Montebello City Council
April 10, 2024

74 MONTEBELLO BICYCLE MASTER PLAN
Wilcox Avenue
Wilcox Avenue provides north-south access to
destinations such as multiple schools and retail
destinations, including in the city of Monterey
Park to the north of SR-60. A mix of standard
and buffered bike lanes can be implemented
along this street. The recommended facilities
along specific segments are discussed below:
● Via Campo to Beverly Boulevard:

Install buffered bike lanes. This requires
the removal of vehicle travel lanes
while retaining on-street parking.
● Beverly Boulevard to Whittier Boulevard:

Install parking-adjacent bike lanes.

Lincoln Avenue
Lincoln Avenue provides east-west access to
destinations such as schools, parks, retail, Juan
Matias Sanchez Adobe Museum, and the Rio
Hondo River Trail. Recommended facilities
along this street include both separated bike
lanes and bike boulevards, as detailed for
specific segments below:
● Via Paseo to 18th Steet Install a bike
boulevard, which would include traffic
calming components. This would also
include a short segment along Via Paseo to
connect Lincoln Avenue with Wilcox Avenue.
● 18th Street to Montebello Boulevard:

Install separated bike lanes, which would
require removal of a travel lane.
● Montebello Boulevard to Avenida de la
Merced: Install a bike boulevard, which
would include traffic calming components.
● Avenida de la Merced to Rio Hondo River
Trail (dam): Install separated bike lanes.

This can be achieved by converting the
striped shoulders to separated bike lanes
to implement one-way separated bike
lanes in each direction, which would require
crossing improvements at the bike path
parking lot entrance. Alternatively, two-way
separated bike lanes could be implemented
along the south side of the road to avoid
the need for bicyclists to cross the street
and to navigate the parking lot to access
the bike path. Both approaches would help
provide access to the Rio Hondo River
Trail entrance where there is an incline.

This segment will require coordination
with the Army Corp of Engineers.

Beverly Boulevard
Beverly Boulevard provides east-west access
to destinations such as City Hall and the Civic
Center, parks, Montebello Barnyard Zoo,
Montebello Library, shops, restaurants, and the
Rio Hondo River Trail. A mix of separated and
buffered bike lanes can be implemented along
this street. The recommended facilities along
specific segments are discussed below:
● Gerhart Avenue to Montebello
Boulevard: Install separated bike lanes.

The recommended approach is to either
remove the outer parking lane to make
space for separated bike lanes, or to
remove the center turn lane to implement
parking-separated separated bike lanes.

Under the latter approach, parking will
need to be dropped at major intersection
approaches to transition to left-turn pockets.
● Montebello Boulevard to Rio Hondo River
Trail: Install buffered bike lanes. This would
require removal of either the outer travel
lane or removal of the center turn lane.

Madison Avenue
Madison Avenue provides east-west access
through residential neighborhoods to multiple
schools. A bikeway along this street would
provide alternative bicycle access along busier
streets such as Beverly Boulevard and Whittier
Boulevard.

75 MONTEBELLO BICYCLE MASTER PLAN
The recommended facility for Madison Avenue
is to install a bike boulevard, which would
include traffic calming components. In addition
to serving as an alternative route to bicycling
along busier streets, this facility can help
discourage vehicle speeding and cut-through
traffic through neighborhoods.

Whittier Boulevard
Whittier Boulevard provides east-west access to
destinations such as Downtown Montebello, the
Rio Hondo River Trail, schools, and Montebello
City Park. A mix of separated bike lanes, an
on-street bike route, and an off-street bike
path can be implemented along this street. The
recommended facilities along specific segments
are discussed below:
● Garfield Avenue to Montebello Boulevard:

Install parking-separated bike lanes. This
would require a removal of a travel lane.
● Montebello Boulevard to Bluff Road:

Install a bike route. This would be consistent
with the General Plan’s and Downtown
Specific Plan’s vision for this roadway
segment and should include its traffic
calming components through Downtown
Montebello to facilitate shared bicycle
and automobile use of travel lanes.
● Bluff Road to Rio Hondo River Trail:

Install a bike path to connect Downtown
Montebello to the Rio Hondo River
Trail. A bike path can be implemented
on the south side of the road through
a combination of reallocating excess
curb-to-curb right-of-way and widening
the sidewalk. This segment will require
inter-jurisdictional coordination.

Olympic Boulevard and
Roosevelt Avenue
Olympic Boulevard provides east-west access
to destinations such as Montebello City Park,
shops, and restaurants. It also serves as an
alternative route to Whittier Boulevard.

The recommended facility for Olympic
Boulevard between Concourse Avenue and
Montebello Boulevard is to install buffered bike
lanes. This would require the removal of the
outer travel lanes to retain residential on-street
parking and the middle turn lane. In addition, a
bike route should be provided along Roosevelt
Avenue to connect riders on Olympic Boulevard
with the existing Rio Hondo River Trail access
point.

Washington Boulevard
Washington Boulevard provides east-west
access to shops, restaurants, and other
destinations. The planned LA Metro L Line
extension would travel along Washington
Boulevard in Montebello, with a station
anticipated at the intersection of Greenwood
Avenue and Washington Boulevard. Currently,
LA Metro’s advanced conceptual designs do not
include a bikeway along Washington Boulevard.

Separated bike lanes (or another type of
dedicated bicycle facility) can help to improve
first/last mile access to the planned station
and increase the convenience of using transit.

Therefore, it is recommended that the City
coordinate with LA Metro to determine the
feasibility and inclusion of separated bike
lanes as part of the planned multimodal
improvements along this corridor. This includes
coordinating with LA Metro to determine if
vehicle lanes or other roadway elements can be
narrowed or adjusted to include bicycle facilities
in each direction.

Mines Avenue, Beach Street, Vail
Avenue, and Flotilla Street Loop
Mines Avenue provides east-west access
through residential neighborhoods to
destinations such as parks, the Rio Hondo
River Trail, and the Metrolink station, and can

76 MONTEBELLO BICYCLE MASTER PLAN
serve as an alternative parallel route compared
to busier streets such as Whitter Boulevard.

Beach Street also provides east-west access
through residential neighborhoods, connecting
to other proposed bikeways and serving as
an alternative parallel route to Washington
Boulevard, especially as the appropriate bicycle
facility along Washington Boulevard still needs
to be determined and coordinated with LA
Metro. Both streets connect to Vail Avenue,
which travels in the north-south direction.

Bicycle facilities along both streets connecting
to a facility along Vail Avenue can help provide
a way for bicyclists to access the Metrolink
station from adjacent neighborhoods and
via proposed bikeways on other streets that
connect to this area. Furthermore, a bicycle
facility along Flotilla Street would bridge the gap
to connect to the station. The recommended
improvement for each segment along this
“loop” is discussed below:
● Mines Avenue and Beach Street: Install
a bike route from Bluff Road to Maple
Avenue and install bike lanes between Maple
Avenue and Vail Avenue (the latter of which
requires the removal of on-street parking).
● Vail Avenue (Mines Avenue to Beach
Street): Install buffered bike lanes,
which would require the removal of
on-street parking. Given the industrial
uses and accompanying trucks
along this street, a bike route or bike
boulevard is not recommended.
● Flotilla Street (Yates Avenue to Vail
Avenue): Install bike lanes. Currently, there
are no bikeways providing access to and
from the Montebello/Commerce Metrolink
Station. Therefore, to improve access to
the station, installing bike lanes for Flotilla
Street between Yates Avenue and Vail
Avenue would require either removing the
parking lane, or remove the center turn lane
to implement parking-adjacent bike lanes.

Under the latter approach, parking will
need to be dropped at major intersection
approaches to transition to left-turn pockets.
● Mines Avenue to Rio Hondo River
Trail: Install a bike path to connect the
intersection of Mines Avenue and Bluff
Road to the Rio Hondo River Trail. A
path can be implemented east of the
T-intersection but would require interjurisdictional coordination to connect to the Rio Hondo River Trail.

While Mines Avenue and Beach Street are
generally low-speed and low-volume residential
streets which can be converted to a bike route
with shared bicycle and vehicle use of travel
lanes, both streets west of Maple Avenue are
utilized by industrial uses and trucks; therefore,
dedicated bike lanes are recommended for
those segments.

Findlay Avenue
Findlay Avenue provides north-south
connectivity and can serve as an alternative
to bicycling along Garfield Avenue. The
recommended facility for Findlay Avenue is to
install a bike boulevard.

Garfield Avenue and Via Altamira
Garfield Avenue provides north-south access
to destinations such as green spaces and retail.

Given the constrained curb-to-curb right-of-way
along Garfield Avenue, there are opportunities
to implement various types of bicycle facilities
to provide north-south bicycle connectivity in
this area, as follows:
● City-owned property (golf course):

Incorporate plans for an off-street bike path
into the City’s vision for the property west
of Garfield Avenue. The bike path could run
along the northern and eastern edges of
the property (along Via Campo and Garfield
Avenue, respectively) as shown in Figure 11.

77 MONTEBELLO BICYCLE MASTER PLAN
● Garfield Avenue from Via Campo to Via
San Clemente: Install a separated bike lane
in the northbound direction to complement
the City’s existing plans for a southbound
separated bike lane along this segment. This
requires modifications to on-street parking.
● Via Altamira from Garfield Avenue to
Beverly Boulevard: Install a bike route.

These proposed facilities will improve access
for north-south bicyclists accessing destinations
along Garfield Avenue and to the north of
Montebello. The bike path on City property
will provide a low-stress off-street facility for
bicyclists; the bike route along Via Altamira
will bridge the gap between the bike path
and proposed bicycle facilities along Beverly
Boulevard. In addition, proving the northbound
separated bike lane to complement the planned
southbound separated bike lane provides a
connection between the proposed bike path
and Via Campo.

Hay Street, Westmoreland
Drive, and Vail Avenue
Hay Street provides north-south access
to schools as well as to multiple proposed
bikeways. The recommended facility for Hay
Street is to install a bike route.

Northeast of Wilcox Avenue, bicycle facilities
should be provided along Westmoreland Drive
and Vail Drive to provide continuous northsouth access in this area of the city, as follows:
● Westmoreland Drive from Wilcox Avenue
to Vail Avenue: Install a bike route.
● Vail Avenue north of Westmoreland
Drive: Install buffered bike lanes. This
would require removal of a travel lane
to retain existing on-street parking.

Rea Drive
Rea Drive, which runs between Beverly
Boulevard and Lincoln Avenue, provides a
connection between other proposed bikeways
and access to the Rio Hondo River Trail, Grant
Rea Park, and the Montebello Barnyard Zoo.

The recommended facility for Rea Drive is to
install bike lanes.

Avenida De La Merced Gap Closure
Currently, there are parking-adjacent bike
lanes along Avenida De La Merced between
Montebello Boulevard and Sanchez Street. With
the network of proposed bikeways outlined
in this section, there is a gap in the network
along Avenida De La Merced between Sanchez
Street and Lincoln Avenue. Therefore, it is
recommended that parking adjacent bike lanes
be installed along this segment, continuing
the same bicycle lane design currently utilized
along this street.

Paramount Boulevard
Paramount Boulevard provides north-south
access to retail destinations both within and
outside the city, as well as provides access
across SR-60. The recommended facility for
Paramount Boulevard between Montebello
Boulevard and Arroyo Drive is to install
separated bike lanes. This may require
removal of the third southbound lane north
of the freeway and removal of the third
northbound lane south of the freeway. In
addition, implementation of separated bike
lanes crossing the SR-60 on- and off-ramps will
require coordination with Caltrans.

78 MONTEBELLO BICYCLE MASTER PLAN
Arroyo Drive and Potrero
Grande Drive
Arroyo Drive and Potrero Grande Drive both
run along the northern edge of the city, north
of SR-60. These streets connect to existing and
planned bikeways outside of Montebello.

The recommended facility for both Arroyo
Drive and Potrero Grande Drive is to install
parking-adjacent bike lanes. Implementation of
bicycle facilities along Arroyo Drive will require
coordination with the County of Los Angeles;
implementation of bicycle facilities along
Potrero Grande Drive will require coordination
with the City of Monterey Park.

Date Street and Elm Street
Date Street and Elm Street both travel eastwest through residential areas and can serve to connect proposed bikeways along Greenwood
Avenue, Montebello Boulevard, and Bluff Road.

The recommended facility for both streets
between Greenwood Avenue and Bluff Road is
to install bike routes.

Image Source:: Wikimedia Commons/Sharon Mollerus

79 MONTEBELLO BICYCLE MASTER PLAN
FIGURE 11: RECOMMENDED BICYCLE NETWORK
Greenwood Ave
Vail Ave
Garfield Ave
Wilcox Ave
Washington Blvd
Telegraph Rd
Lincoln Ave
Whittier Blvd
Beverly Blvd
Mines Ave
Bluff Rd
Rea Dr
Poplar Ave
Lincoln Ave
Findlay Ave
Avenida de la Merced
Montebello Blvd
Olympic Blvd
l
!
l
!
I 0 0.5 1 Mile
Bike Path
Separated Bike Lanes
Buffered Bike Lanes
Bike Lanes
Bike Boulevard
Bike Route
l
! Proposed New Trail
Connection
Requires Coordination with LA
Metro
Long-Term City Buildout
Improvement
Metrolink Station
Future E Line Station
Parks and Open Spaces
Montebello City Boundary

80 MONTEBELLO BICYCLE MASTER PLAN

KEY INTERSECTIONS
Intersection design for bicyclists is an important
focal point for the development of a citywide
bikeway network. Designing bikeways with
appropriate intersection treatments to reduce
conflicts and increase user comfort is essential
to developing a low-stress, safe network of
bikeway facilities. Adequate sight distance
should be maintained for all street crossings
and driveway access points. Pavement color
treatments help highlight conflict points on the
approach to and through the intersection, and
they further define the bikeway relative to the
vehicle travel lanes. Large intersections with
high vehicle activity and complex movements
can be intimidating for people bicycling and
these intersections should be designed to make
potential conflicts visible and improve comfort
for all users.

Most intersections along the recommended
bicycle network consist of signalized arterial
roadway intersections along bike lanes or stopcontrolled residential streets along bike routes and boulevards. Signalized intersections along
the bicycle network should undergo treatments
to increase bicyclist visibility and facilitate their
crossings; this can include bicycle boxes, green
conflict zone markings, and bicycle detection
at signals. Along bike boulevards on residential
streets (including at stop-controlled residential
intersections) traffic circles and other physical
traffic calming can serve to improve comfort
for bicyclists and other road users. Additional
guidance and references for intersection and
crossing design are provided in Section 6:

Recommended Programs and Policies.

However, several intersections would require
special considerations during the final
design process due to factors such as unique
geometries or a lack of traffic controls.

Applicable intersection treatments at these
locations and their considerations are discussed
below and shown in Figure 12.
● Facility transition: Some of this BMP’s
recommendations for corridors consist
of multiple facility types, as some roads
experience changes in context and
characteristics (such as changes in rightof-way). This includes transitions from dedicated bike lanes to shared bike
routes at intersections. At such locations,
the intersection design should strive to
reduce intermodal conflicts as bicycles
merge with vehicle traffic (e.g., transition
markings, leading bicycle signal intervals,
and dedicated bicycle signals).
● Rail crossing: There are multiple at-grade
rail crossings in Montebello, including
along the proposed Vail Avenue buffered
bike lanes. Bicycle- and pedestrianscaled signage and barriers can address safety concerns, as well as pavement
improvements across the rail crossing to
reduce physical impediments to bicycling.
● Freeway ramp crossing: High-volume
freeway ramps can serve as barriers
to bicycling and can benefit from
increased conflict zone markings and
signage to increase visibility. Such
locations will require coordination
with Caltrans for implementation.
● Slip lane or channelized turn: Turns and
other movements which minimize the
level to which vehicles must slow down
can impact bicyclist safety, including at
night or other periods of limited visibility.

Generally, physical improvements such
as tightening turning radii can serve
to reduce vehicle turning speeds.
● Minor-street stop-controlled intersection:

Bike routes and boulevards along
residential streets may cross arterial
roads at locations where cross-traffic
along the major street is uncontrolled.

These locations can benefit from bicyclistactuated controls such as PHBs and RRFBs.

81 MONTEBELLO BICYCLE MASTER PLAN
FIGURE 12: KEY INTERSECTIONS FOR IMPROVEMENTS
Greenwood Ave
Vail Ave
Garfield Ave
Wilcox Ave
Washington Blvd
Telegraph Rd
Lincoln Ave
Whittier Blvd
Beverly Blvd
Mines Ave
Bluff Rd
Rea Dr
Poplar Ave
Lincoln Ave
Findlay Ave
Avenida de la Merced
Montebello Blvd
Olympic Blvd
I 0 0.5 1 Mile
Bicycle Facility Transition
Rail Crossing
Ramp Crossing
Slip Lane / Channelized Turn
Minor-Street Stop-Controlled
Intersection
Off-Street Facility
Dedicated On-Street Facility
Shared On-Street Facility
Parks and Open Spaces
Montebello City Boundary

82 MONTEBELLO BICYCLE MASTER PLAN
Vail Avenue rail crossing SR-60 ramp at Paramount Boulevard Beverly Boulevard/Via Acosta slip lane Minor-street stop-controlled Montebello Boulevard/ Roosevelt Avenue intersection

83 MONTEBELLO BICYCLE MASTER PLAN

BIKE PARKING AND WAYFINDING
Bicycle parking is critical because many
people’s decision to ride a bicycle is affected
by security concerns for their property. In fact,
during the first community workshop, several
participants indicated that a lack of convenient
bicycle parking at local retail destinations
discouraged them from bicycling for shopping
or dining trips. Convenient and secure parking
allows people bicycling to know that there will
be somewhere to safely store their bicycle when
they arrive at their destination. Increasing the
amount of secure and reliable bicycle parking
can reduce the occurrence of bicycle theft and
may even incentivize more people to ride a
bicycle.

Currently, the City’s parking requirements
do not include bicycle parking requirements
for residential developments, while new
nonresidential development projects 50,000
square feet or larger must provide four bicycle
parking spaces per the first 50,000 square feet
of nonresidential development and one bicycle
per each additional 50,000 square feet of
development.

This BMP recommends that the City continue
to install secure and convenient bicycle parking
at key City-owned destinations. To facilitate
bicycle parking at retail destinations, the City
should update bicycle parking requirements to
meet the need for short- and long-term bicycle
parking, as well as work with local retailers
to install convenient short-term parking on
City sidewalks, as has already taken place in
Downtown Montebello.

Figure 6 highlights key destinations where the
City should either install parking or work with
retail establishments to do so. Locations that
are candidates for improved bicycle parking
include:
● Public K-12 schools;
● Parks, community centers,
and recreation centers;
● Retail shopping centers; and
● Retail strip malls and individual
establishments.

Similar to bicycle parking, bicycle-oriented
wayfinding signage is a critical component in
ensuring the citywide bicycle network is usable
and convenient. A bicycle wayfinding system
encompasses both signage and pavement
markings that are designed to assist bicyclists in
reaching their destinations via preferred bicycle
routes and enhance the bicycling experience.

Typically, signs are installed at critical decision
points along bikeways, such as where two or
more bikeways intersect or at other strategic
locations along the bicycle routes. During
the first community workshop, participants
indicated a desire for more bicycle signage and
wayfinding to help navigate the city while also
promoting bicycle culture and increasing its
visibility.

A consistent bicycle wayfinding system within
the city of Montebello will benefit residents and
visitors by:
● Providing information about destinations,
direction, and distance to key destinations.
● Enhancing users’ ability to navigate the
bikeway network and find key attractions.
● Reinforcing the visual identity of the city.
● Promoting community awareness of
trails and the bikeway network.

The City should initiate a focused bicycle
wayfinding study and carry out a bicycle
wayfinding program. As the bicycle
improvements in this BMP are constructed,
the City should strategically place wayfinding

84 MONTEBELLO BICYCLE MASTER PLAN
signage to enhance their visibility and direct
bicyclists to important destinations such as the
following:
● On-street bikeways along local City streets;
● Regional bikeways such as the
Rio Hondo River Trail;
● Commercial centers such as
Downtown Montebello or the various
shopping centers in the city;
● Public transit centers and stations such as
the Montebello/Commerce Metrolink Station
and the future L Line Greenwood Station;
● K-12 schools;
● Civic and community destinations such
as City Hall, Hollifield Park Community
Center, the Senior Citizens Center, and
Montebello Regional Library; and
● Parks and recreation centers such as
Montebello City Park and Grant Rea Park.

As part of the wayfinding system planning,
the City can work with local stakeholders and
residents to classify a list of destinations for
inclusion on the signs based on their relative
importance to users throughout the area.

Based on this community input, a particular
destination’s ranking in the hierarchy can be
used to determine the physical distance from
which the locations are signed. For example,
primary destinations (such as Downtown
Montebello) may be included on signage up
to five miles away. Secondary destinations
(such as the Metrolink Station) may be included
on signage up to two miles away. Tertiary
destinations (such as a local park) are more
local in nature and may be included on signage
up to one mile away.

Additional guidance and references for
implementing citywide bike parking and
wayfinding programs is provided in Section 6:

Recommended Programs and Policies.

Priority Projects
All the projects identified in this BMP play a role
in creating a connected and safe network for
people bicycling in and through Montebello.

However, certain projects will provide more
benefits in terms of helping improve safety,
meeting demand, expanding access, and
connecting activity centers. To identify the
projects that will help to achieve these benefits,
the recommended projects were prioritized
using a prioritization framework that aligned
with the BMP’s goals and developed based on
the technical analysis and outreach conducted
earlier in the plan process. This section details
the methodology and results, including
additional information pertaining to each
priority project.

METHODOLOGY
The evaluation criteria developed for this
project was based on the City’s goals, as well
as needs expressed during the public outreach
process. The criteria were divided into four
categories:
● Connectivity
● Bicyclist comfort and safety
● Multimodal operations
● Other (access for disadvantaged
communities, implementation and
right-of-way acquisition, and crossjurisdictional and -agency coordination) The recommended citywide network was
divided into 21 distinct projects. Thirteen metrics
were used to rate each project. In addition, a
weight of low, medium, or high was applied to
each metric, based on the relative importance
of the criterion when compared to the City’s
goals and objectives. The prioritization metrics
and descriptions are provided in Table 4.

85 MONTEBELLO BICYCLE MASTER PLAN
TABLE 4: PRIORITIZATION METRICS
Category Metric
Why metric is
important Weight
Connectivity Connectivity to Rio Hondo
River Trail
Residents indicated a desire
for improved connections
to the trail.

High
Connectivity to existing and
future rail transit stations
Residents indicated a desire
for improved connections
to transit.

High
Connectivity to key local
and regional destinations
Residents want improved
connections to key
destinations including
schools and town square.

High
Connectivity to existing or
planned bicycle facilities
Connectivity to a larger
regional network improves
access to destinations
outside the city.

Medium
Bicyclist comfort and
safety
Bikeway design The community indicated
a preference for more
bikeway separation on
arterial roads and cited a
feeling of being physically
unsafe while bicycling.

High
Bicyclist safety Contributes to perception of
safety and comfort.

Medium
Traffic calming Vehicle speeding is a
commonly cited concern
among the community.

High
Multimodal operations Effects on public transit
buses
Minimizing effects on transit
can help improve overall
multimodal conditions in
the city.

Low
Effects on automobiles Effects on vehicle capacity
and convenience affect
feasibility of bikeway
projects, as well as public
and stakeholder support;
these effects also affect
ease of implementation.

Low
Other Access for disadvantaged
Communities
Several areas of the city
qualify as disadvantaged
and have lower levels of
mobility and access.

Medium
Implementation and rightof-way acquisitionImplementation feasibility. Low Cross-jurisdictional and
-agency coordination
Implementation feasibility. Low
Complete and connected
priority network
Ensure complete priority
network that limits gaps.

High

86 MONTEBELLO BICYCLE MASTER PLAN

PRIORITY PROJECTS FOR

IMPLEMENTATION
Based on the weighted scores for each project,
the following 11 projects are designated as
priority projects for the City that balance
and fulfill the various priority criteria and are
highlighted in Figure 13. The projects below
have been ranked by priority score – some
projects share a rank due to having identical
prioritization scores.

1. Poplar Avenue/Bluff Road bike boulevard

2. Mines Avenue/Beach Street/Vail
Avenue/Flotilla Street loop

3. Maple Avenue bike boulevard

4. Lincoln Avenue bike lanes
and bike boulevard

5. Olympic Boulevard/Roosevelt
Avenue bike lanes and bike route

6. Beverly Boulevard bike lanes

6. Whittier Boulevard bike
lanes, route, and path

6. Avenida De La Merced bike
lanes gap closure

9. Montebello Boulevard/Greenwood
Avenue bike lanes

10. Rea Drive bike lanes

11. Wilcox Avenue bike lanes
Detailed prioritization analysis matrices are
provided in the appendices.

As part of the prioritization process, additional
information was prepared for each of the
11 priority projects to supplement project
descriptions provided earlier in this chapter
found in Table 5. This information can be
utilized by the City to obtain funding to
implement the priority network (for example,
included in state active transportation grant
applications). The following information is
provided for each priority project below:
● Average weekday daily users for each
priority project were estimated using the
California Air Resources Board (CARB)
benefits calculator tool for the AHSC
Program. This tool was developed to
estimate the net greenhouse gas (GHG)
benefit and selected co-benefits of projects
receiving state grant funding, such as active
transportation projects. This tool calculates
the benefits of bicycle projects using
factors such as facility type, facility length,
adjacent roadway volumes, and number
of activity centers within walking and
bicycling distance of the proposed facility.
● Annual vehicle miles traveled (VMT)
reductions and total GHG reductions for
the life of the project were also estimated
for each priority project using the CARB
spreadsheet tool. VMT reductions were
estimated using the average daily trip
estimates and average trip lengths for
bicycle and pedestrian trips. The annual
VMT reductions are then converted to net
GHG emission reductions in terms of metric
tons of carbon dioxide equivalent (MTCO2e);
this represents the total GHG reduction for
the life of the project assuming a 15- to 20-
year design life based on the facility type.
● Planning-level construction cost estimates
were prepared for the construction of
each priority project, using the Caltrans
cost estimating spreadsheet tool. This
tool includes unit costs for various bicycle
treatments specific to Caltrans District
7, which includes Los Angeles County.

87 MONTEBELLO BICYCLE MASTER PLAN
In addition, example aerial conceptual designs
and typical cross sections for key projects
intended to improve bicycling in Montebello
are provided in Appendix K. These illustrations
are intended to assist in future grant funding
applications and project development,
illustrating key connections in the priority
network that could greatly enhance multimodal
activity and help address key barriers in the
city. Note, these concepts are provided for
illustrative purpose; project implementation
will require full surveying and design at a later
stage.

88 MONTEBELLO BICYCLE MASTER PLAN
FIGURE 13: PRIORITY BICYCLE NETWORK
Greenwood Ave
Vail Ave
Garfield Ave
Wilcox Ave
Washington Blvd
Telegraph Rd
Lincoln Ave
Whittier Blvd
Beverly Blvd
Mines Ave
Bluff Rd
Rea Dr
Poplar Ave
Lincoln Ave
Findlay Ave
Avenida de la Merced
Montebello Blvd
Olympic Blvd
l
!
l
!
I 0 0.5 1 Mile
Bike Path
Separated Bike Lanes
Buffered Bike Lanes
Bike Lanes
Bike Boulevard
Bike Route
l
! Proposed New Trail
Connection
Metrolink Station
Future E Line Station
Parks and Open Spaces
Montebello City Boundary

89 MONTEBELLO BICYCLE MASTER PLAN
TABLE 5: PRIORITY PROJECT INFORMATION
Project
Type(s) of
Improvements
Average
Weekday
Daily Users
Average
Annual VMT
Reduced
Lifetime
GHG
Emission
Reduction
Construction
Cost
Estimate
Poplar Avenue/
Bluff Road bike
boulevard
Bike boulevard
(with traffic calming
improvements)
150 users 77,000 miles 31 MTCO2e $633,000
Mines Avenue/
Beach Street/Vail
Avenue/ Flotilla
Street loop
Buffered bike lanes,
bike lanes, bike
route, and bike path
connection
140 users 74,000 miles 29 MTCO2e $934,000
Maple Avenue
bike boulevard
Bike boulevard
(with traffic calming
improvements)
200 users 105,000 miles 42 MTCO2e $420,000
Lincoln Avenue
bike lanes and
bike boulevard
Separated bike
lanes and bike
boulevard (with
traffic calming
improvements)
500 users 258,000 miles 103 MTCO2e $2,228,000
Olympic
Boulevard/
Roosevelt Avenue
bike lanes and
bike route
Buffered bike lanes
and bike route
490 users 252,000 miles 101 MTCO2e $488,000
Beverly
Boulevard bike
lanes
Separated bike
lanes and buffered
bike lanes
1,730 users 888,000 miles 354 MTCO2e $3,939,000
Whittier
Boulevard bike
lanes, route, and
path
Separated bike
lanes, bike route,
and bike path
connection
1,310 users 675,000 miles 269 MTCO2e $2,482,000
Avenida De La
Merced bike
lanes gap closure
Bike lanes 360 users 184,000 miles 74 MTCO2e $30,000
Montebello
Boulevard/
Greenwood
Avenue bike lanes
Separated bike
lanes, buffered
bike lanes, and bike
lanes
860 users 442,000 miles 176 MTCO2e $4,325,000
Rea Drive bike
lanes
Bike lanes 80 users 39,000 miles 16 MTCO2e $73,000
Wilcox Avenue
bike lanes
Buffered bike lanes
and bike lanes
620 users 317,000 miles 126 MTCO2e $649,000

RECOMMENDED

PROGRAMS &

POLICIES
06

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Source: Kittelson & Associates, Inc.

