing and future major transit
hubs.
» A4.3c Create small-scale mobilit
y hubs at key
multimodal transfer points.
» A4.3d Implement larger-
scale mobility hubs
along Montebello Boulevard and Greenwood Av-
enue to facilitate multimodal access to/from the
future Gold Line Station.

Micromobility example
Mobility Hub example
Microtransit example

2.8 WALK AND BICYCLE AUDITS
Objective
Walk and bike audits were conducted along identified
corridors in Montebello to better understand existing
pedestrian and bicycle infrastructure, or lack thereof, that may limit active transportation trips to and from
transit service. Findings be used to inform rec-
ommendations for infrastructure improvements to
improve
first-last mile connections to transit stops.

Methodology
Twelve audits were conducted over two days in
February 2023. Audit routes were identified along
corridors with a higher propensity of pedestrian
and bicycle crashes to better understand challeng-
es and opportunities in different parts of Montebel-
lo. Collision data, available from the TIMS, between
2011-2021 were used to identify walk and bike au-
dit
routes. All the walk and bike audits were open to
the public except the four conducted with Montebello
High School and Schurr High School. Audit routes are
listed below and described in more detail in the sub -
sequent section.
» Walk Audit #1 (W
ashington Boulevard, Date
Street, Montebello Boulevard, and Greenwood
Avenue)
» Walk Audit #2 (Whit
tier Boulevard from Monte -
bello Boulevard to Bluff Road)
» Walk Audit #3 (Gr
eenwood Avenue from Date
Street to Elm Street)
» Walk Audit #4 (Bev
erly Boulevard, Poplar Ave -
nue, Victoria Avenue, and Montebello Boulevard)
» Walk Audit #5 (Bev
erly Boulevard from 21st
Street to Via Val Verde)
» Walk Audit #6 (Bev
erly Boulevard from Maple
Street to Montebello Boulevard)
» Walk Audit #7 (Montebello High School and sur-
rounding ar
ea)
» Walk Audit #8 (Montebello High School and sur-
rounding ar
ea)
» Walk Audit #9 (Wilco
x Avenue, Hay Street, Mor-
ris Place, and Lincoln Avenue)
» Walk Audit #10 (Wilco
x Avenue, Donta Way,
Morris Place, and Hay Street)
» Bike Audit #1 (Olympic Boule
vard, Greenwood
Avenue, Beach Street, Vail Avenue, Washington
Boulevard and Maple Avenue)
» Bike Audit #2 (Lincoln Av
enue, Poplar Avenue,
Madison Avenue, and Maple Street)
For each walk and bike audit, a data collection tool
was developed. Each tool included a map of the area
to be surveyed and a questionnaire to be completed
during the audit. The questionnaire asked participants
about the condition and usability of the pedestrian or
bike network, including safety, comfort, behaviors,
and other general questions. Participants were asked
to indicate on the map any issues they encountered
during the audit using a number that corresponded
to that topic in the questionnaire. Discussions and
feedback during the walk and bike audits were also
recorded and compiled by the project team.

The audits, the exception being the ones conducted
with the high school students, were open to the pub-
lic. A trilingual flyer (English, Spanish, and Mandarin) was created to invite the public to participate. It was posted on Montebello Bus Line buses and in two lo -
cal libraries, Montebello City Hall, multiple community centers, and high-volume bus stops within Montebel-
lo city proper. The flyer was also posted on Montebel-
lo social media channels and the project website.

The following pages provide detailed summaries of
the existing conditions observed on each walk and
bicycle audit. Included are maps of each route, site
photos, and an elaborated explanation of the gaps
and deficiencies in the pedestrian and bicycle net -
works, such as substandard sidewalks, insufficient
street lighting and/or crosswalks, lack of adequate
bicycle infrastructure, and high-volume, high-speed
corridors. It also highlights opportunities where im-
provements or targeted programs could be expected
to result in increased pedestrian and bicycle activity.

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 38 39

2.8.1 WALK AUDIT #1
The walk audit route is in the southern region of
Montebello, along Washington Boulevard between
Greenwood Avenue and Date Street, and adjacent
residential streets. Montebello Boulevard has primar-
ily industrial and residential land uses. The area near the intersection of Washington Boulevard and Green-
wood Avenue is the site of the proposed Metrolink
Gold Line extension stop. Nearby bus routes include
Lines 20, 50, and 70.

Throughout the walk audit, there were various fea-
tures, or lack thereof, that were observed that con-
tribute to real or perceived safety issues and concerns for pedestrians, as demonstrated in Figure 2-14.

Crosswalk markings were observed to be faded, some
of the curb ramps were missing truncated domes, and
there were a frequent number of obstructions along
the sidewalk. These obstructions included utility box-
es and light poles. Speeding was also observed along
Washington Boulevard and Greenwood Avenue.

Faded Crosswalk markings at Montebello Boulevard and
Washington Boulevard
Sidewalk obstruction just south of Greenwood Avenue
and Washington Boulevard
The sidewalks were observed to be in good condi-
tion with no major breakages or missing portions
along the walk audit route, however the number of
obstructions would be difficult for someone with a
mobility aid, stroller, or visual impairment. The lack of adequate lighting makes people feel unsafe between
dusk and dawn and less inclined to walk, roll, or bicy- cle if they do not have to.

Figure 2-14: Existing Conditions along Walk Audit #1 Route

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 40 41

2.8.2 WALK AUDIT #2
The walk audit route was conducted during the
post-morning hours in Downtown Montebello along
Whittier Boulevard between Montebello Boulevard
and Bluff Road. The area is a popular pedestrian des-
tination, especially during the night-time, stressing
the importance of lighting and safe crossings. Nearby
bus routes include Lines 10 and 20.

The project team observed conditions that would
contribute to real or perceived safety issues and con-
cerns for pedestrians. Traffic-controlled intersections were missing audible and pedestrian countdown sig-
nals and some of the curb ramps were missing trun-
cated domes. Obstructions, such as utility boxes in
the middle of the sidewalk, were observed in a few
locations but otherwise, the sidewalk is in good con-
dition.

Unlike other parts of the City, this portion of Whitti- er Boulevard has pedestrian-scale lighting and side -
walks are slightly wider than seen in other parts of
the City, which led to a more positive pedestrian ex -
perience. Both parallel and high-visibility crosswalks
were observed along the walk audit route. The mark-
ings in many locations were faded which is primarily
true for the parallel crosswalks.

The corridor was equipped with some bicycle park -
ing along the sidewalk . Bicyclists were also observed
riding on the sidewalk since there were no low-stress
bicycle facilities in the high-speed, high-volume pub-
lic right-of-way. This can increase potential conflicts with pedestrians and can create a high-stress pedes-
trian experience.

Bicycle parking on the sidewalk of Whittier Boulevard
Bicyclist riding on the sidewalk
Figure 2-15: Existing Conditions along Walk Audit #2 Route

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 42 43

2.8.3 WALK AUDIT #3
The walk audit route included the portion of Green-
wood Avenue between Date Street and Elm Street.

This corridor is adjacent to industrial and residential land uses. Line 20 bus route is nearby, running along
Greenwood Avenue.

Figure 2-16 displays a map of the existing conditions
observed during the walk. Crosswalk markings were
observed to be faded, traffic-controlled intersections
were missing audible and/or pedestrian countdown
signals, some of the curb ramps were missing trun-
cated domes, and several obstructions along the
sidewalk. These obstructions included utility boxes,
light poles, fire hydrants and bus benches/shelters.

The sidewalks are in good condition with only one
breakage observed along the route. However, the
sidewalks are narrow in some locations, which could
be challenging for people to walk side by side, for
those with strollers, and for those using wheelchairs
or other mobility devices. Another perceived issue
seemed to be the lack of proper lighting for pedes-
trians along the roads. Lack of proper lighting for pe - destrians leads to uncomfortable walking conditions
during the early morning and evening hours.

Sidewalk obstructions near Greenwood Avenue and Oak-
wood Street
Figure 2-16: Existing Conditions along Walk Audit #3 Route

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 44 45

2.8.4 WALK AUDIT #4
This walk audit route included a portion of the Bev -
erly Boulevard corridor from Montebello Boulevard to
Poplar Avenue and a residential corridor in Victoria
Avenue. The audit took place in an area that is pri-
marily commercial/residential near the Montebello
Civic Center. Nearby bus routes include Lines 20, 40,
and 90.

Figure 2-17 displays a map of the existing conditions
observed during the walk. Crosswalk markings were
observed to be faded, some of the curb ramps were
missing truncated domes, and a frequent number of
obstructions along the sidewalk, including utility box- es and light poles.

Throughout the audit, the team noticed a few areas
of broken sidewalk along the Beverly Boulevard and
Victoria Avenue corridors. A pedestrian countdown
signal was observed at the intersection of Beverly
Boulevard and Poplar Avenue. A mid-block crossing
is located at the intersection of 2nd Street and Bever- ly Boulevard. Although the mid-block crossing exists,
vehicles were observed not yielding to pedestrians.

Another perceived issue seemed to be the lack of
proper lighting for pedestrians along the roads which
could lead to unsafe conditions for all users during the early morning and evening hours.

Faded crosswalk at Beverly Boulevard and Montebello Boulevard No sidewalks on the north edge of Victoria Avenue
Figure 2-17: Existing Conditions along Walk Audit #4 Route

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 46 47

2.8.5 WALK AUDIT #5
This walk audit took place in the post-morning rush
hours in a primarily commercial and residential area
along Beverly Boulevard corridor from 21st Street to
Via Val Verde. This area is important since it sits be - tween Montebello’s two biggest high schools, Mon-
tebello High School and Schurr High School. Student
foot traffic is high when students enter and leave the
school in the morning and afternoon hours of the day.

Nearby bus routes include Lines 40 and 90.

Figure 2-18 displays a map of the existing conditions
observed during the walk. Crosswalk markings were
observed to be faded, some of the curb ramps were
missing truncated domes, and a frequent number of
obstructions along the sidewalk. These obstructions
included utility boxes, light poles, and bus stop shel- ters and benches.

During the morning hours, 6:30 am to 9:00 am, this
portion of the Beverly Boulevard corridor is equipped
with signage not allowing people to park on the street
to increase traffic capacity along the roadway. How -
ever, during the audit, the project team encountered
multiple vehicles parked on the road at around 8:00
am. The signs are currently not being enforced and
offenders are not being ticketed.

At the intersection of Beverly Boulevard and 20th
Street, a High-Intensity Activated Crosswalk (HAWK)
is currently installed. This infrastructure allows pe - destrians to safely cross the road as vehicles are sig- naled to stop by allowing pedestrians 25 seconds to
cross the road.

A Pedestrian Hybrid Beacon (PHB) at Beverly Boulevard and 20th Street Car parked illegally on Beverly Boulevard
Figure 2-18: Existing Conditions along Walk Audit #5 Route

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 48 49

2.8.6 WALK AUDIT #6
This walk audit route took place in the mid-morn-
ing hours before noon in a primarily commercial area
along Beverly Boulevard corridor from Maple Avenue
to Montebello Boulevard. Nearby bus routes include
Lines 20, 40, and 90.

Figure 2-19 displays a map of the existing conditions
observed during the walk. Crosswalk markings were
observed to be faded, some of the curb ramps were
missing truncated domes, and there were a frequent
number of obstructions along the sidewalk. These
obstructions included utility boxes, light poles, and a bus stop (shelters and benches). Another perceived
issue seemed to be the lack of proper lighting for pe-
destrians along the roads which could lead to unsafe
conditions for all users during the early morning and
evening hours.

Figure 2-19: Existing Conditions along Walk Audit #6 Route Bus shelter obstructs the sidewalk near Beverly Boulevard and Howard Avenue A few of the intersections along the Beverly corridor
were equipped with audible crossing signals to ac-
commodate those with visual challenges. Addition-
ally, the intersection of Howard Avenue and Beverly
Boulevard had both an audible crossing signal and a
pedestrian countdown signal. Pedestrian countdown
signals are required by the California Manual on Uni-
form Traffic Control Devices (CA MUTCD), the state
traffic engineering manual.

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 50 51

2.8.7 WALK AUDIT #7
This walk audit focused on the surrounding blocks of
Montebello High School with students participating
to learn about the planning process and share their
personal experiences on how they get to school. The
corridors traveled include 21st Street, Whittier Boule- vard, Wilcox Avenue, and Beverly Boulevard. Due to
the large group of students, the group was split into
two where each group walked a different route. The
audit took place in the afternoon school hours in an
area that is primarily a mix of commercial and resi-
dential. Nearby bus routes include Lines 10, 40, 70,
and 90.

Many students in the group mentioned that they use
transit to get to and from school. The students who
ride transit commented that they would like to see
every bus stop equipped with benches and shelters.

The discomfort from rainy days or the summer heat is
undesirable while they wait for the bus.

Montebello High School students departing for the walk
Inconsistent sidewalk gaps on Wilcox Avenue
Figure 2-20 displays a map of the existing conditions
observed during the walk. Crosswalk markings were
observed to be faded, some of the curb ramps were
missing truncated domes, many sections of the side-
walk were broken and, in some cases, missing, and a
frequent number of obstructions along the sidewalk.

These obstructions included utility boxes and light
poles. Many portions of Wilcox Avenue had no side -
walk. Many students mentioned the lack of adequate
lighting during the morning and evening hours con-
tributes to unsafe walking conditions.

Montebello High School students departing for the walk
Figure 2-20: Existing Conditions along Walk Audit #7 Route

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 52 53

2.8.8 WALK AUDIT #8
This walk audit around Montebello High School was
joined by a high school class, including one student
using a wheelchair. They contributed invaluable input
on the conditions that may be uncomfortable for per-
sons who are handicapped or using mobility aids. The
corridors traveled included Cleveland Street, 18th
Street, and Beverly Boulevard. The audit took place
in an area that is primarily commercial and residential.

Nearby bus routes include Lines 10, 40, 70, and 90.

Figure 2-21 displays a map of the existing conditions
observed during the walk. Crosswalk markings were
observed to be faded, some of the curb ramps were
missing truncated domes, many sections of the side-
walk were broken and, in some cases, missing, and a
frequent number of obstructions along the sidewalk.

These obstructions included utility boxes and light
poles. Harding Avenue and Madison Avenue had por-
tions of missing sidewalk. Many students mentioned
the lack of adequate lighting during the morning and
evening hours contributes to unsafe conditions.

During the audit, many students pointed out the fact
that the sidewalks felt narrow to them. The sidewalk is missing in some areas or too narrow to allow passing
which pushes pedestrians into the landscaped areas
or the road, which is especially unsafe for those with
mobility aids, disabilities, and the elderly. The sum-
mer months in Montebello are hot and students noted
their discomfort during that time and mentioned they
would like to see more street trees for shade and for
reducing the urban heat island effect.

Narrow sidewalks are difficult for groups or passerby
Students walking on uneven sidewalk
Figure 2-21: Existing Conditions along Walk Audit #8 Route

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 54 55

2.8.9 WALK AUDIT #9
This walk audit route included a portion of the sur -
rounding area around Schurr High School. The corri-
dors traveled include Hay Street, Lincoln Avenue, and
Morris Place. The audit took place in an area that is
primarily residential. Students from the high school
were allowed to join the project team on the audit
and provide valuable input regarding first-mile/last-
mile connections. Nearby bus routes include Lines 30
and 70.

Figure 2-22 displays a map of the existing conditions
observed during the walk. Crosswalk markings were
observed to be faded, a radar speed sign display was
observed to be malfunctioning, and a utility box was
obstructing the sidewalk on the intersection of Wil-
cox Avenue and Hay Street. A section of broken side-
walk was observed near the intersection of Lincoln
Avenue and Via Val Verde. Many students mentioned
the lack of adequate lighting during the morning and
evening hours contributes to unsafe walking condi-
tions.

Principal McKiernan mentioned that many students
take transit to get to and from school. During the
morning and afternoon hours when students are ar -
riving or departing, the sidewalks on Wilcox Avenue
and Hay Street are typically filled with students. Mul- tiple students are often seen waiting at bus stops.

Students reported that cars do not stop for crossing
students on Hay Street during drop off and pickup.

Students report cars speeding and not yielding to them even with vertical traffic calming elements on Hay Street Sidewalk missing or covered with dirt on Lincoln Avenue Figure 2-22: Existing Conditions along Walk Audit #9 Route

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 56 57

2.8.10 WALK AUDIT #10
The Schurr High School walk audit with students
was split into two groups to cover more ground. The
second group’s route included Hay Street, Lincoln
Avenue, and Morris Place. Nearby bus routes include
Lines 30 and 70.

Figure 2-23 displays a map of the existing conditions
observed during the walk. Crosswalk markings were
observed to be faded and a utility box was obstruct -
ing the sidewalk on the intersection of Wilcox Avenue
and Hay Street. Many students mentioned the lack
of adequate lighting during the morning and evening
hours contributes to unsafe conditions as well as lack
of shade in the hot months.

During Schurr High School’s after school hours, the
project team observed conditions from students as
they departed campus. Students would move in large
groups crossing the intersection at Wilcox Avenue
and Hay Street and then disperse into the neighbor -
hood or wait at nearby bus stops. Due to the large
volume of students, vehicle traffic moving through
the intersection is impacted. Police members are on
standby to help ensure the safety of students depart-
ing the campus.

Minimal space for students to wait is especially problematic during pickup and drop-off Yellow high visibility crosswalks signal to cars that stu- dents cross here
Figure 2-23: Existing Conditions along Walk Audit #10 Route

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 58 59

2.8.11 BIKE AUDIT #1
This bike audit occurred during rush hour in the morn-
ing hours and traveled through the southern half of
the City, passing by several mobile home parks, resi-
dential neighborhoods, industrial places of work, and
the Montebello/Commerce Metrolink station. In ad-
dition to the rail line, other first-mile/last-mile transit connections follow Lines 20, 50, and 70.

There are no bicycle facilities along the audit route
and riders typically either ride alongside moving vehi- cles or on the sidewalk. The industrial and residential streets had lighter traffic, but the major arterials, such as Greenwood Avenue and Washington Avenue, had
larger volumes of high-speed motor vehicles, creat -
ing uncomfortable conditions for non-motorized road
users.

