Por favor responda las siguientes preguntas a continuación para ayudarnos a comprender más sobre su experiencia actual en bicicleta en Montebello. 5) En general, ¿cuál describe mejor su nivel actual de comodidad para andar en bicicleta en Montebello?
Muy cómodo
Cómodo
Algo cómodo
Incómodo
6) ¿Cuál de las siguientes afirmaciones describe mejor lo que le impide andar en bicicleta con más frecuencia? Seleccione todas las que apliquen:
Me siento físicamente inseguro
Tengo demasiada carga que llevar (como niños o comestibles) El destino está demasiado lejos o tardaría demasiado en llegar Tengo limitaciones físicas
Falta de ciclovías y carriles para bicicletas
Falta de estacionamiento seguro y protegido para bicicletas en mi destino Costo de poseer o mantener una bicicleta
No estoy interesado(da) en andar en bicicleta
Otro (por favor especifique): _________________________________________________ 7) ¿A qué destinos en Montebello actualmente le resulta difícil acceder o le gustaría poder acceder en bicicleta?
Por favor enumere aquí: _________________________________________________ 8) ¿Hay alguna calle que le gustaría que la ciudad mejorara con carriles para bicicletas u otras instalaciones?
Por favor enumere aquí: _________________________________________________
Las siguientes preguntas son opcionales y solo serán utilizadas por la Ciudad para evaluar la tasa de respuesta.
9) ¿Tu relación con Montebello? Seleccione todas las que apliquen Yo vivo aquí
Yo trabajo aquí
Yo visito aquí
Voy a la escuela aquí
Otro (por favor especifique): _________________________________________________ 10) Su Edad:
Menor de 18
18-24
25-34
35-44
45-54
55-64
65+
11) Su genero
Masculino
Femenino
No binario
Otro
Prefiero no responder
¡Gracias!
¡Gracias por sus respuestas! Utilice el mapa a continuación si desea proporcionar comentarios adicionales sobre ubicaciones específicas.
8/10/2023
MONTEBELLO BICYCLE
MASTER PLAN
PARTNER AGENCY AND STAKEHOLDER MEETING
Overview
• Project Introduction
• Meeting Purpose
• Work Completed to Date
• Discussion
• Next Steps
What is a Bicycle
Master Plan?
Guiding document to help the City of
Montebello enhance biking safety in ways
that connect people to destinations
Create a network of low-stress routes for
bicyclists of all ages and abilities
Set up recommended biking projects in
Montebello to be competitive for grants
and regional funding opportunities
Plan Goals
Tasks and Deliverables
• Review existing plans
• Inventory of existing conditions/facilities
• Collect bicyclist counts
Project Inventory &
Data Analysis
• Partner Agencies and Stakeholders (2 meetings)
• Community Outreach Plan
• Workshops (2) and pop-up events
• Survey and interactive map
Community &
Stakeholder
Engagement
• Develop vision, goals, and objectives
• Develop projects and prioritize
• Priority project concept plans and cost estimates
• Funding and implementation guidance
• E-bikes, bike parking, and wayfinding research
• Prepare Plan
Plan Development
Project Schedule
Project
Initiation (April
- May 2023)
Inventory &
Analysis (May
2023 - July
2023)
Write and
Approve Plan
(Jan. 2024 - April
2024)
Outreach & Engagement (July 2023 - March 2024)
Pop-Up
Workshop
Partner Agencies and Stakeholders Meeting
Recommendations &
Plan Development
(Aug. 2023 - Jan. 2024)
Completion
April 2024
Partner Agency and
Stakeholder Meeting
Purpose
• Provide input on existing conditions,
opportunities, and constraints based
on day-to-day experiences in the city
• Review and provide input on BMP
recommendations
• Review and provide feedback on final
BMP document
Partner Agencies and
Stakeholders
• Caltrans
• LA Metro
• Montebello Bus Lines
• Montebello Unified School District
• Montebello Fire Department
• Montebello Traffic and Safety Commission
• Gateway Cities Council of Governments
• San Gabriel Valley Council of Governments
• Metrolink
• Chamber of Commerce
• Montebello Police Department
• Active SGV
Recent and
Ongoing Work
• Collected existing conditions
data and reviewed relevant
documents
• Collected bicycle counts around
the city
• Started community outreach and
engagement
• Project survey
Online Survey and Map
• Link:
tinyurl.com/MontebelloBikeSurvey
• Spanish version:
tinyurl.com/MontebelloEncuesta
Online Survey and Map
First Community
Workshop
• Introduced project to the community
• Provided input on:
What destinations do you bike to or want
to bike to?