92 MONTEBELLO BICYCLE MASTER PLAN
Recommended Programs
and Policies
In addition to the recommended infrastructure improvements for the bicycle network, the City can employ programs, policies, and strategies to improve bicycling conditions, as listed in Table 6. The elements discussed in this chapter were developed based on information obtained from the City, partner agencies, stakeholders, and the community, as well as a review of best practices, prior local and regional plans, and existing programs and policies in Montebello.

The recommendations are divided into the following categories, each of which consists of several topic areas:
● Infrastructure and operations
● Planning and evaluation
● Funding
● Implementation
● Education and enforcement
TABLE 6: RECOMMENDED PROGRAMS AND POLICIES
Category Topic area Recommendations
Infrastructure and
operations
Bicycle facility and
roadway design
Follow national and statewide best design practices (such as those documented by NACTO) when designing and implementing dedicated and shared bicycle facilities on City streets.

Follow national and statewide best practices for designing comfortable and convenient crossing facilities and intersections for bicyclists, including when implementing bike routes at unsignalized arterial crossings.

Implement traffic calming strategies along residential streets to discourage speeding and cut-through traffic, both as part of bike routes and boulevards and as standalone improvements.

Continue to monitor research and guidance pertaining to e-bikes and incorporating their needs when designing bicycle facilities in the city.

Consult the Montebello Fire Department when designing bicycle facilities, traffic calming, and other roadway treatments to maintain access for emergency vehicles and limit effects on response times.

Bicycle-supportive
amenities
Update the City transportation demand management (TDM) and parking ordinances for new development projects and increase bicycle parking requirements to reflect changes in short and longterm bicycle parking needs for various land uses.

Continue to provide sufficient and well-designed bicycle parking at City properties using the most up-to-date design practices.

93 MONTEBELLO BICYCLE MASTER PLAN
Category Topic area Recommendations
Infrastructure
and operations
(continued)
Bicycle-supportive
amenities (continued)
Encourage establishments in the city to provide convenient and accessible bicycle parking; partner with retail establishments to provide convenient bicycle parking on adjacent City rights-of-way.

Continue to monitor research and guidance pertaining to e-bike parking and charging and incorporate their needs into the City’s bicycle parking and municipal requirements.

Develop and implement a citywide bicycle wayfinding program to guide bicyclists to important destinations, and update or expand bicycle wayfinding as new bicycle facilities are implemented.

Implement bicycle hubs at important destinations such as Downtown Montebello, with bicycle-supportive amenities such as well-lit bicycle parking and bicycle repair stations.

Planning and
evaluation
Roadway network
planning
Include BMP bicycle facilities and other bicycle improvements in street rehabilitation and modification projects, such as resurfacing, restriping, or lane reconfigurations.

Utilize metrics such as bicyclist safety and similar performance measures for transportation projects rather than solely vehicular capacity and operations metrics, per the City’s Transportation Study Guidelines.

Regularly review ongoing and planned bicycle projects to ensure they contribute to developing a citywide network that comfortably serves bicyclists of all ages and abilities as well as Montebello’s disadvantaged communities.

Data collection and
monitoring
Conduct an inventory of bicycle parking at City-owned properties and at destinations such as retail centers, which would be updated regularly and mapped on the City’s website; monitor usage of bicycle parking at City properties.

Conduct monitoring and reporting of bicycling levels and bicycle project implementation every other year.

Monitor and periodically report bicycle collisions and trends in the city; conduct periodic roadway safety assessments of locations with growing traffic and bicycle volumes.

Community
participation and
input
Consult the community through surveys and community meetings at least every other year to obtain their input on ongoing BMP implementation and bicycling conditions; use City events and social media as additional opportunities to further gather community input.

Funding Grant funding Continue to monitor federal, state, and regional funding opportunities to augment local funds to implement recommended BMP bicycle facilities; monitor LA Metro, Southern California Association of Governments (SCAG), Caltrans, and federal grant funding requirements and opportunities for grant assistance and actively pursue grant funding from these agencies.

Pursue grant funding from SCAG, LA Metro, and other organizations (such as the Metro Open Streets Grant Program) for carrying out open street events and demonstration projects.

94 MONTEBELLO BICYCLE MASTER PLAN
Category Topic area Recommendations
Funding (continued) Grant funding
(continued)
Maintain competitiveness for LA Metro grant assistance and funding and build off the City’s Complete Streets-oriented General Plan by formally adopting a complete streets policy or ordinance.

Sustainable funding
sources
Include BMP projects as part of the City’s capital improvement program (CIP).

Implementation Quick-build and
interim facilities
Carry out quick-build network implementation projects and interim bicycle facilities to build out a low-stress bicycle network using lowercost installation options.

Implement quick-build traffic calming improvements such as traffic circles on residential streets to reduce bicyclist level of stress and discourage speeding and cut-through traffic, including as part of this BMP’s recommended bike boulevards.

Initiate bicycle facility demonstration projects at City events to increase public awareness of how facilities can improve bicycling conditions.

Inter-agency
coordination
Collaborate with the County of Los Angeles and the Cities of Commerce, Monterey Park, and Pico Rivera to ensure that bicycle facilities are consistent and transition seamlessly across jurisdictional boundaries.

Collaborate with Caltrans on implementing bicycle facilities along SR60 ramps and over and underpasses.

Collaborate with Montebello Bus Lines, LA Metro, and Metrolink on bicycle improvements to and from transit stops and stations in the city.

Participate in LA Metro’s first/last mile planning efforts for the future L Line station and encourage LA Metro to incorporate a bicycle facility into Washington Boulevard designs.

Explore partnerships with the San Gabriel Valley Council of Governments (SGVCOG), LA Metro, and adjacent jurisdictions to bring a convenient bikeshare network to the region.

Education and
enforcement
Safety and
awareness
Implement a citywide safety education campaign using social and physical media (such as safety campaign materials developed by SCAG) targeting both drivers and bicyclists.

Partner with Montebello Unified School District to develop and implement school safety campaigns and activities such as walking school buses, and to develop a Safe Routes to School Plan.

Partner with community-based organizations to host activities such as open street events and community bicycle rides.

Partner with local and regional community-based organizations to host bicycle safety classes, bicycle repair classes, and other similar events.

95 MONTEBELLO BICYCLE MASTER PLAN
Category Topic area Recommendations
Education and
enforcement
(continued)
Equitable
enforcement
Collaborate with Montebello Police Department on targeted enforcement and the use of automated technologies to discourage vehicle speeding on City streets.

Deprioritize enforcement of bicycling and walking infractions, and update the City’s Municipal Code to allow bicycling on the sidewalk.

Develop a citywide e-bike ordinance that outlines how e-bikes can safely navigate the City’s transportation network.

Key Topic Areas
While the above referenced policies, programs, and strategies are important for improving the bicycling environment in Montebello, the following key topic areas are recommendations that have been developed as a starting point.

BIKEWAY DESIGN
Bikeway design is a rapidly evolving area of roadway design, and several national and statewide guidance documents are now available with varying update cycles and frequencies. The City of Montebello should adopt and utilize these design standards as it moves forward with the infrastructure projects, continually referencing them for updated information as newer versions are released.

Best Practice Resources for Bikeway Design

URBAN BIKEWAY DESIGN GUIDE

NATIONAL ASSOCIATION OF CITY TRANSPORTATION
OFFICIALS (NACTO) | 2014
NACTO is comprised of the transportation departments of many major and midsized US cities. This is an alternative to other available design guides from NACTO and contains more guidance on innovative bikeway designs than any other source. Guidelines found in the Urban Bikeway Design Guide sometimes provide additional bikeway design options than those found in the American Association of State Highway and Transportation Officials (AASHTO) guide, although they are mostly in agreement. NACTO also offers a number of other free best practice and design guides which may be useful as the City works to meet its current and future transportation needs.

The Urban Bikeway Design Guide may be viewed for free at:
https://nacto.org/publication/urban-bikeway-design-guide/.

96 MONTEBELLO BICYCLE MASTER PLAN

GUIDE FOR THE DEVELOPMENT OF BICYCLE FACILITIES
AASHTO | 2012
AASHTO is a nonprofit, nonpartisan body representing state transportation departments. AASHTO’s Guide for the Development of Bicycle Facilities is a widely used bikeway planning and design tool. This guidebook was last published in 2012. It does not contain guidance on some bicycle facility types and treatments that are widely in use by transportation agencies such as protected bike lanes. A revision that will include the latest in bicycle facility design and contextual guidance is in process.

The 2012 version is available for purchase at: http://transportation.org.

CALIFORNIA MANUAL ON UNIFORM TRAFFIC CONTROL DEVICES
CALTRANS | 2024
The California Manual on Uniform Traffic Control Devices (CA-MUTCD) defines the standards used by road managers in California to install and maintain traffic control devices on all public streets, highways, and bikeways. The CA-MUTCD was last updated by Caltrans in 2024.

It includes the 2014 edition with eight rounds of revisions. Its main contributions to bikeway design are the provision of signage and striping standards. Design Information Bulletin 89 provides information of the design for separated bikeways in California.

The CA-MUTCD is available for free download at: https://dot.ca.gov/ programs/traffic-operations/camutcd

BIKEWAY SELECTION GUIDE
FEDERAL HIGHWAY ADMINISTRATION (FHWA) | 2019
The Bikeway Selection Guide provides guidance for selecting bicycle facilities based on existing roadway context and intended design users. It provides step-by-step information for planners and engineers seeking to implement the appropriate bikeway for a specific context.

The Bikeway Selection Guide is available for free download at: https:// safety.fhwa.dot.gov/ped_bike/tools_solve/docs/fhwasa18077.pdf

97 MONTEBELLO BICYCLE MASTER PLAN

CROSSING AND

INTERSECTION DESIGN
Street intersections and driveways are
principal conflict points for bicyclists. As a
result, improving street crossings to increase
the predictability and visibility of bicyclists is
a key principle for improving intersections.

Intersections should be designed to provide
visibility for all users and to create a consistent,
predictable environment where the movements
of people walking, bicycling, or driving are
intuitive to other road users as they approach
or enter the intersection. In addition to this
overarching approach to improving safety and
comfort at intersections, the following more
specific principles should be considered when
implementing bicycle facilities at intersections:
● Reduce vehicular turn speed to improve
driver yielding by reducing turn radii,
installing hardened centerlines, or
eliminating right turns on red.
● Minimize the intersection footprint
to be as compact as possible.
● Make bicycles more visible by setting
back the bikeway crossing, installing
early stop lines for drivers, and
building raised bikeway crossings.
● Separate bicycles from vehicles or give
bicycles priority by installing protected or
dedicated intersections, letting bicycles
move past stopped vehicles while waiting
for a signal, and implementing bike signals.

Sample Crossing and
Intersection Treatments
There are many ways to address crossing and
intersection issues. The following examples
reflect potential solutions to concerns raised by
Montebello residents in the outreach process or
to issues uncovered in the analysis phase of this
project.

Bicycle Box (Source: NACTO)

MAJOR STREET CROSSINGS
Montebello has a network of minor streets,
many of which are already comfortable
to bicycle on. However, concerns arise
when people are required to cross a major
street. Some potential interventions include
the following, which are also illustrated in
accompanying images:
● Bicycle boxes at signalized intersections:

This allows bicyclists to get ahead
of the vehicle queue when the light
is red. By placing bicyclists in front
of cars, they can travel through the
intersection earlier, thus reducing
potential conflicts with turning vehicles.

98 MONTEBELLO BICYCLE MASTER PLAN
● Intersection crossing markings: Also
called “cross-bikes,” these operate similar
to a crosswalk and show the intended
path of travel for a bicyclist through the
intersection. They indicate to drivers the
prioritization of bicyclists and a need to
watch for bicyclists crossing the street.
● Through bike lanes: These can be used
where a bike lane approaches a rightturn lane to allow bicyclists to correctly position themselves to travel through the
intersection, avoiding conflicts with turning
vehicles. The bike lane is placed between the
through vehicle lane and the right-turn lane.
● Hybrid or active warning beacons:

These can facilitate the crossing of a
busy street where a conventional signal
is not warranted due to traffic volumes.

Pedestrian Hybrid Beacon (PHB) (Source: FHWA)
Bike Crossing Markings (Source: Adapted by Kittelson &
Associates, Inc. from FHWA Separated Bike Lane Planning and Design Guide)
Through Bike Lane (Source: NACTO)

99 MONTEBELLO BICYCLE MASTER PLAN
Bicycle Signal (Source: NACTO)

SIGNALIZATION
Signals provide an opportunity to mitigate
conflicts between people who walk, bicycle, and
drive. Some signal options include:
● Bicycle signal heads: These are used
in conjunction with existing conventional
traffic signals or hybrid beacons and
provide guidance for all road users at
intersections where bicyclists follow
different traffic patterns, such as where
bicycle only movements, leading bicycle
intervals, and other bicycle specific signal
phases and timing strategies are present.
● Signal phasing: Prioritizes bicycle
movements through an intersection to
reduce conflict potential. Some options
include protected bicycle phases, where
vehicular turns across the bikeway are
prohibited, and leading bike intervals, where
people on bicycles are allowed to enter the
intersection a few seconds before drivers.
● Bicycle push buttons: These are used for
bicycle detection at signalized intersections.

Bicycle detection is used at actuated signals
to alert the signal controller of bicycle
crossing demand on a particular approach.

Bicycle detection occurs either using push
buttons or by automated means (e.g., inpavement loops, video, microwave, etc.).

Protected Intersection (Source: People for Bikes))

PROTECTED AND DEDICATED INTERSECTIONS
These types of intersections provide physical
separation between bicyclists and drivers,
helping to reduce the potential for conflicts.
● Protected intersections: These include
the use of corner refuge islands to set the
bicyclist back from parallel vehicular traffic
and manage vehicle turning movements.

They should be designed to allow enough
room for a cyclist to wait at a red light.
● Dedicated intersections: This can be
installed when there is not enough space
for a protected intersection but where
there is still a desire to provide some
separation between drivers and bicyclists
and to reduce turning speeds. They
employ techniques like corner wedges and
hardened centerlines to slow down drivers.

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MONTEBELLO BICYCLE MASTER PLAN
Best Practice Resources for Crossing and Intersection Design In addition to the guidance listed in the Bikeway Design section, the following guidance is aimed specifically at creating safe and comfortable intersections and crossings for people who bicycle:

DON’T GIVE UP AT THE INTERSECTION
NACTO | 2019
Expanding on the Urban Bikeway Design Guide, NACTO’s Don’t Give Up at the Intersection provides detailed guidance on intersection design treatments intended to reduce conflicts between people who drive, bicycle, and walk. It covers infrastructure such as protected and dedicated intersections, minor street crossings, and signalization strategies.

Don’t Give Up at the Intersection may be viewed for free at: https://nacto. org/publication/dont-give-up-at-the-intersection/
● Bicycle facilities with constrained widths
adjacent to higher speed traffic.
● Requiring bicyclists to operate
with pedestrians in crosswalks
and other shared facilities.

Where interchanges accommodate high
volumes of vehicles and allow drivers’
operating speeds to exceed 25 to 30 mph, only
experienced bicyclists may feel able or willing
to navigate in shared lanes or bike lanes at
these locations. Crossings of uncontrolled highspeed ramps, merging, and weaving areas can present safety problems for people bicycling,
resulting in people avoiding the intersection.

In locations where alternative routes are not
available or practical, these locations become
major barriers to bicycling.

A variety of crossing treatments can be used to
enhance the comfort and safety of pedestrians
and bicyclists at interchanges. Traffic signals
with bicycle phases or timing to accommodate
bicyclists, adjustments to signal phasing, PHBs,
RRFBs, raised crosswalks, median refuge

FREEWAY CROSSINGS
Interchanges are complex intersections that
require special design considerations to ensure
that people who are on a bicycle can cross
the on- or off-ramp movements safely. The
following obstacles common to freeway ramp
crossings can create uncomfortable and unsafe
environments for bicyclists:
● Crossings of free-flow motor
vehicle movements.
● Exposure to higher-speed traffic.
● Weaving movements across a bicyclist’s
path of travel and other traffic.
● Designs which require circuitous travel paths
which may result in routing confusion.
● Multistage crossings or transitions which
can increase travel time or delay.
● Long crossings which increase exposure,
potentially trapping bicyclists where
signal timing cannot accommodate
bicyclists traveling on the roadway.

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MONTEBELLO BICYCLE MASTER PLAN
islands, advance yield and stop lines, and other pavement markings, such as extensions of bike lanes through intersections, can all be used at interchanges to improve crossings for pedestrians and bicyclists.

While freeway ramp intersections act as critical crossings for the City’s bicycling network, they are owned and operated by Caltrans. Therefore, the City should coordinate directly with Caltrans to implement improvements at these locations, including providing comments and review of plans and projects.

Best Practice Examples and Resources for Interchange Crossing Design ● Mitman, Meghan F., and Matthew D.

Ridgeway. Recommended design guidelines
to accommodate pedestrians and
bicycles at interchanges: A recommended
practice of the Institute of Transportation
Engineers. Washington, DC: Institute
of Transportation Engineers, 2016.
● Guide for pedestrian and bicyclist safety
at alternative and other intersections
and interchanges. Washington, DC:

Transportation Research Board, 2020.

Neighborhood Traffic Circle (Source: FHWA)
● Decreasing vehicle travel lanes
for pedestrians to cross,
● Providing room for a pedestrian
crossing median,

TRAFFIC CALMING
Traffic calming refers to the combination of
measures that reduce the negative effects of
motor vehicle use, alter driver behavior, and
improve conditions for nonmotorized street
users. Implementing traffic calming measures
can reduce traffic speed, reduce motor-vehicle
collisions, and improve safety for pedestrians
and bicyclists. As a result, pedestrian and
bicycling activity can also increase.

The following are safety and operational
benefits for vehicles, bicyclists, and pedestrians
that can result from implementing traffic
calming measures :

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MONTEBELLO BICYCLE MASTER PLAN
● Improving safety for bicyclists
when bicycle lanes are added,
● Providing an opportunity for on-street
parking (which also serves as a buffer
between pedestrians and vehicles),
● Reducing rear-end and side-swipe crashes,
● Improving speed limit compliance, and
● Decreasing crash severity
when crashes do occur.

Best Practice Resources for Traffic Calming
TRAFFIC CALMING GUIDE: A COMPENDIUM OF STRATEGIES
CALTRANS | 2021
The Traffic Calming Guide may be viewed for free at: https://dot.ca.gov/-/ media/dot-media/programs/safety-programs/documents/trafficcalming/final-traffic-calming-guide_v2-a11y.pdf

TRAFFIC CALMING EPRIMER

US DEPARTMENT OF TRANSPORTATION, FHWA
https://highways.dot.gov/safety/speed-management/traffic-calmingeprimer Quick-build traffic calming improvements
such as traffic circles on residential streets
help to reduce a bicyclist’s level of stress and
discourage speeding and cut-through traffic,
both as part of bike routes and boulevards and
as standalone improvements.

E-BIKES
With the rising popularity of e-bikes, cities are
beginning to incorporate this new mode into
their transportation strategies. It is important to
consider their impact on non-electric bicyclists
and the overall transportation network. For
example, e-bike riders have a higher risk of
being involved in collisions than traditional
bicycle riders due to their higher speeds
compared to non-electric bicycles; crash
severity may also be higher due to traveling at
higher speeds. During this BMP’s community
engagement events, participants indicated a
strong desire for the BMP to address e-bikes in E-bike (Source: LA Metro) the city, including unsafe riding by people under
the age of 18, who may be novice e-bike users.

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MONTEBELLO BICYCLE MASTER PLAN
Assembly Bill (AB) 1096 and California Vehicle
Code 312.5 define e-bikes as a bicycle equipped
with fully operable pedals and an electric
motor of less than 750 watts. They provide the
following classifications for policy making and
planning.
● Class 1 electric bicycle: An e-bike,
other than a Class 3 e-bike, equipped
with a motor that assists only when the
rider is pedaling and ceases to provide
assistance when the speed of the
bicycle reaches or exceeds 20 mph.
● Class 2 electric bicycle: An e-bike equipped
with a motor that may be used exclusively
to propel the bicycle and is not capable of
providing assistance when the speed of
the bicycle reaches or exceeds 20 mph.
● Class 3 electric bicycle: An e-bike equipped
with a motor that provides assistance only
when the rider is pedaling, and ceases
to provide assistance when the speed of
the bicycle reaches or exceeds 28 mph.

There are several factors to consider when
planning for e-bikes:
● Adequate infrastructure: This means
constructing bike lanes and paths that
are safe for e-bikes to use. These bike
lanes and paths should be wide enough
to accommodate the larger size of
e-bikes, clearly marked, and well lit.
● Safety of e-bike riders: This means helping
riders obtain helmets and other protective
gear, as well as making sure that roads
are well maintained and free of debris.

Additionally, cities should implement a
network of dedicated bike lanes to reduce
the risk of collisions with cars and other
motorized vehicles. Education and outreach
to all age groups should pair infrastructure
improvements. While these issues are not
unique to e-bikes, they serve to benefit
both e-bike and standard bike users.
● Cost of using e-bikes: This includes the
cost of purchasing an e-bike, as well as
maintenance and repair costs, which may
not be accessible for all users. Cities aiming
to support the use of e-bikes can potentially
address this through local, regional, or
statewide programs that offer incentives
to encourage riders to purchase and use
e-bikes. This could include subsidies, tax
credits, or other forms of financial support.

Speed Management
E-bike riders have a higher risk of being
involved in collisions than traditional bicyclists
due to their high speed. E-scooters can reach
up to 15 mph while e-bikes can go as high as
30 mph. Regulations related to the operation
and use of personal electronic vehicles (PEVs)
is primarily focused on the unit itself and the
limits to its operational speed and stopping
distance, while the operators of PEVs must
comply with local regulations concerning the
speed limit and facility on which they permitted
to ride in. In the case of low volume bicycle and
pedestrian paths and trails, the users are likely
to ride the PEVs at higher speeds due to the
lack of vehicular traffic. The mixing of this type
of traffic with nonmotorized bikes, pedestrians,
or individuals in wheelchairs may result in
collisions. Implementing e-bike speed limits on
streets and trails can help reduce the likelihood
of collisions and encourage e-bike riders to ride
at safe speeds.

Off-Street Path/Trail and
Bicycling Etiquette
As an alternative to implementing formalized
restrictions on trail users, the City of Portland’s
Share the Path Campaign emphasizes trail
etiquette. Guidelines advising to “use safe
speeds at all times” and reminding that “slower
traffic has the right of way” stress to faster

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MONTEBELLO BICYCLE MASTER PLAN
users that it is their duty to slow down and
be mindful of others. This approach allows
for more flexibility, and it accommodates the
varying traffic of the trail throughout different
seasons, times, and days. It does not restrict
fast riding entirely, but instead allows for higher
speeds when the conditions are appropriate.

E-Bike Ordinances
Some cities have begun actively planning
for e-bikes through the adoption of e-bike
ordinances to address issues and concerns in
the near-term. An example of this is the city
of Irvine, which observed a sharp increase in
e-bike collisions; 34% of bicycle collisions in 2022
involved an e-bike as compared to only 10% in
2021. Eighty percent of the accidents occurred
within 1,000 feet of a school, and close to half
involved bikes proceeding on sidewalks against
the flow of street traffic. The City adopted an
e-bike ordinance in 2023. Key components
of their updated Municipal Code include the
following:
● A rider must be 16 years of age or older
to operate a Class 3 electric bicycle.
● All people operating or riding as a
passenger upon a Class 3 electric
bicycle shall wear a properly fitted
and fastened bicycle helmet.
● E-bike riders will have to follow a speed
limit of 28 miles per hour on streets and 20
miles per hour on bike paths and trails.
● Riders are required to travel in the same
direction as vehicle traffic. This also applies
to sidewalks that are less than eight feet
wide, unless there is no accompanying
sidewalk on the opposite side of the street.
● Passengers are not permitted unless
the e-bike is designed to accommodate
both an operator and a passenger.
● E-bike operators are required to yield
the right-of-way to all pedestrians and
vehicles when entering a highway from an
alley, driveway, bike path, or sidewalk.

Best Practice Examples and Resources for E-Bikes
Guidance pertaining to e-bike planning is limited at this time. However, the FHWA recently conducted a literature review that examines relevant sources from North America, Europe, and Asia to develop a baseline understanding of e-bikes, their emerging role in the transportation sector, and how they may advance federal transportation goals.
● FHWA. Electric Bicycle (E-bike) Trends, Impacts, and Opportunities: Literature Review Summary. 2023. Available at https://www.fhwa.dot.gov/environment/ bicycle_pedestrian/resources/e-bikes/ebikes_lit_review.pdf

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BICYCLE PARKING
Bicycle parking is critical because many
people’s decision to bicycle is affected by
security concerns for their property. Ensuring
its effectiveness requires careful consideration.

If bicycle parking is not more attractive to
users than the closest signpost, it may remain
unused. Even a small installation error can
render a high-quality rack unusable. With
the growing variety of bicycle sizes, shapes,
and attachments, it is essential for good
bicycle parking to be able to accommodate
all types of bicycles effectively. During this
BMP’s community engagement events, several
participants indicated that a lack of convenient
parking at local retail destinations discouraged
them from bicycling for shopping or dining trips.

To cater to the diverse needs of bicyclists, both
short-term and long-term parking solutions
are necessary. Short-term parking addresses
immediate requirements, such as quick stops
for errands or visits to establishments, while
long-term parking provides secure options
for extended periods (e.g., transit trips or a
workday). Long-term parking can also be
attractive to users in various situations (e.g.,
caught in bad weather or owning an expensive
bike) due to it being more secure and covered.

By understanding and accommodating these
needs, Montebello can encourage more
individuals to embrace bicycling and enhance
the overall bicycling experience.

Bicycle Parking Supply
California state law leaves rules on minimum
numbers of bicycle parking spaces to local
jurisdiction discretion. Typically, cities establish
provisions for both short-term and long-term
bicycle parking facilities. Short-term parking
caters to brief visitors, while long-term secure
bike parking is primarily intended for building
tenants such as employees or residents. In
2016, the California Green Building Standards
Code introduced mandatory bicycle parking
requirements for nonresidential structures.

These regulations offer valuable guidance
for determining the recommended minimum
combination of short- and long-term secure
bicycle parking spaces in nonresidential
buildings.

The Association of Pedestrian and Bicycle
Professionals (APBP) provides sample parking
rates that may be suitable for a variety of
community contexts and sizes with varying
levels of bicycle use. The City of Montebello
can refer to these rates as a starting point to
developing minimum bicycle parking rates
for new developments to incorporate into the
municipal code, based on local needs and
relevant land uses.

Short-Term Bicycle Parking Design
According to APBP, there are generally three
categories of short-term bicycle racks:
● Racks for all applications: When
properly designed and installed,
these rack styles typically meet all
performance criteria and are appropriate
for use in nearly any application.
● High-density racks: These rack styles
do not meet all performance criteria but
may be appropriate in certain constrained
situations. High-density rack systems can
maximize the use of limited parking space,
but they don’t work for all users or bicycles.