There are no bicycle facilities on these streets which
adds to the level of stress, especially when sharing
the road with trucks.

The project team stops at a memorial of a woman who
was hit and killed by a car
Street has no dedicated space for bicyclists and is a bumpy ride Figure 2-24: Existing Conditions along Bike Audit #1 Route

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 60 61

2.8.12 BIKE AUDIT #2
This bike audit was done in the post-morning rush
hours in a rectangular route down Lincoln Avenue,
Poplar Avenue, Madison Avenue, and up Maple Av -
enue before connecting back to Lincoln Avenue. The
route passed Beverly Hospital, Washington Elemen-
tary School, Acuna Park, shopping centers, and other
destinations. Nearby bus routes include Lines 20, 40,
and 90.

While many key destinations were along the route or
nearby, the corridors consisted of shaded residential
streets. Vehicle traffic is mostly slow, and safe for bi- cyclists to share the road. Lincoln Avenue is a wide
street that has plenty of room for bicycle infrastruc-
ture. Cars traveled the fastest along this route due to the street width and hills, which is where bicyclists
are the most exposed along this route.

A shady bicycle ride along Fremont Elementary School
Figure 2-25: Existing Conditions along Bike Audit #2 Route

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 62 63

2.9 DATA ANALYSIS
Existing Conditions
Existing conditions analysis started with reviewing
and mapping data and reports of pedestrian and bi-
cyclist collisions, existing bus stop locations, adjacent land uses, bicycle and pedestrian infrastructure, and
City policies. The goal of existing conditions analy -
sis is to show context and help identify projects and
priorities to improve accessibility and safety at and
around transit stops. Separate analysis sections for
each topic are provided below.

Mapping Data Sources
Geographic Information System (GIS) mapping and
supporting tabular data used in this report are based
primarily on data provided by the City of Montebel-
lo in September 2022. Additional data layers include
SCAG and Environmental System Research Institute
(ESRI) data layers. Collision data was downloaded
from TIMS. MBL provided transit data such as board-
ing, alighting, bus routes, and bus stops.

Additional GIS data source pages reviewed for data
not available from the City of Montebello include the
Los Angeles County Open Source Data (LACOSD)
web page and SCAG’s Regional Data Platform. The
mapping data source table noted above indicates lay-
ers that were downloaded from either of these data
sources and where no layer was available for po -
tentially useful data. The LACOSD is a County data
source of unincorporated jurisdictions, so it does not
include data layers at the Montebello specific level.

The SCAG data source page had a variety of useful
layers that are used in the mapping as noted in the
data source table.

Collisions Analysis
Collision analysis in this report is based on 2011 to
2021 pedestrian and bicycle collision data down-
loaded from the TIMS data source which is based
on the Statewide Integrated Traffic Records System
(SWITRS). Note that TIMS data includes fatalities
and injury related collisions only and does not include property damage only collisions.

Figure 2-26 shows all bike injury collisions and Fig-
ure 2-27 shows all pedestrian injury collisions that
occurred between 2011 and 2021. Each map has
the collisions “heat map” with shaded red “hot spots”
where the highest density of collisions has occurred
between 2011 to 2021. As shown in the figures,
both bicycle and pedestrian collisions follow a simi-
lar pattern in the street grid with the highest density of injury related collisions occurring on the following corridors/streets:
» Beverly Boulevard
» Whittier Boulevard
» Garfield Avenue
» Montebello Boulevard
» Greenwood Avenue
» Washington Boulevard
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
E
Garfield Ave Telegraph Rd
Passons Blvd
Beverly Blvd
M
ontebello Blvd
Slauson Ave
Whittier Blvd
Greenwood Ave
SR 72
Norwalk Blvd
Olympic Blvd
Riggin St
Hill Dr
San Gabriel Blvd
Pomona Blvd
Broadway
Potrero Grande Dr
Atlantic Blvd
Paramount Blvd
Whittier Blvd
Paramount Blvd
SR 72
Washington Blvd
US 60
i-605
Lincoln Ave
W
ilcox Ave
Poplar Ave
Gerhart Ave
I-5
Garfield Ave
Greenwood Ave
Rail Line
Maple Ave
Beverly Blvd
Lincoln Ave
Pico Rivera
Commerce
Monterey Park Rosemead
0 10.5 Miles
¯
Legend
E Bicyclist Fatality
ÑÑÑÑ
Bicyclist Collisions
City Boundary
Bike & Ped Collision
Density 2011-2021
High
Low
Figure 2-26: Bicycle Collisions and Collision Hot Spots

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 64 65
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
E
E
E
E
E
E E
E
E
E
Garfield Ave Telegraph Rd
Passons Blvd
Beverly Blvd
M
ontebello Blvd
Slauson Ave
Whittier Blvd
Greenwood Ave
SR 72
Norwalk Blvd
Olympic Blvd
Riggin St
Hill Dr
San Gabriel Blvd
Pomona Blvd
Broadway
Potrero Grande Dr
Atlantic Blvd
Paramount Blvd
Whittier Blvd
Paramount Blvd
SR 72
Washington Blvd
US 60
i-605
Lincoln Ave
W
ilcox Ave
Poplar Ave
Gerhart Ave
I-5
Garfield Ave
Greenwood Ave
Rail Line
Maple Ave
Beverly Blvd
Lincoln Ave
Pico Rivera
Commerce
Monterey Park Rosemead
0 10.5 Miles
¯
Legend
E Pedestrian Fatality
ÑÑÑÑ
Pedestrian Collisions
City Boundary
Bike & Ped Collision
Density 2011-2021
High
Low
Figure 2-27: Pedestrian Collisions and Collision Hot Spots Census Tract Analysis
Census tract attributes are incorporated to provide
additional demographic and socio-economic infor -
mation that can be used to help prioritize future pro - jects. As shown in Figure 2-28 on the following page,
the City of Montebello includes thirteen census tracts
and a small corner of a census tract that is mostly in
the City of Commerce. Due to the small proportion
of this census tract within the City boundary, it is not included in further analysis.

One challenge with using census tracts to quantify
high numbers of pedestrian and bicycle collisions
within the City of Montebello, is the location of census tract edges that coincide with roads, many of which
are also MBL bus routes. Whereas collision data
points have latitude and longitude coordinates, they
may not have exact location accuracy and collisions
near census tract edges may get counted in one tract
over the other potentially increasing one census tract
count slightly over another adjacent census tract. Be-
cause this potential data accuracy issue cannot be re-
solved within the existing data, the quantities shown
in the following tables are based on the collision point data using the x-y coordinate of the collision data and the census tract containing it.

Of the thirteen Montebello census tracts, nine have
existing bus lines running along their edges, and co -
incidentally have the highest levels of pedestrian and
bicycle collisions in the City highlighted by the “Heat Map” red shading. Darker shades of red circles on the
figures indicate high quantities of collisions at a loca- tion, and lighter red circles indicate lower quantities of collisions. The nine census tracts associated with
bus routes and high numbers of collisions, as shown
in Figure 2-29 will be focused on to identify proposed
projects.

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 66 67
Garfield Ave Telegraph Rd
Passons Blvd
Beverly Blvd
M
ontebello Blvd
Slauson Ave
Whittier Blvd
Greenwood Ave
SR 72
Norwalk Blvd
Olympic Blvd
Riggin St
Hill Dr
San Gabriel Blvd
Pomona Blvd
Broadway
Potrero Grande Dr
Atlantic Blvd
Paramount Blvd
Whittier Blvd
Paramount Blvd
SR 72
Washington Blvd
US 60
i-605
Lincoln Ave
W
ilcox Ave
Poplar Ave
Gerhart Ave
I-5
Garfield Ave
Greenwood Ave
Rail Line
Maple Ave
Beverly Blvd
Lincoln Ave
530007
532303
502500
980036
532304
500700
482801
532200
530005
502303
550700
500800
530202
482522
500900
482600
502200
532101
532001
500402
530102
502602
482701
500600
500404
530101
532102
502401
502402
534002
531901
530203
482702
531902
500500
501001
530204
530006
482404
531800
482002
534001
482102
532002
500403
530302
501200
501002
482521 482521
531701
530400
530400
Pico Rivera
Commerce
Monterey Park
Rosemead
0 10.5 Miles
¯
Legend
All Bike-Ped Collisions
City Boundary
Census Tracts
Bike & Ped Collision
Density 2011-2021
High
Low
Figure 2-28: Montebello Census Tracts and Collision Density Garfield Ave Telegraph Rd
Passons Blvd
Beverly Blvd
M
ontebello Blvd
Slauson Ave
Whittier Blvd
Greenwood Ave
SR 72
Norwalk Blvd
Olympic Blvd
Riggin St
Hill Dr
San Gabriel Blvd
Pomona Blvd
Broadway
Potrero Grande Dr
Atlantic Blvd
Paramount Blvd
Whittier Blvd
Paramount Blvd
SR 72
Washington Blvd
US 60
i-605
Lincoln Ave
W
ilcox Ave
Poplar Ave
Gerhart Ave
I-5
Garfield Ave
Greenwood Ave
Rail Line
Maple Ave
Beverly Blvd
Lincoln Ave
532200
530202
532101
532001
530102
530101
530204
530006
532002
Pico Rivera
Commerce
Monterey Park Rosemead
0 10.5 Miles
¯
Legend
City Boundary
Census Tracts
Selected for Analysis
Bike & Ped Collision
Density 2011-2021
High
Low
Figure 2-29: Montebello Census Tracts Selected for Analysis

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 68 69
Table 2-1 shows all pedestrian and bicycle injury col-
lisions grouped by the thirteen census tracts in Mon-
tebello and counted by severity of injury. The under -
lying “Heat Map” red zones shown on the previous
maps highlight areas of highest number of pedestrian
and bicycle collisions within Montebello. Census Tract
530102, where Montebello High School and Wash-
CENSUS

TRACT FATAL SEVERE
INJURY
OTHER

VISIBLE
INJURY

COMPLAINT

OF PAIN
TOTAL

CRASHES
530005 0 1 7 6 14
530006 1 4 16 13 34
530007 1 2 13 17 33
530101 1 3 15 22 41
530102 1 0 37 41 79
530202 2 6 14 14 36
530203 0 1 13 14 28
530204 1 4 8 8 21
532001 0 1 11 14 26
532002 0 1 16 21 38
532101 1 3 22 22 48
532102 1 0 4 5 10
532200 3 4 15 16 38
Total 12 30 191 213 446
ington Elementary School are located, has the high-
est number of bicycle and pedestrian collisions of de-
gree of injury at 79 crashes between the years 2011
and 2021. Census tract 530202 in the northwestern
most part of the City as well as tract 532200, in the
southern most part of the City, both have the greatest
concentration of fatal and severe injury collisions.

Table 2-1: Bike and Pedestrian Collision Severity by Census Tract CENSUS
TRACT 2011 2012 2013 2014 2015 2016 2017 2018 2019
530005 19 20 24 18 23 26 23 34 24
530006 16 14 16 16 24 20 28 32 29
530007 19 26 24 18 24 26 19 19 20
530101 2 11 9 19 24 20 21 20 15
530102 27 31 23 18 22 21 30 20 20
530202 39 51 46 33 42 39 46 45 52
530203 18 21 25 22 25 16 32 28 22
530204 16 18 9 8 7 9 14 10 13
532001 11 13 23 10 10 16 14 13 11
532002 11 10 7 15 18 14 15 15 18
532101 21 29 23 15 17 16 31 10 14
532102 4 9 2 12 11 7 14 10 13
532200 17 22 30 23 22 23 38 38 41
Total for
Year 220 275 261 227 269 253 325 294 292
Table 2-2 groups all collisions for all thirteen census tracts by year to see if collisions increase or decrease by year. Whereas a clear pattern of increase or de -
crease is not obvious, the two tracts showing the
greatest increase of collisions over time include tract 530006, where the Mart of Montebello is located, and
tract 532200, the southern most portion of the City.

Table 2-2: Collision Density per Year per Census Tract

CHAPTER 2 | EXISTING CONDITIONS

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN
70 Primary Collision Factor by Census Tract
Table 2-3 provides a comparison of Primary Collision
Factors for the nine selected census tracts, previous-
ly highlighted in Figure 2-29. Violating a pedestrian’s right-of-way may entail a vehicle proceeding into the
crosswalk with pedestrians present or crossing the
street at intersections. Violating traffic signals and
signs may entail a vehicle not conforming to the pres-
ent signage, signals, or proceeding into the crosswalk
with people walking present. Bicyclists riding on the
wrong side of the road are likely due to the lack of
adequate bike facilities to meet desire lines which, for example, a two-way cycle track would mitigate.

Reported pedestrian violations frequently include
crossing a street outside of a designated crosswalk or
crossing against a red signal, which may be a result of reporting bias. Research published in the Journal for
Transport and Land Use notes that a deceased pe -
destrian or bicyclist is not able to give their perspec- tive on the collision and the person reporting the col- lision usually has the perspective of a motorist. These points tend to skew data resulting in pedestrians and
cyclists being blamed for a disproportionate number
of crashes. This should be considered when develop-
ing traffic safety countermeasures.

Collisions Along Bus Routes
Table 2-4 provides a summary of corridors with the
highest collisions, the primary collision factor, and ex- isting infrastructure that may be contributing to colli- sions. As noted in the table, and figures throughout
this section, most collisions occur on multi-lane col-
lector roads with high volumes of traffic and higher
speed limits.

Of the 189 bus stops, the 15 highest ridership bus
stops are shown in Table 2-5 and Figure 2-30. The
highest ridership stop is Whittier Boulevard and
Montebello Boulevard with over 140,000 boardings
and alightings for a two-year period. The next highest
stop is the adjacent bus stop, also at Whittier Boule - vard and Montebello Boulevard. Similarly, Whittier
Boulevard and Garfield Avenue have two adjacent
bus stops with very high ridership levels totaling
over 150,000 boarding and alightings. To further as-
sist the decision-making process regarding priority
bus stop locations for future projects, Figures 2-31
and 2-32 overlay high density collision areas as red
shaded ‘heat’ zones along with the bus stop boarding
and alighting volumes to see if high collision rates are occurring at high ridership bus stops. As may be ex -
pected, the highest collision rates occur along prima-
ry corridors which are also where nearly all bus stops
are located, including the highest ridership stops not- ed previously.

Table 2-5 on the following page shows bus stops
with the highest ridership volumes. Ridership volume
is one of the criteria in determining which projects
this plan will focus on, as well as number of collisions and input from stakeholders and transit users. Fig-
ures 2-30 through 2-32 on subsequent pages show
the bus stops with the top ridership levels as well as
the volumes of boardings and alightings in the var -
ious bus stops. The highest numbers of bicycle and
pedestrian crashes in the City are aligned with the
bus routes in the City.

Census Tract 530006 530101 530102 530202 530204 532001 532002 532101 532200 Primary Collision Factor Ped Bike Ped Bike Ped Bike Ped Bike Ped Bike Ped Bike Ped Bike Ped Bike Ped Bike Automobile Right of Way 5% 7% 5% 10% - 24% - 24% - - 14% 37% - 12% - 8% - 22% DUI - - - - 2% - - - - - - - - - 4% - - -
Hazardous Parking - - - - - - - - - - - - - - 4% - - -
Improper Passing - - - 5% 4% 3% - 6% - - - - 5% - - - - - Improper Turning 5% - 10% 5% - 9% 5% 12% - 13% - 11% 5% 12% 4% 4% 5% 11% Not Stated 5% 7% - 5% 7% 3% - - 15% - - 5% 5% - 8% 8% 10% 17% Other Hazardous Violation - - - 15% - 12% - - - 13% - - - 12% - 16% - - Other Improper Driving - - - - 2% - - 6% - - - - 5% - - - - - Other Than Driver
(or Pedestrian) - - - - - - 5% - - - - - - - - - - 6%
Violating Pedestrian Right
of Way 48% - 57% 5% 42% - 37% 6% 8% - - - 29% - 38% - 35% - Pedestrian Violation 24% 7% 19% - 16% - 32% 6% 54% - 43% 5% 33% - 42% - 30% - Traffic Signals and Signs 5% 21% - 10% 7% 12% 5% 18% 8% 13% 29% 5% - 12% - 16% - 11% Unknown 5% 7% 5% 15% 9% 12% - - 15% - - - 5% 6% - 4% 15% 6% Unsafe Speed - - - 5% - - 16% - - 13% - 5% 10% 6% - - - 6% Unsafe Starting or Backing 5% - 5% - 11% - - - - - 14% - 5% - - - 5% - Wrong Side of Road - 50% - 25% - 26% - 24% - 50% - 32% - 41% - 44% - 22% Total by Mode and Census
Tract 21 14 21 20 45 34 19 17 13 8 7 19 21 17 24 25 20 18 Total by Census Tract 35 41 79 36 21 26 38 49 38
Table 2-3: Primary Collision Factor by Census Tract

CHAPTER 2 | EXISTING CONDITIONS
73 CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN
Table 2-4: Existing Infrastructure and Crash Factors Along High Collision Corridors Census Tract 530006 530101 530102 530202 530204 532001 532002 532101 532200 Highest
Collision
Corridors
-Beverly Blvd. -Beverly Blvd.
-Whittier Blvd.
-Whittier Blvd. -Beverly Blvd.
-Garfield Ave.
-Whittier Blvd.
-Garfield Ave.
-Whittier Blvd. -Whittier Blvd.
-Greenwood
Ave.
-Whittier Blvd.
-Greenwood
Ave.
-Greenwood
Ave.