What concerns do you have about biking
in Montebello?
What type of bike improvements do you
want to see in Montebello?
What is most important to you?
First Community
Workshop
• East-west corridors – Beverly; Whittier; Via Campo; Lincoln; Mines • North-south corridors – Montebello Blvd; Greenwood; Wilcox; Bluff; Garfield; Maple • Destinations – Rio Hondo Trail; Shops at Montebello; Downtown; middle and high schools • Barriers/challenges – lack of protected bikeways; Montebello Blvd. bike lanes uphill; traffic volumes; long blocks and trucks south of Whittier Blvd.
• Protected bike lanes on major roads preferred due to destinations, directness, and visibility; include facilities on local residential roads for all levels of comfort
• Speeding is a major concern, especially south of Whittier Blvd.; cut-through traffic in residential areas near schools • Traffic calming
• Driver education; Warning signage
• Wayfinding to key destinations and connectors
• Intersection treatments (green paint, queue boxes, leading bike/ped intervals) • Community rides; Ciclavia and slow streets; Mobility hubs (including on Greenwood/Washington) and bikeshare • Open to allocating space away from on-street parking on major roads near retail • Bike parking is lacking
Discussion
• General discussion
• Focused questions and topics
Thank you!
• Please let us know if you have any additional questions or comments:
[email protected]
• The City will continue to post updates on the project website:
tinyurl.com/MontebelloBikePlan
• Next meeting anticipated late winter to discuss project recommendations
MONTEBELLO BICYCLE MASTER PLAN
The City of Montebello is developing
its first Bicycle Master Plan!
WE WANT YOUR INPUT ON HOW WE CAN MAKE BIKING
SAFER AND MORE COMFORTABLE IN MONTEBELLO.
You can share your thoughts about bicycling in
Montebello using the online survey and interactive
map here:
tinyurl.com/MontebelloBikeSurvey
For more
information,
please email
[email protected]
PLAN MAESTRO DE BICICLETAS DE MONTEBELLO
QUEREMOS SU OPINIÓN SOBRE CÓMO PODEMOS HACER QUE
EL CICLISMO SEA MÁS SEGURO Y CÓMODO EN MONTEBELLO.
Puede compartir sus opiniones sobre andar en
bicicleta en Montebello utilizando la encuesta en línea y el mapa interactivo aquí:
tinyurl.com/MontebelloEncuesta
Para más
información,
por favor envíe un correo
electrónico a
[email protected]
¡La Ciudad de Montebello está desarrollando
su primer Plan Maestro de Bicicletas!
MONTEBELLO BICYCLE MASTER PLAN
The City of Montebello is developing
its first Bicycle Master Plan!
WE WANT YOUR INPUT ON THE PLAN'S PROPOSED
CITYWIDE BICYCLE NETWORK.
Join us for a community workshop:
When: Thursday, November 9, 6:00 PM to 8:00 PM
Where: Montebello Senior Citizen Center, 115 S. Taylor Ave.
For more
information,
please email
[email protected]
PLAN MAESTRO DE BICICLETAS DE MONTEBELLO
QUEREMOS SU OPINIÓN SOBRE LA RED DE BICICLETAS
PROPUESTA POR EL PLAN PARA TODA LA CIUDAD.
Únase a nosotros para un taller comunitario:
Cuándo: Jueves 9 de Noviembre, de 6:00 PM a 8:00 PM
Dónde: Montebello Senior Citizen Center, 115 S. Taylor Ave.
Para más
información,
por favor envíe un correo
electrónico a
[email protected]
¡La Ciudad de Montebello está desarrollando
su primer Plan Maestro de Bicicletas!
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
Proposed Montebello Bike Network
Bike Path
Separated Bike Lanes
Buffered Bike Lanes
Bike Lanes
Bike Boulevard
Bike Route
Requires Coordination with LA
Metro
Rail Station
Montebello City Boundary
Parks and Open Spaces
APPENDIX
COMMUNITY AND
STAKEHOLDER
ENGAGEMENT
PHASE 1 SUMMARY
MEMO
D
Kittelson & Associates, Inc.