If installing these racks, reserve additional
parking that accommodates bicycles with
both wheels on the ground for users who
are not able to lift a bicycle or operate a
two-tier rack, or for bicycles that are not
compatible with two-tier or vertical racks.
● Racks to avoid: Because of performance
concerns, APBP recommends selecting
other racks instead of these.

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APBP’s guidance includes dimensions and
descriptions of racks for all applications (such
as inverted U, post and ring, and wheelwellsecure racks), high-density racks (such as staggered wheelwell-secure, vertical, and twotier racks), and racks to avoid (such as wave, wheelwell, and bollard racks).

Note that APBP’s guidance is currently
undergoing an update to incorporate new
bicycle rack designs and compatibility with
other types of bicycles such as hand bicycles,
folding bicycles, and electric cargo bicycles.

Ultimately, the appropriate short-term (or longterm) bicycle parking type should be evaluated and selected based on the performance
measures most important to the City of
Montebello and its residents. Examples of key
performance criteria for bicycle racks which can
be used to assess types of racks are provided
below:
● Supports bicycle upright without putting
stress on wheels: The rack should provide
two points of contact with the frame—
at least 6 inches apart horizontally. Or,
if a rack cradles a bicycle’s wheel, it
must also support the frame securely
at one point or more. The rack’s high
point should be at least 32 inches.
● Accommodates a variety of bicycles and
attachments: The racks recommended
above serve nearly all common bike styles
and attachments—if installed with proper
clearances (more detail is provided in
the APBP guidance). Avoid designs and
spacing that restrict the length, height, or
width of bicycles, attachments, or wheels.
● Allows locking of frame and at least
one wheel with a U-lock: A closed loop
of the rack should allow a single U-lock to
capture one wheel and a closed section
of the bicycle frame. Rack tubes with a
cross section larger than 2 inches can
complicate the use of smaller U-locks.

Inverted U, Post and Ring, and Wheelwell-Secure Racks (Source: APBP) Staggered Wheelwell-Secure, Vertical, and Two-Tier Racks (Source: APBP)

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● Provides security and longevity
features appropriate for the intended
location: Steel and stainless steel are
common and appropriate materials for
most general-use racks. Use tamperresistant mounting hardware in vulnerable locations. The rack finish must be
appropriate to the location (more detail
is provided in the APBP guidance).
● Rack use is intuitive: First-time users should
recognize the rack as bicycle parking
and should be able to use it as intended
without the need for written instructions.

Bicycle Parking Siting and Location
Bicycle parking for short-term users should
be near their destination and easy to use.

Users generally need the bicycle rack for up to
two hours, when visiting destinations such as
businesses and institutions. Considerations for
short-term parking site planning include:
● Location: Short-term bike parking should
be visible from and close to the entrance it
serves—50 feet or less is a good benchmark.
● Security: All racks must be sturdy and
well-anchored, but location determines
the security of short-term parking
as much as any other factor.
● Quantity: APBP offers complete
recommendations for the amount and
type of parking required in various
contexts, to aid cities that currently
do not have supply requirements.

Long-term parking users generally place the
most value on security and weather protection,
and generally consist of employees, residents,
and public transit users, who may leave their
bicycles parked for several hours at a time.

Considerations for long-term parking site
planning include:
● Location: Long-term parking users
are typically willing to trade a degree
of convenience for weather protection
and increased security. Long-term
installations emphasize physical
security above public visibility.
● Security: Security is paramount for quality
long-term parking. Access to parked
bicycles can be limited individually (as
with lockers) or in groups (as with locked
bike rooms or other secure enclosures).
● Quantity: APBP offers complete
recommendations for the amount and type
of parking required in various contexts.

Best Practice Examples and Resources for Bicycle Parking ● Association of Pedestrian and Bicycle Professionals. Essentials of Bike Parking. 2015. ● Association of Pedestrian and Bicycle Professionals. Bicycle Parking Guidelines. 2010.

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BICYCLE WAYFINDING
A bicycle wayfinding system encompasses
both signing and pavement markings that are
designed to assist bicyclists in reaching their
destinations via preferred bicycle routes and
enhance the bicycling experience. Typically,
signs are installed at critical decision points
along bikeways, such as where two or more
bikeways intersect or at other strategic
locations along the bicycle routes. During
this BMP’s community engagement events,
participants indicated a desire for more bicycle
signage and wayfinding to help navigate the
city while also promoting bicycle culture and
increasing its visibility.

A coordinated, thoughtfully designed signage
system improves the coherency of a bikeway
network. It also provides a greater sense of
security and comfort for users by confirming
that riders are on the correct route and are
aware of how far they will have to travel to
reach their destination. On-street bicycle
wayfinding signs also provide visual cues to
drivers that people on bicycles may be present
and they should drive with caution.

Wayfinding Principles
There are six core principles that the City
of Montebello should keep in mind when
developing a bicycle wayfinding program
to create a clear wayfinding experience and
achieve a more navigable bicycle network.

1. CONNECT PLACES
Wayfinding signs typically only allow for
a maximum of three destinations per sign.

Destinations for inclusion on signs can be
categorized within three levels:
● Level 1: Recognizable districts
and neighborhoods, included on
signs up to 3–4 miles away.
● Level 2: Specific landmarks or
major attractions, included on
signs up to two miles away.
● Level 3: Local destinations, included
on signs up to one mile away.

2. PROMOTE ACTIVE TRAVEL
The presence of wayfinding signs should help
to communicate that walking and bicycling to
many destinations is possible and help reduce
physical barriers to using these modes for all
types of trips.

3. MAINTAIN MOTION
Bicycling and walking require physical
effort, and frequent stopping and starting to
check directions may lead to frustration and
discouragement. Consistent, clear, and visible
wayfinding elements allow people walking
and bicycling to navigate while maintaining
their state of motion. To help users maintain
motion, wayfinding information also needs to
be presented so that it can be quickly read
and easily comprehended. According to the
Examples of Bike Wayfinding (Source: NACTO)

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NACTO Urban Bikeway Design Guide, this
can be achieved through three general types
of wayfinding signs (confirmation signs, turn
signs, and decision signs) supplemented by
other navigational elements such as pavement
markings, mile markers, and map kiosks.

4. BE PREDICTABLE
Effective wayfinding systems are predictable. A
key component of predictability is strategic sign
placement that is consistent and logical.

5. SIMPLIFY INFORMATION
For a wayfinding network to be effective,
information needs to be presented clearly and
logically. It is important to provide information
in manageable amounts. Too much information
can be difficult to understand; however, too
little information can make decision-making
impossible.

6. BE ACCESSIBLE
Wayfinding signage should be accessible and
be designed to be comprehensible by a wide
range of users, including people of all ages and
ability levels. As wayfinding systems often relate
to accessible routes or pedestrian circulation,
it is important to consider technical guidance
from the ADA to implement wayfinding signs
and other elements that do not impede travel
or create unsafe situations for pedestrians,
bicyclists, and/or those with disabilities.

Best Practice Examples and Resources for Bicycle Wayfinding Many cities and regions prefer to develop their own wayfinding guidance, including branding. The NACTO Urban Bikeway Design Guide includes a section titled Bike Route Wayfinding Signage and Markings System which synthesizes key elements of bike wayfinding.

FUNDING ELIGIBILITY
Projects intended to create safe and
comfortable facilities and networks for bicycling
are generally very competitive for grant
funding. However, to be eligible for some grant
assistance and funding, especially that available
from LA Metro, the City must be brought into
compliance with Metro Complete Streets Policy

6.2, which requires compliance with the 2008
California Complete Streets Act. Additionally,
another competitive grant program, the
Highway Safety Improvement Program (HSIP),
which is administered by Caltrans, will require
agencies to have an adopted Local Road Safety
Plan (LRSP) or its equivalent to be eligible for
funding.

California Complete Streets Act
The California Complete Streets Act of 2008
requires cities and counties to include in the
circulation elements of their general plans into
the policies and programs that support the
development of a well-balanced, connected,
safe, and convenient multimodal transportation
network. This network should consist of
complete streets, which are designed and
constructed to serve all users of local streets
and highways, regardless of individuals’ age,
ability, or travel mode.

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LRSP Requirement for HSIP Funding
HSIP Cycle 11 (in 2023) and beyond will require
an LRSP or its equivalent, such as a Systemic
Safety Analysis Report or Vision Zero Action
Plan, to be adopted by any agency wishing to
apply for funding. LRSPs create a framework
for local agencies to systemically identify and
analyze safety problems and recommend
safety improvements. They are intended to
foster a collaborative process and result in a
prioritized list of proactive improvements and
actions to safety challenges.

Best Practice Examples and Resources for Funding Eligibility ● American Planning Association. Complete Streets: Best Policy and Implementation Practices. (2010). https://www.planning.org/publications/report/9026883/ ● Caltrans. Local Roadway Safety Plan (LRSP) and Systemic Safety Analysis Report Program (SSARP). https://dot.ca.gov/programs/local-assistance/fed-and-stateprograms/highway-safety-improvement-program/local-roadway-safety-plans Source: Kittelson & Associates, Inc.

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QUICK-BUILD AND

INTERIM FACILITIES
The primary goal of rapid network
implementation projects is to build out a
low-stress bikeway network using lower-cost
installation options. Facilities such as Class
IV separated bike lanes can be implemented
rapidly at low-cost with parking-protected
bikeways or with striping and bollards. The
graphic below shows how Class IV facilities
can evolve over time, starting with lowcost materials and ending with full concrete separation. This provides jurisdictions with the
rapid implementation opportunity for more
miles of bikeway while locating funding for
more permanent streetscape design elements.

Many local jurisdictions have started to develop
strategies and standards for rapid network
implementation. The City of Montebello can
build on these strategies, as well as the bikeway
design best practice standards mentioned
previously to develop a strategy for rapid
network implementation and interim design
treatments that fit the local context and needs.

EVOLUTION OF A CLASS IV SEPARATED BIKEWAY

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Best Practice Examples and Resources for
Rapid Implementation of Bikeways
● The Street Plans Collaborative & Knight Foundation, Tactical Urbanist’s Guide to Materials and Design (2016). tacticalurbanismguide.com ● FHWA, Incorporating On-Road Bicycle Networks into Road Resurfacing Projects (2016). https://www.fhwa.dot.gov/environment/ bicycle_pedestrian/ publications/resurfacing/ resurfacing_workbook.pdf
● City of Bellevue, WA Rapid Implementation Program. https://bellevuewa.gov/citygovernment/departments/transportation/planning/pedestrian-and-bicycle-planning/ pedestrian-bicycle-implementation-initiative/rapid-implementation-plan ● People for Bikes Quick Builds for Better Streets. https://prismic-io.s3.amazonaws.com/ peopleforbikes/c421f116-acfc-451c-aae7-16ed4349e33e_quick-builds-for-better-streets.pdf ● City of San Jose Better Bikeway SJ. https://nacto.org/wp-content/ uploads/2018/07/Better-Bikeway-San-Jose.pdf
● City of Oakland 2019 Three-Year Paving Plan. https://www. oaklandca.gov/projects/2019-paving-plan

OUTREACH AND EDUCATION
Outreach and education programs can
help to improve safety for all users of the
transportation system. These can take the
form of marketing, partnerships with schools
or businesses, open street events, and other
elements.

Marketing & SCAG’s Go
Human Campaign
The SCAG Go Human Community Streets Grant
Program aims to build street-level community
resiliency and increase the safety of people
most harmed by traffic injuries and fatalities,
including without limitation, Black, Indigenous,
and People of Color; people with disabilities;
and elders, particularly those walking and
bicycling. The program provides a minimum of
12 eligible applicants with up to $30,000 in grant
funding to support projects that implement
traffic safety strategies including but not
limited to messaging, education, engagement
activities, leadership development, community
assessment, or resource distribution.

In addition to hosting workshops and events,
SCAG has prepared outreach and education
materials that local cities can use. Cities can
request materials from SCAG which can be
co-branded with both SCAG and local agency
logos for distribution. Materials include physical
signs, as well as social media graphics and
flyers. Cities can also borrow the “Kit of Parts”
for temporary pop-up demonstrations. The
kit contains pop-up materials to temporarily
demonstrate potential and planned street
design treatments and safety infrastructure to
create safer and more inviting public spaces.

The street treatment includes a parklet, curb
extension (bulb-out), median refuge island,
artistic crosswalk, and separated bike lane.

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Metro Open Street Events
LA Metro currently administers the Metro Open
Streets program. The Open Streets initiatives
temporarily close streets to automobile traffic
and open them to bicyclists, pedestrians, and
other modes of nonmotorized transportation.

Open Streets is an innovative way to
encourage mode shift to sustainable modes
of transportation, reduce traffic congestion,
and achieve economic and public health
improvement.

The Metro Open Streets Grant Program has the
following goals:
● Provide opportunities for riding
transit, walking, and riding a bicycle,
possibly for the first time.
● Encourage future mode shift to more
sustainable transportation modes.
● Promote civic engagement to foster
the development of multimodal
policies and infrastructure at the
city and community level.

Cities in Los Angeles County can apply for
funding each cycle for their Open Street
events. LA Metro encourages applicants to
propose events with a strong focus on equity,
and additional application points are awarded
to events proposed in resource-challenged
communities as defined by CalEnviroScreen and
LA Metro’s Equity Focused Communities Map.

Best Practice Examples and Resources for Outreach and Education ● LA Metro Open Streets Grant Program. https://www.metro. net/about/metro-open-streets-grant-program/
● Southern California Association of Governments (SCAG). Go Human Campaign. https://scag.ca.gov/go-human
● SCAG Go Human Advertising Campaign. https://scag.ca.gov/go-human-safety-campaign ● SCAG Kit of Parts. https://scag.ca.gov/borrow-kit-parts SCAG Go Human bus stop advertisement SCAG Go Human kit of parts deployment

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SAFE ROUTES TO SCHOOLS
Many students live within walking or bicycling
distance from their school. The City should
implement a citywide education and
encouragement program to inform people
about bicycling and walking routes. This
program could be supplemented with targeted
enforcement efforts to reduce bicyclist- and
pedestrian-involved conflicts with vehicles
along key routes to local K-12 schools. Safe
Routes to School programs are opportunities
to create fun and social activities for school
children and their families while helping
to improve their health and well-being.

Best Practice Examples and Resources for Safe Routes to Schools ● Safe Routes to School Partnership. https://www.saferoutespartnership.org/ ● National Center for Safe Routes to School. https://www.saferoutesinfo.org/

FUNDING &

IMPLEMENTATION
07

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image Source: Streetsblog/Joe Linton

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Funding & Implementation
The BMP’s infrastructure and programmatic
recommendations provide strategies and
actions to assist Montebello in improving
citywide bicycling conditions. Based on
financial realities, implementation of the
proposed bicycle network and programs
will occur over time, dependent on available
funding sources. This chapter provides an
overview of potential funding sources, identifies
implementation strategies, and includes
recommended performance measures for
tracking and evaluating progress toward plan
implementation over time.

Funding Sources
To implement the BMP, the City will need to
identify additional funding sources beyond
the general fund. Most funding for the
improvements recommended in the BMP are
likely to come from federal, state, and regional
grant programs. These grant programs are
often competitive and will require the City
to compete against other municipalities for
funding. To help determine the most competitive
grants, the most common federal, state, and
regional grant funding programs have been
summarized below.

FEDERAL FUNDING SOURCES
Congestion Management
& Air Quality, FHWA
The Congestion Mitigation and Air Quality
Improvement (CMAQ) program provides flexible
funding for state and local governments’
transportation projects and programs to
meet the requirements of the Clean Air Act
and its amendments. CMAQ money supports
transportation projects that reduce mobile
source emissions in areas designated by the US
Environmental Protection Agency (EPA) to be in
non-attainment or maintenance of the national
ambient air quality standards.
https://www.fhwa.dot.gov/bipartisaninfrastructure-law/cmaq.cfm Land and Water Conservation
Fund, National Park Service
The Land and Water Conservation Fund
(LWCF) matches grants for states and local
governments to acquire and develop public
outdoor recreation areas and facilities. The
LWCF has provided more than $16.7 billion
to state and local governments to acquire
new federal recreation lands. Projects can
include open space acquisition, small city and
neighborhood park development, and trail or
greenway construction.
https://www.nps.gov/subjects/lwcf/index.htm
Rebuilding American Infrastructure
with Sustainability and
Equity Grant, United States
Department of Transportation
The Rebuilding American Infrastructure
with Sustainability and Equity (RAISE)
Discretionary Grant program provides a unique
opportunity for United States Department
of Transportation (USDOT) to invest in road,
rail, transit, and port projects that promise to
achieve national objectives. Previously known
as Better Utilizing Investments to Leverage
Development and Transportation Investment
Generating Economic Recovery Discretionary
Grants, the eligibility requirements of RAISE
allow project sponsors at the state and local
levels to obtain funding for multimodal, multijurisdictional projects that are more difficult

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to support through traditional department of
transportation programs.
https://www.transportation.gov/RAISEgrants
Infrastructure Jobs and
Investment Act, USDOT
The bipartisan Infrastructure Jobs and
Investment Act (IIJA) provides the basis
for FHWA programs and activities through
September 30, 2026. The IIJA makes a oncein-a-generation investment of $350 billion in highway programs and includes the
largest dedicated bridge investment since
the construction of the interstate highway
system. New programs under the law focus
on rehabilitating bridges in critical need of
repair, reducing carbon emissions, increasing
system resilience, removing barriers to
connecting communities, and improving
mobility and access to economic opportunity.

Many of the new programs include eligibility
for local governments, metropolitan planning
organizations (MPOs), tribes, and other public
authorities.

One program, the Safe Streets for All (SS4A)
Grant Program, has appropriated $5 billion over
the next five years, with up to $1 billion available
in fiscal year 2022. The SS4A program funds
regional, local, and tribal initiatives through
grants to prevent roadway deaths and serious
injuries.

The SS4A program provides funding for two
types of grants:
● Planning and demonstration grants:

Provides federal funds to develop, complete,
or supplement a comprehensive safety
action plan. The goal of an action plan
is to develop a holistic, well-defined
strategy to prevent roadway fatalities
and serious injuries in a locality, tribe, or
region. Planning and demonstration grants
also fund supplemental planning and/or
demonstration activities that inform the
development of a new or existing action
plan. The Department encourages including
demonstration activities in an application.
● Implementation grants: Provides federal
funds to implement projects and strategies
identified in an action plan to address
a roadway safety problem. Projects
and strategies can be infrastructure,
behavioral, and/or operational activities.

Implementation grants may also include
demonstration activities, supplemental
planning, and project-level planning,
design, and development. Applicants must
have an eligible action plan to apply.

The Department encourages including
demonstration activities in an application.

Funding is available for the following activities:
● Comprehensive safety action plans
● Planning, design, and development
activities in support of an action plan
● Projects and strategies identified
in an action plan
https://www.transportation.gov/bipartisaninfrastructure-law

STATE FUNDING SOURCES
Senate Bill 1
Senate Bill 1 (SB1), the Road Repair and
Accountability Act of 2017, is a long-term
transportation reform and funding package.

The bill includes new revenues that address a
variety of transportation projects, such as road
safety improvements, street repair, transit, and
roadway and bridge construction. SB1 provides
more than $5 billion annually to transportation
projects throughout California.
https://dot.ca.gov/programs/sb1

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HSIP, Caltrans
The HSIP is a federal-aid program to states for
the purpose of achieving a significant reduction
in fatalities and serious injuries on all public
roads. In California, Caltrans’ Division of Local
Assistance manages the local agency share
of HSIP funds. California’s local HSIP focuses
on infrastructure projects with nationally
recognized crash reduction factors. Local
HSIP projects must be identified based on
crash experience, crash potential, crash rate,
or other data-supported means. To be eligible
for HSIP grant funds, local agencies must have
an adopted LRSP or equivalent. HSIP calls for
project cycles are released biennially during
odd years, with funding adopted the following
year.
https://dot.ca.gov/programs/local-assistance/
fed-and-state-programs/highway-safetyimprovement-program Regional Early Action
Planning Grants, California
Department of Housing and
Community Development
Regional Early Action Planning Grants (REAP

2.0) built upon a former program, REAP
2019, but expanded the program focus by
integrating housing and climate goals and
allowing for broader planning and implantation
investments. REAP 2.0 funds will accelerate infill
housing development, reduce VMT, increase
housing supply at all affordability levels,
affirmatively further fair housing, and facilitate
the implementation of adopted regional and
local plans to achieve these goals. The REAP

2.0 application period is now closed and award
announcements were made for all funding
allocations throughout summer 2023.
https://www.hcd.ca.gov/grants-and-funding/
programs-active/regional-early-actionplanning-grants-of-2021 Active Transportation
Program Grants, California
Transportation Commission
California’s Active Transportation Program (ATP)
Grants through the California Transportation
Commission (CTC) consolidated multiple
existing federal and state funding sources into a
single program aimed at encouraging increased
use of active transportation in the state. The
ATP aims to encourage active transportation
by increasing the proportion of trips made by
bicycle or on foot; increasing nonmotorized user
safety; reducing GHG; enhancing public health;
and ensuring that disadvantaged communities
share fully in program benefits. ATP calls for
project cycles are released biennially during
even years, with funding adopted the following
year.
https://catc.ca.gov/programs/activetransportation-program Sustainable Transportation
Planning Grant Program, Caltrans
With the passage of SB1, the Road Repair
and Accountability Act of 2017, Caltrans
grant funding has expanded as provided
in the Sustainable Transportation Planning
Grant program. In particular, the Sustainable
Communities competitive and formula grants
are relevant as potential funding sources for
this project. The Sustainable Communities grant
program funds local and regional multimodal
projects that advance the region’s SCS goals,
contribute to GHG reduction goals, and align
with grant program objectives. Up to $1 million
is available per agency, and a 20% local match
is required.
https://dot.ca.gov/programs/transportationplanning/division-of-transportation-planning/ regional-and-community-planning/sustainabletransportation-planning-grants

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State-Local Partnership
Program, CTC
Created by the Road Repair and Accountability
Act of 2017 through SB1, the Local Partnership
Program (LPP) annually appropriates $200
million from the Road Maintenance and
Rehabilitation Account to local and regional
transportation agencies that have passed sales
tax measures, developer fees, or other imposed
transportation fees. Funds are awarded for road
maintenance and rehabilitation, sound walls,
and other transportation improvement projects.

LPP also funds local and regional agency
projects that improve aging infrastructure, road
conditions, active transportation, and health
and safety. Consistent with the intent behind
SB1, the CTC intends this program to balance
the need to direct increased revenue to the
state’s highest transportation needs and the
need to fairly distribute the economic impact of
increased funding.
https://catc.ca.gov/programs/sb1/localpartnership-program Affordable Housing and Sustainable
Communities Program, California
Strategic Growth Council
The Affordable Housing and Sustainable
Communities (AHSC) program aims to
reduce GHG emissions through projects that
implement land-use, housing, transportation,
and agricultural land preservation practices to
support infill and compact development and
that support related and coordinated public
policy objectives. The AHSC program includes
transportation focuses related to reducing air
pollution, improving conditions in disadvantaged
communities, supporting or improving public
health, improving connectivity and access
to jobs, increasing options for mobility, and
increasing transit ridership. Projects eligible
for AHSC funding must increase accessibility
to affordable housing, employment centers,
and key destinations through low-carbon
transportation that reduce VMT. These projects
may include transit-oriented development,
integrated connectivity, or rural innovation
projects. Funding for the AHSC Program is
provided from the Greenhouse Gas Reduction
Fund, an account established to receive capand-trade auction proceeds. https://sgc.ca.gov/grant-programs/ahsc/
Office of Traffic Safety Grants,
California Office of Traffic Safety
The California Office of Traffic Safety provides
grant funding to improve safety with a focus on
planning, data records, education, enforcement,
and encouragement efforts. Grants are typically
released on an annual basis, with applications
due in January.
https://www.ots.ca.gov/grants/
State Highway Operation and
Protection Program, Caltrans
State Highway Operations and Protection
Program (SHOPP) is the “fix-it-first” program
from the state highway system (SHS). SHOPP
funds repair and preservation, emergency
repairs, safety improvements, and some
highway operational improvements on the
SHS. Although SHOPP is intended for projects
on statutorily designated State-owned roads,
highways (including the interstate system), and
bridges, it can be used for associated bicycle
and pedestrian facilities. Revenues for the
SHOPP are generated by federal and State
gas taxes and are fiscally constrained by the
State Transportation Improvement Program
Fund Estimate that is produced by Caltrans and
adopted by the CTC.
https://dot.ca.gov/programs/financialprogramming/state-highway-operationprotection-program-shopp-minor-programshopp

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State Transportation
Improvement Program, CTC
The State Transportation Improvement Plan
(STIP) is a biennial, five-year plan adopted
by the CTC for future allocations of certain
state transportation funds for state highway
improvements, intercity rail, and regional
highway and transit improvements. State law
requires the CTC to update the STIP biennially,
on even-numbered years, with each new STIP
adding two new years to prior programming
commitments. CTC staff recommendations are
based on the combined programming capacity
for the Public Transportation Account and
State Highway Account as identified in the fund
estimate adopted by the CTC. To be included
in the STIP that is adopted by the CTC, projects
must first be nominated by the MPO in its
Regional Transportation Improvement Program,
or by Caltrans in its Interregional Transportation
Improvement Program.
https://catc.ca.gov/programs/statetransportation-improvement-program Recreational Trails Program,
California Department of
Parks and Recreation
The Recreational Trails Program (RTP) annually
provides federal funds for recreational trails and
trail-related projects. The RTP is administered
at the federal level by the FHWA and at the
state level by the California Department of
Parks and Recreation and Caltrans ATP. Eligible
nonmotorized projects include acquisition of
easements and fee simple title to property
for recreational trails and recreational trail
corridors; and development or rehabilitation of
trails, trailside, and trailhead facilities.
https://www.parks.ca.gov/?page_id=24324
Transformative Climate
Communities Program, California
Strategic Growth Council
Established by Assembly Bill 2722, the
Transformative Climate Communities
Program (TCC) program funds development
and implementation of neighborhood-level
transformative climate community plans
that include multiple coordinated GHG
emissions reduction projects that provide
local economic, environmental, and health
benefits to disadvantaged communities. The
TCC program helps realize the State’s vision
of vibrant communities and landscapes and
demonstrates how meaningful community
engagement coupled with strategic investments
in transportation, housing, food, energy, natural
resources, and waste can reduce GHG emissions
and pollution, advance social and health
equity, and enhance economic opportunity and
community resilience. The TCC program funds
both implementation and planning grants. While
the program can fund a variety of projects,
transportation-related projects can include
developing active transportation and public
transit projects; supporting transit ridership
programs and transit passes for low-income
riders; expanding first/last mile connections;
building safe and accessible bicycling and
walking routes; and encouraging education and
planning activities to promote increased use of
active transportation modes.
https://sgc.ca.gov/grant-programs/tcc/
Environmental Enhancement and
Mitigation Grant Program, California
Natural Resources Agency
The Environmental Enhancement and Mitigation
Grant (EEM) program authorizes the California
State Legislature to allocate up to $7 million
each fiscal year from the highway users tax
account. EEM projects must contribute to
mitigation of the environmental effects of

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MONTEBELLO BICYCLE MASTER PLAN
transportation facilities. The EEM program does
not generally fund commute-related trails or
similar bicycle and pedestrian infrastructure.

However, EEM does fund recreational
and nature trails as part of storm water
management or green infrastructure projects.
https://resources.ca.gov/grants/environmentalenhancement-and-mitigation-eem Urban Greening Grant Program,
California Natural Resources Agency
Part of the California State Senate Bill 859,
the Urban Greening program is funded by
the GGRF to support the development of
green infrastructure projects that reduce
GHG emissions and other benefits. To
maximize economic, environmental, and
public benefits, priority is given to projects
in disadvantaged communities. The Urban
Greening program funds projects that reduce
GHGs by sequestering carbon, decreasing
energy consumption, and reducing VMT
while transforming the built environment into
places that are more sustainable, enjoyable,
and effective at creating healthy and vibrant
communities. These projects will establish
and enhance parks and open space by using
natural solutions to improve air and water
quality, reduce energy consumption, and create
more walkable and bikeable trails.
https://resources.ca.gov/grants/urban-greening
Environmental Justice Small
Grants Program, California EPA
Environmental Justice (EJ) Small Grants provide
funding to help eligible nonprofit community
organizations and federally recognized Tribal
governments address environmental justice
issues in areas disproportionately affected
by environmental pollution and hazards. EJ
Small Grants are awarded on a competitive
basis with a maximum amount of $50,000 per
grant. EJ Small Grants can be used for a variety
of environmental purposes and to augment
community engagement, health, trainings, and
programmatic opportunities in underserved
communities.
https://calepa.ca.gov/envjustice/funding/

REGIONAL AND COUNTY

FUNDING SOURCES
Transportation Development
Act, Article 3
Transportation Development Act (TDA), Article
3 funds are used by cities within Los Angeles
County for the planning and construction of
bicycle and pedestrian facilities. By ordinance,
LA Metro is responsible for administering the
program and establishing its policies.