Pedestrian
Collisions
1 -Violating
pedestrian ROW
2 -Pedestrian
violations
1 -Violating
pedestrian ROW
2 -Pedestrian
violations
3 -Improper
turning
1 -Violating
pedestrian ROW
2 -Pedestrian
violations
3 -Unsafe
starting or
backing
1 -Violating
pedestrian ROW
2 -Pedestrian
violations
3 -Unsafe speed
1 -Pedestrian
violations
2 -Unknown or
Not Stated
cause
1 -Pedestrian
violations
2 -Traffic signals
and signs
3 -Violating
automobile
ROW
4 -Unsafe
starting and
backing
1 -Violating
pedestrian ROW
2 -Pedestrian
violations
3 -Unsafe
starting or
backing
4 -Violating
automobile
ROW
1 -Pedestrian
violations
2 -Violating
pedestrian ROW
1 -Violating
pedestrian ROW
2 -Pedestrian
violations
3 -Unknown or
Not Stated
cause
Existing
Pedestrian
Infrastructure
-Numerous
driveways cross
sidewalks
-Local road
intersections
lack signals and
crosswalks
-Numerous
driveways cross
sidewalks
-Local road
intersections
lack signals and
crosswalks
-Numerous
driveways cross
sidewalks
-Local road
intersections
lack signals and
crosswalks
-Numerous
driveways cross
sidewalks
-Local road
intersections
lack signals and
crosswalks
-Numerous
driveways cross
sidewalks
-Local road
intersections
lack signals and
crosswalks
-Numerous
driveways cross
sidewalks
-Local road
intersections
lack signals and
crosswalks
-Numerous
driveways cross
sidewalks
-Local road
intersections
lack signals and
crosswalks
-Numerous
driveways cross
sidewalks
-Local road
intersections
lack signals and
crosswalks
-Numerous
driveways cross
sidewalks
-On street
parking blocks
view to see
pedestrians
Bike Collisions
1 -Bicyclist on
wrong side of
road
2 - Traffic
signals and
signs
1 -Bicyclist on
wrong side of
road
2 - Other
hazardous
violation
3 - Traffic
signals and
signs
1 -Bicyclist on
wrong side of
road
2 - Violating
automobile
ROW
3 - Traffic
signals and
signs
1 -Bicyclist on
wrong side of
road
2 - Violating
automobile
ROW
3 - Traffic
signals and
signs
1 -Bicyclist on
wrong side of
road
2 - Traffic
signals and
signs
3 - Improper
turning
4 -Unsafe speed
1 -Violating
automobile
ROW
2 -Bicyclist on
wrong side of
road
3 - Improper
turning
1 -Bicyclist on
wrong side of
road
2 - Violating
automobile
ROW
3 - Traffic
signals and
signs
4 - Improper
1 -Bicyclist on
wrong side of
road
2 - Traffic
signals and
signs
3 - Other
hazardous
violation
1 -Bicyclist on
wrong side of
road
2 - Violating
automobile
ROW
3 - Traffic
signals and
signs
4 - Improper
Existing
Bicycle
Infrastructure
-Lack of bike
lanes on both
sides of road
-Lack of bike
lanes on both
sides of road
-Lack of bike
lanes on both
sides of road
-Lack of bike
lanes on both
sides of road
-Lack of bike
lanes on both
sides of road
-Lack of bike
lanes on both
sides of road
-Lack of bike
lanes on both
sides of road
-Lack of bike
lanes on both
sides of road
-Lack of bike
lanes on both
sides of road
Stop ID Stop Description Routes Boardings Alightings Totals 10100 Whittier/Garfield 10 31,996 46,634 78,630
1033 Whittier/Garfield 10 59,210 27,011 86,221
1047 Whittier & Montebello 10 43,795 99,044 142,839
1082 Whittier/4th 10 41,834 20,130 61,964
1086 Whittier/Montebello 10 103,616 33,959 137,575
1096 Whittier/21st 10 27,497 34,839 62,336
2029 Montebello/Whittier 20 57,422 51,866 109,288
2035 Montebello Mart 20 / 90 31,343 36,357 67,700
2050 The Shops at Montebello 20 / 70 54,659 5,668 60,327 2055 The Shops at Montebello 20 / 70 10,868 44,300 55,168 2064 Montebello/Beverly 20 39,143 26,469 65,612
2072 Montebello/Whittier 20 55,489 46,402 101,891
40101 Beverly/Montebello 40 & 90 21,163 74,827 95,990
4032 Beverly & Montebello 40 & 90 87,178 21,393 108,571 4044 Beverly/Wilcox 40 & 90 43,125 13,921 57,046
Table 2-5: Bus Stop Boardings and Alightings

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 74 75
Rosemead
Monterey Park
Montebello
WhittierPico Rivera
Commerce
Bell Gardens
Santa Fe
Springs
Downey
Unincorporated
10100
1033
1047
10821086
1096
2029
2035
2050
2055
2064
2072
401014032
4044
0 10.5 Miles
¯
H Top 15 Ridership Level
!. Bus Stop MBL
City Boundary
Figure 2-30: Top 15 Highest Ridership Bus Stops
Vail Ave
Rosemead
Monterey Park
Pico Rivera
Commerce
530102
532001 532101
530006
532002
532200
530202
530204
530101
S M

ONTEBELLO BLVD
N W

ILCOX AV

MONTEBELLOBLVD

N GARFIELD
AVE

W BEVERLY BLVD

W WHITTIER BLVD

W OLYMPIC BLVD

E BEVERLYBLVD

ARROYO DR
N M

ONTEBELLO BLVD

N GARFIELD AV

S GREENWOOD AV

POTRERO

GRANDE DR
PARAM
OUNT
BLVD

E WASHINGTON BLVD

SANGABRIEL
BLVD

E SLAUSON AV

VIA CAMPO

E WHITTIER BLVD

TELEGRAPH RD
0 10.5 Miles
¯
City Boundary
Census Tracts
Bike & Ped Collision
Density 2011-2021
High
Low
Boardings (2 years)
! Less than 5,000
! 5,001 to 15,000
! 15,001 to 35,000
#* 35,001 to 65,000
" 65,001 to 120,000
Figure 2-31: Collision Density and Boardings

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 76 77
Vail Ave
Rosemead
Monterey Park
Pico Rivera
Commerce
530102
532001 532101
530006
532002
532200
530202
530204
530101
S M

ONTEBELLO BLVD
N W

ILCOX AV

MONTEBELLOBLVD

N GARFIELD
AVE

W BEVERLY BLVD

W WHITTIER BLVD

W OLYMPIC BLVD

E BEVERLYBLVD

ARROYO DR
N M

ONTEBELLO BLVD

N GARFIELD AV

S GREENWOOD AV

POTRERO

GRANDE DR
PARAM
OUNT
BLVD

E WASHINGTON BLVD

SANGABRIEL
BLVD

E SLAUSON AV

VIA CAMPO

E WHITTIER BLVD

TELEGRAPH RD
0 10.5 Miles
¯
City Boundary
Census Tracts
Bike & Ped Collision
Density 2011-2021
High
Low
Alightings (2 years)
! Less than 5,000
! 5,001 to 15,000
! 15,001 to 35,000
#* 35,001 to 65,000
" 65,001 to 110,000
Figure 2-32: Collision Density and Alightings
Table 2-6: Planning Assessment for Local Planning Documents

2.10 ASSESSMENT OF EXISTING

POLICIES, PROGRAMS, AND

PRACTICES
The FMLM Plan can enhance the safety, access, and
comfort for first mile/last mile connections by adopting policies, programs, and practices of other successful
plans to encourage new transit riders as well as en-
hance the experience for existing users through im-
plementing infrastructure, amenities, and programs.

This section outlines key local and regional preced-
ing planning documents from the City of Montebel-
lo, SCAG, LA Metro, Caltrans, and Riverside Transit
Agency (RTA) to enhance efforts at and around bus
stops. Assessing existing planning documents helps
to inform the policy development of the FMLM Plan,
see Chapter 5 Policy Development. For each docu-
ment, relevant policies, programs, and practices are
provided in Appendix A.

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 2 | EXISTING CONDITIONS 78 79
Table 2-7: Planning Assessment for Regional Planning Documents This page is left intentionally blank.

Community
Outreach3

8382
CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 3 | OUTREACH

3.1 ENGAGEMENT OBJECTIVES
The overall objectives of the community engagement
were to identify a range of strategies to reach and
engage an appropriately diverse group of residents
and representative stakeholders, to build aware -
ness of and support for the FMLM Master Plan, and
to collect feedback about existing conditions of the
pedestrian and bicycle network that limit such trips.

This provided opportunities to introduce improve -
ments that would support an increase in walking,
biking, and rolling trips. Special attention was fo -
cused on strategies to engage the most vulnera-
ble users of the public right-of-way (e.g., people
aged 60 or older, children, people of color and other
minorities, low-income individuals, and those with
mobility challenges). These populations are the most
impacted by transportation planning and policy and
have traditionally not been well represented in the
decision-making process.

Focus on vulnerable users of the public right-of-
way. Children, older adults, those with disabilities,
and non-vehicle owners make up the largest percent-
age of traffic fatalities and serious injuries. People
biking and walking, in particular, make up a dispro -
portionate percentage of traffic fatalities and serious injuries. The KTUA Team ensured these populations
were a part of the discussion to push for further mo -
bility equity in Montebello.

Communicate in a way that residents will under -
stand. This begun with conducting outreach in the
language spoken by residents (primarily English,
Spanish, and Mandarin in this instance) and in a man-
ner that was easy for people to understand. This in-
cluded creating graphics for complex and technical
topics, avoiding acronyms and too much transporta-
tion jargon, and being mindful to explain the various
stages of the planning process.
u
se a variety of engagement strategies to
reach out to as many groups of the population
as possible. The KTUA Team participated in Mon-
tebello and SCAG approved citywide events that
attracted significant participation from diverse user
groups. The KTUA team also provided information to
the City for the project website, various social media
platforms, and in print for those with limited digital
access or personal preference.

The City’s social media platforms were used to cast
a wide net for potential engagement and were used
throughout the planning process to showcase the de-
velopment of the FMLM Master Plan. All community
engagement efforts were conducted in person at City
events. These information booths were interactive
and properly staffed with project team members. To
help further extend reach of project-specific messag-
ing, a short 2-minute video was developed to intro -
duce people to the FMLM Master Plan and opportuni-
ties to participate in the planning process.

Collect feedback on key components of the
FMlM Master Plan. One of the primary goals of
the
outreach events was to collect resident and
stakeholder feedback on various aspects of the
FMLM Master Plan. The KTUA Team participated
in three (3) community workshops and provided a
number of other opportunities for the public to pro -
vide input. There was one (1) demonstration
event, organized in collaboration with SCAG’s Go
Human Campaign, that introduced potential
treatments and asked participants to choose which
they would prefer in specific locations.

Surveys were used during the project’s onset to solic-
it feedback. The first survey asked participants about
the physical barriers limiting access to transit service and potential solutions. This was available on the pro- ject website and in person during the first community
engagement event.

3.2 STAKEHOLDER OUTREACH AND

ENGAGEMENT GOALS
The project team designed, administered, and hosted
a variety of tools and techniques to engage stake -
holders and the public to increase awareness of and
solicit feedback for the FMLM Master Plan. Educa-
tional outreach was a critical component to the plan’s
success and focused on engaging the City’s most
vulnerable roadway users.

The three primary community engagement strategies
that were utilized for the ATP were:
» Technical Advisory Committee (TAC)
» Community events and pop-ups
» Survey (hard copy and online) and a project website.

3.2.1 TECHNICAL ADVISORY COMMITTEE
(TAC)
As part of the Montebello FMLM, participation from
stakeholders throughout the planning process was
essential. Meetings were timed to help inform project
goals and public outreach strategies and activities,
solicit feedback, and recommendations and will coin-
cide with other activities for which feedback is being
sought in order to solicit feedback on the same con-
cepts to the extent feasible and appropriate.

Technical Advisory Committee Meetings
The KTUA Team worked with the City of Montebello
and SCAG staff to identify an appropriately diverse
and representative group of partners to comprise the
Technical Advisory Committee (TAC). The list includ-
ed representatives from various City departments,
including Public Works, Parks and Recreation, Mon-
tebello Unified School District, LA Metro, Metrolink,
YMCA and SCAG. A complete list of the participants
can be found in Appendix B.

The KTUA Team developed content for, facilitated,
and memorialized six (6) TAC meetings throughout
the planning process. TAC meetings had a duration
of one (1) hour and were held virtually. TAC meet -
ing #2 was held in a hybrid capacity. The TAC met
on a bi-monthly basis and was tasked with providing
feedback on engagement plans and findings, promot-
ing engagement opportunities to their networks, and
giving input on Plan needs and recommendations.

Technical Advisory Committee Meeting #1 –
December 5, 2022
» F ocus on the project overview and what
community engagement efforts were being
made
» Discussion of mobilit
y challenges in the City of
Montebello
Technical Advisory Committee Meeting #2 –
February 7, 2023
» Discussion of e xisting conditions with an
overview of existing pedestrian and bicycle
networks, including crash data
» P
review and discussion of the walk and bike
audits
Technical Advisory Committee Meeting #3 –
April 4, 2023
» Discussion of the pr oject survey results
» F
ocus on choosing locations for FMLM plan
projects
» Ov
erview of future engagement
Technical Advisory Committee Meeting #4 –
May 23, 2023
» Discussion of upcoming engagement and project
video
» Ov
erview of Collision Analysis results (2011-
2021)
» Discussion of pr
ojects within the FMLM
Technical Advisory Committee Meeting #5 –
August 8, 2023
» Discussion of pr evious and upcoming
community engagement
» Ov
erview of potential treatments that are being
recommended on the FMLM
» Ov
erview of the specific projects and their
development
Technical Advisory Committee Meeting #6 –
November 14, 2023
» Discussion of the pr evious community
engagement
» Ov
erview of the draft FMLM masterplan

3.2.2 COMMUNITY EVENTS
The KTUA team, in collaboration with Montebello
staff, designed materials for and participated in a se- ries of in-person events to promote the Montebello
FMLM and solicited feedback from the community.

In order to have maximum reach, the project team
used already scheduled citywide events to set up
booths and interactive activities to collect community
feedback. Engagement activities included interactive
boards where participants could provide opinions
regarding existing and future infrastructure within the City of Montebello. A summary of these events and
feedback received are summarized on the following
pages.

8584
CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 3 | OUTREACH Community Event #1 – Heritage Festival,
October 2022
The KTUA team, in collaboration with Montebello
staff, hosted a booth at the annual Heritage Festival
on October 16, 2022. The pop-up served as an ideal
opportunity to speak with the community about the
Montebello FMLM project and collect input about
what infrastructure types the public would like to see
installed around the City. The KTUA team distributed
surveys, snacks, and giveaway items for those who
participated.

The team interacted with hundreds of event partic-
ipants and gained valuable insights regarding what
infrastructures the public would like to see installed
around the City of Montebello. Participants were
asked to place stickers on any street treatments they
would like to see in the City. These boards were avail- able in English, Spanish, and Mandarin.

At the conclusion of the event, the boards displayed
a distribution of votes across the various street treat- ments. Results of the boards are found in table 3-1.

Photos of the 2022 Heritage Festival event.

Table 3-1: Heritage Festival Input Summary

POTENTIAL TRANSPORTATION

TREATMENT

NUMBER OF
VOTES
Multi-Use Path 33
Urban Greening 32
Speed Cushions 29
Speed Humps 26
Rectangular Rapid Flashing Beacon
(RRFB)
25 High-Visibility Crossings 24
Speed Tables / Raised Crosswalks 22
Speed Displays 19
Class I: Two-Way Multi-Use Path, with
Centerline
18 Class IV: Separated Bikeway +
Sidewalk
18 Edge Lane Markings 17
Extra-Wide Ramps at Crossings 16
Wide, Median Islands 15
Mid-Block Crossings 15
Class I: Two-Way Multi-Use Path, no
Centerline
13 Class II: Bicycle Lane 11
On-Street Edge Friction 10
Curb Extensions 9
Traffic Circle 8
Pedestrian Hybrid Beacon (HAWK
Signal)
7 Chicanes 5
Narrow Travel Lanes 1
Community Event #2 - Downtown Street
Fest, July 2023
The KTUA team, in collaboration with Montebel-
lo staff, hosted a booth at the annual Downtown
Street Fest on July 29, 2023. The pop-up served as
an ideal opportunity to speak with the community
about the Montebello FMLM project and collect in-
put about what infrastructure types the public would
like to see installed around the City. As part of the
booth, the KTUA team showcased two temporary
infrastructure elements from the SCAG Kit of Parts.

These temporary elements included:
» Separated bike lane
» Creative crosswalk
Photos of the Downtown Street Fest event.

Figure 3-1: Results of the SCAG Kit of Parts input
board from the Downtown Street Fest.

Images of the SCAG Kit of Parts creative crosswalk from the Downtown Street Fest.

Median
Refuge Island
Separated
Bike Lane
Creative
Crosswalk
Curb
Extension
Parklet
21 8
16 13
8 Number of Votes
Montebello residents were able to physically interact
with these temporary infrastructures and provide in-
put about what they thought about them. Using stick-
ers, residents indicated which of the temporary infra-
structures they liked the most. The parklet received
21 votes, the creative crosswalk received 16 votes,
the separated bike lane received 13 votes, the curb
extension received 8 votes, and the median refuge is-
land received 8 votes, as shown in Figure 3-1.

8786
CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 3 | OUTREACH Community Event #3 - Heritage Festival,
October 2023
The KTUA team, in collaboration with Montebello
staff, hosted a booth at the annual Heritage Festival
on October 7, 2023. This is the same event that the
KTUA team previously participated in 2022. Due to
the success of the previous event, the team decided
to pursue the event once again. The pop-up served
as a way to update residents on the progress of the
FMLM and gain input on some of the current pro -
jects that the team has developed over the previous
months. The KTUA team distributed snacks and give-
away items for those who participated.

Photos of Heritage Festival Event
Whittier Boulevard &
Montebello Boulevard
Washington Boulevard
& Greenwood Avenue
Beverly Boulevard
& Maple Avenue
Madison Avenue
Neighborway
0 2
7 12
3 Number of Votes
The team interacted with hundreds of event partic-
ipants and gained valuable insights regarding what
projects the public would like to receive funding pri-
ority around the City of Montebello. Participants were
asked to place stickers on any intersection or priority project they would prioritize funding for. At the con-
clusion of the event, the boards displayed a distribu-
tion of votes across the various proposed projects, as
shown in Figure 3-2.