Technical Report
Kittelson & Associates, Inc. (Kittelson) is helping the City of Montebello (City) prepare their Citywide Bicycle Master Plan (BMP). To inform the development of the draft bicycle network and policies/programs, multiple strategies were used to engage the community and relevant stakeholders and gather feedback. This feedback will inform the BMP’s recommended infrastructure and non-infrastructure improvements. The strategies are as follow:
◼ Partner Agency and Stakeholder Meeting
◼ Project Booth at Downtown Street Fest
◼ Community Workshop
◼ Online Survey and Interactive Map
This document summarizes feedback received during this initial phase of the public outreach.
Partner Agency and Stakeholder Meeting
The Partner Agency and Stakeholder Committee (PASC) is a collection of stakeholders representing various agencies and community groups. The City reached out to a number of agencies and groups and the following responded and were able to participate in the meeting on August 15, 2023:
◼ Caltrans
◼ LA Metro
◼ Montebello Bus Lines
◼ Montebello Unified School District
◼ Montebello Fire Department
◼ Montebello Traffic Commission (2 members)
Feedback received from each participant is summarized below.
Caltrans
◼ The plan should consider conflict zone green striping, high visibility crosswalks. class IV separated bikeways, and raised crosswalks.
LA Metro
◼ LA Metro has initiated a first/last mile plan for the proposed L Line Station at Greenwood & Washington.
◼ The first/last mile plan will have two focus areas around the future station – Half-mile for pedestrians, and three-mile radius for bike and other wheeled modes. ◼ The first/last mile plan will include spot improvements for bikes (e.g., specific location improvements and bike parking).
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 – Kittelson & Associates, Inc.
RE: Montebello Bicycle Master Plan – Community and Stakeholder Engagement Phase 1 Summary
January 26, 2024 Page 2
Montebello Bicycle Master Plan Community and Stakeholder Engagement Phase 1 Summary Kittelson & Associates, Inc.
◼ LA Metro has not identified specific projects yet. At this time, they are wrapping up their existing conditions analysis and will be starting walk audits. They are planning on identifying specific projects around January 2024.
◼ LA Metro aims to fold in all of the existing local plans into their planning process, including local active transportation and bike master plans. They aim to be in line with what the local plans show. ◼ L Line stations do have bicycle parking.
◼ LA Metro will be examining considerations for micromobility.
Montebello Bus Lines
◼ The City’s Bus Lines is preparing a local first/last mile plan for bus stops. They are anticipating being done by end of the year.
Montebello Unified School District
◼ The district is interested in policy and education.
◼ There is a lot of congestion around schools during the beginning and end of the school day. There are conflicts with people biking and walking.
◼ The bike plan should examine enforcement and education. ◼ The bike plan should consider school programs such as walking buses.
Montebello Fire Department
◼ Bluff Road is an emergency access over the rail lines, that avoids major corridors. ◼ The plan should avoid reducing curb to curb widths.
◼ The representative was interested to know what types of bikeway separators would be proposed, and hoped that they would not be intrusive to emergency vehicles. ◼ The bike plan should take the 2022 CA Fire Code into account.
Montebello Traffic Commission
◼ Slip lanes are an issue for biking and walking. The bike plan should redesign or eliminate them. ◼ The bike plan should explore bike and ped leading intervals at the underpass of the 60 freeway and at major intersections.
◼ Traffic on Beverly Boulevard is difficult for bikes. The City should implement protected bike lanes. Traffic on Beverly Boulevard should also be slowed down.
◼ The bike plan should examine Whittier Boulevard to potentially install bike lanes. ◼ The City should develop hubs in popular areas, near development such as the golf course, downtown, and Metro Heights. Hubs would include things such as bike parking. ◼ The plan should address vehicle speeding.
◼ The plan should examine Garfield to the Metro station. ◼ The plan should include Montebello Boulevard to the future L Line station. ◼ The plan should Metro funding for capital improvements. For example, the reconnecting communities grant near freeways and rail lines may be applicable.
◼ The City should try to incorporate SS4A grant requirements.
January 26, 2024 Page 3
Montebello Bicycle Master Plan Community and Stakeholder Engagement Phase 1 Summary Kittelson & Associates, Inc.
Downtown Street Fest
The City of Montebello hosted the Downtown Street Fest on Saturday, July 29, 2023. The event offered a day of live bands, food , a beer garden, artisan & craft vendors, and a fun-filled kids’ zone. Whitter Boulevard between Montebello Boulevard and 4th Street was closed to vehicle traffic.