TDA, Article 3 funds are allocated annually on
a per capita basis to both cities and the County
of Los Angeles. Local agencies may either draw
down funds or place them on reserve. Agencies
must submit a claim form to Metro by the end
of the fiscal year in which they are allocated.
https://www.metro.net/about/fundingresources/
SCAG Sustainable
Communities Program
The SCAG Sustainable Communities Program
(formerly known as Compass Blueprint
Grant Program) serves as a resource for
local municipalities looking to enhance
nonmotorized transportation infrastructure
under the principles of mobility, livability,
prosperity, and sustainability in ways that
enable implementation of the regional SCS. To
date, SCAG has allocated over $12.9 billion for
nonmotorized transportation. SCAG grants are
available in three categories, including active
transportation.
https://scag.ca.gov/sustainable-communitiesprogram

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MONTEBELLO BICYCLE MASTER PLAN
Los Angeles Metro Open
Streets Grant Funding
The Open Streets Grant Funding is open to
local jurisdictions within Los Angeles County
to support Open Streets and Slow Streets
events, which temporarily close streets to
automobile traffic and open them to bicyclists,
pedestrians, and other modes of nonmotorized
transportation. Open Streets Events are usually
larger and last longer throughout the day than
Slow Streets. Slow Streets are on an event basis
and are multiple days of events. The goals of
the Open Streets Grant Program are to:
● Provide opportunities for riding
transit, walking, and riding a bicycle,
possibly for the first time.
● Encourage future mode shift to more
sustainable transportation modes.
● Promote civic engagement to foster
the development of multimodal
policies and infrastructure at the
city and community level.

In the most recent Open Streets Grant funding
cycle (Cycle 4), over $5 million was awarded to
new Open and Slow Streets events scheduled
through December 2023.
https://www.metro.net/about/metro-openstreets-grant-program/ LA Metro Local Return Program
The Proposition A, Proposition C, and Measure
R and Measure M Local Return programs are
four one-half cent sales tax measures to finance
transit development countywide. A portion of
these funds are earmarked for the Local Return
Programs to be used by cities and the County
of Los Angeles in developing and/or improving
local transportation infrastructure.
https://www.metro.net/about/local_return_
pgm/
Source: Kittelson & Associates, Inc.

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MONTEBELLO BICYCLE MASTER PLAN
Implementation Timeframes
The implementation information presented in Table 7 was used to develop short-, medium-, and long-term implementation timeframes for the BMP’s proposed infrastructure projects.

TABLE 7: IMPLEMENTATION FACTORS
Project Priority project
Modifications
to vehicle
throughput
Modifications
to vehicle
parking
Interjurisdictional
coordination
Poplar Avenue/Bluff
Road bike boulevard
Mines Avenue/Beach
Street/Vail Avenue/
Flotilla Street loop
Vail Avenue (Mines
Avenue to Beach
Street) and Mines
Avenue and Beach
Street (Maple Avenue
to Vail Avenue)
At Rio Hondo Bike
Path connection
Maple Avenue bike
boulevard
Lincoln Avenue
bike lanes and bike
boulevard
18th Street to
Montebello Boulevard
At Rio Hondo Bike
Path connection
Olympic Boulevard/
Roosevelt Avenue
bike lanes and bike
route
West of Montebello
Boulevard
Beverly Boulevard
bike lanes
Potentially Potentially
Whittier Boulevard
bike lanes, route, and
path
West of Montebello
Boulevard
At Rio Hondo Bike
Path connection
Avenida De La
Merced Bike Lanes
Gap Closure
Montebello
Boulevard/
Greenwood Avenue
Bike Lanes
Partially (Mines
Avenue to Elm Street)
Partially (Avenida De
La Merced to Whittier
Boulevard)
Rea Drive bike lanes
Wilcox Avenue bike
lanes
Partially (north of
Beverly Boulevard)
Montebello Boulevard
(south) bike
boulevard
Madison Avenue bike
boulevard

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MONTEBELLO BICYCLE MASTER PLAN
Project Priority project
Modifications
to vehicle
throughput
Modifications
to vehicle
parking
Interjurisdictional
coordination
Washington
Boulevard bike lanes
Potentially Potentially LA Metro (L Line
Station and right-ofway planning)
Findlay Avenue bike
boulevard
Garfield Avenue/Via
Altamira bike path,
lanes, and route
Partially (Via Campo
to Via San Clemente)
Hay Street/
Westmoreland Drive/
Vail Avenue bike
route and lane
Vail Avenue North of
Westmoreland Drive
Paramount Boulevard
bike lanes
Asymmetrical road
diet
At Caltrans freeway
ramps
Arroyo Drive/Potrero
Grande Drive bike
lanes
City of Monterey Park
and County of Los
Angeles
Date Street bike route
Elm Street bike
route
The recommended bicycle facilities can
generally be implemented within the existing
curb-to-curb right-of-way except for the project
components that connect directly to the Rio
Hondo River Trail, which will also require interjurisdictional coordination.

NEAR-TERM (5 YEAR)

IMPLEMENTATION
To implement projects rapidly, the City’s nearterm investments should focus on those projects that have been designated as priority projects
that balance connectivity, bicyclist comfort and
safety, multimodal operations, and feasibility.

However, near-term implementation should
also be focused on the priority projects that do
not require modifications to vehicle throughput
and/or parking, thus less likely to require
additional studies and outreach. Near-term
implementation projects should also be focused
on projects that do not require coordination
with other agencies.

The near-term implementation plan consists of
the following priority projects listed below. Note,
where necessary, this list includes portions of
projects that can be implemented in the nearterm, even if the project as a whole cannot. ● Poplar Avenue/Bluff Road bike boulevard
● Maple Avenue bike boulevard
● Avenida De La Merced bike
lanes gap closure
● Montebello Boulevard/ Greenwood Avenue
bike lanes (conversion of existing bike lanes
and buffered bike lanes north of Avenida
De La Merced to separated bike lanes)
● Rea Drive bike lanes
● Wilcox Avenue Bike Lanes (bike lanes
south of Beverly Boulevard)

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MONTEBELLO BICYCLE MASTER PLAN
While the implementation of bike lanes along
Washington Boulevard requires coordination
with LA Metro as part of the L Line planning
and design, it is recommended that the City of
Montebello include this project as part of its
near-term implementation program. As the L
Line extension is expected to be operational
by 2035, the City should work with LA Metro at
this time to incorporate bicycle facilities into the
designs for Washington Boulevard.

MID-TERM (5-10 YEAR)

IMPLEMENTATION
Mid-term implementation projects should focus
on two tiers of projects:
● Tier 1: Priority projects that may require
additional technical studies, designs, and
community and stakeholder outreach due
to modifications to vehicle throughput and/
or on-street parking supply, and/or may
require coordination with other agencies.
● Tier 2: Projects that have not been
designated as priority projects, but do
not require modifications to vehicle
throughput and/or parking, thus less
likely to require additional studies and
outreach. These projects also do not
require coordination with other agencies.

Tier 1 mid-term implementation projects are as
follows:
● Mines Avenue/Beach Street/Vail
Avenue/ Flotilla Street loop
● Lincoln Avenue Bike Lanes
and bike boulevard
● Olympic Boulevard/ Roosevelt
Avenue bike lanes and bike route
● Beverly Boulevard bike lanes
● Whittier Boulevard bike
lanes, route, and path
● Montebello Boulevard/Greenwood
Avenue bike lanes (bike lanes, buffered
bike lanes, and separated bike lanes
south of Avenida De La Merced)
● Wilcox Avenue bike lanes (buffered bike
lanes north of Beverly Boulevard)
Tier 2 mid-term implementation projects are as
follows:
● Montebello Boulevard (South) bike boulevard
● Madison Avenue bike boulevard
● Findlay Avenue bike boulevard
● Hay Street/Westmoreland Drive/
Vail Avenue bike route and lane (bike
route west of Wilcox Avenue)
● Date Street bike route
● Elm Street bike route
LONG-TERM (10+ YEAR

IMPLEMENTATION)
Long-term implementation should focus on
projects that are not part of the priority bikeway
network, require modifications to vehicle
throughput and/or on-street parking, and/or
will require coordination with other agencies.
● Garfield Avenue/Via Altamira bike path,
lanes, and route (as part of the City’s master
plan for Montebello Golf Course site)
● Hay Street/Westmoreland Drive/Vail
Avenue bike route and lane (bike route and
buffered bike lanes east of Wilcox Avenue)
● Paramount Boulevard bike lanes
● Arroyo Drive/Potrero Grande
Drive bike lanes

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MONTEBELLO BICYCLE MASTER PLAN

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MONTEBELLO BICYCLE MASTER PLAN
Performance Measures
The performance measures presented in Table 8 will be used to evaluate progress toward plan implementation over time. All performance measures are tied back to the plan’s vision and goals..

For more information on performance measures, including additional potential measures, data collection techniques, and tracking methodology as well as examples of agencies using these measures, please see the FHWA’s Guidebook for Developing Pedestrian & Bicycle Performance Measures (2016), available at: https://www.fhwa.dot.gov/environment/bicycle_pedestrian/ publications/performance_measures_guidebook/pm_guidebook.pdf.

TABLE 8: MONTEBELLO BMP PERFORMANCE MEASURES
Goal Performance measure Measurement
Accessibility Bicycle network completion Miles of off-street bike paths installed.

Miles of bike lanes installed.

Miles of buffered bike lanes installed.

Miles of bike routes installed.

Miles of bike boulevards installed.

Miles of separated bike lanes installed.

Bicycle-supportive amenities Number of bicycle racks installed in the city (including both public and private property).

Number of bicycle-oriented wayfinding signs
installed.

Transportation-disadvantaged
population served
Percent of disadvantaged population (based on
census tracts) within 1/2 of an on- or off-street
bicycle facility.

Amount of people that can bicycle to
transit
Percent of population within a 2-mile bicycling
distance to a transit stop.

Implementation Dollars of grant funding received for bicycling planning, design, construction, and/or programs.

Safety Number of fatal or serious injury
crashes involving a bicyclist
Number of fatal or serious injuries of people
bicycling over five-year period.

Number of bicycle-related citations Number of common traffic violations that affect bicyclist, including failure to yield to pedestrians
or bicyclists, speeding, turning, driving under the
influence, driving distracted, running a red light/
sign, and passing a bicyclist too slowly.

Traffic calming Number of traffic calming treatments installed (either as part of a bicycle project or standalone
traffic calming treatment).

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MONTEBELLO BICYCLE MASTER PLAN
Goal Performance measure Measurement
Encouragement Number of people bicycling Bicycle commute mode share (ACS five-year estimates).

Bicycle volumes at key locations in the city.

User perceptions On-site or city-wide user surveys that assess user comfort and perception on bike network.

Number of outreach events held Number of outreach and encouragement events held.

Social media engagement Number of bicycle- and safety-related social media posts published.

APPENDIX

GLOSSARY

OF TERMS
A

APPENDIX

EXISTING AND

BASELINE

CONDITIONS
REPORT
B

APPENDIX

COMMUNITY

ENGAGEMENT PLAN

AND MATERIALS
C

APPENDIX

COMMUNITY AND

STAKEHOLDER

ENGAGEMENT
PHASE 1 SUMMARY
MEMO
D

APPENDIX

PROJECT VISION, GOALS, AND ACTIONS MEMO
E

APPENDIX

BICYCLE-ORIENTED

WAYFINDING,

PARKING, AND

E-BIKES MEMO
F

APPENDIX

RECOMMENDED

BIKEWAYS, PROGRAMS AND

POLICIES MEMOS
G

APPENDIX

INDIVIDUAL

RECOMMENDED

BIKEWAY MAPS
H

APPENDIX

PROJECT

PRIORITIZATION

METHODOLOGY

AND RESULTS
I

APPENDIX

PRIORITY PROJECT

USER, VMT REDUCTION, AND

GHG REDUCTION

ESTIMATES
J

APPENDIX
EXAMPLE CROSSSECTIONS AND

CONCEPTS
K

APPENDIX

GLOSSARY

OF TERMS
A

KEY TERMS AND ACRONYMS
Active transportation: Active transportation includes non-motorized transportation options such as walking, biking, and rolling. Active transportation is also strongly linked to transit networks. Active transportation options provide affordable and convenient travel options that promote health, economic development, environmental, and safety benefits.

Amenities: Amenities support walking, bicycling, and other modes by improving the pedestrian and bicycling environment. Supporting amenities along walking and bicycling paths of travel can include bike parking, wayfinding signage, benches, shade structures, trash receptacles, and planters/landscaping.

Americans with Disabilities Act (ADA): The ADA is a federal civil rights law to protect people from disabilities from discrimination. As it relates to transportation, the ADA guarantees people with disabilities equal access to public transportation and requires transportation facilities to be accessible and useable by persons with disabilities.

Bend-in/bend-out: A bend-in bends the bike lane toward the motor vehicle lane and away from the sidewalk at an intersection approach, enhancing the visibility of bicycles. Conversely, a bend-out bends the bicycle lane away from motor vehicle lanes and toward the sidewalk at an intersection approach.

Bicycle: A bicycle is a two-wheeled vehicle having a rear drive wheel solely human-powered. In addition to being two wheels tandem, a bicycle includes handlebars for steering, a saddle seat, and pedals by which it is propelled.

Bicycle facilities: A general term denoting improvements and provisions made by public agencies to accommodate or encourage bicycling, including parking and storage facilities, and shared roadways not specifically designated for bicycle use.

Bicycle level of stress: Bicycle level of stress, also known as LTS, is an analysis conducted to measure the perceived stress that a bicyclist experiences when biking on a given facility.

Bike lanes and buffered bike lanes: Also known as a Class 2 bicycle facility, a bike lane is a striped and stenciled lane for one-way bicycle travel on a street or highway. This facility could include a buffered space between the bike lane and vehicle lane (referred to as a buffered bike lane) and the bike lane could be adjacent to on-street parking.

Bike box: A bike box is a dedicated area at the head of a traffic lane at a signalized intersection that provides bicyclists with a safe and visible way to get ahead of queuing traffic during the red signal phase.

Bike route: Also known as a Class 3 bicycle facility, a bike route is a signed route along a street where the bicyclist shares the right-of-way with motor vehicles. This facility can also be augmented using shared-lane markings (also known as sharrows). An enhanced bike route, known as a bike boulevard, can include traffic calming treatments to slow down vehicles.

Bike path: Also known as a Class 1 bicycle facility, shared path, or multiuse path, a bike path is a paved right-of-way for bicycle travel that is completely separate from any street or highway (e.g., along a creek or channel).

Bike signal: A bike signal is an electrically-powered traffic control device used in combination with an existing conventional traffic signal or hybrid beacon. These provide a dedicated signal phase for bicyclists to cross the intersection and separates bicycle movements from conflicting motor vehicle movements.

Bikeway: A generic term for any road, street, or path that is designated for bicycle travel, regardless of the type of bicycle facility.

Bulbout/curb extension: A bulb out or curb extension is an extension of the sidewalk at a crosswalk into the roadway, typically equivalent to the parking lane adjacent to the sidewalk.

This shortens the roadway crossing distance for pedestrians. These improvements reduce pedestrians’ exposure to vehicle traffic and increasing visibility of both the pedestrian and approaching vehicles.

Collision Severity: The severity of collisions is classified based on the highest level of injury sustained. The analysis includes the following severity levels, listed in descending order:
• Fatal: This category refers to collisions where individuals involved in the incident sustained injuries that resulted in death.
• Severe Injury: This category includes collisions where individuals suffered significant injuries such as broken bones, severe lacerations, or injuries beyond what are classified as "visible injuries" according to the reporting officer's assessment. • Moderate Injury (Visible Injury): This category encompasses collisions where individuals sustained injuries that are evident to observers at the collision scene, such as bruises or minor lacerations. These injuries are considered less severe than those in the severe injury category.

• Minor Injury (Complaint of Pain): This category pertains to collisions where individuals report experiencing pain or discomfort, even though there may not be any visible injuries. These injuries are categorized as complaints of pain and do not involve severe physical trauma or visible injuries.

Complete streets: Complete street networks are designed considering the full range of user abilities and modes. Complete streets may include sidewalks, bike lanes, transit lanes, frequent pedestrian crossings, median islands, curb extensions, and other transportation facilities. In addition, complete streets are context-sensitive, reflecting the land use and travel needs of users and vehicles at a particular location. While complete streets-sensitive design does not mean that every roadway in the city will have the full suite of multimodal improvements, a city’s complete streets network network should strive to provide safe and convenient access to key destinations for all modes and users of all ages and abilities in a manner that reduces intermodal conflicts.

Connectivity: This term refers to the extent to which urban forms permit or restrict movement of people or vehicles in different directions.

Electric bicycle (e-bike): Electric bicycles or “e-bikes” are bicycles with electric motors that provide assistance in generating momentum through pedaling or via a hand throttle.

End-of-trip facilities: End-of-trip facilities support convenient bicycle trips and can include bike parking, bike lockers, showers, and personal lockers.

Leading pedestrian interval (LPI)/leading bicycle interval (LBI): Signal timing that provides the walk signal several seconds before vehicles are given a green signal. This provides pedestrians and/or bicyclists with an advanced start so that they are more visible crossing the intersection.

Micromobility: Micromobility devices include any small, low-speed, human- or electricpowered transportation device, including bicycles, scooters, electric-assist bicycles, electric scooters (e-scooters), and other small, lightweight, wheeled conveyances Pedestrian hybrid beacon (PHB): A traffic beacon used to stop road traffic and allow pedestrians to cross safely. The beacon flashes yellow, then steady yellow, then a steady red, then flashes red to make drivers aware to stop. A PHB provides protected pedestrian crossings, stopping road traffic only when a pedestrian is present to cross.

Protected intersection: In a protected intersection design, bicyclists do not have to merge with car traffic at any point. The bicycle lane is extended around the intersection, protected at each corner by a corner island. Bicyclists who want to cross the street pull up past the crosswalk into

a bike queue area that, combined with signal phasing, gives them a head start when the light turns green.

Rectangular rapid flashing beacon (RRFB): A beacon attached to the standard pedestrian crossing sign and activated by pedestrians.

Right-of-way: Public right-of-way is any street, avenue, boulevard, highway, sidewalk or alley or similar place which is owned or controlled by a governmental entity.

Road diet: A road diet reduces the amount of space for motor vehicles through eliminating vehicle lanes. The reclaimed space from a road diet is then re-allocated for other uses, such as more sidewalk space or bike lanes.

Safe Routes to School (SRTS/SR2S): This is an approach that promotes walking and bicycling to school through infrastructure improvements, enforcement, tools, safety education, and incentives to encourage walking and bicycling to school. SRTS programs can be implemented by a department of transportation, metropolitan planning organization, local government, school district, or even a school.

Safe Routes to Transit (SR2T): Safe Routes to Transit is an approach that promotes bicycling and walking to transit stations by planning and funding projects that make non-motorized feeder trips easier, faster, and safer. Improving the safety and convenience of bicycling and walking to regional transit provides commuters the opportunity to leave their cars at home.

Safe System Approach: A safe system approach to transportation planning focuses on shared responsibility, recognizing that humans are vulnerable and make mistakes, but those mistakes should never result in deaths or serious injury. Creating safe systems incorporates the following principles to proactively prioritize vulnerable users and aims to prevent crashes before they happen: death and serious injuries are unacceptable, humans make mistakes, humans are vulnerable, responsibility is shared, safety is proactive, and redundancy is crucial.

Separated bike lanes: Also known as a Class 4 bicycle facility, a cycle track, or a protected bike lane, this is a bikeway for the exclusive use of bicycles including a separation between the bikeway and the through vehicular traffic. The separation may include, but is not limited to, grade separation, flexible posts, inflexible physical barriers, or on-street parking. A separated bike lane can be one-way or two-way.

Shared mobility: Shared mobility is the shared use of a vehicle, bicycle, scooter, or other travel mode, allowing users to gain short-term access to transportation modes on an as-needed basis.

Sharrows: A shared-lane marking, also known as a sharrow, is a marking consisting of a bicycle symbol placed in the roadway lane that indicates that motorists should expect to see and share the lane with bicycles. Unlike bicycle lanes, they do not designate a particular part of the roadway for the exclusive use of bicycles.

Speed management: Speed management is an approach that focuses on achieving safe mobility by setting appropriate speed limits, reducing speeding, and reducing and/or mitigating the impact of speeding-related crashes.

Sidewalk: The portion of a street or highway right of-way designed for preferential or exclusive use by pedestrians. Generally, a sidewalk is paved path along the side of a road. A sidewalk is normally separated from the vehicular traffic by a curb.

Through bike lane/intersection crossing markings: Intersection crossing markings indicate where a bicyclist will be travelling through an intersection to clearly mark the intended use, enhance cyclist comfort, increase motorist yielding behavior, and highlight conflict zones. They are generally made up of green “skip striping” paint, green bike lane paint, and/or bicycle lane markings. A through bike lane, or pocket bike lane, provides a path of travel for bicycles approaching the intersection between the vehicle lane for going straight or turning left and the right turn lane.

Traffic calming: Traffic calming measures consist of physical design, including narrowed roads and speed humps, put in place on roads for the intention of slowing down or reducing motorvehicle traffic and to improve safety for pedestrians and cyclists.

Transportation demand management (TDM): Transportation demand management is a set of strategies aimed at maximizing traveler choices. The goal of TDM is to provide travelers, regardless of whether they drive alone, with travel choices, such as work location, route, time of travel and mode.

Two-stage left-turn queue box: Two-stage bicycle turn boxes offer bicyclists a dedicated space to make left turns at multi-lane signalized intersections from a right side cycle track or bike lane or right turns from a left side cycle track or bike lane.

Wayfinding: Directional guidance for road users including bicyclists and pedestrians, including signs, maps, and kiosks.

APPENDIX

EXISTING AND

BASELINE

CONDITIONS
REPORT
B

Kittelson & Associates, Inc.

Technical Report
Kittelson & Associates, Inc. (Kittelson) is helping the City of Montebello (City) prepare their Citywide Bicycle Master Plan (BMP). To facilitate the BMP’s development, a review of the existing conditions and relevant local and regional plans was conducted. This report serves to document the existing and planned bikeways in and around Montebello as well as noting key opportunities (or constraints) for bicycle accessibility. The contents of this report will provide guidance for shaping the vision and objectives of the BMP. It will serve as a fundamental point of reference for future BMP initiatives, ensuring a consistent and coordinated approach to bicycle facilities across the City and potentially other jurisdictions.

This report is organized into the following sections:
◼ Relevant Documents
◼ Existing Bicycle Conditions
◼ Opportunities and Constraints
◼ Planned Improvements
Information in the “Opportunities and Constraints” section is based on ideas and recommendations identified in recent local and regional plans and documents. Information in the “Planned Improvements” section is based on projects that have been identified for implementation in recent plans and studies.

RELEVANT DOCUMENTS
To provide insight into the current state of bicycle infrastructure in and around the City, the following local and regional plans and policy documents were reviewed and referenced throughout the report:
◼ Montebello Bike Lane Feasibility Study Report (2013)
◼ Montebello Hills Specific Plan (2015)
◼ Gateway Cities Council of Governments (GCCOG) Strategic Transportation Plan (STP) (2016) ◼ Los Angeles Metro Active Transportation Strategic Plan (2016) ◼ San Gabriel Valley Council of Governments (SGVCOG) Regional Active Transportation Plan (ATP) and Greenway Network Study (2019)
◼ Montebello Parks Master Plan (2021)
◼ Montebello Safe Travel Plan (2022)
◼ Draft Montebello General Plan (2023)
◼ Draft Montebello Downtown Specific Plan (2023)
◼ Los Angeles Metro Eastside Corridor Phase 2 (Ongoing) ◼ Montebello First Mile/Last Mile (FMLM) Master Plan (Ongoing) ◼ Montebello Capital Improvement Program
In addition, the Southern California Association of Governments (SCAG) shapefile of existing and planned bikeways in the region (dated January 2022, and regularly updated based on local agency feedback) was referenced for existing and planned bikeways outside the City limits. 750 The City Drive, Suite 410
Orange, CA 92868
P 714.468.1997
January 26, 2024 Project# 24761
To: Monica Mercado-Rodriguez – City of Montebello
From: Michael Sahimi and Sam Liu – Kittelson & Associates, Inc.

RE: Montebello Bicycle Master Plan – Existing and Baseline Conditions

January 26, 2024 Page 2
Montebello Bicycle Master Plan – Existing and Baseline Conditions Existing Bicycling Conditions Kittelson & Associates, Inc.

EXISTING BICYCLING CONDITIONS
This section provides an overview of the existing bicycle network and other relevant conditions in and around the City of Montebello, California. The information presented in this section will serve as a foundation for identifying areas of improvement and setting goals for the future of bicycling in the city.

Existing Bike Facilities
Bikeways are generally categorized into four types, as described and depicted in illustrations below. ◼ Class I Bikeway (Bike Path): Also known as a shared path or multi-use path, a bike path is a paved right-of-way for bicycle travel that is completely separate from any street or highway (e.g., along a creek or channel).
◼ Class II Bikeway (Bike Lane): A striped and stenciled lane for one-way bicycle travel on a street or highway. This facility could include a buffered space between the bike lane and vehicle lane (referred to as a buffered bike lane) and the bike lane could be adjacent to on-street parking. ◼ Class III Bikeway (Bike Route): A signed route along a street where the bicyclist shares the right-of-way with motor vehicles. This facility can also be augmented using shared-lane markings (also known as sharrows). An enhanced bike route, known as a bicycle boulevard, can include traffic calming treatments to slow down vehicles.

January 26, 2024 Page 3
Montebello Bicycle Master Plan – Existing and Baseline Conditions Existing Bicycling Conditions Kittelson & Associates, Inc.
◼ Class IV Bikeway (Separated Bike Lane): Also known as a cycle track or a protected bike lane, this is a bikeway for the exclusive use of bicycles including a separation between the bikeway and the through vehicular traffic. The separation may include, but is not limited to, grade separation, flexible posts, inflexible physical barriers, or on-street parking. A cycle track can be one-way or two-way.

Biking facilities in Montebello are limited, with bike lanes and buffered bike lanes only available on certain sections of Avenida De La Merced and Montebello Boulevard. Bike lanes are also partially provided within the Montebello/Commerce Metrolink Station, but they do not connect to Flotilla Street. The Rio Honda Bike Path, which runs along the Rio Honda Channel and Whittier Narrows Reservoir, is located on the east side of the City and lacks local bikeways that directly connect major roadways and key destination to the trail.

Similarly, there are no established bicycle connections to other regional bike facilities in neighboring cities.

Short-term bike parking options, such as bike racks, can be found at various key destinations within the city including the following City facilities:
◼ City Hall
◼ Cathy Hensel Youth Center
◼ George Hensel Aquatic Center
◼ Holifield Community Center
Downtown Montebello, which consists of two main roadways (Montebello Boulevard and Whittier Boulevard), is not served by dedicated bicycle facilities although bike racks are provided along the sidewalk on Whittier Boulevard.

Long-term parking, like bike lockers, is available near the Atlantic Metro Gold Line Station located just outside Montebello's city limits.

Existing bikeways in and around Montebello are shown in Error! Reference source not found., including those just outside and connecting to the City limits. The information in this map is based on the SCAG shapefile of existing and planned bikeways in the region (dated January 2022, and regularly updated based on local agency feedback) and a Google Earth review. As shown in the figure, bikeways are also limited in the areas surrounding the city.

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Figure 1: Existing Bikeways

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Bicyclist Safety and Comfort
Bicyclist Safety
According to the Montebello Safe Travel Plan analysis of 2015-2019 crashes that occurred on City roads, there were a total of 119 bicycle-involved crashes. These crashes occurred frequently along major arterials such as Beverly Boulevard, Whittier Boulevard, and Montebello Boulevard/Greenwood Avenue. Bicycleinvolved crashes were three times more likely to result in a fatality or severe injury compared to vehicle-only crashes. Additionally, there was a concentration of crashes around Montebello City Park, which includes a paved walkway throughout the park. Locations of bicyclist- and pedestrian--involved crashes in the city are shown in Figure 2.