Figure 3-2: Results of the SCAG Kit of Parts input board from the Downtown Street Fest.

3.2.3 BRANDING/SOCIAL MEDIA
In order to be consistent with the City’s branding and
graphic requirements, a similar type of branding style
was used for this Active Transportation Plan (ATP).

The project’s branding was used in all outreach ma-
terials, including flyers, surveys, maps, and outreach
materials.

The City’s social media was used to share updates
and events such as the project survey and an educa-
tional video about how to participate and give feed-
back in the FMLM. The City of Montebello also creat-
ed a landing page on their website for the project to
post project information, upcoming outreach efforts,
and the project survey.

3.2.4 SURVEY

OBJECTIVE
A survey was created and administered by the pro -
ject team to allow public input and to help identify
barriers that affect access to and from public transit.

Findings will be used to inform recommendations for
infrastructure improvements to improve first / last
mile connections to transit stops.

METHODOLOGY
The survey was open to the public for a series of five
months (October 2022-February 2023). Respond-
ents were asked to identify any specific barriers or
challenges that they have encountered while ac-
cessing public transit in the City of Montebello. Ad-
ditionally, respondents were asked to provide loca-
tions and transit route information to accurately pin
where these problems exist. A trilingual flyer (English, Spanish, and Mandarin) was created to distribute the
survey to residents around the City. It was posted
in local libraries, Montebello City Hall, and multiple
community centers and is shared in Appendix C.

Additionally, the project team targeted Montebello
Unified School district and school principals to help
distribute the survey to families. The flyer was also
posted on Montebello social media channels and on
the project website. Two sets of social media graph-
ics were used to consistently promote the flyer over a
series of weeks. The flyer and the social media graph-
ics used is shown in Appendix D.

8988
CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 3 | OUTREACH Question 1: Do you experience any
problems walking, cycling or accessing
transit at a particular location or along a
particular route?
Question 2: Please provide location
and route information (where you’ve
experienced problems walking, cycling or
accessing transit) in the fields below.

Question 3: Please note problems
associated with the previously mentioned
location. Please check ALL that apply.

Yes No
61%
39%
The three most common corridors mentioned were
Beverly Boulevard, Whittier Boulevard, and Wash-
ington Boulevard. These are some of the impor -
tant thoroughfares that go through the City of
Montebello. The most common bus routes that
were mentioned were the 10, 20, and 40 routes.

Question 4: Is there ANOTHER location
where you experience problems walking,
cycling or accessing transit? If not, and you
would like to finish the survey, click NO.

Yes No
15%
85%
Question 5: Please provide location
and route information (where you’ve
experienced problems walking, cycling or
accessing transit) in the fields below.

Question 6: Please note problems
associated with the previously mentioned
location. Please check ALL that apply.

The three most common corridors mentioned were
Garfield Avenue, Whittier Boulevard, and Montebel-
lo Boulevard. These are some of the important thor -
oughfares that go through the City of Montebello.

Question 7: Is there ANOTHER location
where you experience problems walking,
cycling or accessing transit? If not, and you
would like to finish the survey, click NO.

Yes No
72%
28%
Question 8: Please provide location
and route information (where you’ve
experienced problems walking, cycling
or accessing transit) in the fields below.

The three most common corridors mentioned were
Whittier Boulevard, Montebello Boulevard, and Wil-
cox Ave.

51.5% Lack of bicycle routes & parking

50.5% Automobile traffic

48.4% Personal safety

45.5% Difficult intersection / street crossing

35.3% Walking impediments

34.3% Missing sidewalks

22.2% Missing curb ramps

19.1% Lack of car parking at parks / rides

17.1% Long distance / poor connectivity

7.0% Lack of matching bus stop

68.7% Lack of bicycle routes & parking

43.7% Automobile traffic

43.7% Personal safety

43.7% Difficult intersection / street crossing

12.5% Walking impediments

25.0% Missing sidewalks

0.0% Missing curb ramps

12.5% Lack of car parking at parks / rides

12.5% Long distance / poor connectivity

6.2% Lack of matching bus stop

9190
CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 3 | OUTREACH Question 9: Please note problems
associated with the previously mentioned
location. Please check ALL that apply.

Question 10: Is there ANOTHER location
where you experience problems walking,
cycling or accessing transit? If not, and you
would like to finish the survey, click NO.

Question 11: Please provide location
and route information (where you’ve
experienced problems walking, cycling
or accessing transit) in the fields below.

Yes No
53% 47%
The three most common corridors mentioned were
Beverly Boulevard, Whittier Boulevard, and Monte -
bello Boulevard.

Question 12: Please note problems
associated with the previously mentioned
location. Please check ALL that apply.

Question 13: Is there ANOTHER location
where you experience problems walking,
cycling or accessing transit? If not, and you
would like to finish the survey, click NO.

Yes No
67%
34%
Question 14: Please provide location
and route information (where you’ve
experienced problems walking, cycling
or accessing transit) in the fields below.

The three most common corridors mentioned were
Whittier Boulevard, Montebello Boulevard, and Gar -
field Avenue,

66.6% Lack of bicycle routes & parking

50.0% Automobile traffic

33.3% Personal safety

50.0% Difficult intersection / street crossing

33.3% Walking impediments

16.67% Missing sidewalks

8.3% Missing curb ramps

0.0% Lack of car parking at parks / rides

0.0% Long distance / poor connectivity

8.3% Lack of matching bus stop

80.0% Lack of bicycle routes & parking

40.0% Automobile traffic

30.0% Personal safety

60.0% Difficult intersection / street crossing

20.0% Walking impediments

10.0% Missing sidewalks

20.0% Missing curb ramps

0.0% Lack of car parking at parks / rides

30.0% Long distance / poor connectivity

10.0% Lack of matching bus stop

9392
CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 3 | OUTREACH Question 15: Please note problems
associated with the previously mentioned
location. Please check ALL that apply.

Question 16: Is there ANOTHER location
where you experience problems walking,
cycling or accessing transit? If not, and you
would like to finish the survey, click NO.

Question 17: Do you have other ideas for
improving access to transit services? If so,
please provide them in the text box below.

Yes No
50% 50%
Results
At the end of the survey period, a total of 209 re -
sponses were collected. Respondents were asked if
they have experienced any problems with walking,
cycling, or accessing transit at any specific locations.

Respondents reporting experiencing an array of is-
sues from poor connectivity, personal safety, sidewalk
gaps, broken infrastructure, and lack of parking at
park and rides. Long crossing distances and difficult
intersections were also a commonly noted concern.

Recommendations ranged of the addition of bike
lanes (especially on major corridors like Bever -
ly Boulevard, Whittier Boulevard, and Montebello
Boulevard), the addition of benches and shelters at
bus stops throughout Montebello, and the widening
of existing sidewalks. Along with the widening of
sidewalks, the request for sidewalks where they are
missing was also suggested.

66.6% Lack of bicycle routes & parking

66.6% Automobile traffic

44.4% Personal safety

55.5% Difficult intersection / street crossing

22.2% Walking impediments

0.0% Missing sidewalks

0.0% Missing curb ramps

0.0% Lack of car parking at parks / rides

22.2% Long distance / poor connectivity

11.1% Lack of matching bus stop

Vision and
Goals4

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 4 | VISION + GOALS 96 97

4.1 VISION, GOALS, OBJECTIVES,

AND IMPLEMENTATION

STRATEGIES
This FMLM Plan will guide the development of first
last mile infrastructure to improve connections to and
from transit user’s origins and destinations. Through
data analysis and stakeholder engagement, the fol-
lowing vision statement and goals were shaped with
supporting implementation strategies that serve as
action items to help achieve the overarching vision
and work towards implementation of recommended
solutions.

Vision Statement
To enhance the commuter experience for ex -
isting transit users while attracting new riders
through safe, convenient, and comfortable bus
stop amenities and first last mile infrastructure.

Goals
To realize this vision, it was necessary to develop
goals, representing ideal outcomes that encourage
high performance.

Objectives
In support of each goal are objectives, or clear and
measurable targets representing a step toward
achieving a goal.

Strategies
Each objective is supported with strategies that rep -
resent a tangible activity working towards attaining
an objective; whether it be through policy develop -
ment, infrastructure treatments, programmatic imple-
mentation, or technology.

Goal 1: Provide Safe and Attractive
Bus Stops
Objective 1.1: Understand the needs and
concerns of transit users.
» Strategy 1.1.1: Develop an annual satisfaction
survey and conduct surveys to gather feedback
on bus service, bus stops and the Metrolink Sta-
tion. Provide QR codes at bus stops and transit
centers to direct users to the MBL website to take
surveys to obtain regular feedback. (MBL)
Objective 1.2: Identify improvement needs
at bus stops and the Montebello/Commerce
Metrolink Station.
» Strategy 1.2.1: Develop a bus stop assessment
checklist to assess the condition of high use and/
or high complaint bus stops. (MBL)
» Strategy 1.2.2: Conduct annual bus stop assess-
ments to prioritize bus stops in need of mainte -
nance. (MBL)
» Strategy 1.2.3: Coordinate assessment of needs
and maintenance with the City of Commerce and
LA Metro on the Montebello/Commerce Metrolink
Station. (MBL)
» Strategy 1.2.4: Regularly update GIS data with
amenities. (MBL)
» Strategy 1.2.5: Coordinate with Public Works on
corridor improvement projects that may assist
with installing bus shelters and improving access
to transit. (MBL and Public Works)
» Strategy 1.2.6: Ensure equitable distribution of
transit amenities across MBL’s system where
they have the decision-making authority and are
within their jurisdiction to do so. (MBL)
Objective 1.3: Enhance streetscape along
bus routes.
» Strategy 1.3.1: Streetscapes should be utilized to
provide visually attractive and physically comfort-
able environments that are integrated with sim-
ilar environments of adjacent private property.

Cultural, environmental, and historical consider -
ations should be acknowledged when developing
a streetscape. (Public Works)
» Strategy 1.3.2: Utilize the streetscape to estab -
lish a character or theme for special areas, his-
toric districts, activity centers, neighborhoods, or
scenic drives and gateways. Refer to Montebello
Municipal Code1993 on landscape requirements.
(Public Works)
Objective 1.4: Make bus stops a secure
environment for customers, both from a
traffic safety and from a personal safety
perspective.
» Strategy 1.4.1: Maintain visible level of system-
wide security presence and surveillance cover -
age which may include unarmed security and
activating spaces. (Police Department and Public
Works)
» Strategy 1.4.2: Maintain and provide direct ac-
cess to Metrolink shuttles, Dial-A-Taxi, buses and
transit facilities. Avoid blind spots such as land-
scaping, fencing and/or structures blocking sur -
roundings to ensure overall visibility of the bus
stop from the street and surrounding areas. (MBL
and Public Works)
» Strategy 1.4.3: Maintain/provide additional light -
ing at all bus stops. Continue to install solar lights
at bus stops throughout the MBL system. (MBL)
» Strategy 1.4.4: Support long-term storage/park -
ing for bicycles and micromobility options at tran-
sit stations or options for safely bringing devices
on-board. (MBL and LA Metro)
Goal 2: Provide Safe, Comfortable,
and Convenient Bicycle,
Pedestrian, and Non-motorized
Access to Bus Stops and Metrolink
Station
Objective 2.1: Conduct annual bicycle and
pedestrian safety assessments.
» Strategy 2.1.1: Annually review pedestrian colli-
sion data within a one half-mile and bicycle colli-
sion with three-miles of bus stops and Metrolink
Station using data such as the SWITRS or Trans-
portation Injury Mapping System (TIMS). (MBL
and Public Works)
» Strategy 2.2.2: Analyze the collected bicycle and
pedestrian collision data to identify hot spot loca-
tions and trends to develop countermeasures to
mitigate the causes of collisions. The safety ap -
proach will not be limited to hotspot mitigation.

Refer to this First Mile-Last Mile Plan for example
countermeasures and recommendations. (MBL
and Public Works)
» Strategy 2.2.3: Refer to the City’s Local Road
Safety Plan (LRSP) to identify high-injury corri-
dors and make recommendations. Pursue fund-
ing through the federal Highway Safety Improve-
ment Program (HSIP) or SS4A Grant Program to
further implement safety countermeasures. (MBL
and Public Works)
Objective 2.2: Provide a connected,
comfortable, and safe pedestrian and
bicycle network.
» Strategy 2.2.1: Develop an Active Transportation
Plan to build upon First Mile-Last Mile Plan com-
ponents. (MBL and Public Works)
» Strategy 2.2.2: Develop a bus stop access assess-
ment checklist to assist in assessing non-motor -
ized access to bus stops to complete station area
pedestrian, bicycle and micromobility improve -
ments to improve transit access and safety. (MBL)
» Strategy 2.2.3: Prioritize underserved neighbor -
hoods where walking, bicycling, and using the
bus is the primary mode of transportation. (MBL
and Public Works)
» Strategy 2.2.4: Build upon the First Mile-Last Mile
Plan and analyze the number of missing side -
walks and crossing locations within one quarter
mile of new bus stops, high ridership bus stops
and Metrolink Station to identify likely paths of
travel to bus stops that connect neighborhoods
and destinations. (MBL and Public Works)
» Strategy 2.2.5: Improve pedestrian linkages be -
tween residential, commercial, and community
facilities and schools to bus stops by providing
direct and continuous access. (MBL and Public
Works)
» Strategy 2.2.6: Implement well defined cross-
walks at intersections, and mid-block crossings to
increase safe access to bus stops and local desti-
nations. (Public Works)
» Strategy 2.2.7: Pursue funds to implement ac-
tive transportation improvements through grants
programs such as the Caltrans Active Transpor -
tation Program, Safe Streets and Roads for All
and Prop 68 Urban Greening Program. (MBL and
Public Works)
Objective 2.3: Implement Complete Streets
projects to provide multi-modal access to
bus stops and the Metrolink Station.
» Strategy 2.3.1: Develop a Complete Streets Corri-
dor Plan with first and last mile to transit compo-
nents for high need, high collision rate corridors.
(MBL and Public Works)
» Strategy 2.3.2: Identify improvements aimed at
enhancing the safety of existing roadway us-

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 4 | VISION + GOALS 98 99
ers (e.g. traffic signal coordination, traffic circles, roundabouts, bicycle facilities, etc.). (MBL and
Public Works)
» Strategy 2.3.3: Utilize minimum turning radii and/
or curb extensions as a traffic calming technique
at locations that street character, as defined by
land use and street classification, calls for slower
speeds and enhanced pedestrian environments.

Traffic calming measures should:

1. Promote safe and attractive conditions for
motorists, bicyclists, pedestrians, and resi-
dents on neighborhood streets;

2. Mitigate the impact of vehicular traffic, in-
cluding excessive speed and collisions.

3. Discourage cut-through traffic in residential
areas

4. Provide a visually attractive environment for
those who use the bus or travel by active
transportation modes through an area by in-
creasing landscaping and gateway opportu-
nities. (Public Works)
» Strategy 2.3.4: Expand the Capital Improvements
Program to includes numerous other programs
and projects like the Associated Capital Mainte -
nance Program, Bus Stop Improvement Project,
CAD/AVL Passenger Information System Project
(PISP), Enterprise Asset Management System,
Facility Improvements, Hybrid Bus Repower, Pico
Rivera Transit Center, Support Vehicles, Technol-
ogy and Equipment Support, Transit Coach Tires,
Universal Fare System, Vehicle Replacement
Project. (MBL and Public Works)
Objective 2.4: Explore Transportation
Network Companies (TNCs) and
micromobility options to access bus stops
and the Metrolink Station.
» Strategy 2.4.1: Work with ride sharing / ride hail-
ing private companies such as Uber and Lyft to
provide valuable and discounted on-demand first
and last mile connection to the Metrolink Station.

Explore equitable or discounted fees for the un-
derserved. (MBL)
» Strategy 2.4.2: Integrate micromobility parking
at high-use bus stops and the Metrolink Station
for the expanding use of scooters and bike share.