The most common crash type recorded for bicycle crashes was broadside crashes, followed by vehicle/pedestrian crashes. For the vehicle/pedestrian crash type, the Statewide Integrated Traffic Records System (SWITRS) classifies bicyclists as pedestrians based on the responding officer report; therefore, there may be a lack of clarity on the specific vehicular movements that precede a bicycle crash that is categorized as a vehicle/pedestrian crash.

The three most common primary crash factors reported for bicycle crashes were traveling on the wrong side of the road, automobile right of way violation, and traffic signals and signs violation.

The most common age group reported in these crashes was ages 18 and under (27%). Compared to drivers, bicyclists aged 18 to 24 years old were overrepresented in the data compared to their share of the total population.

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Figure 2: Bicyclist- and Pedestrian-Involved Crashes (2015-2019)

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Existing Bicyclist Comfort
The Bicyclist Level of Traffic Stress (LTS) methodology, as developed by the Mineta Transportation Institute (MTI), is used to help define where bicyclists may feel uncomfortable biking due to roadway characteristics such as the following:
◼ Number of vehicle travel lanes
◼ Bike lane width (if available)
◼ Presence of on-street parking
◼ Speed limit
The LTS methodology classifies roadway facilities as one of four levels of traffic stress with LTS 1 indicating a comfort level that most children would tolerate and LTS 4 indicating a level tolerated only by “strong and fearless” bicyclists.

Kittelson’s LTS Lite tool, which applies the LTS methodology based on available roadway characteristic data, was used to estimate LTS along roads in the City as shown in the following figure. Note, green signifies LTS 1, yellow signifies LTS 2, orange signifies LTS 3, and red signifies LTS 4. As shown in the figure, a substantial portion of the city consists of lower-stress LTS 1 and LTS 2 roads; these are mainly low-speed residential and collector streets. However, the majority of arterial roadways in the city are high-stress LTS 3 and LTS 4 roadways. These high-stress roads divide the city into low-stress “islands” and serve as barriers to low-stress connectivity across the city.

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Figure 3: Montebello Bicyclist Level of Traffic Stress

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Truck Routes and Goods Movement
Goods movement facilities play a part in bicyclist comfort. For example, rail crossings can serve as a barrier if appropriate pedestrian and bicyclist crossing facilities are not provided. In addition, truck traffic along City roads can result in stressful conditions for on-street bicyclists, especially if the type of bicycle facility does not provide sufficient horizontal and/or physical separation for bikes.

Local goods movement facilities are shown in Figure 4. The City has designated a local truck route network, which facilitates goods movement between Montebello’s industrial uses and the national goods movement network. National goods movement facilities in the city include the BNSF Railway and Union Pacific Railroad running parallel to Olympic Boulevard and to Sycamore Street. In addition, the Surface Transportation Assistance Act (STAA) defines a national network of highway facilities as truck routes which accommodate large trucks. I-5 and SR-60 are both STAA-designated truck routes and run adjacent to the City limits.

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Figure 4: Existing Goods Movement

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Existing Bicyclist Mode Share, Characteristics, and
Activity Levels
Mode Share
According to the SGVCOG Regional ATP and Greenway Network Study, based on the city's population in 2016, an estimated 310,000 annual bicycle trips and 3,241,000 walking trips were made for work or school purposes in Montebello. Although a small percentage of Montebello residents walked or rode bicycles for their commutes (based on Census data at that time), this data likely underestimated the actual levels of walking and biking activity as it only considered commuting trips and didn’t account for recreational trips or multi-modal commutes involving bus and bike or walking combinations.

According to the 2021 US Census American Community Survey (ACS) 5-Year Estimates, approximately 0.2% of Montebello resident workers commute to work via bicycle. This is lower than the countywide average and lower than the nearby Cities of Bell Gardens and Monterey Park; however, bicycle commuting in Montebello is higher than the nearby Cities of Commerce, Downey, and Pico Rivera. In addition, 7% of households in Montebello do not own a car and depend on other modes of transportation (such as bicycling, walking, or taking transit) to reach their destinations. In comparison, 8.6% of households countywide do not own a car.

Table 1: Local Bike Commuting and Vehicle Ownership Statistics Location Percent Commuting on Bike Households without Vehicles City of Montebello 0.2% 7.0%
Los Angeles County 0.6% 8.6%
City of Bell Gardens 0.8% 7.5%
City of Commerce 0.0% 10.6%
City of Downey 0.2% 4.8%
City of Monterey Park 0.8% 10.1%
City of Pico Rivera 0.2% 6.9%
Demographics and Characteristics
According to the ACS, while men make up 54% of the city’s employed population, approximately 0.4% of male workers bike to work while 0.0% (accounting for a margin of error) of female workers bicycle to work.

This represents a significant gender imbalance in access and/or willingness to bike in Montebello.

In the City of Montebello, 21.7% of the population is under 17 years of age, and 16.3% of the population is over 65. Both of these age groups represent a population that may have limited access to a motor vehicle or limited mobility.

Behavior and Activity Levels
Bike counts in Montebello as part of the SGVCOG Regional ATP and Greenway Network Study revealed the following:
◼ 57% of bicyclists in the city were not wearing helmets ◼ 40% were observed riding on sidewalks
◼ 5% were observed riding in the wrong direction and/or on the wrong side of the road

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◼ 60% of riders were using roads without existing bikeways, with the remainder using off-street bike paths such as the Rio Honda River Trail
◼ 53% of riders were on arterial streets, with 28% riding on streets with a posted speed limit of 35 miles per hour
◼ Ridership was highest on Thursdays, followed by Saturdays, Mondays, and Sundays As part of this BMP effort, more recent bicycle counts were collected in June 2023 at 14 locations across the city, as shown in Figure 4. Bicycle turning movement counts were collected on a Thursday from 7:00 AM to 9:00 AM and from 4:00 PM to 6:00 PM and on a Saturday from 11:00 AM to 1:00 PM. These bicycle counts are shown in Table 2.

As shown in Table 2:
◼ Overall, bicycle activity levels across the city were highest during the weekday PM period, followed by weekday AM and Saturday midday.
◼ Bicycle activity to and from the Rio Hondo Trail was higher at northern access points compared to the south.
◼ Key biking routes (based on relative volumes) include Beverly Boulevard, Garfield Avenue, Whittier Boulevard, Mines Avenue, Greenwood Avenue, and Washington Boulevard.

Table 2: June 2023 Bicycle Counts
Location Thursday
7AM-9AM
Thursday
4PM-6PM
Saturday
11AM-1PM
TOTAL
#1 – Beverly
Blvd. / Beverly
Terrace / Rea Dr.
/ Rio Hondo Path
Entrance
North leg – Rea Dr. 2 6 5 13
West leg – Beverly Blvd. 10 23 22 55
South leg – Beverly Terrace 0 0 0 0
Rio Hondo Path Entrance 4 10 11 25
East leg – Beverly Blvd. 8 29 21 58
TOTAL 24 68 59 151
#2 – Bluff Rd. /
Roosevelt Ave. /
Rio Hondo Path
Entrance
North leg – Bluff Rd. 3 4 2 9
West leg – Roosevelt Ave. 7 3 9 19
South leg – Bluff Rd. 3 4 5 12
East leg – Rio Hondo Path Entrance 7 3 12 22
TOTAL 20 14 28 62
#3 – Bluff Rd. /
Rio Hondo Path
Entrance
North leg – Bluff Rd. 0 3 4 7
South leg – Bluff Rd. 1 2 0 3
East leg – Rio Hondo Path Entrance 1 5 2 8
TOTAL 2 10 6 18
#4 – Paramount
Blvd. / Arroyo Dr.

North leg – Paramount Blvd. 3 2 0 5
West leg – Arroyo Dr. 2 2 0 4
South leg – Paramount Blvd. 4 1 0 5
East leg – Arroyo Dr. 1 3 0 4
TOTAL 10 8 0 18
#5 – Paramount
Blvd. /
Montebello Blvd.

North leg – Paramount Blvd. 1 9 0 10
West leg – Montebello Blvd. 2 15 0 17
East leg – Montebello Blvd. 1 6 0 7
TOTAL 4 30 0 34
#6 – Montebello
Blvd. / Ave. De
La Merced
North leg – Montebello Blvd. 4 7 1 12
West leg – Ave. De La Merced 0 0 3 3
South leg – Montebello Blvd. 3 3 1 7
East leg – Ave. De La Merced 5 4 3 12
TOTAL 12 14 8 34

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Location Thursday
7AM-9AM
Thursday
4PM-6PM
Saturday
11AM-1PM
TOTAL
#7 – Wilcox Ave.
/ Lincoln Ave.

North leg – Wilcox Ave. 3 5 0 8
West leg – Lincoln Ave. 1 1 2 4
South leg – Wilcox Ave. 4 5 1 10
East leg – Lincoln Ave. 0 1 3 4
TOTAL 8 12 6 26
#8 – Garfield
Ave. / Beverly
Blvd.

North leg – Garfield Ave. 8 10 7 25
West leg – Beverly Blvd. 8 8 6 22
South leg – Garfield Ave. 7 11 8 26
East leg – Beverly Blvd. 7 7 5 19
TOTAL 30 36 26 92
#9 – Maple Ave.
/ Beverly Blvd.

North leg – Maple Ave. 1 4 1 6
West leg – Beverly Blvd. 6 4 2 12
South leg – Maple Ave. 1 3 1 5
East leg – Beverly Blvd. 6 5 2 13
TOTAL 14 16 6 36
#10 – Maple
Ave. / Whittier
Blvd.

North leg – Maple Ave. 5 1 0 6
West leg – Whittier Blvd. 16 17 9 42
South leg – Maple Ave. 5 1 0 6
East leg – Whittier Blvd. 16 17 9 42
TOTAL 42 36 18 96
#11 –
Montebello Blvd.
/ Whittier Blvd.

North leg – Montebello Blvd. 1 5 4 10
West leg – Whittier Blvd. 11 11 16 38
South leg – Montebello Blvd. 1 9 5 15
East leg – Whittier Blvd. 11 9 17 37
TOTAL 24 34 42 100
#12 –
Montebello Blvd.
/ Mines Ave.

North leg – Montebello Blvd. 4 4 3 11
West leg – Mines Ave. 4 8 8 20
South leg – Montebello Blvd. 5 6 5 16
East leg – Mines Ave. 5 14 12 31
TOTAL 18 32 28 78
#13 – Metrolink
Access / Flotilla
St.

North leg – Metrolink Access 6 4 1 11
West leg – Flotilla St. 7 5 1 13
East leg – Flotilla St. 11 7 2 20
TOTAL 24 16 4 44
#14 –
Greenwood
Ave. /
Washington Blvd.

North leg – Greenwood Ave. 10 6 10 26
West leg – Washington Blvd. 7 12 6 25
South leg – Greenwood Ave. 10 6 10 26
East leg – Washington Blvd. 7 12 6 25
TOTAL 34 36 32 102
TOTAL 266 362 263 891

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Figure 5: June 2023 Bicycle Count Locations

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Existing Programs
Relevant existing City programs are summarized below:
◼ Senior Efforts: The City of Montebello Senior Center offers Dial-A-Ride services to senior residents. The Senior Center works with the Montebello Bus Line Transportation Citizen Advisory Committee to work on passenger advocacy and senior public transportation safety. ◼ Crossing Guards: The City of Montebello Police Department, in coordination with the Montebello Unified School District, has identified five locations as areas of need for crossing guards at various locations citywide. Through a Memorandum of Understanding (MOU) between the Police Department and the School District, the former supplies crossing guards at the five identified locations through a service vendor, while the latter supports the initiative through funding ten percent of the annual cost of services.
◼ Transportation Demand Management: The City’s Municipal Code includes transportation demand management (TDM) requirements for non-residential developments, including bicycle-related requirements as follows:
o Non-residential developments that are 25,000 square feet or larger shall provide an information kiosk that includes bicycle route and facility information, including regional/local bicycle maps and bicycle safety information, as well as a listing of facilities available for bicyclists at the site.
o Non-residential developments that are 50,000 square feet or larger shall provide bicycle racks or other secure bicycle parking to accommodate four bicycles per the first fifty thousand square feet of nonresidential development and one bicycle per each additional fifty thousand square feet of nonresidential development. Calculations which result in a fraction of .5 or higher shall be rounded up to the nearest whole number. A bicycle parking facility may also be a fully enclosed space or locker accessible only to the owner or operator of the bicycle, which protects the bike from inclement weather. Specific facilities and location (e.g., provision of racks, lockers, or locked room) shall be to the satisfaction of the city.
o Non-residential developments that are 100,000 square feet or larger shall provide safe and convenient access from the external circulation system to bicycle parking facilities on site.

Land Uses and Destinations
The city’s land uses are primarily residential and industrial, followed by retail. The area of the city north of the railroad tracks is predominantly residential, while the area south of the railroad tracks is generally split between industrial to the southwest and residential to the southeast.

Key destinations for bicyclists in Montebello include parks and recreation, schools, public transit stations, and retail establishments, as shown in Figure 6. Safe and convenient connections to these types of destinations are important to individuals who are reliant on public transit and active transportation, including youths, seniors, and people with disabilities. ◼ Parks and Recreation: In addition to local city parks, recreation destinations include the Rio Hondo Bicycle Path, Montebello Barnyard Zoo, and City-run community centers. ◼ Schools: There are 15 K-12 schools in Montebello, including elementary schools, middle/intermediate schools, high schools, as well as private and charter schools. ◼ Public Transit Stations: There is currently one rail station within the city, the Montebello/Commerce Metrolink Station. In addition, there are two rail stations to the west of the city: the Atlantic Metro L Line Station (in East Los Angeles) and the Commerce Metrolink Station (in Commerce). The future Metro L

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Line extension will include a station in Montebello at the intersection of Greenwood Avenue & Washington Boulevard.
◼ Retail Establishments: Shopping areas in the city include both large shopping centers as well as smaller strip malls. Retail is generally not street-facing, meaning that bicyclists and pedestrians must navigate parking lots to access these establishments.

According to the City’s Parks Master Plan, the technical analysis and community outreach found that improved biking connections to and from the City’s parks are needed. 16% of respondents typically bike or skateboard to parks, community centers, and recreation facilities, while 73% of survey respondents definitely or probably would walk or bike to parks, neighborhood centers, and/or recreation facilities more often if additional trail connections, bike lanes/paths, pedestrian walkways, and/or street crossings were developed.

In addition, the City is currently conducting the First Mile/Last Mile (FMLM) Master Plan. As part of this plan, the City conducted a survey in early 2023, which included questions about how individuals access (or cannot access) local transit facilities. According to the survey, 61% of respondents experience problems walking, cycling, or accessing transit. Common barriers to accessing transit included a lack of bicycle routes and parking, automobile traffic, and difficult intersections and street crossings.

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Figure 6: Key Destinations

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Disadvantaged Communities
As part of the Safe Travel Plan, the City mapped disadvantaged communities in Montebello. These communities often face barriers to accessing safe and efficient transportation options, and neglecting their needs can exacerbate existing inequities.

There are multiple ways to consider an area as a disadvantaged community, based on various state and federal criteria. The maps on the following pages identify disadvantaged areas of the city based on the following criteria:
◼ Median Household Income: Census tracts with median household income below 80% of the statewide median household income, according to the ACS 5-Year Estimates. According to this criteria, significant areas of the city south of Beverly Boulevard and the area between Beverly Boulevard, Garfield Avenue, and Wilcox Avenue are disadvantaged.
◼ Qualifying Areas for Free or Reduced-Price Meals: Communities within two miles of schools where 75% of students are eligible for free or reduced-price meals. According to this criterion, the entirety of the city is disadvantaged.
◼ Senate Bill 535 (SB 535) Disadvantaged Communities: Census tracts that are among the 25% most disadvantaged in the state according to CalEnviroScreen 4.0, based on factors such as pollution burden. According to this criterion, almost the entirety of the city is disadvantaged. ◼ California’s Healthy Places Index (HPI): Census tracts with the lowest 25th percentile HPI score. The HPI combines 25 community characteristics, such as access to healthcare, housing, education, and more, into a single indexed HPI score. The healthier a community, the higher the HPI score. According to this criteria, significant areas of the city south of Beverly Boulevard are disadvantaged. ◼ Areas of Persistent Poverty: Under this federal definition, a disadvantaged area is any census tract with a poverty rate of at least 20 percent as measured by the 2014-2018 5-year data series available from ACS. According to this criteria, areas of the city south of Whittier Boulevard and north of Washington Boulevard and Mines Avenue are disadvantaged.
◼ Historically Disadvantaged Communities: Historically disadvantaged census tracts are defined by the federal government’s online tool. According to this criterion, the entirety of the city is disadvantaged.

Based on these state and federal definitions, Montebello’s population generally qualifies as disadvantaged. However, the areas that appear to be frequently highlighted are communities living south of Beverly Boulevard, indicated that these communities may require a special focus on meeting nonmotorized transportation needs.

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Figure 7: Disadvantaged Communities -- Median Household Income

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Figure 8: Disadvantaged Communities -- 75% of Students Qualifying for Free or Reduced-Price Meals

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Figure 9: Disadvantaged Communities -- SB 535

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Figure 10: Disadvantaged Communities -- CA Healthy Places Index

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Figure 11: Disadvantaged Communities -- Areas of Persistent Poverty

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Figure 12: Disadvantaged Communities -- Historically Disadvantaged Communities

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OPPORTUNITIES AND CONSTRAINTS
Through previous planning efforts, the City of Montebello has identified several biking opportunities and constraints throughout the city. Relevant opportunities and constraints to address as part of this BMP are summarized in this section.

Bike Lane Feasibility Study Report (2013)
The City of Montebello Bike Lane Feasibility Study evaluated the feasibility of installing various bicycle facilities on key roadways in the city. The study evaluated various roadways to identify candidate routes and the types of facilities most appropriate for each roadway. 16 roadways were selected for evaluation, of which 10 were identified as being feasible for bicycle improvements. With the exception of Mines Avenue, the feasible candidate routes did not include the removal of parking or widening of the roadway.

Feasible roadways for bicycle facilities included Flotilla Street, Greenwood Avenue, Lincoln Avenue, Montebello/Commerce Metrolink Station entrance, Mines Avenue, Montebello Boulevard, Montebello Way, Vail Avenue, Whittier Boulevard, and Wilcox Avenue. The study recommended that the City consider programming these improvements for implementation so as to create a more complete bicycle network of existing and future facilities; the City should also consider the facilities along Whittier Boulevard to determine if it might be feasible to reduce Whittier Boulevard between Greenwood Avenue and 2nd Street to 3 Lanes (i.e., a road diet) in order to install Class II bike lanes.

The opportunities identified in the study are shown in the table and figure below. Note, for the purposes of this report, the 2013 study’s recommendations are treated as identified opportunities, as opposed to planned improvements by the City.

Table 3: Feasible Bicycle Routes and Facilities (2013 Study) Street Limits Recommended Bikeway Type
Flotilla Street Garfield Avenue to Vail Avenue Class II Greenwood Avenue Montebello Way to Washington Boulevard Class II with Road Diet Washington Boulevard to Date Street Class II with Road Diet Date Street to Sycamore Street Class III
Lincoln Avenue Wilcox Avenue to 18th Street Class III with Sharrows 18th Street to Montebello Avenue Class II with Road Diet Montebello Avenue to Rio Hondo Bike Trail Class III with Sharrows Metrolink Entrance Parking Lot to Flotilla Street Class II Mines Avenue Vail Avenue to Greenwood Avenue Class II
Montebello Boulevard Paramount Boulevard to Lincoln Avenue Class II Lincoln Avenue to Victoria Avenue Class III
Victoria Avenue to Truck Way Class II
Montebello Way Truck Way to Greenwood Avenue Class II
Vail Avenue Beverly Boulevard to Washington Boulevard Class III with Sharrows Whittier Boulevard Taylor Avenue to 2nd Street Class III with Sharrows Wilcox Avenue Via Corona to Whittier Boulevard Class III with Sharrows

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Figure 13: Feasible Bicycle Routes and Facilities (2013 Study)

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LA Metro Active Transportation Strategic Plan (2016)
The LA Metro Active Transportation Strategic Plan (ATSP), published in April 2016, aims to enhance access to transit stations and develop a regional network for people who choose to take transit, walk, and/or bike.

It serves as a roadmap for local cities and other stakeholders to identify improvements to implement in their communities. The ATSP includes a recommended countywide active transportation network consisting of the regional active transportation network and first/last mile active transportation improvements to over 650 major transit station areas in Los Angeles County.

The proposed regional active transportation network within and around Montebello, which is intended to serve as a series of on- and off-street facilities comfortable for all ages and abilities, is shown in the figure and table below.

Table 4: LA Metro ATSP Regional Active Transportation Network in Montebello, CA Corridor Name Along Facility Type
Rio Hondo Rio Hondo Path Class I
Whittier Boulevard Whittier Boulevard Class II
Altadena - Long Beach Garfield Avenue Class II
Telegraph Road Telegraph Road Class II
Chavez - Sunset Riggin Pomona Boulevard and Potrero Grande Drive Class II Figure 14: LA Metro ATSP Regional Active Transportation Network (Excerpt)

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Gateway Cities COG Strategic Transportation Plan
Active Transportation Element (2016)
The Gateway Cities Council of Governments (GCCOG) is a joint powers authority representing 27 cities and several unincorporated county areas in southeast Los Angeles County and the Port of Long Beach. It serves as a cooperative agency that enables government agencies and public authorities to work together on issues where jurisdictions overlap.

The GCCOG STP, published in March 2016, is intended to coordinate transportation infrastructure among member agencies, neighboring jurisdictions, and other regional agencies. The STP is the first strategic multimodal assessment of all planned and proposed improvements within the Gateway Cities. The STP’s Active Transportation Element is meant to manage the regional active transportation network, provide more transportation options, and improve quality of life by making bicycling and walking safer and easier.

The STP Active Transportation Element envisions the development of a comprehensive regional bikeway system and provides recommendations for 55 significant bicycle projects. The STP’s recommendations for significant bikeway projects that pass through or along Montebello are shown in the figure and table below.

Figure 15: GCCOG STP Regionally Significant Bikeway Projects (Excerpt)

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Table 5: GCCOG STP Regionally Significant Bikeway Projects in Montebello Project Name Potential
Facility Type Benefits Challenges
(2) Beverly Blvd.

Bikeway
Class II/III Connects to existing river bike
paths, numerous schools and
parks, and existing/proposed
bike facilities to the west in
Montebello and east in
Whittier.

This project may require
modifications to on-street
parking or vehicular capacity,
and additional attention to
conflicts at freeway crossings.

Raised medians are present in
several sections.
(6) Cherry
Ave./Garfield Ave.

Bikeway
Class III Connects to Commerce and
Montebello/Commerce
Metrolink stations, existing Rio
Hondo bike path, numerous
schools and parks,
employment clusters,
existing/planned bike facilities
in South Gate and Long Beach,
and through access at SR 91, I105, and I-5.

This project may require
modifications to on-street
parking or vehicular capacity,
and additional attention to
conflicts at freeway ramps.

Raised medians are present in
several sections.
(14) Flotilla St.

Bikeway
Class II Provides a direct connection to
the Montebello/Commerce
Metrolink Station and
connectivity to future bikeways
Vehicles in surrounding area
include high percentage of
large trucks.
(28) Lincoln Ave. Class II Provides connectivity to bus stops, schools, a river bike path
and parks.

May require modifications to
on-street parking. Raised
medians are present in some
sections.
(33) Mines Ave. Bike
Bridge / Bike Lanes
Class II Would connect Class I
Bikeways on Paramount Blvd. /
Rio Hondo Bike Path to the
west and San Gabriel River Bike
Trail to the east. The corridor
connects schools, library and
senior center to green space.

Enhances E/W connectivity
through Pico Rivera.

This project includes a bike
bridge across LA County
Spreading Grounds between
Pico Rivera Bike Trail and San
Gabriel River Bike Trail and will
require coordination with LA
County Flood Control District
(35) Montebello
Blvd., Montebello
Way & Greenwood
Ave. Bikeway
Class II/III Would provide connectivity to
future Gold Line Eastside
Extension, connects to regional
shopping destinations,
improves access to the Rio
Hondo bike path, and serves
three schools along the facility.

May require removal of onstreet parking or vehicular
capacity, changes in grade
may be challenging for some
cyclists, access to adjacent
path provided from nearby
streets.
(46) Slauson Ave.

Bikeway
Class II/III Connects to existing river bike
paths, numerous schools and
parks, and planned bike
facilities in Los Angeles and
Whittier.

This project may require
modifications to on-street
parking or vehicular capacity.

Raised medians are present in
several sections.

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Project Name Potential
Facility Type Benefits Challenges
(49) Telegraph Rd.

Bikeway
Class II/III Connects to existing river bike
paths, numerous schools and
parks, and a planned bike
facility to the east in South
Whittier.

This project may require
modifications to on-street
parking or vehicular capacity,
and additional attention
should be given to truck
volumes and conflicts at
freeway ramps. Raised
medians are present in several
sections.
(53) Whittier Blvd.

Bikeway
Class II/III Connects to existing river bike
paths, numerous schools and
parks, and existing/proposed
bike facilities. It also improves
bike accessibility to retail areas.

This project may require
modifications to on-street
parking or vehicular capacity.

Raised medians are present in
several sections.

San Gabriel Valley COG Regional ATP and
Greenway Network Study (2019)
The 2019 San Gabriel Valley COG Regional ATP and Greenway Network Study offers recommendations for Cities in the region aimed at constructing an inclusive and comfortable network of bikeway facilities. The plan focuses on creating "8 to 80" facilities that cater to the safety and comfort of cyclists of all ages, from children to seniors. The study notes that while bicycle lanes (Class II) placed alongside vehicle lanes have proven effective in enhancing safety, they often fail to attract the "interested but concerned" riders. These facilities, particularly on high-speed roads, tend to be predominantly used by adult males. As a result, the plan suggests implementing bicycle lanes as interim measures or on streets with appropriate speeds and contexts. Other recommended facility types include Class IV separated on-street bikeways and Class I offstreet shared-use paths, which provide physical separation from motorized traffic. Class III bicycle routes and "neighborhood greenways" are designed for shared use with vehicles, but only in areas with low automobile speeds and traffic volumes, prioritizing bicycle travel. The figures and tables below show the study’s vision for recommended bikeways in Montebello.

The project's phasing strategy takes into account factors such as connectivity, safety, cost, and feasibility.

Montebello presents numerous opportunities to establish an active transportation network and offer more options to road users with minimal disruptions to existing travel or parking lanes. ◼ Early Action Projects should be promptly implemented to enhance safety and encourage greater adoption of active modes of transportation in Montebello. ◼ Long-Term Tier 1 Projects, highlighted on segments of Flotilla Street, Lincoln Avenue, Rea Drive, Metrolink Access Road, and Los Angeles Avenue, aim to close key gaps in the Early Action network and improve safety and connectivity. Although these projects may be costlier or require reconfigurations of existing parking or travel lanes, they should be prioritized for implementation, seeking grant funding where appropriate.
◼ Long-Term Tier 2 Projects are essential for building a comprehensive active transportation network that encourages mode-shift and provides safe options for Montebello residents. Many of these projects require roadway reconfigurations, and a traffic study should be conducted as part of the implementation process. Since several roads in Montebello are overbuilt, they can accommodate reconfigurations without significant impacts on automobile Level of Service.

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In addition to network recommendations, spot improvements at intersections can enhance safety and comfort for cyclists. Special considerations are necessary, especially where Class III facilities intersect major arterials. At signalized intersections, installing bicycle loop detectors, along with traffic calming and mitigation treatments, is recommended since cyclists often fail to trigger the electromagnetic loop detectors responsible for changing the signal. At stop-controlled intersections, implementing traffic calming measures, mitigation elements, and signage designating the street as a bikeway is advised. In cases where a Class III bikeway crosses a major street at an uncontrolled intersection, the recommendation is moved to the Long-Term phase due to the potential cost and extensive outreach required for installing new stop or signal controls.

To support cyclists, bicycle parking facilities should be installed at major destinations such as civic centers, libraries, parks, community centers, schools, major shopping districts, and large employment centers. Shortterm and long-term bicycle parking facilities should also be provided at rail transit stations, major bus hubs, and park-and-ride lots. In addition, there is an opportunity to update the City’s development code to require developers to include bike parking and other end-of-trip amenities as conditions of approval.