Explore equitable or discounted fees for the un-
derserved. (MBL)
» Strategy 2.4.3: Plan and design mobility hubs at
civic centers, regional shopping centers, schools
and other areas where needed. (MBL and Plan-
ning & Community Development)
Goal 3: Coordinate Land Use and
Transit Planning
Objective 3.1: Encourage coordination
of land development to promote active
transportation and bus use.
» Strategy 3.1.1: Utilize a collaborative planning
process such as project Technical Advisory Com-
mittees and Development Review Committees
to encourage the integration of non-motorized
transportation modes in new and redevelopment
projects and corridor studies with existing and
future bus routes. As part of these discussions,
encourage designing safe and pleasant bus stops
near activated locations to provide more visibility
around the bus stops. (MBL)
» Strategy 3.1.2: Continue coordination between
LA Metro, SCAG, and neighboring cities on future
Transit-Oriented Development (TOD) hubs to be
included in future planning. (MBL and Planning &
Community Development)
» Strategy 3.1.3: Plan and install bus stops to
coordinate with the community and regional
multi-modal transportation system and support
existing land uses such as mixed-use develop -
ment and high density housing. Providing bus
stops in activated locations provides additional
visibility and lighting around bus stops. (MBL)
» Strategy 3.1.4: Locate and concentrate land uses
and urban design to promote and facilitate safe
pedestrian and bicycle access to public transpor-
tation and installation of new bus stops or im-
proving existing ones. Design adjacent bus stops
to provide increased bus stop access and safety
while providing additional safety features at the
bus stop itself such as shelters and additional
lighting. (MBL and Planning & Community Devel-
opment)
» Strategy 3.1.5: Coordinate the development of
land use, transit and active transportation strat -
egies in areas expecting growth. (MBL and Plan-
ning & Community Development)
Objective 3.2: Improve the street-land use
relationship to provide additional visibility
and amenities for bus stops.
» Strategy 3.2.1: Along bus routes, locate new
buildings within a reasonable walking distance
from the right of way line to allow easy access
for bus and Metrolink users. In placing buildings
along arterial or major collector streets, accom-
modate for the required space for bus shelters
with adequate sidewalk and parkway widths.
(MBL and Planning & Community Development)
» Strategy 3.2.2: Minimize parking and maximize
land-use density within close proximity to bus fa-
cilities to provide additional visibility around the
bus stop. (MBL and Planning & Community De -
velopment)
» Strategy 3.2.3: Minimize walking distances be -
tween developments and bus stops, especially
those with walls or gates, to provide better ac-
cess to transit. Where applicable, provide addi-
tional safety measures such as additional lighting
and aesthetics such as an improved streetscape.
(MBL and Planning & Community Development)
Goal 4: Programs to Encourage
Transit Use and Promote Safety,
Comfort, and Accessibility
Objective 4.1: Continue to improve public
awareness of safety practices.
» Strategy 4.1.1: Foster a culture of traffic safety
by developing and conducting annual public out-
reach events to encourage and educate on safely
accessing bus stops and bus stop safety. (MBL)
» Strategy 4.1.2: Partner on regional safety cam-
paigns to improve driver awareness of the needs
and rights of vulnerable road users. (MBL)
» Strategy 4.1.3: Pair major infrastructure chang-
es and enforcement activities with messaging to
communicate to community members the impor-
tance of traffic safety. (MBL and Public Works)
Objective 4.2: Advocate public
transportation and enhance the image of
MBL.
» Strategy 4.2.1: Continue the ongoing campaign
to promote the sale of Transit Access Pass (TAP)
and MBL Bus Tokens. (MBL)
» Strategy 4.2.2: Continue the partnership with lo -
cal business through a MBL Day Pass Program
to jointly promote transit and local businesses.
(MBL)
» Strategy 4.2.3: Coordinate with multiple school
districts to promote transit services and the ben-
efits of student monthly passes; as well as a part-
nership with the Montebello Unified School Dis-
trict Parent Teacher Association to promote the
Student Monthly Pass. (MBL)
» Strategy 4.2.4: Continue partnership with The
Shops at Montebello. (MBL)
» Strategy 4.2.5: Participate in the (LIFE) Low in-
come Fare is Easy Program led by Metro. This pro-
gram provides fare subsidies that allow low-in-
come patrons to redeem toward transit passes for
eligible riders including adult regular fare, Senior/
Disabled/Medicare, K-12, and college/vocational
students who meet the criteria. (MBL)
» Strategy 4.2.6: Continue ongoing meetings with
the Transportation Citizen Advisory Committee
to receive input from patrons of Montebello Bus
Lines and the Dial-A-Taxi services. (MBL)
» Strategy 4.2.7: Work with the City’s Council Ad
Hoc Committee for future programming efforts.
(MBL)
» Strategy 4.2.8: Continue to grow and expand
MBL’s social media outreach program (Facebook
& Instagram) and in bus marketing to promote
ridership. (MBL) Goal 4: Programs to Encourage
Transit Use and Promote Safety, Comfort, and
Accessibility

4.2 TRANSIT AGENCY INTERVIEWS
The project team interviewed six various transit
agencies or municipal jurisdictions. The purpose of
this exercise was to uncover lessons learned and best
practices that can be applied to this Plan through pol- icy development and design. The interview questions
can be found in Appendix E.

1. KING COUNTY METRO
June 22nd at 2:30pm
Interviewed: Malva Slachowitz, Senior Transportation
Planner, Bike & Walk Program
King County Metro (Metro) serves the County as a
transit agency but does not have control of the rights-

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 4 | VISION + GOALS 100 101
of-ways (ROW), which are overseen primarily by
municipalities. Advantages of Metro is their focus on
equitable mobility and therefore is in a position to de- velop ways to evolve and experiment with its service
models and capital investments. Disadvantages in-
clude no control of the ROW, funding limitations, and
expectations for parking. On-demand services have
challenges for outsourcing, labor relations, technolo - gy, and equitable access. A key takeaway is that a bus
stop warrants a shelter when there are 50 boardings
per day in Seattle or 25 per day outside of Seattle.

2. LA METRO
July 11, 2023 at 1:45pm
Interviewed: Jacob Lieb, Senior Director and Chris Moor - man, Senior Transportation Planner
LA Metro’s First/Last Mile Planning Division (Metro)
has a team of five people and only two which focus on
securing funding. Metro has a strong suit in commu-
nity engagement, with strong standing relationships
for Community Based Organizations. Challenges
Metro faces are blurred responsibilities between oth-
er agencies such as on the design and maintenance
of streets. Metro has programs to evaluate passenger
safety and comforters well as safe access to and from
bus stops. Metro shared valuable resources such as
their Metro Strategic Plan, their project prioritization methodology, Bike/Bus Interface Study to use as ref-
erence in the development of the City of Montebello’s
First Mile Last Mile Master Plan.

3. Long Beach Transit
July 11, 2023 at 4:00pm
Interviewed: Jessica Cignarella - Manager of Transit Ser - vice Planning; Marisol Barajas - Manager of Government
Relations
Long Beach Transit (LBT) does not have any staff
dedicated to secure first last mile project funding.

A challenge for LBT is integrating schedules of dif -
ferent service providers, meaning riders may have a
long wait during transfers. Another challenge is there
is a lot of grandfathered-in infrastructure leading
to inconsistent ADA compliance across cities. They
are currently working on how to prioritize bus stops
that are ADA non-compliant as well as SCAG’s High
Quality Transit Areas. LBT has introduced GoPASS
for K-12 students and select universities which has
resulted in an increased youth/student ridership.

4. FOOTHILL TRANSIT
July 13, 2023 at 2:30pm
Interviewed: Josh Landis, Planning Manager
Foothill Transit (FT) has a dedicated grant coordina-
tor who secures first last mile and active transporta-
tion funding. Challenges the agency faces is limited
bus access to neighborhoods with narrow streets
for the 40’ long buses. FT has 100% ADA compli-
ance and has removed all non-compliant stops or
made improvements to make them compliant. This
both minimizes lawsuits as well as guarantees ADA
compliance for riders. Stop Diets have also increased
convenience for riders by limiting one bus stop per
quarter mile except in downtowns and commercial
centers to shorten commute times. Bus stop priori-
tization typically comes from customer requests and
ADA compliance is always the first factor consid-
ered. FT has good relationships with each jurisdiction
which streamlines coordination system-wide.

5. BERKELEY DEPARTMENT OF PUBLIC
WORKS
August 9, 2023 at 9:30am
Interviewed: Eric Anderson, Principal Transportation
Planner
When it comes to implementing countermeasures,
Berkeley looks to their Vision Zero Action Plan. Rath-
er than focusing on hot spots after they become a
problem area, they take a proactive approach and
view vision zero as a systemic issue. They implement
countermeasures with similar roadway or bus stop
characteristics as the existing problem areas to pre -
vent serious injuries or fatalities. For larger infrastruc- ture such as bus shelters with real time display, this
is handled by the bus agency, ACT with JPA. The City
helps with smaller amenities such as bus benches,
trash receptacles, and streetscape elements.

6. OMNITRANS
August 18, 2023 at 1:00pm
Interviewed: Anna Jaiswal, Development Planning Man-
ager
The greatest concern for Omnitrans is the safety of
riders, especially while waiting at bus stops. Simi-
lar to other transit agencies interviewed, Omnitrans
does not have control of the ROW which limits in-
volvement of first last mile improvements, especially
for ADA compliance, which is another big challenge
for the agency. Omnitrans maintains the immediate
station area but everything else is the City’s respon-
sibility. Coordination between all 16 jurisdictions is
challenging and requires a lot of permitting. Bikeshare and scootershares have been discussed but deemed
too challenging with the inter-jurisdictional coordina- tion. Omnitrans does have a Bus Stop Improvement
Plan and Connect Transit Plan to prioritize amenities
and projects, highest ridership receiving the largest
priority.

Common Themes
Transit agencies do not typically have control of right- of-ways which significantly limits their involvement
on first last mile infrastructure projects. Across the
agencies we interviewed, each has different ways
of prioritizing projects and transit stops from rider - ship volumes, ADA compliance, and MPO guidance.

Multi-jurisdictional agencies typically have more dif - ficult times implementing systemwide changes and
good relationships and regular communication is rec-
ommended to help streamline improvements.

Policy
Development5

105104
CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 5 | POLICY

5.1 BEST PRACTICES AND

RECOMMENDED POLICIES
This section focuses on the best practice first-last
mile policies to improve access and safety to bus
stops, improve safety and amenities at bus stops and
develop complete streets to encourage transit use.

This section summarizes key regional and local plan-
ning policies, the programs, and practices necessary
to improve safety for all roadway users, with a focus
on those walking, bicycling and taking transit. The
best practice policy examples and actions are aimed
to instill collaboration between the various City de -
partments, community partners, and regional agen-
cies. These best practice policies help to implement
infrastructure, amenities, strategies, and programs to
encourage travel by walking, bicycling, transit, and
integrate many policies from the City’s latest 2023
Draft General Plan.

The best practice policies recommended for Monte -
bello, as shown in the subsequent pages, were de -
termined by analyzing policies, goals, objectives, and
recommendations from other jurisdictions, stake -
holders and community feedback. These recom-
mendations are meant to further guide improving
the infrastructure around bus stops to better serve
MBL’s riders. The actions items are a combination of
first-last mile specific action items, along with actions items from the 2023 General Plan.

To understand the action items, those that begin with
“GP” are action items directly pulled from the 2023
General Plan that relate to the policy. These provide a strong framework and consistency with the General
Plan. The “FLM Action” represents action items spe -
cific to this plan, or first-last mile recommendations, to strengthen the policies. There are numerous other
policies and action items related to Complete Streets,
transit, active transportation, transit oriented devel- opment, and location specific policies in the General
Plan for more information.

Policy 1. Support and promote
walking, biking, and other non
vehicular modes as an alternative
to driving within Montebello.
(General Plan P4.1)
This first policy is directly pulled from the 2023
General Plan and provides the guidance to promote
non-vehicular modes throughout the City. These ac-
tion items facilitate walking, bicycling and transit use as key mobility options to improve accessibility and
overall quality of life.

General Plan Policies:

GP A4.1a: Prepare and adopt an active transporta-
tion plan (ATP) with bicycle and pedestrian improve-
ments built upon the San Gabriel Valley Council of
Governments (SGVCOG) recommendations.

GP A4.1b: Balance the provision of on-street bike
lanes and regional bikeways along arterial roads with
on-street bike routes/boulevards and local-serving
bikeways along residential streets.

GP A4.1c: Coordinate with adjacent jurisdictions to
ensure that the City’s bikeways are connected and
consistent with existing and planned bikeways at the
City limits.

GP A4.1d: Facilitate non-motorized connectivity to
key destinations in the city through bicycle and pe -
destrian-oriented wayfinding signage.
» Coordinate to provide the opportunity for wayfin-
ding customization, themes, and consistent de -
sign quality to promote connectivity to bus stops,
the Montebello Metrolink Station, park and ride
lots, and other local and regional activity centers.

GP A4.1e: Improve access to the Rio Hondo River
Trail by opening additional access points and posi-
tioning wayfinding between the trail and key destina-
tions in Montebello.

GP A4.1f: Require new development projects to pro-
vide adequate bicycle and pedestrian access, plus the
provision of safe and secure bicycle parking.

GP A4.1g: Enhance the pedestrian and bicycle expe-
rience in the Downtown Specific Plan area and oth-
er key destinations through amenities such as wide
sidewalks, low-stress bikeways, landscaping, pedes-
trian-oriented lighting, high-visibility crosswalks, and other improvements.

GP A4.1h: Establish citywide mode split goals and
Vehicle Miles Traveled (VMT) threshold targets as a
means to reduce traffic congestion, support healthy
communities, and improve accessibility by transit-de-
pendent populations.

Policy 2. Provide clean, safe, and
comfortable bus stops and bus
stop access to encourage transit
use.

Passenger comfort, safety, and convenience are all
impacted by bus stop features that are located off the
street or roadway, commonly referred to as curbside
improvements. This section provides policy guidance
on how the City can provide the appropriate bus stop
amenities to make transit use safe and comfortable.

For any transit system, expanded amenities beyond
the standard bench or shelter are typically warranted.

According to the City’s latest General Plan, one of the key findings related to transit conditions was that the city could benefit from improved passenger amenities
at bus stops outside the downtown area. Challenges
may include having adequate sidewalk space to in-
stall shelters. The following best practice policies are aimed to help Montebello Bus Lines on how to cre -
ate attractive bus stops that are safe and comfortable
places to board and alight.

GP A4.2d: Enhance bus stops in the city incorporat -
ing high-quality transit stop design and amenities
that create a simple, legible, and pleasant experience
at the bus stop.
» Provision of comfortable shelter and seating can
significantly improve perception of wait time and
rider satisfaction. Ensure the waiting passengers
can be seen from outside by using glass or open
design for the back wall. Include lighting in the
shelter, or locate shelters in a well-lit area. Signs
at bus stops must indicate critical information in-
cluding the stop name, route number, stop num-
ber, direction or destination, and system logo.

GP A4.2e: Coordinate with Metrolink to enhance the
Montebello/Commerce Station’s passenger ameni-
ties, bus transfer facilities, parking facilities, and other elements to encourage rail ridership in the City.

GP A4.2h: Improve connectivity within growth
neighborhoods, areas of opportunity and for tran-
sit-dependent populations to enhance access to local
and regional transit services.

GP A4.3c: Create small-scale mobility hubs at key
multimodal transfer points.
» Mobility Hubs can serve as focal points for local
micromobility and wayfinding networks, with
amenities such as: transit and bike route infor -
mation; bike repair stations; shade; and pedestri-
an-scaled lighting and wayfinding.

FLM Action 2.1: Provide or encourage clean, lighted,
and convenient bus shelters that are within walking
and biking distance of major activity areas, residential neighborhoods, and arterial roadways.

FLM Action 2.2: This Plan recommends installing
shelters and benches where they are missing. If re -
sources are limited then develop a ranking method-
ology to prioritize bus shelter locations. Criteria might include the following, but not limited to:
» Passenger volume
» Traffic volume and circulation
» Demographic analysis such as areas in low-in-
come neighborhoods, minority populations, tran-
sit dependent neighborhoods with low vehicle
ownership in accordance with SCAG’s definition
of Disadvantaged Communities
FLM Action 2.3: The City and private developers
should provide and maintain street trees and other
landscape treatments along corridors near bus stops
within the public right-of-way to provide sufficient
shade canopy and promote pedestrian comfort with-
out impeding bus access or opportunities to install
shelters.

FLM Action 2.4: Encourage the development of ad-
jacent businesses near major bus stops to activate
the space and make these facilities safer and more
pleasant. The City can offer incentives to new devel-
opment projects and existing businesses.

FLM Action 2.5: Coordinate with other agencies,
not-for-profit organizations, and community groups
to improve the physical and built environment around
bus stops. Examples of improvements include uni-
versal design, gardens, green space and open space,
and access to parks and recreation amenities.

PLM Action 2.6: Partner with local public art pro -
grams and artists to create artwork that is visually
connected to the historical, environmental, or cultural aspects of the site.

107106
CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 5 | POLICY Policy 3. Provide safety amenities
at bus stops.

Bus stops are critical connection points between
modes of transportation. Bus stops should be com-
fortable, safe, convenient, and designed for the local
context. They should complement the larger trans-
portation network and provide a sense of safety at all
times of the day. There are several strategies that can be explored to activate the space around bus stops
that experience crime, have high ridership, or experi-
ence regular complaints.

Bus stops with elements such as shelters, benches,
and in-shelter lighting increase the comfort, conve -
nience, and visibility of patrons and the stop itself.

This investment in infrastructure can raise the over -
all attractiveness of bus service and help meet MBL’s
targets for ridership growth.

GP A2.3b: Prioritize placemaking.
» Cr
eate a plaza at the future Greenwood Avenue
Station that features a variety of public amenities
that will increase the attractiveness of the station
and catalyze mixed-use development activity on
adjacent land. This new station would extend
the L Line east from its terminus at the Pomona/
Atlantic Station. Establishing an Enhanced In-
frastructure Financing District (EIFD) in the area
could also help capture increased value that
comes along with TOD adjacencies as well help
fund infrastructure needed for placemaking.

FLM Action 3.1: Encourage the provision of ameni-
ties such as seating, lighting, and signage (including
real-time arrival information), and bicycle parking
areas at bus stops, shuttle stops, and the Metrolink
Station to increase rider comfort, safety, convenience
and future light rail station.

FLM Action 3.2: Install additional lighting at bus
stops (solar preferred) and cameras at high stops
where high incidents of crime of complaints have oc-
curred. Explore the installation of blue light emergen- cy phones as additional safety amenities. Coordinate
with the Police Department on monitoring and main-
taining surveillance cameras and blue light emergen-
cy phones.

FLM Action 3.3: Work with local businesses and
property owners that are adjacent to the stops with
high complaints to develop viable solutions such as
providing security cameras or additional lighting. Bus
stop relocation or shelter removal is a last resort be - cause it inconveniences customers, and a new loca-
tion may not be viable.

Policy 4. Utilize complete street
strategies to improve bus stop
accessibility.

Interconnected pedestrian and bicycle infrastructure
with transit provides viable transportation choices for everyone and this contributes to the health, equity,
and quality of life of Montebello residents. It was not- ed in the General Plan that walking and biking con-
nectivity to the Metrolink Station should be improved.

Embracing Complete Streets strategies into redevel-
opment and roadway improvements go a long way
toward achieving a truly Complete Street.

GP A4.5a: Develop and formally adopt a citywide
Complete Streets Ordinance.

GP A4.5b: Utilize a Complete Streets approach that
acknowledges all users when improving existing
transportation facilities or designing new transporta-
tion facilities in the city.