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Figure 16: SGVCOG Early Action Bikeway Recommendations in Montebello

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Figure 17: SGVCOG Long-Term Tier 1 Bikeway Recommendations in Montebello

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Figure 18: SGVCOG Long-Term Tier 2 Bikeway Recommendations in Montebello

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Figure 19: SGVCOG Recommended Buildout Bikeway Network in Montebello

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Montebello Parks Master Plan (2021)
The Montebello Parks Master Plan provides an assessment of Montebello’s parks and playgrounds system, taking into account future growth in the community. The plan is intended to provide a realistic view of the City’s parks and facilities as they exist now and as they could evolve in the future.

The plan includes a geographic distribution analysis (GDA) of parks to determine the walktime, biketime, and drivetime to these facilities based on a parkshed analysis. The half-mile parkshed and existing residential uses are displayed in

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Figure 20, showing areas of opportunity to connect residents to key local destinations using active transportation facilities.

The plan also discusses opportunities to implement linear parks and green corridors, to provide a connection to the existing open spaces and parks throughout the city. Green corridor opportunities are shown in Figure 21.

The plan’s key recommendations to improve walkability and bikability in Montebello include:
◼ Provide more bike lanes to parks.
◼ Provide more walking trails leading to parks.
◼ Enhance Whittier Blvd., Olympic Blvd., Beverly Blvd., Greenwood / Montebello Blvd. with street trees, planting, and linear park amenities.
◼ Develop an Active Transportation Plan to improve bike and pedestrian facilities, safety, and connectivity.
◼ Encourage smart growth in areas that have adequate parks. If inadequate parks, encourage parks to be built by the smart growth.

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Figure 20: Half-Mile Parkshed with Existing Residential Uses

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Figure 21: Green Corridor Opportunities

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Montebello Safe Travel Plan (2022)
A key emphasis area in the 2022 Montebello Safe Travel Plan for the City to focus on is reducing vehicle conflicts with pedestrians and bicyclists.

Stakeholder Working Group Members identified a need to address bicycle-involved collisions during working group meetings. Across the five study years (2015-2019), there were a total of 119 bicycle-involved crashes, and it was found that bicycle crashes are three times more likely to result in a fatal/severe injury than total reported crashes. In bicycle-involved crashes, the most common age group reported includes ages 18 and under and 25-44. Compared to drivers, bicyclists aged 18 to 24 years old are overrepresented in the data.

Based on these findings, the plan highlights opportunities for the City to address these issues through the following goals and strategies for improving bicyclist safety on Montebello roadways (as part of a pedestrians and bicyclists emphasis area):

Goal: Reduce annual bicyclist-involved collisions from 24 per year to fewer than 12 per year in 2030 (50% reduction).

Strategy 2.1 Conduct public education and outreach to motorists to raise their awareness of pedestrian and bicycle safety needs: The City will initiate a public awareness campaign to increase driver awareness of pedestrian and bicycle safety laws and the importance of safety, due to vulnerabilities, while driving near pedestrians and bicyclists. Specific messaging within the campaign will be determined in a collaborative process by the stakeholder working group representatives.

Strategy 2.2 Conduct periodic roadway safety assessments of locations with growing traffic and pedestrian/bicyclist volumes and locations: Potential assessment locations include locations with documented pedestrian and bicycle safety issues, upcoming roadway or transit station improvement projects, and location identified by local feedback. Assessments will involve site reconnaissance to observe existing conditions and potential impromptu discussions with passersby and local business owners.

Challenges for walking and bicycling identified in the assessments will be catalogued and further reviewed for potential infrastructure and non-infrastructure solutions.

Strategy 2.3 Identify opportunities for grant funding: Through roadway safety assessments in Strategy 2.2, the City will identify infrastructure improvement opportunities throughout the local roadway network.

Regional, State and Federal grants are available to local agencies to implement improvements, such as the Metro Call for Projects, Highway Safety Improvement Program, Active Transportation Program, Senate Bill 1 Programs, Green California, Safe Streets and Roads for All (SS4A), and the Federal Infrastructure Investment Jobs Act (IIJA), among others.

Strategy 2.4 Adopt Citywide Complete Streets Policy: The City will develop and adopt a Complete Streets Policy to guide design on future roadway projects and developments ensuring high-quality mobility and access for pedestrians, bicyclists, transit riders, motorists, and other modes for people of all ages and abilities.

According to the Safe Travel Plan, the intersection of Lincoln Avenue and Howard Avenue was identified as an intersection with relatively high crash severities appropriate for bicycle facility improvements. Lincoln Avenue and Howard Avenue is a signalized intersection surrounded by residential land uses. This priority location has a top-24 annualized intersection crash severity score of 9.13 and is located within a disadvantaged community.

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Based on a review of crash history and existing roadway geometries, potential countermeasures were identified for this location including the following as shown in the figure below:
◼ Improve signal hardware
◼ Improve signal timing
◼ Provide protected left turn signal phase
◼ Install leading pedestrian intervals
◼ Install high-visibility continental crosswalks with limit lines ◼ Road diet
◼ Install separated bike lanes
At the corridor level, implementing this improvement would include implementing a road diet and separated bike lanes along Lincoln Avenue between 18th Street and Montebello Boulevard.

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Figure 22: Lincoln Avenue and Howard Avenue Concept Exhibit

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Montebello Draft General Plan (2023)
According to the Draft Montebello General Plan (which is currently undergoing public review), the City can encourage a mode shift away from driving by improving bicycle and pedestrian facilities and conditions.

For example, the City has the opportunity to address the lack of bikeways in the city, including the lack of bicycle connections to the Rio Hondo Trail and to bicycle facilities outside the City limits.

The General Plan’s active transportation strategy encompasses two types of bicycling facilities:
◼ Citywide bicycle facilities are generally located on major and secondary roadways and provide access to major destinations and to adjacent local and regional bicycle facilities. ◼ Local bicycle facilities are generally located on secondary and collector roadways and provide access between local destinations within the city, often providing connections between citywide facilities.

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Figure 23 shows the General Plan’s vision for an integrated network of bikeways that connect the Montebello neighborhoods to employment, recreation, education and destinations that meet their daily needs. Comfortable bicycle facilities along the roadways highlighted in this figure can help improve access to local destinations (such as downtown Montebello), improve access to regional destinations such as the Rio Hondo Trail, and facilitate connections to major transit hubs.

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Figure 23: General Plan Active Transportation Strategy Map

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The General Plan also envisions a network of complete streets, divided into two categories:
◼ Multimodal Boulevards: These are key corridors for connecting multiple modes within and through the city, providing access to both local and regional destinations. Along multimodal boulevards, the City’s designs and strategies must balance vehicles, parking, goods movement, public transit, bicycles, and pedestrians.
◼ Multimodal Connectors: These are multimodal roads that bridge gaps between local streets and corridors. Along multimodal connectors, the City has designated at least two modes which must be balanced through complete streets design.

The General Plan discusses opportunities to implement multimodal improvements along several roadways, including Montebello Boulevard/Greenwood Avenue, Whittier Boulevard, Washington Boulevard, Beverly Boulevard, Garfield Avenue, and Lincoln Avenue. The General Plan’s key opportunities are noted below, accompanied by existing and example proposed cross-sections. Please note, the General Plan’s proposed cross-sections serve to illustrate concepts; additional study and design would be necessary to construct these or other improvements along the corridors.

Montebello Boulevard/Greenwood Avenue: Montebello Boulevard and Greenwood Avenue form a key north/south corridor through the city, and provide connections to retail destinations and the future Gold Line Greenwood Station. This is a key multimodal boulevard where the City can balance multiple modes with facilities such as shading, accessible sidewalks, bus stops and amenities, and bikeways connecting to regional destinations. Flexible parking standards along the corridor can also help manage demand and balance the needs of multiple modes.

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Whittier Boulevard: Whittier Boulevard is a key east/west corridor and includes the downtown area. Along the corridor, the City can balance users’ needs through improvements such as shaded and accessible sidewalks, comfortable bus stops and other transit improvements, and bikeway connecting to both local and regional destinations. Parking measures such as shared parking and flexible standards are also recommended. Within the downtown area, additional focused pedestrian and parking measures can help improve safety and comfort for visitors of all ages and abilities.

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Washington Boulevard: Washington Boulevard is an east/west multimodal boulevard which will play a key road in local and regional connectivity with the planned Gold Line extension and Greenwood Station. To accommodate existing and future multimodal needs, the City should implement improvements such as shaded and accessible sidewalks, bikeways connecting to local destinations, bus stop amenities, and first/last mile transit access improvements. Within the station area, focused parking measures can balance the parking and active transportation needs of the station area and surrounding neighborhoods.

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Beverly Boulevard: Beverly Boulevard is a key east/west corridor providing connectivity to retail and regional active transportation facilities. As a key multimodal boulevard, vehicular and non-vehicular modes can be accommodated with measures such as shaded accessible sidewalks, bus stops and amenities, and bikeways connecting to regional destinations. Parking measures such as shared parking and flexible standards are also recommended.

The General Plan also highlights opportunities to support active transportation through policies and actions such as the following:

Policy 4.1 Support and promote walking, biking, and other nonvehicular modes as an alternative to driving within Montebello.

Action 4.1a Prepare and adopt an active transportation plan (ATP) with bicycle and pedestrian improvements built upon the San Gabriel Valley Council of Government (SGVCOG) recommendations.

Action 4.1b 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 Action 4.1c Coordinate with adjacent jurisdictions to ensure that the City’s bikeways are connected and consistent with existing and planned bikeways at the City limits.

Action 4.1d Facilitate non-motorized connectivity to key destinations in the city through bicycle- and pedestrian-oriented wayfinding signage.

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Action 4.1e Improve access to the Rio Hondo River Trail by opening additional access points and positioning wayfinding between the trail and key destinations in Montebello.

Action 4.1f Require new development projects to provide adequate bicycle and pedestrian access, plus the provision of safe and secure bicycle parking.

Action 4.1g Enhance the pedestrian and bicycle experience in the Downtown Specific Plan area and other key destinations through amenities such as wide sidewalks, low-stress bikeways, landscaping, pedestrian-oriented lighting, high-visibility crosswalks, and other improvements.

Action 4.1h Establish citywide mode split and VMT targets as a means to reduce traffic congestion, support healthy communities, and improve accessibility by transit-dependent populations.

Downtown Draft Specific Plan (2023)
According to the Draft Downtown Montebello Specific Plan (which is currently undergoing public review), the City has a vision for Downtown streets that enhance pedestrian and bicyclist safety. Wide multilane streets with larger block lengths in the Downtown area can result in streets that are both difficult to cross and easier to speed on. Mid-block crossings on Whittier Boulevard can help break the longer block lengths and encourage nonmotorized activity along and across the street. A clear and safe alley system could encourage exploration of the Downtown area, and more enjoyable routes, while allowing a finer grain network that is more comfortable for non-drivers. In addition, bikeways along Whittier Boulevard, Montebello Boulevard, and Bluff Road can help get bicyclists to and from the Downtown area.

The Specific Plan also highlights opportunities to support active transportation through policies and actions such as the following:

Policy 1.4 Downtown Montebello envisions safe streets designed for people. A network of safe and slow speed streets in the Downtown area will serve pedestrians, transit users, and cyclists, while allowing vehicular access.

Action 1.4 Carry out the safety enhancements recommended by the Downtown Vision for Whittier Boulevard and Montebello Boulevard.

Policy 2.7 Improve transit service and similar modes to make Downtown travel accessible and comfortable for people of all ages and abilities.

Action 2.5a Create well-designed mobility hubs for a high-quality user experience.

Action 2.5b Establish seamless integration of modes at the mobility hub. (E.g., Create safe pedestrian and bicycle access to mobility hubs from major destinations; Provide secure commuter parking, bicycle parking and locker options at station entrances) Action 2.5c Establish amenities and support services for all modes. (E.g., Enhance bicycle amenities to and from transit and other services by providing bikeway facilities, landscaping, bicycle parking, bike share, etc.)
Policy 2.7 Connect Whittier Boulevard to the Rio Hondo Channel.

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Montebello First Mile/Last Mile Master Plan (Ongoing)
The City is currently preparing its First Mile/Last Mile (FMLM) Master Plan. The City conducted a project survey in early 2023. At this time, recommendations have not yet been developed. As the FMLM and bicycle master plans are both being developed, both project teams will continue to coordinate to ensure that the plans are consistent and build from one another.

PLANNED IMPROVEMENTS
This section includes a review of anticipated changes to the circulation network within and adjacent to the city, to ensure that recommendations made during the BMP process are compatible with and build upon future baseline conditions.

Projects Within Montebello
Montebello Hills Specific Plan (2015)
The Montebello Hills Specific Plan was adopted in 2015 to plan for an infill residential development in northern Montebello, south of Montebello Boulevard and southwest of San Gabriel Boulevard, south of State Route 60. The plan ensures that infrastructure and public facilities appropriately serve the community by preserving open space, creating a range of housing options, creating walkable neighborhoods, and providing a variety of transportation options. A master circulation plan is included that outlines existing and proposed roads and improvements, as well as conceptual designs for street cross sections and roundabouts.

The area’s bicycle circulation plan is shown in the figure below. Bicycle facilities consist of off-street multiuse trails as well as collector streets. While the collector streets would function as Class III bike routes (bicycles sharing the lane with automobiles), the specific plan notes the following:

Within the streets of the Specific Plan area, bicycles will share the road with vehicles, as the 8-footwide expanded walks are not of a sufficient width to provide dual use with pedestrians. The bicycle circulation system will not be a formally designated Class II or Class III route due to the low volume of anticipated vehicular traffic, however, the collector streets will be wide enough to accommodate two lanes of vehicle travel, parking, and bicyclists.

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Figure 24: Montebello Hills Pedestrian and Bicycle Circulation

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Montebello Capital Improvement Program
The following project is included in the City’s Capital Improvement Program (CIP) and shown in Figure 27:
◼ Garfield Avenue & Via Campo Bus Turnout Lane (CIP 890): This project would provide a buffered (hatched paint-separated) bike lane along Garfield Avenue between Via Campo and Via San Clemente only in the southbound direction, with no northbound bike lane.

San Gabriel Valley Council of Governments
SGVCOG is serving as the lead agency for the following project within the City of Montebello, shown in Figure 27:
◼ Montebello Blvd Grade Separation Project: This project would provide standard (non-buffered) bike lanes in both directions along Montebello Boulevard, between Mines Avenue and Los Angeles Avenue. The northbound bike lane would end at Los Angeles Avenue, but the southbound bike lane would start slightly north of the Los Angeles Avenue intersection (about halfway between Los Angeles Avenue and Whittier Boulevard).

LA Metro Eastside Transit Corridor Phase 2 (Ongoing)
The extension of the Metro L (Gold) Line in Los Angeles has been under evaluation by LA Metro. The proposed expansion aims to extend the current endpoint in East Los Angeles and reach Whittier, covering a distance of approximately nine miles. The extension would pass through several cities, including Commerce, Montebello, Pico Rivera, Santa Fe Springs, and Whittier, as well as the unincorporated communities of East Los Angeles and West Whittier - Los Nietos. The project involves the extension of the existing light rail transit (LRT) line; the exact length may vary depending on the chosen alternative, ranging from 3.2 to 9.0 miles. Additionally, the project will consider options for maintenance and storage facilities.

The alignment of the proposed extension encompasses a diverse range of land uses, including residential, commercial, retail, industrial, recreational, educational, and vacant areas. Notably, the extension would traverse densely populated, low-income communities that heavily rely on public transportation, and it would also serve significant activity centers along the way.

The project map is shown below. As shown in the figure, the L line would travel along Washington Boulevard in Montebello, with a station anticipated at the intersection of Greenwood Avenue and Washington Boulevard. The route is anticipated to be at-grade/aerial west of the station, and at-grade east of the station.

Currently, LA Metro’s advanced conceptual designs do not include a bikeway along Washington Boulevard. The City should work with LA Metro to incorporate bikeways (if desired and recommended in this BMP) into the redesign of Washington Boulevard as well as future Metro first/last mile planning around Greenwood station. The curb-to-curb rights-of-way and lane widths in the current conceptual designs could potentially be modified to include an on-street bikeway. For example, LA Metro could reduce proposed automobile lane widths along Washington Boulevard, which (as currently designed) range from 12 to 15.5 feet.

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Figure 25: LA Metro Eastside Transit Corridor Phase 2 Project Alternatives

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Adjacent Jurisdictions
The following figure illustrates the existing and planned bikeways in Montebello as well as those planned by jurisdictions surrounding the city:
◼ City of Commerce
◼ City of Monterey Park
◼ City of Pico Rivera
◼ County of Los Angeles
The information in the figure is based on the SCAG shapefile of existing and planned bikeways, which Kittelson updated as needed to reflect various jurisdictions’ bicycle master plans and active transportation plans.

In addition, Pico Rivera provided information on the following planned improvement:
◼ Washington Boulevard over Rio Hondo Channel Bridge: In the interim (before the L Line extension) this project would provide a buffered (hatched paint-separated) bike lane along Washington Boulevard in both directions, from Bluff Road east over the channel. After the L Line extension goes into place, there would be a standard (non-buffered) bike lane in both directions, from Bluff Road east over the bridge. Note, the City of Pico Rivera’s plans anticipate that Washington Boulevard east of the bridge will be widened at a later time and would include standard bike lanes. However, the portion east of the bridge is not included as part of this planned project.

The SCAG shapefile included the City of Montebello’s Bike Lane Feasibility Study Report (2013); this has been removed from the figure as the City will be revisiting its bikeway recommendations as part of this BMP.

Kittelson has included planned improvements from the City’s Montebello Hills Specific Plan (2015), CIP, and the above-mentioned projects led by SGVCOG and the City of Pico Rivera. In addition, the shapefile includes recommendations from the GCCOG Strategic Transportation Plan Active Transportation Element (2016); Kittelson has excluded these recommendations from the map if they were not included in a specific jurisdiction’s adopted plan.

As shown in the figure, several bike lanes and bike routes are proposed on streets that meet Montebello’s City limits. In addition, the City of Pico Rivera has proposed a rail-adjacent bike path that connects with Montebello south of Whittier Boulevard and east of the Rio Hondo Bike Path.

As Montebello’s bike plan is being developed, the City should continue to coordinate with these jurisdictions and strive to plan facilities that provide consistency and comfort for bicyclists crossing City boundaries.

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Figure 26: Existing and Planned Bikeways

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NEXT STEPS
The information provided in this report will be used to shape the BMP’s visioning and goalsetting and the network of recommended off- and on-street bikeways. This information will be used to support development of the BMP’s planned network so that it reflects existing and previously proposed bikeways within and connecting to Montebello.

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 1
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 0 1 0 0.5 0.5 1 1 2 1 1 2 1 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 1 0 0 2 0 3 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 1 1 0 0 1 0 3 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 0 0 0 2 2 0 0 6 0 10 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 0% 0% 50% 50% 0% 0% 100% 0%
APP/DEPART 0 / 2 0 / 0 4 / 2 6 / 6 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 0 0 2 2 0 0 3 0 7
APPROACH % 0% 0% 0% 0% 0% 0% 50% 50% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.000 0.500 0.375 0.583
APP/DEPART 0 / 2 0 / 0 4 / 2 3 / 3 0
4:00 PM 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 3 0 0 3 0 6 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 1 0 2 1 0 4 0 0 0 2 2
5:00 PM 0 0 0 0 0 1 0 1 0 0 2 1 5 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 1 0 0 1 2 4 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 1 3 0 4 0 0 0 1 1
5:45 PM 0 0 0 0 0 0 1 2 0 0 1 0 4 0 0 0 0 0
VOLUMES 0 0 0 0 0 2 1 9 0 3 11 3 29 0 0 0 3 3
APPROACH % 0% 0% 0% 0% 0% 100% 10% 90% 0% 18% 65% 18%
APP/DEPART 0 / 4 2 / 0 10 / 12 17 / 13 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 0 1 0 6 0 2 7 3 19
APPROACH % 0% 0% 0% 0% 0% 100% 0% 100% 0% 17% 58% 25%
PEAK HR FACTOR 0.000 0.250 0.500 1.000 0.792
APP/DEPART 0 / 3 1 / 0 6 / 8 12 / 8 0
Rea

NORTH SIDE
Beverly WEST SIDE EAST SIDE Beverly

SOUTH SIDE
Rea
AM
7:30 AM
PM
4:30 PM

U-TURNS
Rea Rea Beverly Beverly

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Rea
Beverly

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DATE: LOCATION: PROJECT #: SC4001
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EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 0 1 0 0.5 0.5 1 1 2 1 1 2 1 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 2 0 0 1 0 3 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 1 0 0 1 0 2 0 0 0 0 0
12:15 PM 0 0 0 0 0 2 0 2 0 0 2 0 6 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 1 0 0 0 2 0 3 0 0 0 0 0
12:45 PM 0 0 0 2 0 0 0 3 0 0 4 0 9 0 0 0 0 0
VOLUMES 0 0 0 2 0 2 1 8 0 0 11 0 24 0 0 0 0 0
APPROACH % 0% 0% 0% 50% 0% 50% 11% 89% 0% 0% 100% 0%
APP/DEPART 0 / 1 4 / 0 9 / 10 11 / 13 0

BEGIN PEAK HR
VOLUMES 0 0 0 2 0 2 1 6 0 0 9 0 20
APPROACH % 0% 0% 0% 50% 0% 50% 14% 86% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.500 0.583 0.563 0.556
APP/DEPART 0 / 1 4 / 0 7 / 8 9 / 11 0
Rea

NORTH SIDE
Beverly WEST SIDE EAST SIDE Beverly

SOUTH SIDE
Rea
MIDDAY
12:00 PM

U-TURNS
Beverly Terrace Rea Beverly Beverly

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Rea
Beverly

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 1
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: X 1 0 0 1 X X X X 0 X 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0
7:45 AM 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 1 0 0 0 0 0 0 0 3 4 0 0 0 0 0
APPROACH % 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0% 100%
APP/DEPART 0 / 3 1 / 0 0 / 1 3 / 0 0

BEGIN PEAK HR
VOLUMES 0 0 0 1 0 0 0 0 0 0 0 2 3
APPROACH % 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0% 100%
PEAK HR FACTOR 0.000 0.250 0.000 0.500 0.750
APP/DEPART 0 / 2 1 / 0 0 / 1 2 / 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0
5:00 PM 0 0 0 1 0 0 0 0 0 0 0 2 3 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 2 0 0 0 0 0 0 0 8 10 0 0 0 0 0
APPROACH % 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0% 100%
APP/DEPART 0 / 8 2 / 0 0 / 2 8 / 0 0

BEGIN PEAK HR
VOLUMES 0 0 0 1 0 0 0 0 0 0 0 7 8
APPROACH % 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0% 100%
PEAK HR FACTOR 0.000 0.250 0.000 0.875 0.667
APP/DEPART 0 / 7 1 / 0 0 / 1 7 / 0 0
Beverly Terrace

NORTH SIDE
Rio Hondo Bike Path WEST SIDE EAST SIDE Rio Hondo Bike Path

SOUTH SIDE
Beverly Terrace

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Beverly Terrace
Rio Hondo Bike Path

U-TURNS
Beverly Terrace Beverly Terrace Rio Hondo Bike Path Rio Hondo Bike Path AM
7:15 AM
PM
4:30 PM

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 1
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: X 1 0 0 1 X X X X 0 X 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 1 0 0 0 0 0 0 0 1 2 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0
12:15 PM 0 0 0 2 0 0 0 0 0 0 0 0 2 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0
12:45 PM 0 0 0 2 0 0 0 0 0 0 0 1 3 0 0 0 0 0
VOLUMES 0 0 0 5 0 0 0 0 0 0 0 6 11 0 0 0 0 0
APPROACH % 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0% 100%
APP/DEPART 0 / 6 5 / 0 0 / 5 6 / 0 0

BEGIN PEAK HR
VOLUMES 0 0 0 4 0 0 0 0 0 0 0 4 8
APPROACH % 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0% 100%
PEAK HR FACTOR 0.000 0.500 0.000 0.500 0.667
APP/DEPART 0 / 4 4 / 0 0 / 4 4 / 0 0
Beverly Terrace

NORTH SIDE
Rio Hondo Bike Path WEST SIDE EAST SIDE Rio Hondo Bike Path

SOUTH SIDE
Beverly Terrace
MIDDAY
12:00 PM

U-TURNS
Beverly Terrace Beverly Terrace Rio Hondo Bike Path Rio Hondo Bike Path

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Beverly Terrace
Rio Hondo Bike Path

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 2
EAST & WEST: CONTROL: STOP ALL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 0 1 0 0 1 0 0 1 0 0 0 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
7:30 AM 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 1 0 0 0 1 0 0 0 2 0 4 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0
8:45 AM 0 0 0 0 1 0 0 0 0 0 1 0 2 0 0 0 0 0
VOLUMES 0 1 1 0 1 0 1 3 0 0 3 0 10 0 0 0 0 0
APPROACH % 0% 50% 50% 0% 100% 0% 25% 75% 0% 0% 100% 0%
APP/DEPART 2 / 2 1 / 1 4 / 4 3 / 3 0

BEGIN PEAK HR
VOLUMES 0 0 1 0 1 0 1 2 0 0 3 0 8
APPROACH % 0% 0% 100% 0% 100% 0% 33% 67% 0% 0% 100% 0%
PEAK HR FACTOR 0.250 0.250 0.375 0.375 0.500
APP/DEPART 1 / 1 1 / 1 3 / 3 3 / 3 0
4:00 PM 0 0 0 0 1 0 1 0 0 0 0 0 2 0 0 0 0 0
4:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 1 0 0 0 1 2 0 0 0 0 0
5:15 PM 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
5:30 PM 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 1 0 1 0 2 0 1 1 0 0 0 1 7 0 0 0 0 0
APPROACH % 50% 0% 50% 0% 100% 0% 50% 50% 0% 0% 0% 100%
APP/DEPART 2 / 2 2 / 2 2 / 2 1 / 1 0

BEGIN PEAK HR
VOLUMES 1 0 0 0 1 0 0 1 0 0 0 1 4
APPROACH % 100% 0% 0% 0% 100% 0% 0% 100% 0% 0% 0% 100%
PEAK HR FACTOR 0.250 0.250 0.250 0.250 0.500
APP/DEPART 1 / 1 1 / 1 1 / 1 1 / 1 0
Bluff

NORTH SIDE
Roosevelt WEST SIDE EAST SIDE Roosevelt

SOUTH SIDE
Bluff

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Bluff
Roosevelt

U-TURNS
Bluff Bluff Roosevelt Rio Hondo Bike Path
AM
8:15 AM
PM
5:00 PM

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 2
EAST & WEST: CONTROL: STOP ALL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 0 1 0 0 1 0 0 1 0 0 0 0 0 0 0 0
11:00 AM 0 0 3 0 0 0 0 1 0 0 1 0 5 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 1 0 0 0 1 0 2 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 1 0 1 0 0 2 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 3 0 0 0 2 2 0 2 5 0 14 0 0 0 0 0
APPROACH % 0% 0% 100% 0% 0% 0% 50% 50% 0% 29% 71% 0%
APP/DEPART 3 / 2 0 / 2 4 / 5 7 / 5 0

BEGIN PEAK HR
VOLUMES 0 0 3 0 0 0 2 1 0 1 3 0 10
APPROACH % 0% 0% 100% 0% 0% 0% 67% 33% 0% 25% 75% 0%
PEAK HR FACTOR 0.250 0.000 0.750 0.500 0.500
APP/DEPART 3 / 2 0 / 1 3 / 4 4 / 3 0
Bluff

NORTH SIDE
Roosevelt WEST SIDE EAST SIDE Roosevelt

SOUTH SIDE
Bluff
MIDDAY
11:00 AM

U-TURNS
Bluff Bluff Roosevelt Rio Hondo Bike Path

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Bluff
Roosevelt

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 3
EAST & WEST: CONTROL: STOP E/W
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 0 1 0 0 1 0 0 1 0 0 1 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 0% 0% 0% 0% 0% 100% 0% 0%
APP/DEPART 0 / 0 0 / 1 0 / 0 1 / 0 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 0 0 0 0 0 1 0 0 1
APPROACH % 0% 0% 0% 0% 0% 0% 0% 0% 0% 100% 0% 0%
PEAK HR FACTOR 0.000 0.000 0.000 0.250 0.250
APP/DEPART 0 / 0 0 / 1 0 / 0 1 / 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
5:30 PM 0 0 1 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
5:45 PM 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0
VOLUMES 0 0 2 2 0 0 0 0 0 0 0 1 5 0 0 0 0 0
APPROACH % 0% 0% 100% 100% 0% 0% 0% 0% 0% 0% 0% 100%
APP/DEPART 2 / 1 2 / 0 0 / 4 1 / 0 0