FLM Action 4.1: Use a Complete Streets approach
that is best suited to meet the goals of the corridor
or area to maximize the number of people walking or
biking to transit. Improve bicycle transportation in-
frastructure and conditions along preferred corridors
three miles from a transit station or bus stop and half- mile for pedestrian infrastructure.
» A Complete Street may include, but not be limit -
ed to, sidewalks, bike lanes (or wide paved shoul-
ders), special bus lanes, bus turnouts, comfort -
able, safe, and accessible public transportation
stops, frequent and safe crossing opportunities,
median islands, accessible pedestrian signals,
curb extensions, narrower travel lanes, and
roundabouts.

FLM Action 4.2: Utilize Complete Streets concepts
to accommodate and optimize new technologies and
micromobility devices, first-last mile connections to
transit, and curbside management strategies, to pro-
vide safe and accessible choices to increase active
transportation and transit use.

FLM Action 4.3: Dedicate funding to implement im-
provements related to Complete Streets policies and
implementation.

FLM Action 4.4: Prioritize a network of Complete
Streets designed for users of all ages and abilities to access bus stops and the Metrolink Station and future
light rail station. Focus the designs first and foremost on critical areas, which are usually the intersections, before expanding it to the entire network.

FLM Action 4.5: When redesigning roadways, pri-
oritize safety over motor vehicle capacity. All streets should be designed to be accessible for walking, bik-
ing, and accessing bus stops and Metrolink Station.

FLM Action 4.6: Test bold, creative approaches to
safer street design. Improving street design is neither an insurmountable nor expensive challenge.

Coor-dinate with SCAG on their Go Human
campaign to test low-cost, short-term interventions
to create saf-er streets. When a solution is
implemented, measure the results to gauge the
impact of their projects to work toward permanent
solutions.

FLM Action 4.7: Explore policies that prohibit
street widening projects that negatively impact
pedestrians, bicyclists and transit users’ level of
service.

Policy 5: Utilize tra ic calming
and safety countermeasures to
improve accessibility to bus stops
and the Metrolink Station.

This policy explores the principle of traffic calming
to provide a full range of treatments to slow
vehicles as they move through commercial corridors
and res- idential neighborhoods. The benefit for
pedestrians and bicyclists is that vehicles drive at
speeds that are safer and more compatible with
walking, biking, and accessing bus stops. Traffic
calming can take on many forms and costs, such as
paint and bollards to traffic circles and roundabouts.

It will be key to integrate bus stop access into traffic calming projects to provide the transit users with
safe access to their destinations.

GP A4.6e: Monitor residential streets and
implement traffic calming as needed to discourage
cut-through traffic, developing strategies in
conjunction with the neighborhood at large.

GP A4.7b: Explore opportunities to provide
grade-separated bicycle and pedestrian crossings
at locations where railroad tracks serve as a barrier
to direct walking and bicycling connectivity, such as
res-idential streets cut off by railroad tracks.

FLM Action 5.1: Provide pedestrian-friendly
safety improvements, such as crosswalks and
pedestrian signals near bus stops and the Metrolink
Station.

FLM Action 5.2: Where feasible, implement prov -
en traffic calming measures, such as speed humps,
speed tables, curb extensions, roundabouts, and traf-
fic circles, to slow vehicular speeds and improve bicy- cle and pedestrian safety.

FLM Action 5.3: Implement floating bus stops to fa-
cilitate buses moving in and out of traffic and to re - duce bus travel time, increasing convenience and at -
tractiveness of transit use.

FLM Action 5.4: Where feasible, implement full street
improvements, including paving, curbs, gutters, and
sidewalks are to be encouraged where necessary for
public health, safety, and welfare.

FLM Action 5.5: Where feasible, separate pedestri-
an and bicycle traffic from vehicular traffic on major
roadways to protect the safety of roadway users.

Driveways and minor roads should have raised bicy -
cle and pedestrian crossings and intersections should
be protected to mitigate right hook conflicts.

Policy 6: Develop programs to
encourage transit use and safety.

Shifting the daily commute from cars to sustainable
transport modes, like public transportation, walking,
and biking, incorporates physical activity into every - day commuting and can improve health and happi-
ness. Programs should be explored with local and
regional employers to encourage transit use by pro -
viding incentives and education on the benefits of al-
ternative transportation.

GP A1.5a: Develop incentives and adopt regulatory
standards to reduce transportation emissions. In ad-
dition to reducing the number of miles driven, the fuel efficiency and emissions standards of vehicles must
also improve. Working in collaboration with local, re - gional, and state agencies, Montebello will seek to
increase use of clean fuels in public and private au-
tomobile fleets, consider new legislation, and imple -
ment educational programs.

GP A1.5b: Promote use of alternate modes of trans-
portation in the City of Montebello, including pedes-
trian, bicycling, public transportation, car sharing pro- grams and emerging technologies.

GP A1.5e: Require and incentivize projects to incor -
porate Transportation Demand Management (TDM)
techniques.
» Encour
age major employers to reduce vehicular

109108
CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 5 | POLICY trips by offering incentives such as, but not limited
to, free or reduced-fare transit passes, transit sti-
pends, and company-wide contests and events.

GP A4.4d: Update the City’s parking code to allow
shared parking arrangements, flexible parking stan-
dards such as unbundled parking and parking in-
lieu fees in mixed-use areas and/or in proximity of
high-quality transit.

GP A4.5i: Utilize educational strategies to improve
awareness of safe walking, biking, and driving habits.

Work with community-based organizations to devel-
op and implement these strategies.

GP A4.8e: Monitor and evaluate the development of
new mobility technologies.

FLM Action 6.1: Collaborate to develop back-to-
school marketing campaigns to promote bus, car -
pool, walking, and biking to school. The marketing
campaign can include suggested route maps, safety
education materials, volunteer opportunities, event
calendars, and traffic safety enforcement notices.

FLM Action 6.2: Avoid high intensity uses in loca-
tions with minimal transit service.

Policy 7: Develop programs to
encourage safety at bus stops and
the Metrolink Station.

Safety features at bus stops are the highest priority to improve transit rider safety, such as additional light - ing, activating the space around the bus stops, and
providing shelter from environmental elements. As
part of encouraging the use of transit and the safety
issues at some bus stops, programs are an important
part to help mitigate some of those concerns. This
section summarizes some of the best practices that
are being employed regionally and statewide that can
be explored.

FLM Action 7.1: Develop a safety awareness cam-
paign to include short instructional videos, newspa-
per ads, social media, and community engagement.

Engage local community-based organizations to plan
and develop these campaigns.

FLM Action 7.2: Support Neighborhood Watch pro -
grams. Members should all be given training to en-
sure that racial bias is not used during neighborhood
watch activities.

FLM Action 7.3: Continue to provide community pro-
grams that develop positive relationships between
the Montebello Police Department and community
members to provide a safe and secure environment
for bus and transit users.

FLM Action 7.4: Establish a uniformed and unarmed
security presence on buses and at bus stops such as
a “Transit Ambassador’’ program used by LA Metro in
the Los Angeles region.
» This program is believed to have helped to sig-
nificantly improve security where it has been em-
ployed. These ambassadors receive additional
de-escalation and anti-bias training before being
deployed. These ambassadors will be dedicated
to riding transit which in turn helps represent a
new shift in the deployment strategies of Metro
armed security agents. Across the country, these
approaches are helping transit agencies provide
additional passenger security and comfort, while
allowing sworn, armed police officers to focus
their efforts on more serious criminal activity. Pri-
or to implementing a full-scale deployment, a pi-
lot program should be considered to evaluate and
refine the program.

FLM Action 7.5: Prioritize stops that routinely draw
complaints of illicit or unwanted activity for Transit
Ambassadors to regularly monitor to deter illicit be -
havior.

FLM Action 7.6: Install surveillance cameras at some
of the higher ridership bus stops and bus stops with
the most complaints.

This page is left intentionally blank.

Projects6

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 6 | PROJECTS 112 113

6.1 IMPLEMENTATION PLAN AND

MONITORING GUIDE
This chapter focuses on the key outcomes of the Plan:
the recommendations and initial project implementa-
tion to support first-last mile connections in Monte -
bello. Section 6.2 showcases a toolbox of first last
mile treatments to increase safety, comfort, and ac-
cess at transit stops for people using transit. Some of these treatments are applied to the priority projects
and others can be used as a guide for additional en-
hancement projects. Section 6.3 covers what criteria
guided the selection of the priority projects and lists additional corridors recommended for study in the fu-
ture. Section 6.4 includes the specific intersection de- signs and corresponding cut sheets that show initial
project recommendations and what measures should
be implemented at each location. The callouts on the
aerial photos are intended to be used to pursue grant
funding for implementation. Section 6.5 discusses
the benefits of implementing the proposed first last
mile treatments. Finally, section 6.6 includes metrics
to be used to measure progress of implementation of
first-last mile treatments in Montebello.

6.2 FIRST MILE LAST MILE

TOOLBOX
This chapter includes project recommendations
meant to improve bicycle and pedestrian safety at
and around bus stops. The recommendations are de-
signed to help the City of Montebello allocate funds
as they become available and compete for grant
funds as opportunities arise. The chapter begins with
an overview of the different types of built infrastruc- ture that have been designed throughout California.

This “Street Toolkit” includes active transportation
recommendations for bicycle, pedestrian, and traffic
calming treatments.

6.2.1 BICYCLE FACILITIES
Class I: Multi-Use Paths
Class I multi-use paths (frequently referred to as “bi- cycle paths”) are physically separated from motor ve-
hicle travel routes, with exclusive rights-of-way for
non-motorized users like bicyclists and pedestrians.

They require physical buffers to ensure safety and
comfort of the user.

Class II: Bicycle Lanes
Bicycle lanes are one-way facilities that carry bicycle traffic in the same direction as the adjacent motor ve- Class I: Multi-Use Path
Class II: Bicycle Lane
Class III: Bicycle Route
Class IV: Separated Bike Path
hicle traffic. They are typically located along the right side of the street (although can be on the left side)
and are between the adjacent travel lane and curb,
road edge, or parking lane. They are not physically
separated from motor vehicle traffic.

Class III: Bicycle Routes
A bicycle route is a suggested bicycle corridor marked
by signs designating a preferred street between desti-
nations. They are recommended where traffic volumes
and roadway speeds are 35 mph or less.

Class IV: Separated Bikeways
Separated Bikeways, sometimes called cycle tracks,
are on-street bicycle facilities with a physical sepa-
ration between the bikeway and vehicle travel lanes
usually with flexible posts, planters, or poured con-
crete. Often times, Class IV bikeways are parking-pro-
tected, where parked cars offer a buffer from travel-
ing cars. Typologies for designing Class IV Separated
Bikeways at bus stops can be found in Appendix G.

Shared Lane Markings (“Sharrows”)
The shared lane marking is commonly used where
parking is allowed adjacent to the travel lane. It is
now common practice to center them within the typ-
ical vehicular travel route in the rightmost travel lane to ensure adequate separation between bicyclists
and parked vehicles. Many cities install sharrows over
a green background to enhance visibility.

Neighborways
A neighborway, sometimes called a bicycle boule -
vard, is an approach to reduce traffic, slow car speed, and improve safety for those biking, walking, and
rolling on quiet residential streets. They are typical- ly located on more narrow, slow speed streets and
combined with other traffic calming infrastructure like speed tables.

Green-Colored Transition Striping
Intersection or mid-block crossing markings indicate
the intended path of bicyclists. Colored striping can
be used to highlight conflict areas between bicyclists
and vehicles, such as where bicycle lanes merge
across motor vehicle turn lanes.

Edge Lane Road
An edge lane road is a preferred space for bicyclists
and motorists to operate on narrow streets that
would otherwise be a shared roadway. Roads with
Sharrow
Edge Lane Road
Bike Box
Signage and Wayfinding

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 6 | PROJECTS 114 115
Traffic Circle
Signals and Warning Devices
Speed Display
Traffic Diverter
advisory bike lanes accommodate low to moderate
volumes of two-way motor vehicle traffic and provide
a safer space for bicyclists with little or no widening of the paved roadway surface. Due to their reduced
cross section requirements, advisory bike lanes have
the potential to open up more roadways to accom-
modate comfortable bicycle travel.

Bike Boxes
A bike box is a designated area at the head of a traffic lane at a signalized intersection that provides bicy -
clists a safe and visible way to wait ahead of queuing
traffic during the red signal phase. This positioning
helps encourage bicyclists traveling straight through
not to wait against the curb for the signal change.

Signage and Wayfinding
Signage and wayfinding on all streets and bicycle
routes are intended to identify routes to both bicy -
clists and drivers, provide destination information and branding, and to inform all users of changes in road-
way conditions.

6.2.2 TRAFFIC CALMING
Traffic calming involves changes in street alignment,
installation of barriers, and other physical measures to reduce traffic speeds and/or cut-through motor vehicle
traffic volumes. The intent of traffic calming is to alter driver behavior and to improve street safety, livability, and other public purposes. Other techniques consist of
operational measures such as police enforcement and
speed displays. More information from the Montebello
Fire Department on their priority corridors where ver-
tical traffic calming should be avoided can be found in Appendix H.

Roundabouts/Traffic Circles
A roundabout is a circular intersection with yield control at its entry that allows a driver to proceed at controlled speeds in a counter-clockwise direction around a central island. Roundabouts are designed to maximize motor-
ized and non-motorized traffic through their innovative design that includes reconfigured sidewalks, bikeway
bypasses, high-visibility crosswalks, pedestrian flashing beacons, and other traffic measures. Roundabouts can
be implemented on most streets but may require addi-
tional right-of-way.

A traffic circle is a small-scale traffic calming measure commonly applied at uncontrolled intersections on low
volume, local residential streets. They lower traffic speeds on each approach and typically avoid or reduce right-
Chicanes
Speed Table
Truck Aprons
Hardened Center Lines
of-way conflicts because the overall footprint is smaller compared to roundabouts. Traffic circles may be installed using simple markings or raised islands but are best ac- companied with drought-tolerant landscaping or oth-
er attractive vertical elements.

Signals and Warning Devices
Traditional pedestrian signals with countdown timers
remain the gold standard for high quality pedestrian
crossings, although some cases warrant new signal
technologies. Pedestrian Hybrid Beacons (PHBs) and
Rectangular Rapid Flashing Beacons (RRFBs) are
special signals used to warn and control traffic at un- signalized locations to assist pedestrians in crossing
a street via a marked crosswalk. PHBs include a “red
phase” requiring vehicles to come to a full stop while
RRFBs are yield stops. Either of these devices should
be installed at locations that have pedestrian desire
lines and that connect people to popular destina-
tions such as schools, parks, and retail. Research has
shown that PHBs tend to have a 90 percent motorist
compliance rate versus RRFBs, which tend to have
an 80 percent motorist compliance rate. Traditional
pedestrian signals with countdown timers at signal-
ized intersections tend to have a near 100 percent
compliance rate. Signals and warning devices should
be paired with additional pedestrian improvements
where appropriate, to mitigate multiple threat crash-
es on multi-lane roadways.

Lead Pedestrian Intervals (LPIs)
LPIS give pedestrians about 3-7 seconds of a head
start to enter the crosswalk at an intersection before
vehicles get a green light.

Speed Displays
Speed displays measure the speed of approaching
vehicles by radar and inform drivers of their speeds
using an LED display. Speed displays contribute to
increased traffic safety because they are particularly
effective in getting drivers traveling ten or more miles per hour over the speed limit to reduce their speed.

Traffic Diverters
A traffic diverter is a roadway design feature placed
in a roadway to prohibit vehicular traffic from entering into or exiting from the street, or both.

Chicanes
Chicanes are a series of narrowings or curb exten-
sions that alternate from one side of the street to the

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 6 | PROJECTS 116 117
Neckdowns
Enhanced Crosswalk Markings
Curb Extension
Mid-Block Crossing with Refuge Island
other forming an S-shaped path. Chicanes reduce
drivers’ speeds by causing them to shift their horizon- tal path of travel.

Speed Tables/Raised Crosswalks
Speed tables are flat-topped road humps, often con-
structed with textured surfacing on the flat section.

Speed tables and raised crosswalks help to reduce
vehicle speeds and enhance pedestrian safety.

Truck Aprons
Truck aprons allow large vehicles, such as: trucks,
buses, and recreational vehicles, to turn without
striking people walking, rolling, or bicycling, or fixed objects. They are located between the road surface
and the sidewalk, or inner circle of a roundabout. The
pavement is raised slightly to encourage light vehi-
cles on the main road surface.

Reflective Border on Signal Heads
Reflective borders on signal heads improves visibility
of signal heads with a backplate and is made even
more conspicuous by framing it with a yellow retro -
reflective border. These are more visible in both day - time and nighttime conditions.

Hardened Center Lines
Hardened centerlines are small rubber barriers next
to crosswalks that require people driving to make
slower, squarer left-hand turns. This small change
has been proven to significantly slow down vehicle
speeds at crosswalks and improve safety for people
in the crosswalk.

Neckdowns
Neckdowns narrow a street by extending the side -
walk or widening the landscape area to give the per-
ception that speeds should be reduced.

6.2.3 PEDESTRIAN TREATMENTS
Enhanced Crosswalk Markings
Enhanced crosswalk markings are designed to both
guide pedestrians and to alert drivers of a crossing lo- cation. The bold pattern is intended to enhance visual
awareness. Cities in Southern California often install
“Continental” style or “Ladder” style markings due to
their higher contrast on a roadway.

Bus Shelter
Well Lit Bus Stop
Real Time Bus Information
Parklets
Curb Extensions
Curb extensions extend the curb line outward into the
travel way, reducing the pedestrian crossing distance.

Typically occurring at intersections, they increase pe- destrian visibility, reduce the distance a pedestrian
must cross, and reduce vehicular delay. Curb exten-
sions must be installed in locations where they will
not interfere with bicycle lanes or separated bike -
ways. If both treatments are needed, additional de -
sign features such as ramps, or half-sized curb exten-
sions should be considered. For snow maintenance,
curb extensions can be designed with tapered front
ends and vertical delineators to allow snow plows to
clear and move over the curbs.

Refuge Islands
Refuge islands provide pedestrians and bicyclists a
relatively safe place within an intersection and mid-
block crossing to pause and observe before crossing
the next lane of traffic.

Mid-Block Crossings
Mid-block crossings provide convenient locations for
pedestrians and bicyclists to cross thoroughfares in
areas with infrequent intersection crossings or where
the nearest intersection creates substantial out-of-di- rection travel. Mid-block crossings should be paired
with additional traffic-control devices such as tra-
ditional Pedestrian Signals, PHBs, RRFBs, LED en-
hanced flashing signs, and/or refuge islands.

Senior Zones
Designated senior zones can be enhanced with
street signage, increased crossing times at traffic sig- nals, benches, bus stops with shelters, and pedestri-
an lighting.

Transit Stop Amenities
Transit stop amenities such as shelters with overhead
protection, seating, trash receptacles, and lighting are essential for encouraging people to use public transit.

Special Intersection Paving and Crosswalk
Art
Special intersection paving and crosswalk art pro -
vide unique opportunities at intersections to highlight crossings or key civic or commercial locations, while
breaking the visual monotony of asphalt. Intersection
paving treatments and crosswalk art can integrate
context-sensitive colors, textures, and scoring pat -
terns.

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 6 | PROJECTS 118 119
Community Art
Street Furnishings
Paving treatments and crosswalk art do not define a
crosswalk and should not be seen as a safety mea-
sure. Standard transverse or longitudinal high visibili- ty crosswalk markings are still required.

Lighting
Pedestrian-scale lighting provides many practical
and safety benefits, such as illuminating the path and
making crossing walkers and bicyclists more visible
to drivers. Lighting can also be designed to be fun,
artistic, and interactive.

6.2.4 TRANSIT STOP AMENITIES
Transit stop amenities such as shelters with overhead
protection, seating, trash receptacles, and lighting are essential for encouraging people to make use of pub-
lic transit.

Real-Time Bus Information
Real-time bus information allows riders to predict
their journey and manage their time more effectively.

This increases the convenience of transit for riders by providing accurate, updated location of their bus.

6.2.5 PLACEMAKING
Parklets
Parklets are made by converting one or two parking
stalls into spaces for outdoor seating, public art, or
other outdoor amenities that improve the streetscape
experience.

Community Art
Displaying community art is a great way to engage
the Reservation. Community art projects can include
wall murals, intersection murals, creative crosswalk
art, sidewalk chalk art, or sculptures.

Furnishings and Public Art
Transit shelters, bicycle racks, seating, and public art provide important amenities for functionality, design,
and vitality of the urban environment. They announce
that the street is a safe and comfortable place to be
and provide visual detail and interest.

Wayfinding Signage
Wayfinding signage is a fundamental element of a
comprehensive bicycling, walking, and trail network.

Effective wayfinding systems communicate designat-
ed corridors, destinations, and other points of interest Wayfinding
Monument Sign
throughout a community. Wayfinding signage should
be designed with local design aesthetics in mind.

Monument Sign
Monument signs can serve as powerful tools that
welcome people to visit, engage, and enjoy a space
or area in a unique way. These signs often reflect the
character or personality of the culture and are usually located near popular points of interest or at interme - diary gathering spaces along a corridor.

6.2.6 ENGAGEMENT PROGRAMS
Community outreach initiatives should start by lis-
tening to residents, families, business owners, local
leaders, and working with existing community orga-
nizations. These critical relationships should allow for purposeful, ongoing engagement opportunities.

Electronic Newsletter
Distribution of an online newsletter is a great way to
engage the public. Distribution should be researched
and considered prior to utilizing this outreach meth-
od. This form of media can be used to display project
and contact information as well as ways for readers
to get involved.

Hotline
A hotline is a great way for community members to
call in, leave comments, or talk to someone directly
about the project or program. A hotline should be
considered as a support tool of an overall communi-
ty engagement strategy. In order to guarantee a ho -
tline’s success, it should be staffed and have the right person at the receiving end. Depending on the target
audience, it may be necessary to have a multi-lingual
person staffing the hotline. A hotline number is rela-
tively low cost and requires little effort to maintain.

Surveys and Questionnaires
Surveys and questionnaires can also be created to
identify the needs and views of a large number of
people. Surveys are effective when a limited number
of short and concise questions are used to gather in-
formation and feedback.

6.2.7 EQUITY PROGRAMS
Encourage Public Involvement
Collaboration with the community is an integral part
of the planning process. Individuals, especially those
belonging to traditionally underserved communities,
need to be empowered to participate in the trans-
portation planning processes and have their needs
heard.

Prioritize Projects in Light of Equity
Considerations
Agencies can aim to implement improvements in ar -
eas that are disproportionally affected by health and
safety burdens, acknowledging that policies and de -
signs that improve conditions for vulnerable groups
can benefit everyone in the community.

Consider the Transportation Needs of
Traditionally Underserved Populations
Recognize the importance of addressing the barriers
that prevent trips from being safe, especially for the
younger and underserved populations who cannot
afford, operate, or choose not to drive vehicles.

Examine Organizational Practices and
Policies
Existing practices and policies may have unintended
consequences when it comes to transportation eq-
uity. A systematic review of its practices should be
performed to identify potential equity issues and op -
portunities.

6.2.8 ENGINEERING PROGRAMS
A variety of engineering tools can be used to make
sure that the roadways are safe for people walking,
bicycling, and accessing transit. These tools include
street design techniques that are intended to de -
crease vehicular speeds and others to enhance pe -
destrian and bicycle safety and comfort. Some ex -
amples are traffic control signs, parking controls, and traffic safety monitoring.

6.2.9 ENCOURAGEMENT PROGRAMS
Vehicle usage can be decreased in part by actively
encouraging residents and visitors to bike, walk, and
ride transit for a variety of trips and purposes. Encour- agement is all about making bicycling, walking, and
transit more fun, healthy, and easy to do. To achieve
this, the City, along with Montebello Bus Lines and
other local organizations, can organize a series of ac- tivities and events that promote alternate modes of
transportation and healthier lifestyles.

Pilot Commuter Program
Provide employees with a temporary transit pass, for
at least one-month, to test out transit in a trial period

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 6 | PROJECTS 120 121

6.3  PRIORITIZED PROJECT LIST
Five projects have been recommended for first last
mile funding. To determine the top 5 projects, the
team considered boardings and alightings, equitable
access and connections to key destinations, feedback
from the Technical Advisory Committee (TAC), com-
munity input, bicycle and pedestrian Level of Stress
(LOS), crash history, and professional judgment. Sec-
tion 6.4 details why each location was selected.
5 SELECTED

PROJECTS
Boardings &
Alightings
Key
Destinations
SAG
FeedbackCommunity
Input Professional
Judgement
LOS
Analysis
Crash
Analysis
to get familiar with their route and encourage com-
mitment to using transit.

Free Ride Day
Encourage residents to take transit by offering an
annual Free Ride Day. This can be held in conjunc-
tion with California’s Clean Air Day, to emphasize the
benefit of replacing car trips and improving air quality.

The City, along with Montebello Bus Lines and other
local organizations, can organize pop-up events to
provide transit information and encourage riders.

Open Streets Events
Open streets events are a citywide event that closes
a street completely to cars. They provide residents an
opportunity to walk, bike, skateboard, or roller skate
own streets in their city free of cars.

National Bike Month in May
During the month of May, cities across the country
organize events and campaigns to educate people
about biking and to encourage them to bike more to
their destinations. Activities such as Bike Week, Bike
to Work, and Bike Fridays can be organized and pro-
moted to encourage first last mile transportation op -
tions.

Demonstration Project
Over the past decade Tactical Urbanism or “Demon-
stration Projects” has become an international move-
ment, bringing about a shift in how communities
think about project development and delivery. These
demonstration projects include low-cost, temporary
changes to the built environment intended to improve
local neighborhoods and gathering places. In South-
ern California, these projects have loosely emulated
a planned and designed project to allow residents to
experience what the project may look like and how
it affects traffic, active transportation modes and
transit. These events are aimed to educate and gain
support from the community to move towards imple-
mentation. The City of Montebello can utilize SCAG’s
GoHuman campaign to facilitate these demonstration
projects as needed. Items such as the protected bike
lane or curb extensions promote a more comfortable
and safe experience for non-motorists.

6.2.10 EDUCATION PROGRAMS
Student Safety Assemblies
Safety assemblies can be organized as interactive
gatherings or festivals that consist of various stations throughout a school gymnasium or park. Each station
can have a bicycle, pedestrian, and teen driver safe -
ty component that allows students to participate in
various activities while learning the basics of “on the road” safety.

Bike Commuting Workshops
A class intended to build habits and cover essential
skill for bike commuters. This class will cover what to wear, how to pack, and how to use transit with a bike.

6.2.11 EVALUATION PROGRAMS
Create City Staff Active Transportation
Evaluator Position
An active transportation evaluator position would
assist the City’s current active transportation coor -
dinator in reviewing project plans and built projects
as well as ensuring consistency and cooperation be -
tween city departments. The evaluator would also
assist with completing grant applications, maintain-
ing a prioritized list of improvements, researching
appropriate funding sources, and updating cost esti-
mates. This investment in staff is often returned since this position is usually responsible for securing State and federal funding.

First Mile Last Mile Advisory Committee
The City can explore creating an First Mile Last Mile
Advisory Committee that can provide oversight. Many
municipalities have developed bicycle and pedestri-
an, or active transportation advisory committees to
address issues and opportunities related to walking,
bicycling, and transit. This group can act as a com-
munity liaison and support City staff, volunteers, and
advocate efforts to address issues and help evaluate
the progress of improvements in this Plan.

Conduct Bicycle and Pedestrian Counts and
Review Collision Data
Conduct regular bicyclist and pedestrian counts
throughout the City to determine baseline mode
share and subsequent changes. Conducting counts
would allow the City to collect information on where
the most bicycling and walking occur. This assists in
prioritizing and justifying projects when funding is so- licited and received. Counts can also be used to study
bicycling and walking trends throughout the City and
overlaid with boarding and alighting data.

6.4 RECOMMENDED PROJECTS
Through the community engagement process, stake-
holder input, and data analysis, five priority projects have been identified with recommendations for bi-
cycle, pedestrian and traffic calming treatments to
improve transit access to and from the selected bus
stops. These five projects are focused at high-volume
and high-need transit stops which can be replicated
at other locations.

The following pages show the five priority projects
for Montebello First Mile Last Mile projects, their rec- ommendations, and expected cost. A breakdown of
the costs can be found in Appendix F.

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 6 | PROJECTS 122 123
Figure 6-1: Beverly Boulevard and Maple Avenue Crash Diagram Priority Project 1. Beverly
Boulevard and Maple Avenue
COST ESTIMATE: $149,700
There is currently one bus stop at the northeast cor -
ner at the intersection of Beverly Boulevard and Ma-
ple Avenue. The 40 bus travels southeast-northwest
along the Beverly Boulevard corridor connecting res-
idents of Montebello and Whittier to Downtown Los
Angeles. There are several key destinations within a
short walk of this bus stop, such as Maple Avenue
School, Washington Elementary School, Montebello
Library, City Hall, Acuna Park, and businesses.

Transit Ridership
The boarding and alighting total for each stop at this
intersection makes up 0.3% of all Montebello tran-
sit ridership. While only less than 1% of City rider -
ship, this bus stop was selected as a priority project
because of a pedestrian fatality and its proximity to
schools and key destinations. With first last mile im-
provements, this location may experience an increase
in ridership.

Collision Typologies
Figure 6-1 depicts the types of crashes that occur
at this intersection between the years 2011-2021.

There has been one pedestrian fatality just west of
the intersection from a vehicle traveling straight down Beverly. Additional pedestrian injury crashes include
two from right turning vehicles, one from a left turn-
ing vehicle and one from a vehicle traveling straight.

Bicycle injury crashes include two from left turning
vehicles and two from vehicles traveling straight.

Beverly Blvd
Maple Ave
16th St
Figure 6-2: Beverly Boulevard and Maple Avenue Recommendations Maple AvenueMaple Avenue
Beverly BoulevardBeverly Boulevard
Where space permits, provide
lighting, trash cans, mobility
parking options and public art
Add high visibility cross-
walks to all four sides
1 Add reflective border
on signal heads to all
four sides
5 Add “Pedestrian Nose” at median
refuge islands to two sides
3 Include bicycle/pedestrian
friendly signal timing
4 Add truck aprons to
all four corners
6 Recommendations
To increase connections to the bus stop at
Beverly Boulevard & Maple Avenue, the
following recommendations are proposed.
• High-visibility crosswalks
• Pedestrian nose at medians
• Truck aprons
• Bicycle and pedestrian-friendly signal timing
• Reflective border on signal heads
• Lighting, trash cans, public art, and mobility
parking options, where space permits.

Figure 6-2 illustrates where at the intersection the
treatments are proposed to improve safe and con-
venient access to transit for people walking and roll-
ing, bicycling, and using micromobility for all ages and abilities.

Lead Pedestrian Interval
Pedestrian nose
High-visibility crossing
Truck apron
2

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 6 | PROJECTS 124 125
Figure 6-3: Whittier Boulevard and Garfield Avenue Crash Diagram Priority Project 2. Whittier
Boulevard and Garfield Avenue
COST ESTIMATE: $157,700
There are four bus stops at the intersection of Whit -
tier Boulevard and Garfield Avenue. The 10, 18,
30, and 70 routes connect users north to Alhambra
and San Gabriel, south to South Gate and southern
portion of Montebello, east to Whittier, and west to
Downtown Los Angeles and Koreatown. Within a
short walk of this intersection are key destinations
such as Cantwell-Sacred Heart of Mary High School,
Montebello High School, Saybrook Park, and shops.

Transit Ridership
The boarding and alighting total for each stop com-
bined at this intersection makes up 7.4% of all transit ridership in Montebello. This bus stop was selected
as a priority project because of its high number of col- lisions, ridership volumes, and proximity to key desti- nations.

Collision Typologies
Figure 6-3 depicts the types of crashes that occur at
this intersection between the years 2011-2021. It has
two fatal pedestrian crashes from vehicles traveling
straight down Whittier Blvd, one at the intersection,
and the other farther east where the raised median is
missing. Additional pedestrian injury crashes include
two from right turning vehicles, two from left turn-
ing vehicles and five from vehicles traveling straight.

Bicycle injury crashes include two from left turning
vehicles and two from vehicles traveling straight and
one from a bicyclist colliding with a stopped vehicle.

Whittier Blvd
Via Vista
Garfield Ave
Recommendations
To increase connections to the bus stop at
Whittier Boulevard and Garfield Avenue, the
following recommendations are proposed.
• High-visibility crosswalks
• Pedestrian nose at medians
• Truck aprons
• Bicycle and pedestrian-friendly signal timing
• Reflective border on signal heads
• Lighting, trash cans, public art, and mobility
parking options, where space permits.

Figure 6-4 illustrates where at the intersection the
treatments are proposed to improve safe and con-
venient access to transit for people walking and roll-
ing, bicycling, and using micromobility for all ages and abilities.

Pedestrian nose
High-visibility crossing
Truck apron
Figure 6-4: Whittier Boulevard and Garfield Avenue Recommendations Garfield AvenueGarfield Avenue
Whittier BoulevardWhittier Boulevard
Add high visibility cross-
walks to all four sides
1 Where space permits, provide
Enhanced Bus Facilities: seat-
ing options, shade shelters,
lighting, trash cans, mobility
parking options, real-time
transit and wayfinding
signage, route maps, push-
to-talk assistance button and
public art
2 Add “Pedestrian Nose” at
median refuge islands to two
sides
3 Include bicycle/pedestrian
friendly signal timing
4 Add reflective border on sig-
nal heads to all four sides
5 Add truck aprons to
all four corners
6 Lead Pedestrian Interval

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 6 | PROJECTS 126 127
Whittier Blvd Montebello Blvd
Figure 6-5: Whittier Boulevard and Montebello Boulevard Crash Diagram Priority Project 3. Whittier and
Montebello Boulevards
COST ESTIMATE: $139,700
There are four bus stops at the intersection of Whit -
tier Boulevard and Montebello Boulevard. The 10
route runs east-west along Whittier Boulevard, con-
necting Whittier to Monterey Park. The 20 route runs
north-south along Montebello Boulevard, connecting
San Gabriel and Rosemead to the southern edge of
Montebello. This central intersection is located next
to major shopping centers with CVS, medical centers,
and the west end of Downtown.

Transit Ridership
The boarding and alighting total for each stop com-
bined at this intersection makes up 7.5% of all Mon-
tebello transit ridership. This bus stop was selected
as a priority project because it is the highest-volume
intersection for transit use, its location at the edge of the Downtown Montebello corridor, and high number
of bicycle and pedestrian collisions.

Collision Typologies
Collision injuries near the intersection of Whittier
Blvd and Montebello Blvd include one fatal pedestri-
an crash from a vehicle traveling straight down Whit-
tier Blvd near the Spruce St intersection. Additional
pedestrian injury crashes include one from right turn-
ing vehicles and four from vehicles traveling straight.

Bicycle injury crashes include three from right turning vehicles and three from vehicles traveling straight and one from a bicyclist colliding with a stopped vehicle.

Recommendations
To increase connections to the bus stop at
Whittier Boulevard and Montebello Boulevard,
the following recommendations are proposed.
• Hardened centerlines
• Pedestrian nose at medians
• Truck aprons
• Bicycle and pedestrian-friendly signal timing
• Reflective border on signal heads
• Lighting, trash cans, public art, and mobility
parking options, where space permits.

Figure 6-6 illustrates where at the intersection the
treatments are proposed to improve safe and con-
venient access to transit for people walking and roll-
ing, bicycling, and using micromobility for all ages and abilities.