BEGIN PEAK HR
VOLUMES 0 0 2 1 0 0 0 0 0 0 0 0 3
APPROACH % 0% 0% 100% 100% 0% 0% 0% 0% 0% 0% 0% 0%
PEAK HR FACTOR 0.500 0.250 0.000 0.000 0.750
APP/DEPART 2 / 0 1 / 0 0 / 3 0 / 0 0
Bluff

NORTH SIDE
Bike Path WEST SIDE EAST SIDE Bike Path

SOUTH SIDE
Bluff

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Bluff
Bike Path

U-TURNS
Bluff Bluff Bike Path Bike Path
AM
8:30 AM
PM
5:15 PM

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 3
EAST & WEST: CONTROL: STOP E/W
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 0 1 0 0 1 0 0 1 0 0 1 0 0 0 0 0
11:00 AM 0 0 0 1 0 0 0 0 0 0 0 0 1 0 1 0 0 1
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0
VOLUMES 0 0 0 1 0 0 0 0 0 0 0 2 3 0 1 0 0 1
APPROACH % 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0% 100%
APP/DEPART 0 / 3 1 / 0 0 / 0 2 / 0 0

BEGIN PEAK HR
VOLUMES 0 0 0 1 0 0 0 0 0 0 0 1 2
APPROACH % 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0% 100%
PEAK HR FACTOR 0.000 0.250 0.000 0.250 0.500
APP/DEPART 0 / 2 1 / 0 0 / 0 1 / 0 0
Bluff

NORTH SIDE
Bike Path WEST SIDE EAST SIDE Bike Path

SOUTH SIDE
Bluff

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Bluff
Bike Path
MIDDAY
11:00 AM

U-TURNS
Bluff Bluff Bike Path Bike Path

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 4
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 1 0 1 1 0 1 2 0 1 2 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 1 0 0 1 0 0 1 0 0 1 0 4 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 2 0 0 1 0 3 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
8:15 AM 0 0 0 0 1 0 0 1 0 0 1 0 3 0 0 0 0 0
8:30 AM 0 0 0 0 1 0 0 1 0 0 4 0 6 0 0 0 0 0
8:45 AM 0 1 0 0 0 0 0 1 0 0 1 0 3 0 0 0 0 0
VOLUMES 0 2 0 0 3 0 0 7 0 0 9 0 21 0 0 0 0 0
APPROACH % 0% 100% 0% 0% 100% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 2 / 2 3 / 3 7 / 7 9 / 9 0

BEGIN PEAK HR
VOLUMES 0 1 0 0 2 0 0 3 0 0 7 0 13
APPROACH % 0% 100% 0% 0% 100% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.250 0.500 0.750 0.438 0.542
APP/DEPART 1 / 1 2 / 2 3 / 3 7 / 7 0
4:00 PM 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 1 0 0 2 0 3 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 2 0 0 1 0 3 0 0 0 0 0
5:30 PM 0 1 0 0 0 0 0 3 0 0 2 0 6 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
VOLUMES 0 1 0 0 0 0 0 8 0 0 9 0 18 0 0 0 0 0
APPROACH % 0% 100% 0% 0% 0% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 1 / 1 0 / 0 8 / 8 9 / 9 0

BEGIN PEAK HR
VOLUMES 0 1 0 0 0 0 0 5 0 0 5 0 11
APPROACH % 0% 100% 0% 0% 0% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.250 0.000 0.417 0.625 0.458
APP/DEPART 1 / 1 0 / 0 5 / 5 5 / 5 0
Maple

NORTH SIDE
Whittier WEST SIDE EAST SIDE Whittier

SOUTH SIDE
Maple

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Maple
Whittier

U-TURNS
Maple Maple Whittier Whittier
AM
8:00 AM
PM
4:45 PM

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 4
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 1 0 1 1 0 1 2 0 1 2 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 1 0 0 2 0 3 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 1 0 0 1 0 2 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 0 0 0 0 2 0 0 7 0 9 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 0% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 0 / 0 0 / 0 2 / 2 7 / 7 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 0 0 0 1 0 0 6 0 7
APPROACH % 0% 0% 0% 0% 0% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.000 0.250 0.500 0.583
APP/DEPART 0 / 0 0 / 0 1 / 1 6 / 6 0
Maple

NORTH SIDE
Whittier WEST SIDE EAST SIDE Whittier

SOUTH SIDE
Maple
MIDDAY
11:30 AM

U-TURNS
Maple Maple Whittier Whittier

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Maple
Whittier
Add U-Turns to Left Turns

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 5
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 0 1 0 0 1 0 1 3 0 1 3 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 1 0 0 0 0 0 1 0 0 0 0 2 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0
VOLUMES 0 1 0 0 0 0 0 1 0 0 5 0 7 0 0 0 0 0
APPROACH % 0% 100% 0% 0% 0% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 1 / 1 0 / 0 1 / 1 5 / 5 0

BEGIN PEAK HR
VOLUMES 0 1 0 0 0 0 0 1 0 0 4 0 6
APPROACH % 0% 100% 0% 0% 0% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.250 0.000 0.250 0.500 0.750
APP/DEPART 1 / 1 0 / 0 1 / 1 4 / 4 0
4:00 PM 0 0 0 1 1 0 0 0 0 0 0 0 2 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 1 0 0 0 0 0 1 0 2 0 0 0 0 0
5:30 PM 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
VOLUMES 0 1 0 1 2 0 0 2 0 0 2 0 8 0 0 0 0 0
APPROACH % 0% 100% 0% 33% 67% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 1 / 1 3 / 2 2 / 3 2 / 2 0

BEGIN PEAK HR
VOLUMES 0 1 0 0 1 0 0 1 0 0 1 0 4
APPROACH % 0% 100% 0% 0% 100% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.250 0.125 0.250 0.250 0.500
APP/DEPART 1 / 1 1 / 1 1 / 1 1 / 1 0
Maple

NORTH SIDE
Beverly WEST SIDE EAST SIDE Beverly

SOUTH SIDE
Maple
AM
8:00 AM
PM
5:15 PM

U-TURNS
Maple Maple Beverly Beverly

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Maple
Beverly

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 5
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 0 1 0 0 1 0 1 3 0 1 3 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 0 1 0 0 0 0 0 2 0 3 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 100% 0% 0% 0% 0% 0% 100% 0%
APP/DEPART 0 / 0 1 / 1 0 / 0 2 / 2 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 1 0 0 0 0 0 2 0 3
APPROACH % 0% 0% 0% 0% 100% 0% 0% 0% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.250 0.000 0.500 0.750
APP/DEPART 0 / 0 1 / 1 0 / 0 2 / 2 0
Maple

NORTH SIDE
Beverly WEST SIDE EAST SIDE Beverly

SOUTH SIDE
Maple
MIDDAY
11:45 AM

U-TURNS
Maple Maple Beverly Beverly

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Maple
Beverly

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 6
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 2 0 1 2 0 1 3 0 1 3 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 1 0 0 1 0 2 0 0 0 0 0
7:30 AM 0 1 0 0 1 0 0 0 0 0 1 0 3 0 0 0 0 0
7:45 AM 0 2 0 0 0 0 0 0 0 0 1 0 3 0 0 0 0 0
8:00 AM 0 2 0 0 1 0 0 1 0 0 1 0 5 0 0 0 0 0
8:15 AM 0 2 0 0 0 0 0 0 0 0 1 0 3 0 0 0 0 0
8:30 AM 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 8 0 0 2 0 0 2 0 0 5 0 17 0 0 0 0 0
APPROACH % 0% 100% 0% 0% 100% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 8 / 8 2 / 2 2 / 2 5 / 5 0

BEGIN PEAK HR
VOLUMES 0 7 0 0 2 0 0 1 0 0 4 0 14
APPROACH % 0% 100% 0% 0% 100% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.875 0.500 0.250 1.000 0.700
APP/DEPART 7 / 7 2 / 2 1 / 1 4 / 4 0
4:00 PM 0 1 0 0 0 0 0 1 0 0 0 0 2 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
5:00 PM 0 2 0 0 0 0 0 2 0 0 1 0 5 0 0 0 0 0
5:15 PM 0 0 0 0 1 0 0 0 0 0 1 0 2 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0
5:45 PM 0 1 0 0 0 0 0 0 0 0 4 0 5 0 0 0 0 0
VOLUMES 0 4 0 0 2 0 0 6 0 0 6 0 18 0 0 0 0 0
APPROACH % 0% 100% 0% 0% 100% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 4 / 4 2 / 2 6 / 6 6 / 6 0

BEGIN PEAK HR
VOLUMES 0 3 0 0 1 0 0 4 0 0 6 0 14
APPROACH % 0% 100% 0% 0% 100% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.375 0.250 0.500 0.375 0.700
APP/DEPART 3 / 3 1 / 1 4 / 4 6 / 6 0
Greenwood

NORTH SIDE
Washington WEST SIDE EAST SIDE Washington

SOUTH SIDE
Greenwood

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Greenwood
Washington

U-TURNS
Greenwood Greenwood Washington Washington
AM
7:30 AM
PM
5:00 PM

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 6
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 2 0 1 2 0 1 3 0 1 3 0 0 0 0 0
11:00 AM 0 0 0 0 2 0 0 1 0 0 1 0 4 0 0 0 0 0
11:15 AM 0 0 0 0 1 0 0 0 0 0 1 0 2 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0
12:00 PM 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
12:15 PM 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
12:30 PM 0 1 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0
12:45 PM 0 2 0 0 1 0 0 0 0 0 0 0 3 0 0 0 0 0
VOLUMES 0 3 0 0 7 0 0 3 0 0 3 0 16 0 0 0 0 0
APPROACH % 0% 100% 0% 0% 100% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 3 / 3 7 / 7 3 / 3 3 / 3 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 3 0 0 3 0 0 3 0 9
APPROACH % 0% 0% 0% 0% 100% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.375 0.375 0.750 0.563
APP/DEPART 0 / 0 3 / 3 3 / 3 3 / 3 0
Greenwood

NORTH SIDE
Washington WEST SIDE EAST SIDE Washington

SOUTH SIDE
Greenwood

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Greenwood
Washington
MIDDAY
11:00 AM

U-TURNS
Greenwood Greenwood Washington Washington

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 7
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 2 0 1 2 0 1 1 0 1 1 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
8:15 AM 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 1 1 0 0 2 0 0 0 0 0 0 0 4 0 0 0 0 0
APPROACH % 50% 50% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0%
APP/DEPART 2 / 1 2 / 2 0 / 0 0 / 1 0

BEGIN PEAK HR
VOLUMES 0 1 0 0 2 0 0 0 0 0 0 0 3
APPROACH % 0% 100% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0%
PEAK HR FACTOR 0.250 0.250 0.000 0.000 0.375
APP/DEPART 1 / 1 2 / 2 0 / 0 0 / 0 0
4:00 PM 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 1 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0
5:30 PM 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
5:45 PM 0 0 0 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0
VOLUMES 0 1 0 0 4 0 0 0 0 0 1 0 6 0 0 0 0 0
APPROACH % 0% 100% 0% 0% 100% 0% 0% 0% 0% 0% 100% 0%
APP/DEPART 1 / 1 4 / 4 0 / 0 1 / 1 0

BEGIN PEAK HR
VOLUMES 0 1 0 0 3 0 0 0 0 0 1 0 5
APPROACH % 0% 100% 0% 0% 100% 0% 0% 0% 0% 0% 100% 0%
PEAK HR FACTOR 0.250 0.375 0.000 0.250 0.625
APP/DEPART 1 / 1 3 / 3 0 / 0 1 / 1 0
Wilcox

NORTH SIDE
Lincoln WEST SIDE EAST SIDE Lincoln

SOUTH SIDE
Wilcox
AM
7:15 AM
PM
5:15 PM

U-TURNS
Wilcox Wilcox Lincoln Lincoln

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Wilcox
Lincoln

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 7
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 2 0 1 2 0 1 1 0 1 1 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 1 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 1 0 0 0 0 1 0 0 1 0 3 0 0 0 0 0
APPROACH % 0% 0% 100% 0% 0% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 1 / 0 0 / 0 1 / 2 1 / 1 0

BEGIN PEAK HR
VOLUMES 0 0 1 0 0 0 0 1 0 0 1 0 3
APPROACH % 0% 0% 100% 0% 0% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.250 0.000 0.250 0.250 0.375
APP/DEPART 1 / 0 0 / 0 1 / 2 1 / 1 0
Wilcox

NORTH SIDE
Lincoln WEST SIDE EAST SIDE Lincoln

SOUTH SIDE
Wilcox

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Wilcox
Lincoln
MIDDAY
11:30 AM

U-TURNS
Wilcox Wilcox Lincoln Lincoln

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 8
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 2 1 1 2 1 1 1 0 1 1 0 0 0 0 0
7:00 AM 0 1 1 0 0 0 0 0 0 0 0 1 3 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 1 0 0 0 0 0 0 0 0 1 2 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0
VOLUMES 0 1 2 0 0 0 0 0 0 0 0 3 6 0 0 0 0 0
APPROACH % 0% 33% 67% 0% 0% 0% 0% 0% 0% 0% 0% 100%
APP/DEPART 3 / 4 0 / 0 0 / 2 3 / 0 0

BEGIN PEAK HR
VOLUMES 0 1 2 0 0 0 0 0 0 0 0 2 5
APPROACH % 0% 33% 67% 0% 0% 0% 0% 0% 0% 0% 0% 100%
PEAK HR FACTOR 0.375 0.000 0.000 0.500 0.417
APP/DEPART 3 / 3 0 / 0 0 / 2 2 / 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 3 0 0 0 0 0 0 0 3 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 4 4 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 0 3 0 0 0 0 0 0 4 7 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 100%
APP/DEPART 0 / 4 3 / 3 0 / 0 4 / 0 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 3 0 0 0 0 0 0 4 7
APPROACH % 0% 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 100%
PEAK HR FACTOR 0.000 0.250 0.000 0.250 0.438
APP/DEPART 0 / 4 3 / 3 0 / 0 4 / 0 0
Montebello

NORTH SIDE
De La Merced WEST SIDE EAST SIDE De La Merced

SOUTH SIDE
Montebello

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Montebello
De La Merced

U-TURNS
Montebello Montebello De La Merced De La Merced
AM
7:00 AM
PM
5:00 PM

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 8
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 2 1 1 2 1 1 1 0 1 1 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
VOLUMES 0 0 0 0 1 0 0 2 0 0 1 0 4 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 100% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 0 / 0 1 / 1 2 / 2 1 / 1 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 0 0 0 1 0 0 1 0 2
APPROACH % 0% 0% 0% 0% 0% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.000 0.250 0.250 0.500
APP/DEPART 0 / 0 0 / 0 1 / 1 1 / 1 0
Montebello

NORTH SIDE
De La Merced WEST SIDE EAST SIDE De La Merced

SOUTH SIDE
Montebello
MIDDAY
12:30 PM

U-TURNS
Montebello Montebello De La Merced De La Merced

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Montebello
De La Merced

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 9
EAST & WEST: CONTROL: STOP S
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: X X X 1 X 1 1 1 X X 1 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 1 0 0 1 0 2 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 2 0 0 0 1 0 0 1 1 5 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0
8:45 AM 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0
VOLUMES 0 0 0 2 0 1 0 4 0 0 2 3 12 0 0 0 0 0
APPROACH % 0% 0% 0% 67% 0% 33% 0% 100% 0% 0% 40% 60%
APP/DEPART 0 / 3 3 / 0 4 / 6 5 / 3 0

BEGIN PEAK HR
VOLUMES 0 0 0 2 0 1 0 2 0 0 1 3 9
APPROACH % 0% 0% 0% 67% 0% 33% 0% 100% 0% 0% 25% 75%
PEAK HR FACTOR 0.000 0.375 0.500 0.500 0.450
APP/DEPART 0 / 3 3 / 0 2 / 4 4 / 2 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0
5:15 PM 0 0 0 0 0 1 0 0 0 0 0 2 3 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 0 0 1 0 2 0 0 2 3 8 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 0% 100% 0% 100% 0% 0% 40% 60%
APP/DEPART 0 / 3 1 / 0 2 / 2 5 / 3 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 0 1 0 2 0 0 1 3 7
APPROACH % 0% 0% 0% 0% 0% 100% 0% 100% 0% 0% 25% 75%
PEAK HR FACTOR 0.000 0.250 0.250 0.500 0.583
APP/DEPART 0 / 3 1 / 0 2 / 2 4 / 2 0
Metrolink

NORTH SIDE
Flotilla WEST SIDE EAST SIDE Flotilla

SOUTH SIDE
Metrolink

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Metrolink
Flotilla

U-TURNS
Metrolink Metrolink Flotilla Flotilla
AM
8:00 AM
PM
4:30 PM

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 9
EAST & WEST: CONTROL: STOP S
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: X X X 1 X 1 1 1 X X 1 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 1 0 0 0 0 0 0 1 0 2 0 0 0 0 0
APPROACH % 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 100% 0%
APP/DEPART 0 / 0 1 / 0 0 / 1 1 / 1 0

BEGIN PEAK HR
VOLUMES 0 0 0 1 0 0 0 0 0 0 1 0 2
APPROACH % 0% 0% 0% 100% 0% 0% 0% 0% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.250 0.000 0.250 0.500
APP/DEPART 0 / 0 1 / 0 0 / 1 1 / 1 0
Metrolink

NORTH SIDE
Flotilla WEST SIDE EAST SIDE Flotilla

SOUTH SIDE
Metrolink
MIDDAY
11:30 AM

U-TURNS
Metrolink Metrolink Flotilla Flotilla

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Metrolink
Flotilla

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 10
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 2 1 1 2 0 1 2 0 1 2 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 3 0 0 1 0 4 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 0 0
8:45 AM 0 1 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0
VOLUMES 0 1 0 0 0 0 0 3 0 0 8 0 12 0 0 0 0 0
APPROACH % 0% 100% 0% 0% 0% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 1 / 1 0 / 0 3 / 3 8 / 8 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 0 0 0 3 0 0 5 0 8
APPROACH % 0% 0% 0% 0% 0% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.000 0.000 0.250 0.417 0.500
APP/DEPART 0 / 0 0 / 0 3 / 3 5 / 5 0
4:00 PM 0 0 1 0 1 0 0 1 0 0 0 0 3 0 0 0 0 0
4:15 PM 0 1 0 0 1 0 1 0 0 0 0 0 3 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 1 0 0 1 0 2 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 1 0 0 0 1 0 1 0 3 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
5:30 PM 0 0 1 0 0 0 0 0 1 0 1 0 3 0 0 0 0 0
5:45 PM 1 0 0 0 0 0 0 1 0 0 0 0 2 0 0 0 0 0
VOLUMES 1 1 2 0 3 0 1 4 2 0 3 0 17 0 0 0 0 0
APPROACH % 25% 25% 50% 0% 100% 0% 14% 57% 29% 0% 100% 0% APP/DEPART 4 / 2 3 / 5 7 / 6 3 / 4 0

BEGIN PEAK HR
VOLUMES 1 0 1 0 1 0 0 2 2 0 2 0 9
APPROACH % 50% 0% 50% 0% 100% 0% 0% 50% 50% 0% 100% 0%
PEAK HR FACTOR 0.500 0.250 1.000 0.500 0.750
APP/DEPART 2 / 0 1 / 3 4 / 3 2 / 3 0
Montebello

NORTH SIDE
Whittier WEST SIDE EAST SIDE Whittier

SOUTH SIDE
Montebello
AM
7:45 AM
PM
5:00 PM

U-TURNS
Montebello Montebello Whittier Whittier

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Montebello
Whittier

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 10
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 2 1 1 2 0 1 2 0 1 2 0 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 1 0 0 3 0 0 0 0 4 0 0 0 0 0
11:30 AM 0 0 0 1 0 0 0 0 0 0 2 0 3 0 0 0 0 0
11:45 AM 0 0 0 0 1 0 0 1 0 0 0 0 2 0 0 0 0 0
12:00 PM 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 2 1 0 1 0 4 0 0 0 0 0
12:45 PM 0 0 1 0 0 0 0 1 0 0 1 1 4 0 0 0 0 0
VOLUMES 1 0 1 1 2 0 0 7 1 0 7 1 21 0 0 0 0 0
APPROACH % 50% 0% 50% 33% 67% 0% 0% 88% 13% 0% 88% 13%
APP/DEPART 2 / 1 3 / 3 8 / 9 8 / 8 0

BEGIN PEAK HR
VOLUMES 1 0 1 0 0 0 0 3 1 0 5 1 12
APPROACH % 50% 0% 50% 0% 0% 0% 0% 75% 25% 0% 83% 17%
PEAK HR FACTOR 0.500 0.000 0.333 0.500 0.750
APP/DEPART 2 / 1 0 / 1 4 / 4 6 / 6 0
Montebello

NORTH SIDE
Whittier WEST SIDE EAST SIDE Whittier

SOUTH SIDE
Montebello

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Montebello
Whittier
MIDDAY
12:00 PM

U-TURNS
Montebello Montebello Whittier Whittier

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 11
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 2 0 1 2 0 1 2 1 1 2 1 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
7:15 AM 0 1 0 0 0 0 0 1 0 0 2 0 4 0 0 0 0 0
7:30 AM 0 0 0 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0
7:45 AM 0 0 0 0 2 0 0 1 0 0 0 0 3 0 0 0 0 0
8:00 AM 0 0 0 0 1 0 1 0 0 0 0 0 2 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 1 0 0 1 0 0 0 0 2 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
VOLUMES 0 1 0 0 6 0 1 4 0 0 3 0 15 0 0 0 0 0
APPROACH % 0% 100% 0% 0% 100% 0% 20% 80% 0% 0% 100% 0%
APP/DEPART 1 / 2 6 / 6 5 / 4 3 / 3 0

BEGIN PEAK HR
VOLUMES 0 1 0 0 5 0 1 2 0 0 2 0 11
APPROACH % 0% 100% 0% 0% 100% 0% 33% 67% 0% 0% 100% 0%
PEAK HR FACTOR 0.250 0.625 0.750 0.250 0.688
APP/DEPART 1 / 2 5 / 5 3 / 2 2 / 2 0
4:00 PM 0 1 0 0 0 0 0 0 0 0 2 0 3 0 0 0 0 0
4:15 PM 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
5:00 PM 0 1 0 0 1 0 0 1 0 0 1 0 4 0 0 0 0 0
5:15 PM 0 1 0 0 2 0 0 0 1 0 0 0 4 0 0 0 0 0
5:30 PM 0 1 0 0 0 0 0 1 0 0 1 0 3 0 0 0 0 0
5:45 PM 0 0 0 0 1 0 0 1 0 0 0 0 2 0 0 0 0 0
VOLUMES 0 5 0 0 5 0 0 3 1 0 4 0 18 0 0 0 0 0
APPROACH % 0% 100% 0% 0% 100% 0% 0% 75% 25% 0% 100% 0%
APP/DEPART 5 / 5 5 / 6 4 / 3 4 / 4 0

BEGIN PEAK HR
VOLUMES 0 3 0 0 4 0 0 3 1 0 2 0 13
APPROACH % 0% 100% 0% 0% 100% 0% 0% 75% 25% 0% 100% 0%
PEAK HR FACTOR 0.750 0.500 1.000 0.500 0.813
APP/DEPART 3 / 3 4 / 5 4 / 3 2 / 2 0
Garfield

NORTH SIDE
Beverly WEST SIDE EAST SIDE Beverly

SOUTH SIDE
Garfield

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Garfield
Beverly

U-TURNS
Garfield Garfield Beverly Beverly
AM
7:15 AM
PM
5:00 PM

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 11
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 2 0 1 2 0 1 2 1 1 2 1 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
11:15 AM 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
11:30 AM 0 1 0 0 2 0 0 0 0 0 0 0 3 0 0 0 0 0
11:45 AM 0 1 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
12:15 PM 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0
12:30 PM 0 1 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0
12:45 PM 0 0 0 0 1 0 0 0 0 0 1 0 2 0 0 0 0 0
VOLUMES 1 3 0 0 4 0 0 1 0 0 4 0 13 0 0 0 0 0
APPROACH % 25% 75% 0% 0% 100% 0% 0% 100% 0% 0% 100% 0%
APP/DEPART 4 / 3 4 / 4 1 / 1 4 / 5 0

BEGIN PEAK HR
VOLUMES 0 2 0 0 3 0 0 1 0 0 1 0 7
APPROACH % 0% 100% 0% 0% 100% 0% 0% 100% 0% 0% 100% 0%
PEAK HR FACTOR 0.500 0.375 0.250 0.250 0.583
APP/DEPART 2 / 2 3 / 3 1 / 1 1 / 1 0
Garfield

NORTH SIDE
Beverly WEST SIDE EAST SIDE Beverly

SOUTH SIDE
Garfield
MIDDAY
11:30 AM

U-TURNS
Garfield Garfield Beverly Beverly

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Garfield
Beverly

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 12
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 0 1 0 1.5 0.5 2 2 2 1 1 2 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 0 0 0 1 1 0 0 0 0 2 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 0% 0% 50% 50% 0% 0% 0% 0%
APP/DEPART 0 / 1 0 / 0 2 / 1 0 / 0 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 0 0 1 1 0 0 0 0 2
APPROACH % 0% 0% 0% 0% 0% 0% 50% 50% 0% 0% 0% 0%
PEAK HR FACTOR 0.000 0.000 0.500 0.000 0.500
APP/DEPART 0 / 1 0 / 0 2 / 1 0 / 0 0
4:00 PM 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 5 0 0 0 0 0 5 0 0 0 0 0
4:45 PM 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0
5:00 PM 0 0 0 0 0 2 0 2 0 0 0 0 4 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 4 0 0 0 0 4 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 0 0 4 5 6 0 0 0 0 15 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 0% 100% 45% 55% 0% 0% 0% 0%
APP/DEPART 0 / 5 4 / 0 11 / 6 0 / 4 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 0 3 5 2 0 0 0 0 10
APPROACH % 0% 0% 0% 0% 0% 100% 71% 29% 0% 0% 0% 0%
PEAK HR FACTOR 0.000 0.375 0.350 0.000 0.500
APP/DEPART 0 / 5 3 / 0 7 / 2 0 / 3 0
Paramount

NORTH SIDE
Montebello WEST SIDE EAST SIDE Montebello

SOUTH SIDE
Paramount

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Paramount
Montebello

U-TURNS
Paramount Paramount Montebello Montebello
AM
7:00 AM
PM
4:30 PM

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 12
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 0 1 0 1.5 0.5 2 2 2 1 1 2 1 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
APP/DEPART 0 / 0 0 / 0 0 / 0 0 / 0 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 0 0 0 0 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
PEAK HR FACTOR 0.000 0.000 0.000 0.000 0.000
APP/DEPART 0 / 0 0 / 0 0 / 0 0 / 0 0
Paramount

NORTH SIDE
Montebello WEST SIDE EAST SIDE Montebello

SOUTH SIDE
Paramount
MIDDAY
12:45 PM

U-TURNS
Paramount Paramount Montebello Montebello

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Paramount
Montebello

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 13
EAST & WEST: CONTROL: STOP ALL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 0 1 0 0 1 0 0 1 0 0 1 0 0 0 0 0
7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 1 0 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0
8:30 AM 0 0 0 1 0 1 0 2 0 1 0 0 5 0 1 0 0 1
8:45 AM 0 0 0 0 1 0 0 0 0 1 0 0 2 0 0 0 0 0
VOLUMES 1 0 1 1 1 1 0 2 0 2 0 0 9 0 1 0 0 1
APPROACH % 50% 0% 50% 33% 33% 33% 0% 100% 0% 100% 0% 0% APP/DEPART 2 / 1 3 / 3 2 / 3 2 / 2 0

BEGIN PEAK HR
VOLUMES 1 0 1 1 1 1 0 2 0 2 0 0 9
APPROACH % 50% 0% 50% 33% 33% 33% 0% 100% 0% 100% 0% 0% PEAK HR FACTOR 0.250 0.375 0.250 0.500 0.450
APP/DEPART 2 / 1 3 / 3 2 / 3 2 / 2 0
4:00 PM 0 0 1 0 1 0 0 1 0 0 0 0 3 0 0 0 0 0
4:15 PM 0 0 1 0 0 0 0 1 0 0 2 0 4 0 0 0 0 0
4:30 PM 0 1 0 0 0 0 0 0 0 1 0 0 2 0 0 0 1 1
4:45 PM 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 1 0 1
5:00 PM 0 0 0 0 0 0 0 1 0 1 0 0 2 0 0 0 1 1
5:15 PM 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0
5:30 PM 0 0 0 0 1 0 0 0 0 1 0 0 2 0 0 0 1 1
5:45 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0
VOLUMES 0 2 2 0 2 0 1 3 0 3 3 0 16 0 0 1 3 4
APPROACH % 0% 50% 50% 0% 100% 0% 25% 75% 0% 50% 50% 0%
APP/DEPART 4 / 2 2 / 2 4 / 8 6 / 4 0

BEGIN PEAK HR
VOLUMES 0 1 2 0 1 0 1 2 0 1 2 0 10
APPROACH % 0% 33% 67% 0% 100% 0% 33% 67% 0% 33% 67% 0%
PEAK HR FACTOR 0.750 0.250 0.750 0.375 0.625
APP/DEPART 3 / 1 1 / 1 3 / 5 3 / 3 0
Montebello

NORTH SIDE
Mines WEST SIDE EAST SIDE Mines

SOUTH SIDE
Montebello

N SIDE S SIDE E SIDE W SIDE TOTAL N SIDE S SIDE E SIDE W SIDE TOTAL NS SS ES WS TOTAL 7:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
AM BEGIN PEAK HR 0 0 0 0 0
4:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Montebello
Mines
PM BEGIN PEAK HR 4:00 PM

PEDESTRIAN CROSSINGS BICYCLE CROSSINGS

U-TURNS
Montebello Montebello Mines Mines

AM PM AM
8:15 AM
PM
4:00 PM
PEDESTRIAN + BIKE CROSSINGS
8:15 AM

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 13
EAST & WEST: CONTROL: STOP ALL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 0 1 0 0 1 0 0 1 0 0 1 0 0 0 0 0
11:00 AM 0 0 1 0 0 0 0 2 0 0 0 0 3 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 1 0 0 0 0 0 0 0 1 2 0 4 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 1 1 0 0 0 0 0 0 0 1 0 3 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 1 0 0 0 1 0 0 0 0 2 0 0 0 0 0
VOLUMES 0 2 2 1 0 0 0 5 0 1 3 0 14 0 0 0 0 0
APPROACH % 0% 50% 50% 100% 0% 0% 0% 100% 0% 25% 75% 0%
APP/DEPART 4 / 2 1 / 1 5 / 8 4 / 3 0

BEGIN PEAK HR
VOLUMES 0 2 1 0 0 0 0 2 0 1 3 0 9
APPROACH % 0% 67% 33% 0% 0% 0% 0% 100% 0% 25% 75% 0%
PEAK HR FACTOR 0.375 0.000 0.250 0.333 0.563
APP/DEPART 3 / 2 0 / 1 2 / 3 4 / 3 0
Montebello

NORTH SIDE
Mines WEST SIDE EAST SIDE Mines

SOUTH SIDE
Montebello

N SIDE S SIDE E SIDE W SIDE TOTAL N SIDE S SIDE E SIDE W SIDE TOTAL NS SS ES WS TOTAL 11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
AM BEGIN PEAK HR 0 0 0 0 0

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Montebello
Mines
MIDDAY
11:30 AM

U-TURNS
Montebello Montebello Mines Mines
11:30 AM
MIDDAY
PEDESTRIAN + BIKE CROSSINGS PEDESTRIAN CROSSINGS BICYCLE CROSSINGS

T218
DATE: LOCATION: PROJECT #: SC4001
Thu, Jun 1, 23 NORTH & SOUTH: LOCATION #: 14
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 2 1 1 2 1 1 1 1 1 0.5 0.5 0 0 0 0
7:00 AM 0 1 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 0
7:15 AM 1 1 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0
7:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
8:45 AM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
VOLUMES 1 2 0 0 1 0 0 1 0 0 0 0 5 0 0 0 0 0
APPROACH % 33% 67% 0% 0% 100% 0% 0% 100% 0% 0% 0% 0%
APP/DEPART 3 / 2 1 / 1 1 / 1 0 / 1 0

BEGIN PEAK HR
VOLUMES 1 2 0 0 1 0 0 0 0 0 0 0 4
APPROACH % 33% 67% 0% 0% 100% 0% 0% 0% 0% 0% 0% 0%
PEAK HR FACTOR 0.375 0.250 0.000 0.000 0.500
APP/DEPART 3 / 2 1 / 1 0 / 0 0 / 1 0
4:00 PM 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0
4:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
4:30 PM 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0
4:45 PM 0 0 0 0 1 0 0 0 0 0 1 0 2 0 0 0 0 0
5:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 0 1 0 0 1 0 0 1 1 4 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 100% 0% 0% 100% 0% 0% 50% 50%
APP/DEPART 0 / 1 1 / 1 1 / 1 2 / 1 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 1 0 0 1 0 0 1 1 4
APPROACH % 0% 0% 0% 0% 100% 0% 0% 100% 0% 0% 50% 50%
PEAK HR FACTOR 0.000 0.250 0.250 0.500 0.500
APP/DEPART 0 / 1 1 / 1 1 / 1 2 / 1 0
Paramount

NORTH SIDE
Arroyo WEST SIDE EAST SIDE Arroyo

SOUTH SIDE
Paramount

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Paramount
Arroyo

U-TURNS
Paramount Paramount Arroyo Arroyo
AM
7:00 AM
PM
4:00 PM

T218
DATE: LOCATION: PROJECT #: SC4001
Sat, Jun 3, 23 NORTH & SOUTH: LOCATION #: 14
EAST & WEST: CONTROL: SIGNAL
NOTES: AM ▲
PM N
MD ◄ W E ►

OTHER S
OTHER ▼

NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND

NL NT NR SL ST SR EL ET ER WL WT WR TOTAL NB SB EB WB TTL LANES: 1 2 1 1 2 1 1 1 1 1 0.5 0.5 0 0 0 0
11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
VOLUMES 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
APP/DEPART 0 / 0 0 / 0 0 / 0 0 / 0 0

BEGIN PEAK HR
VOLUMES 0 0 0 0 0 0 0 0 0 0 0 0 0
APPROACH % 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
PEAK HR FACTOR 0.000 0.000 0.000 0.000 0.000
APP/DEPART 0 / 0 0 / 0 0 / 0 0 / 0 0
Paramount

NORTH SIDE
Arroyo WEST SIDE EAST SIDE Arroyo

SOUTH SIDE
Paramount
MIDDAY
12:45 PM

U-TURNS
Paramount Paramount Arroyo Arroyo

TURNING MOVEMENT BIKES COUNTS
PREPARED BY: AimTD LLC. tel: 714 253 7888 [email protected]
Montebello
Paramount
Arroyo

APPENDIX

COMMUNITY

ENGAGEMENT PLAN

AND MATERIALS
C

Kittelson & Associates, Inc.

Technical Memorandum
Kittelson & Associates, Inc. (Kittelson) is preparing the Bicycle Master Plan (BMP) for the City of Montebello, California. As part of the community and stakeholder engagement process, this community engagement plan details the project team’s strategy to ensure that sufficient outreach is conducted to develop a BMP that reflects the community’s needs. This plan is organized into the following sections:
◼ Introduction
o Community Context
◼ Community Engagement Plan
o Goals of the Community Engagement Plan
o Public Involvement Strategies
o Partner Agency and Stakeholder Committee (PASC)
o Survey
o Schedule
◼ Attachment 1: Draft Survey Content

COMMUNITY CONTEXT
The City of Montebello lies nine miles southeast of Downtown Los Angeles and is home to 63,000 residents spanning 8.4 square miles. Compared to its neighbors, it is a moderate sized city and is part of both the Gateway Cities Council of Governments (GCCOG) and the San Gabriel Valley Council of Governments (SGVCOG). According to the 2010 U.S. Census, residents of the city are primarily Hispanic/Latino (77%), NonHispanic White (7%), Asian (14%), and African American (1%). The median income is just over $56,000, significantly lower than the County and State average resulting in 13.9% of residents experiencing poverty.

Historically, the streets in Montebello were built to prioritize the needs of vehicular traffic. As a result, 81% of all trips taken by Montebello residents are done so using a private car. Despite the dominance of the private automobile, 13% of all trips in Montebello are walking or biking trips.

Currently, Montebello has limited bicycle facilities within the city. While Montebello is currently undergoing or has undergone several planning efforts that include the Montebello Downtown Specific Plan, Montebello General Plan, and Safe Travel Plan, this BMP provides a unique opportunity for the City to coordinate and develop a comprehensive strategy to expand bicycle facilities that aligns with ongoing plan updates and meets the current needs of its residents. The Montebello BMP will serve as a guiding document to help the City of Montebello to expand bicycle infrastructure that meets goals established in the updated Mobility Element: shifting trips from people driving to biking to reduce VMT and improve public and community health.

From 2015 – 2019 there have been 263 collisions involving a person biking and walking resulting in three fatalities and 19 sever injuries. Fundamentally, the goal of the BMP is to identify priority corridors and strategies to implement to enhance facilities that the safety of all road users, not just drivers. 750 The City Drive, Suite 410
Orange, CA 92868
P 714.468.1997
January 26, 2024 Project# 24761
To: Monica Mercado-Rodriguez – City of Montebello
From: Michael Sahimi and Marissa Tucker-Borquez – Kittelson & Associates RE: Montebello Bicycle Master Plan – Community Engagement Plan [DRAFT]

January 26, 2024 Page 2
Montebello Bicycle Master Plan Community Engagement Plan [DRAFT] Kittelson & Associates, Inc.

COMMUNITY ENGAGEMENT PLAN
Goals of the Community Engagement Plan
This document presents the strategy for community outreach to develop the BMP. The success of any plan depends on buy-in and support of the community the plan wishes to serve. Community outreach is vital to ensure the BMP identifies the correct problems and provides useful and implementable recommendations.

The purpose of the community engagement plan is to share information about the development of the BMP, solicit feedback from the community, and provide a transparent decision-making process. This community engagement plan uses five different strategies to engage with the public and relevant stakeholders: public meetings, pop-up events, an online survey, the City website and social media, and the Partner Agency and Stakeholder Committee (PASC).

In the following sections, this document provides details on each strategy and how they help achieve the goals of community outreach. Kittelson will support the City of Montebello in engaging with community groups that will be most affected by the project.

Public Involvement Strategies
Public Meetings
Public meetings serve as a forum to present information on the status of the BMP to the public and receive feedback and answer questions. Kittelson will develop materials for and facilitate all public meetings.

Kittelson proposes two (2) public meetings and one (1) pop up event at key milestones in the BMP development. The public meetings will be organized as interactive community workshops that cover the following topics:
◼ Community Workshop #1: (August 2023) Performed early in the project to provide the public with both an introduction of the project and to solicit feedback about existing conditions and the needs of residents.
◼ Community Workshop #2: (December 2023) Will occur after the existing conditions assessment and after a list of proposed bicycle projects has been developed. This workshop will provide an explanation of the types of projects and bike facilities recommended and will gather feedback from the community to prioritize projects and to identify potential changes to the project list.

Where and when public workshops are located can have an impact on the diversity of people that can attend. Nearly all of Montebello is considered a SB 353 Disadvantaged Community and it is also identified by the RAISE Persistent Poverty Tool as a Historically Disadvantaged Community; however, communities south of Beverly Boulevard tend to be lower-income, considered less healthy by the CA Healthy Places Index, and face Persistent Poverty as defined by the RAISE Persistent Poverty Tool. Due to these differences, it is recommended that the two workshops are split geographically with one held in northern Montebello and the other in Southern Montebello. The following dates and locations are proposed for the community workshops to provide multiple opportunities with varying days of the week, meeting times, and locations to create the greatest opportunity to attend.

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◼ Community Workshop #1: Wednesday, August 2, at 6 PM
o Preferred location: Holifield Park Community Center
o Alternative locations: Greenwood Elementary School or Vail High School ◼ Community Workshop #2: Saturday, December 9, at 2 PM
o Preferred location: Montebello Senior Center
o Alternative locations: Montebello Civic Center, Montebello Library, or Montebello High School
To ensure notice of public meetings reaches appropriate community members, Kittelson work with the City to send event/meeting information via email blasts to the following organizations to distribute to their members, to augment the City’s social media and website postings (to be discussed later in this plan):
◼ Los Angeles County Bicycle Coalition (LACBC) and Montebello Bicycle Coalition (MBC) ◼ Montebello Unified School District
◼ Montebello City Council members
◼ Los Angeles County Supervisor Hilda L. Solis (1st District) ◼ Garcia’s Bicycle Shop, A & C Bike Shop, Martin’s Bike Shop ◼ Local religious institutions such as the Our Lady of the Miraculous Medal Catholic Church, First United Methodist Church of Montebello, the Ark Montebello, Holy Cross Armenian Apostolic Cathedral, the California Yuan Yung Buddhism Center, among others
◼ Montebello Chamber of Commerce
◼ Local service organizations such as Elks Lodge, Lions Club, Rotary Club of Montebello, MexicanAmerican Opportunity Foundation, Montebello-Commerce YMCA, and American Legion Post 272 among others
◼ Any other relevant resident groups or other organizations Kittelson will provide meeting materials to the City for review two weeks in advance of each event.

Each public meeting is anticipated to last approximately two hours. The meeting will start with a brief presentation; following the presentation will be a general question and answer time. After the general question and answer period, attendees will be asked to break out into smaller groups with a facilitator and have a more specific conversation with the project team members on the topic for the meeting. The breakout sessions may include attendees writing notes on printed out maps or placing sticky notes on boards.

Support will be provided by Spanish interpretation to ensure the meeting is inclusive.

Pop-Up Event
Pop-up events provide a less formal and more interactive alternative to public meetings and provide an interactive opportunity to participate for individuals that may choose not to participate in the traditional workshops. Kittelson proposes one (1) pop-up event, with staff present for at least four hours. We propose aiming for a pop-up event in late July 2023 to coincide with the project survey and the informationgathering phase of the project.

Similar to the public meetings, Kittelson will work with the City to send event/meeting information via email blasts to the stakeholders listed above, to augment the City’s social media and website postings. Kittelson will provide pop-up event materials to the City for review two weeks in advance of the event.

Project staff will set up presentation materials at high-visibility locations to capture public feedback. The pop-up events should occur at locations with high pedestrian traffic such as parks, or outside schools, or near commercial areas. Pop-up events, when possible, should coincide with other community activities such as sporting events or street fairs.

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Kittelson staff will provide materials such as concept boards, maps, and handouts/flyers; sticky notes and/or index cards will be provided for community members to write down their comments. Handouts will be provided to community members that provide more information about the project, upcoming public meetings, as well as links to the project’s website, along with paper surveys.

The recommended City event that the pop-up booth should take place at is the Downtown Street Fest which takes place on Saturday, July 29th, from 8:00 AM to 9:00 PM.

City Website and Social Media Content
The City of Montebello will host information about the project on the City’s website. The project webpage will contain general information about the project and project schedule, a link to the online survey, announcements regarding upcoming public meetings and pop-up events, links to presentations and handouts from previous meetings and events, the draft and final BMP, and relevant contact information.

Kittelson will provide the language and material to post onto the webpage. City staff will be responsible for maintaining the webpage.

Given that the project webpage will be folded into the City website, it is recommended that the City’s website home page contain a link directing visitors to the BMP webpage. .

In addition to the project website, the project team will work with the City to use the City’s social media accounts to spread information about the project. Example social media posts include advertisements about upcoming public meetings and pop-up events, links to the online survey and project website, and announcements when the draft and final versions of the BMP are ready for review. Kittelson will provide the language and material for all social media posts. City staff will be responsible for posting material on the relevant social media platforms. Examples of social media platforms include Facebook, Twitter, Instagram, and NextDoor.

We will utilize a custom URL shortener (e.g., TinyURL.com/MontebelloBMP) for social media posts and the project flyer to link people to the project webpage.

Materials for the website and social media will be provided in both English and Spanish as appropriate.

We anticipate preparing three rounds of the project flyer for the project webpage and social media:
◼ Late June/early July – Let residents know about the project, first workshop, pop-up event, and online survey
◼ Late October – Let residents know about the second workshop ◼ Early/mid February – Let residents know that the draft BMP is available for review Partner Agency and Stakeholder Committee
The Partner Agency and Stakeholder Committee is a collection of stakeholders representing various agencies and community groups. Kittelson will use the PASC to review and provide input on significant

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project steps and decisions. Proposed ASC members include individuals from the following agencies and organizations:
◼ Caltrans
◼ Gateway Cities Council of Governments
◼ San Gabriel Valley Council of Governments
◼ Los Angeles County Metropolitan Transportation Authority (LA Metro) ◼ Los Angeles County (LACBC) and Montebello (MBC) Bicycle Coalitions ◼ Montebello Bus Lines
◼ Montebello Unified School District
◼ Metrolink
◼ Montebello Chamber of Commerce
◼ Montebello Police Department
◼ Montebello Fire Department
Kittelson will schedule two meetings with PASC to present the project and solicit feedback from members.

These meetings are anticipated to occur in mid-July and mid-November 2023 to correspond with project milestones.

We propose conducting the first PASC meeting as an interactive, virtual “walkshop” of critical locations in the city using Google Earth and Streetview. The meeting would be conducted over Zoom or Microsoft Teams.

This would allow the project team and ASC attendees to review existing conditions at locations of concern and explore opportunities and constraints. The second ASC meeting would focus on reviewing and giving input on project recommendations for the BMP.

Survey
Starting the first week of July 2023, a survey will be administered to gather general feedback from the public.

Kittelson will develop an online survey that will ask general questions about the respondent’s experience biking in Montebello and to highlight priority corridors. At the end of the survey, people will be directed to an online map of the city to add notes/comments to specific locations to highlight issues or recommendations.

A link to the survey will be hosted on the project’s website and information about the survey will be advertised to relevant stakeholders and community groups, as outlined earlier in this plan. After the survey response window is closed, the results will be summarized and shared with the project team.

The survey will be prepared in both English and Spanish. While the survey will be hosted online on a platform such as Alchemer, paper surveys will also be available at in-person events and at City Hall.

We will utilize a custom URL shortener (e.g., TinyURL.com/MontebelloBikeSurvey) for social media posts and the project flyer to link people to the project webpage.

The survey content (including a screenshot of the online map tool) is provided as an attachment to this plan for City review.

Schedule
Figure 1 shows the proposed schedule of the community outreach events. The blue sections correspond to the month each event is expected to take place. Note, the proposed schedule is tentative as delays in the project (should they occur) will result in delayed events.

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Figure 1: Draft Schedule of Community Outreach Events
Task/Event 2023
June July Aug Sept Oct Nov Dec Jan Feb Mar
Public Meeting #1
Pop-up Event
Public Meeting #2
Online Survey
Project Website
Launch & Updates
Social Media Posts
PASC Meetings

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ATTACHMENT 1: DRAFT SURVEY CONTENT
Introduction
The City of Montebello is developing a Bicycle Master Plan (BMP) with the goal of improving biking throughout the city. The plan will establish goals, policies, and programs to make Montebello a more friendly city for biking and to provide improved bicycle connections to nearby cities and key destinations.

Your feedback will help inform the types of improvements that the bike plan will include. At the end of the survey there is an online map where you can provide comments about specific locations.

Please check the project website for future updates HERE(URL). If you have any questions about the survey or the project, please contact Monica Mercado-Rodriguez at [email protected]. If you would like to receive project updates, please provide your e-mail address below.

Email address: _____________________
Section #1 Bicycle Behavior
Please answer the questions below to help us understand more about your bicycling behavior.

1. How often do you currently ride a bicycle?
a. Daily
b. Weekly
c. Monthly
d. Several times per year
e. Never

2. If you do ride, what is the current purpose for most of your bike trips? (Select all that apply.) a. I do not bike in Montebello
b. Commuting to and from work
c. Going to school or dropping off kids at school
d. Errands, shopping, or other caretaker trips
e. Visiting friends or family, going to church, or other social trips f. Going to bars or restaurants
g. Recreation or exercise
h. Other (please specify)

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3. Using the images below, where would you feel safe and comfortable riding a bike? (Select all that apply.)
a. Off-street bike path or trail b. Street-adjacent landscape-separated bike path
c. Parking or post-separated bike lane d. Painted bike lane e. Bike route on residential street d. I would not feel comfortable biking in any of these situations

4. If Montebello had a network of biking infrastructure you felt safe and comfortable riding, where would you ride bike to? (Select all that apply.)
a. I would not bike in Montebello under any circumstance b. Commuting to and from work
c. Going to school or dropping off kids at school
d. Errands, shopping, or other caretaker trips
e. Visiting friends or family, going to church, or other social trips f. Going to bars or restaurants
g. Recreation or exercise
h. Other (please specify)

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Section #2 Biking Experience
Please answer the following questions below to help us understand more about your current bicycling experience in Montebello.

1. In general, which best describes your current level of comfort with biking in Montebello:
a. Very comfortable
b. Comfortable
c. Somewhat comfortable
d. Uncomfortable

2. Which of the following statements best describes what prevents you from biking or from biking more frequently than you already do? Select all that apply:
a. I feel physically unsafe
b. I have too much cargo to carry (such as kids or groceries) c. Destination too far away or would take too long to reach d. I have physical limitations
e. Lack of bike paths and lanes
f. Lack of safe and secure bicycle parking at my destination g. Cost of owning or maintaining a bike
h. I am not interested in biking
i. Other (please specify)

3. What destinations in Montebello are currently challenging for you to access or wish you could access by biking?
a. Free response

4. Are there any streets that you would like the City to improve with bike lanes or other facilities? a. Free response
Section #3 Demographics
The following questions are optional and will only be used by the City to assess the response rate.

1. Home zip code
a. Free response

2. Relationship with Montebello (select all that apply) a. I live here
b. I work here
c. I visit here
d. I go to school here
e. Other (please specify)

3. Age
a. Under 18
b. 18-24
c. 25-34
d. 35-44
e. 45-54
f. 55-64
g. 65+

4. Gender
a. Male
b. Female
c. Non-binary
d. Other
e. I prefer not to answer

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Section #4 Map
Thank you for your responses! Please click HERE <maps.kittelson.com/MontebelloBike> if you would like to use the online map to provide comments about specific locations.

Montebello Bicycle Master Plan Survey
The City of Montebello is developing a Bicycle Master Plan (BMP) with the goal of improving biking throughout the city. The plan will establish goals, policies, and programs to make Montebello a more friendly city for biking and to provide improved bicycle connections to nearby cities and key destinations.

Your feedback will help inform the types of improvements that the bike plan will include. At the end of the survey there is a map where you can provide comments about specific locations.

Please check the project website for future updates here:
tinyurl.com/MontebelloBikePlan
If you have any questions about the survey or the project, please contact Monica Mercado-Rodriguez at [email protected]. If you would like to receive project updates, please provide your e-mail address below.

Email address:
_________________________________________________

Please answer the questions below to help us understand more about your bicycling behavior.
1) How often do you ride a bicycle?
 Daily
 Weekly
 Monthly
 Several times per year
 Never
2) If you do ride, what is the current purpose for most of your bike trips? Select all that apply.
 I do not bike in Montebello
 Commuting to and from work
 Going to school or dropping off kids at school
 Errands, shopping, or other caretaker trips
 Visiting friends or family, going to church, or other social trips  Going to bars or restaurants
 Recreation or exercise
 Other (Please specify): _________________________________________________ 3) If Montebello had a network of biking infrastructure you felt safe and comfortable riding, where would you ride a bike to? Select all that apply.  I would not bike in Montebello under any circumstance  Commuting to and from work
 Going to school or dropping off kids at school
 Errands, shopping, or other caretaker trips
 Visiting friends or family, going to church, or other social trips  Going to bars or restaurants
 Recreation or exercise
 Other (Please specify): _________________________________________________

4) Using the images below, where would you feel safe and comfortable riding a bike? Select all that apply.
 Off-street bike path or trail  Street-adjacent landscape-separated bike path  Parking or post-separated bike lane  Painted bike lane  Bike route on residential street  I would not feel comfortable biking in any of these situations

Please answer the following questions below to help us understand more about your current bicycling experience in Montebello.
5) In general, which best describes your current level of comfort with biking in Montebello?
 Very comfortable
 Comfortable
 Somewhat comfortable
 Uncomfortable
6) Which of the following statements best describes what prevents you from biking more frequently? Select all that apply:
 I feel physically unsafe
 I have too much cargo to carry (such as kids or groceries)  Destination too far away or would take too long to reach  I have physical limitations
 Lack of bike paths and lanes
 Lack of safe and secure bicycle parking at my destination  Cost of owning or maintaining a bike
 I am not interested in biking
 Other (Please specify): _________________________________________________ 7) What destinations in Montebello are currently challenging for you to access or wish you could access by biking?
Please list here: _________________________________________________ 8) Are there any streets that you would like the City to improve with bike lanes or other facilities?
Please list here: _________________________________________________

The following questions are optional and will only be used by the City to assess the response rate.
9) Your relationship with Montebello? Select all that apply.  I live here
 I work here
 I visit here
 I go to school here
 Other (please specify): _________________________________________________ 10) Your age
 Under 18
 18-24
 25-34
 35-44
 45-54
 55-64
 65+
11) Your gender
 Male
 Female
 Non-binary
 Other
 I prefer not to answer

Thank You!
Thank you for your responses! Please use the map below if you would like to provide additional comments about specific locations.

Encuesta sobre el plan maestro de bicicletas
de Montebello
La Ciudad de Montebello está desarrollando un Plan Maestro de Bicicletas (BMP, por sus siglas en inglés) con el objetivo de mejorar el uso de bicicletas en toda la ciudad. El plan establecerá metas, políticas y programas para hacer de Montebello una ciudad más amigable para andar en bicicleta y brindar mejores conexiones para bicicletas a ciudades cercanas y destinos clave.

Sus comentarios ayudarán a informar los tipos de mejoras que incluirá el plan de bicicletas. Al final de la encuesta hay un mapa donde puede proporcionar comentarios sobre ubicaciones específicas.

Consulte el sitio web del proyecto para futuras actualizaciones aquí:
tinyurl.com/MontebelloBikePlan
Si tiene alguna pregunta sobre la encuesta o el proyecto, comuníquese con Monica Mercado-Rodriguez a [email protected]. Si desea recibir actualizaciones del proyecto, por favor proporcione su dirección de correo electrónico a continuación.

Dirección de correo electrónico:
_________________________________________________

Responda las siguientes preguntas para ayudarnos a comprender mejor su comportamiento al andar en bicicleta.
1) ¿Con qué frecuencia montas en bicicleta?
 A Diario
 Semanalmente
 Mensualmente
 Varias veces al año
 Nunca
2) Si montas en bicicleta, ¿cuál es el propósito actual de la mayoría de tus viajes en bicicleta? Seleccione todas las que apliquen.
 Yo no ando en bicicleta en Montebello
 Desplazamientos hacia y desde el trabajo
 Ir a la escuela o llevar a los niños a la escuela
 Diligencias, compras u otros viajes de cuidador
 Visitar amigos o familiares, ir a la iglesia u otros viajes sociales  Ir a bares o restaurantes
 Recreación o ejercicio
 Otro (por favor especifique): _________________________________________________ 3) Si Montebello tuviera una red de infraestructura ciclista, te sentirías seguro y cómodo montando, ¿adónde irías en bicicleta? Seleccione todas las que apliquen.  No andaría en bicicleta en Montebello bajo ninguna circunstancia  Desplazamientos hacia y desde el trabajo
 Ir a la escuela o llevar a los niños a la escuela
 Diligencias, compras u otros viajes de cuidador
 Visitar amigos o familiares, ir a la iglesia u otros viajes sociales  Ir a bares o restaurantes
 Recreación o ejercicio
 Otro (por favor especifique): _________________________________________________

4) Usando las imágenes a continuación, ¿dónde te sentirías seguro y cómodo andando en bicicleta? Seleccione todas las que apliquen.
 Sendero o sendero para bicicletas fuera de la calle  Sendero para bicicletas separado por un ajardinado adyacente a la calle
 Estacionamiento o carril para bicicletas separado
con postes
 Carril para bicicletas pintado
 Ruta en bicicleta por calle residencial  No me sentiría cómodo andando en bicicleta en ninguna de estas situaciones.