Pedestrian nose
Hardened centerlines
Truck apron
Lead Pedestrian Interval
Figure 6-6: Whittier Boulevard and Montebello Boulevard Recommendations Montebello BoulevardMontebello BoulevardWhittier BoulevardWhittier Boulevard Include bicycle/pedestrian
friendly signal timing
4 Add reflective border on sig-
nal heads to all four sides
5 Add truck aprons to
all four corners
1 Add hardened centerlines
3 Where space permits, provide
Enhanced Bus Facilities: seat-
ing options, shade shelters,
lighting, trash cans, mobility
parking options, real-time
transit and wayfinding
signage, route maps, push-
to-talk assistance button and
public art
2 Add “Pedestrian Nose” at
median refuge islands to two
sides
6

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 6 | PROJECTS 128 129
Whittier Blvd Montebello Blvd
Figure 6-7: Washington Boulevard and Greenwood Avenue Crash Diagram Priority Project 4. Washington
Boulevard and Greenwood Avenue
COST ESTIMATE: $174,900
There are four bus stops at the intersection of Wash-
ington Boulevard and Greenwood Avenue. The 50
route stretching far west to Downtown Los Angeles
and far east to La Mirada provides an east-west route
through southern Montebello. The 20 route stretches
north to San Gabriel and south to the southern edge
of Montebello. The 70 route zigzags north-south
along the eastern edges of Montebello. From this in-
tersection, Greenwood Elementary School is a short
walk, numerous small businesses, and the Chet Holif-
ield Library and Park.

Transit Ridership
The boarding and alighting total for each stop com-
bined at this intersection makes up 3.6% of all Monte-
bello transit ridership. This bus stop was selected as a priority project because it is adjacent to the proposed Metro E Line station on the southwest corner. Upon
implementation of the Metro Rail extension, this in-
tersection will become a hub for transit transfers and
first last mile connections.

Collision Typologies
This location has seen two fatal pedestrian crashes:
one from a vehicle turning right at the intersection and another vehicle traveling straight down Washington
where the raised median is missing. Bicycle injury
crashes include three from vehicles traveling straight
and one from a bicyclist colliding with a stopped ve -
hicle.

Figure 6-8: Washington Boulevard and Greenwood Avenue Recommendations Greenwood Greenwood AvenueAvenue
Washington BoulevardWashington Boulevard
Recommendations
To increase connections to the bus stop at
Washington Boulevard and Greenwood Avenue,
the following recommendations are proposed.
• Hardened centerlines
• Pedestrian nose at medians
• Truck aprons
• Bicycle and pedestrian-friendly signal timing
• Reflective border on signal heads
• Lighting, trash cans, public art, and mobility
parking options, where space permits.

Figure 6-8. illustrates where at the intersection the
treatments are proposed to improve safe and con-
venient access to transit for people walking and roll-
ing, bicycling, and using micromobility for all ages and abilities.

Pedestrian nose Truck apron
High-visibility crossing
Lead Pedestrian Interval
Add high visibility cross-
walks to all four sides
1 Add “Pedestrian Nose”
where raised medians are
provided
3 Include bicycle/pedestri-
an friendly signal timing
4 Add truck aprons to
all four corners
7 Add hardened centerlines
where raised medians are
not provided
6 Add reflective border
on signal heads to all
four sides
5 Where space permits, provide
lighting, trash cans, mobility
parking options and public art
2

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 6 | PROJECTS 130 131
Midblock Neckdown Wayfinding Signage
Edge Lane Road
Speed Cushions
Priority Project 5. Madison Avenue
Neighborway
COST ESTIMATE: $332,000
A neighborway is an approach to reduce traffic, slow
car speed, and improve safety for those biking, walk-
ing, and rolling on quiet residential streets.

This priority project prioritizes bicycle connections be- tween the Rio Hondo Bike Path to across north Mon-
tebello and passes schools, shopping centers, and is
nearby Montebello City Park and Beverly Hospital.

Transit Ridership
The neighborway runs on parallel streets to the 10,
20, 40, 70, and 90 bus lines to provide a lower stress
route while maintaining transit access by bike.

Recommendations
The proposed recommendations along this neighbor-
way include speed cushions to slow down automo -
bile traffic, edge lane roads that prioritize bicyclists over cars, and wayfinding signage to keep cyclists on
the pathway and point out key destinations.

Figure 6-9 illustrates where at the intersection the
treatments are proposed to improve safe and con-
venient access to transit for people walking and roll-
ing, bicycling, and using micromobility for all ages and abilities.

Figure 6-9: Neighborway with Edge Lane Road Markings and Speed Cushions 21st St21st St
Madison AveMadison Ave
Whittier BlvdWhittier Blvd
Beverly BlvdBeverly Blvd
Montebello BlvdMontebello Blvd
7th St7th St
Cleveland AveCleveland Ave
2nd St2nd St
Los Angeles AveLos Angeles Ave
Bluff RoadBluff Road
Rio Hondo Bike PathRio Hondo Bike Path
Roosevelt AvenueRoosevelt Avenue
Add speed cushions along
this route
1 Add Edge Lane Road mark-
ings along this route
2 South Bluff Rd will have
emergency vehicle-friendly
neck-downs as it is an
emergency vehicle access route
3

CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 6 | PROJECTS 132 133

6.5 EXPECTED BENEFITS OF

PROPOSED PROJECTS
The five priority projects are geographically dispersed across Montebello. These recommendations can be
replicated at additional transit stops for a systemic
impact.

Benefits as a result of this plan may include:
» Increased perception of comfort and safety
amongst transit riders
» Level of equitable first mile/last mile access to bus stops and nearby destinations
» Expected reduction in pedestrian and bicycle fa-
talities and serious injuries within 1/4 mile of en-
hanced intersections.
» Expected health benefits from increased activity
levels and reduction in greenhouse gasses as a
result of vehicle miles replaced.
» Expected economic development benefits from
increased foot traffic near transit stops
» Increased transit ridership

6.6 MAKING AND MEASURING

IMPLEMENTATION PROGRESS
The following are best practice performance mea-
sures, each of which are meant to quantify the impact
and effectiveness of First Last Mile projects and pro - grams with a Vision Zero lens. Identifying and em-
ploying several strategies will help the City update
the public on progress and advance efforts for the
upcoming year. The City must decide on the metrics
that it deems the most important to allocate limited
resources towards to improve first last mile connec-
tions to bus stops as well as reduce fatalities and se- rious injuries amongst bicyclists and pedestrians.

The principles articulated through the “Six Es”, devel- oped by the Safe Routes Partnership (Engagement,
Equity, Engineering, Encouragement, Education, and
Evaluation), can help create and sustain successful
programs throughout Montebello.

It is recommended that the City tracks the following
data points annually. Below are examples the City
can use to assist with developing performance mea-
sures, organized by the Six Es.

Education
» Number of students taught about bus safety
» Number of people reached from an educational
campaign on how to ride the bus, take a bicycle
on a bus, and the significance of replacing car
trips
Encouragement
» Percentage of mode split for transit
» Number of events to promote quick-build instal-
lations at or near transit stops
» Number of people reached in a marketing cam-
paign
» Percentage of students or school staff who take
transit to and from school
Equity
» Percentage of transit stops that meet ADA com-
pliance
» Number of grants funded per year that address
equity-related access issues
» Percentage of schools, parks, and medical build-
ings that are within 1/2 mile of a transit stop
» Number of improved pedestrian infrastructure
projects installed within 1/2 mile of a transit stop
» Number of intersections where signals have been
optimized for people with disabilities and active
transportation within 1/2 mile of a transit stop
Evaluation
» Total number of pedestrian collisions, fatalities,
and serious injuries within 1/2 mile of a transit
stop
» Total number of bicycle collisions, fatalities, and
serious injuries within 1/2 mile of a transit stop
» Reduction of fatalities or serious injuries caused
by collisions involving people walking and bicy -
cling within 1/2 mile of a transit stop
» Percentage of new street projects that are
multi-modal within 1/2 mile of a transit stop
» Number of Boardings and Alightings with City
limits
Enforcement
» Number of vehicles ticketed for parking in a bus
loading zone
» Number of vehicles ticketing for parking in bicycle
lanes within 1/2 mile of a transit stop
» Percentage of streets where speed surveys have
been conducted within 1/2 mile of a transit stop
» Number of sting operations conducted to enforce
yielding to pedestrians in crosswalks within 1/2
mile of a transit stop
» Number of sting operations conducted to enforce
motorists complying with No Right Turn On Red
within 1/2 mile of a transit stop
Engineering
» Number of quick-build installations at or near bus
stops
» Percent of total citywide street mileage dedicated
to active transportation facilities (such as bicycle
parking, street closures, Class I, II, & IV bicycle fa- cilities, and complete sidewalk networks)
» Percent of sidewalk and bicycle network gaps
closed
» Number of CIP projects funded per year that ad-
dress bicycle and pedestrian access to bus stops
or ADA compliance
» Percent of bicycle and sidewalk repairs complet -
ed, focusing on areas within 1/2 mile of a transit
stop
» Percent of streets and intersections with traffic
calming measures installed within 1/2 mile of a
transit stop
» Percent of streets where posted speed limits
have been reduced, focusing around transit stops,
schools, and parks
» Total miles of on-street bicycle facilities defined
by streets with clearly marked or signed bicycle
accommodations
» Total miles of streets with pedestrian accommo -
dations
» Number of missing or non-compliant curb ramps
along City Streets

Financial
Strategy7

137136
CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 7 |FINANCIAL STRATEGY

7.1 FUNDING SOURCES
Federal, state and local government agencies invest
billions of dollars every year in the nation’s transpor - tation system. Only a fraction of that funding is used
to develop policies, plans and projects to improve
conditions for bicyclists and pedestrians. Even though
appropriate funds are available, they are limited and
often hard to find. Desirable projects sometimes go
unfunded because communities may be unaware of
a fund’s existence or may apply for the wrong type of
grant. In addition, there is competition between mu-
nicipalities for the limited available funds.

Whenever federal funds are used for bicycle and pe-
destrian projects, a certain level of state and/or local matching funding is generally required. State funds
are often available to local governments on similar
terms. Almost every implemented active transpor -
tation or complete street program and facility in the
United States has had more than one funding source
and it often takes a good deal of coordination to pull
the various sources together.

According to the publication by the Federal High-
way Administration (FHWA), An Analysis of Current
Funding Mechanisms for Bicycle and Pedestrian Pro-
grams at the Federal, State and Local Levels , where
successful local bicycle facility programs exist, there is usually an active transportation coordinator with
extensive understanding of funding sources. Cities
such as Seattle, Portland, and Tucson are prime ex -
amples. City staff are often in a position to develop
a competitive project and detailed proposal that can
be used to improve conditions for cyclists within their jurisdictions. Some of the following information on
federal and state funding sources was derived from
the previously mentioned FHWA publication.

Table 7-1 identifies potential funding opportunities
that may be used from design to maintenance phases
of projects. Due to trends in Low Impact Development
(LID) and stormwater retention street designs, fund-
ing sources for these improvements not only increase
the chances for first and last mile improvements, but
can also be incorporated into streetscape and devel-
opment projects. The sources are arranged by fed-
eral, state, local, and private, and the uses that the
funds may address.

Table 7-1: Federal and State Funding Sources
Funding Source Funding Origin Active
Transportation
Project Examples
Inf. NI Plan
Federal Funding Sources
Land and Water
Conservation Fund
(LCWF)
U.S. National Park
Service/ California
Dept. of Parks and
Recreation
x x
• Recreational fields and park amenities
• Construction of new trails and off-street ADA compliant parking
• Landscaping/ irrigation
Urban and
Community Forestry
Program
U.S. Forest Service
x
• Supports urban tree-planting, urban forest planning
and management, and related activities, particularly in disadvantaged communities.

Transportation
Alternatives (TA)
Federal Highway
Administration
(FHWA)
x
• Pedestrian and bicycle facilities
• Construction of turnouts, overlooks, and viewing areas • Community improvements such as historic preservation and vegetation management
• Environmental mitigation related to stormwater and habitat connectivity
• Recreational trails
• Safe routes to school projects
• Vulnerable road user safety assessments
Recreational Trains
Program (RTP)
Non-motorized
Federal Highway
Administration
(FHWA)
x
• Construction of Class I trails to close gaps
• New hiking trails, drainage crossings, retaining walls, fencing, and signage, landscaping
Highway Safety
Improvement
Program (HSIP)
Federal Highway
Administration
(FHWA)
x
• Safety improvements at signalized and non-signalized
intersections
• Pedestrian, bike, and roadway safety improvements
EPA Brownfields
Program
U.S. Environmental
Protection Agency x • Brownfield cleanup
Community
Development Block
Grants
U.S. Department of
Housing and Urban
Development (HUD)
x
• Construction of public facilities and improvements, such as water and sewer facilities, streets, neighborhood centers, and the conversion of school buildings for eligible purposes Choice
Neighborhoods
Planning Grants
U.S. Department of
Housing and Urban
Development (HUD) x
• Develop community driven plans to revitalize HUD-
assisted housing, increase investment in the surrounding neighborhood, and increase opportunities for all residents Safe Streets and
Road for All
U.S. Department of
Transportation
x x
• Development of a comprehensive safety action plan (Action Plan)
• Implement projects and strategies identified in Action Plan to address a roadway safety problem
Reconnecting
Communities and
Neighborhoods
Grant Program
(RCN)
U.S. Department
of Transportation/
Caltrans
x
• Prioritizing disadvantaged communities
• Aiming to improve access to daily needs such as jobs, education, healthcare, food, and recreation
• Fostering equitable development and restoration
• Reconnecting communities by removing, retrofitting, or mitigating highways or other transportation facilities that create barriers to community connectivity, including to mobility, access, or economic development

139138
CITY OF MONTEBELLO FIRST MILE LAST MILE PLAN CHAPTER 7 |FINANCIAL STRATEGY Funding Source Funding Origin Active
Transportation
Project Examples
Inf. NI Plan
Urbanized Area
Formial Grants
Federal Transit
Administration (FTA)
x x x
• Eligible activities include: planning, engineering, design and evaluation of transit projects and other technical
transportation-related studies
• Capital investments in bus and bus-related activities such as replacement, overhaul and rebuilding of buses, crime prevention and security equipment and construction of
maintenance and passenger facilities
• Capital investments in new and existing fixed guideway systems including rolling stock, overhaul and rebuilding of vehicles, station infrastructure, track, signals, communications, and computer hardware and software
• In addition, associated transit improvements, workforce development activities, and certain expenses associated with mobility management programs are eligible under the program
• All preventive maintenance and some Americans with
Disabilities Act complementary paratransit service costs are considered capital costs.

Bus and Bus
Facilities Formula
Grants
Federal Transit
Administration (FTA)
x x
• Capital projects to replace, rehabilitate and purchase buses, vans, and related equipment, and to construct bus-related facilities, including technological changes or innovations to modify low or no emission vehicles or facilities.
• Workforce development training
Formula Grants for
Rural Areas
Federal Transit
Administration (FTA) x
• Eligible activities include planning, capital, operating, job access and reverse commute projects, and the acquisition of public transportation services
TOD Planning Pilot
Program
Federal Transit
Administration (FTA) x
• Planning or studies for transit-oriented development
• Encourages housing and mixed-us development near
existing or proposed transit
State Funding Sources
Sustainable
Communities
Planning Grants
Caltrans Division
of Transportation
Planning
x
• Safe Routes to School Plan
• Active Transportation Plan
• Bike/ped Trail/Path Feasibility Study
• Complete Streets Plan
• Sustainable Communities Plan
• Transit-Oriented Development Plan
• First/Last Mile Connectivity Plan
Affordable Housing
and Sustainable
Communities
Program (AHSC)
Strategic Growth
Council and
Department of
Housing and
Community
Development
x x
• Class I, II, III, & IV bike lanes
• Active transportation projects to encourage connectivity to transit networks
• Bikeways and sidewalks to affordable housing and transit center
• Install dedicated bicycle facilities
• Pedestrian facilities such as bulb-outs
Funding Source Funding Origin Active
Transportation
Project Examples
Inf. NI Plan
Urban Greening California Natural
Resources Agency
x
• Non-motorized urban trails that provide safe routes for both recreation and travel between residences, workplaces, commercial centers, and schools
• Projects that expand or improve the usability of existing active transportation routes (e.g., walking or bicycle paths) or create new active transportation routes that are publicly accessible by walking
• Complete Green Streets
Transformative
Climate
Communities (TCC)
Strategic Growth
Council and
Department of
Conservation
x
• Bike share program
• Creating and considering active transportation corridors for better non-motorized connections
• Multi-use paths
• Urban greening for pedestrian facilities
Office of Traffic
Safety Grant
Program
CA Office of Traffic
Safety x
• Safety education and encouragement
• Campaigns to promote safety
• SRTS safety programs
Clean Mobility
Options
Air Resources Board
x
• Bikeshare programs
• “Quick build” right-of-way safety improvements for bicycles and scooters
Sustainable
Transportation
Equity Project
(STEP)
Air Resources Board
x x x
• New bike routes (Class I, Class II, or Class IV) and
supporting infrastructure
• Publicly-accessible bike parking, storage, and repair infrastructure (e.g., bike racks, bike lockers, bike repair kiosks) • New walkways that improve mobility/access/safety of
pedestrians (non-motorized users)
• Street crossing enhancements, including accessible
pedestrian signals
• Plans
Transit and Intercity
Rail Capital
Program (TIRCP)
CalSTA and Caltrans
Division of Rail and
Mass Transportation x x x
• Pedestrian and bike trail
• First/last mile connections via bike lanes and separated paths
• Bike share programs
• Bike parking facilities
• Plans
Local Partnership
Program (LPP)
California
Transportation
Commission x
• Close sidewalk gap, install class II bike lanes and cycle track, curb extensions, pedestrian enhancements, improvements to lighting and signage
• Construct 4 single-lane and 1 multi-lane roundabouts, and improvements to street, pedestrian and bicycle facilities • Expressway pedestrian overcrossing
Local Streets and
Roads Program
(LSRP)
California
Transportation
Commission x
• Implement enhanced crosswalk signing and striping
• Create safety separation between motorists, bicyclists and pedestrians
• Design and construction of school access and safety
improvements to six schools (SRTS)
Solutions for
Congested
Corridors (SCCP)
California
Transportation
Commission
x
• Construct Class I and Class II bikeways
• Pedestrian improvements and plaza at a transit station • Intersection improvements