The City’s Planning and Community Development booth included information about the City’s Bicycle Master Plan. The purpose was to inform the public of the upcoming community workshop as well as the ongoing online survey. English and Spanish flyers were handed out which included information about both the workshop and the survey.
Downtown Street Fest Booth
January 26, 2024 Page 4
Montebello Bicycle Master Plan Community and Stakeholder Engagement Phase 1 Summary Kittelson & Associates, Inc.
Project Flyer
January 26, 2024 Page 5
Montebello Bicycle Master Plan Community and Stakeholder Engagement Phase 1 Summary Kittelson & Associates, Inc.
Community Workshop
The first community workshop was held on Thursday, August 10, 2023 from 6:00 PM to 8:00 PM at Holifield Park Community Center. The City shared the project flyer with information about the workshop on its social media channels, and also distributed the information to local groups and other interested parties. The purpose of this workshop was for the City to introduce the project, obtain feedback on existing conditions, and receive input on the types of infrastructure and programmatic improvements that should be included in the plan.
Eight members of the public attended the workshop. The key comments from the workshop are summarized below.
◼ East-west travel is a challenge for bikes.
◼ Wilcox is curvy, and there are instances of drivers racing and numerous crashes. o Access to Via Campo shopping center is challenging, due to Wilcox being curvy. ◼ Participants would rather use Lincoln. However, the intersection near the school is dangerous. o The City should consider protected bike lanes. Parking is underutilized off-peak and connects to retail.
o A bikeway should connect all the way east to Rio Hondo Trail. ◼ The City should consider a consider road diet with protected bike lanes on Beverly Boulevard. o The Metro station to the northwest of the city along Beverly Blvd is difficult to access on bike. Bicyclists tend to avoid Beverly to get there.
o A bikeway on Beverly would need physical separation, due to the hilly geography that is difficult to climb on bike.
o The City should remove street parking where feasible, such as near City Hall. Also, retail parking on streets is usually underutilized, with customers using back parking lots instead. ◼ The City should improve access to downtown via Whittier Boulevard. o This street is busy with traffic and a tight curb-to-curb with; there should be protected bike lanes.
◼ The existing bike lanes on Montebello Boulevard in the northern part of the city are challenging due to the incline. Those bikes lanes generally not used due to speeding. Physical separation should be added.
◼ Bluff Road is difficult for bikes to use.
◼ The plan should examine Garfield and Maple as north-south streets. ◼ Mines provides access to the Metrolink Station. Bike lanes should be explored. ◼ Bicyclists would need to travel along Greenwood Avenue to connect to the future Metro L Station at the Washington intersection. The plan should incorporate this pathway. ◼ The plan should provide connections to schools (mainly middle and high schools) and the Rio Hondo Trail.
◼ The plan should include short-term and quick-build solutions, and may need to consider allowing sidewalk biking at some locations until permanent solutions are implemented. ◼ Bikeways should minimize travel times, as opposed to being circuitous. o Participants supported protected bike lanes on major roads, and generally were not enthusiastic about bike routes and sharrows on roads that aren’t 25mph or lower. There is a perception that drivers would not respect those facilities. o Participants preferred bikeways on major roads due to the presence of shops and other destinations. Also, such bikeways would increase driver awareness of bikes and their visibility in the community, helping make drivers more cautious. o Riding on residential streets can be frustrating due to bicyclists having to cross several major roads.
◼ The bike network should meet the needs of users of all comfort levels. So, the bike plan should include both major streets and local residential roads, providing multiple levels of facilities and routes. ◼ The City should implement left-turn queue boxes at major intersections.
January 26, 2024 Page 6
Montebello Bicycle Master Plan Community and Stakeholder Engagement Phase 1 Summary Kittelson & Associates, Inc.
o These increase the visibility of bikes and stand out at major intersections. o Left turns are currently difficult for bikes at major intersections. ◼ Participants supported bike signals and leading bike intervals. o There is a need for bike detection at major intersections (e.g., loops or push buttons). ◼ Bicyclists need bike wayfinding to key connectors. Another purpose for the signs could be branding and identifying key bikeways.
◼ Participants were interested in bike repair classes.
◼ Small businesses currently don’t offer bike parking.
o The City may need to update its parking code.
o There is a need for bike parking for cargo and e-bikes too (e.g., universally compatible bike parking).
◼ Participants expressed interest in the City reducing vehicle speeds. o There was general interest in reducing speeds citywide, not just along bikeways. o The City should increase speed enforcement with speed cameras. o Bulbouts and other traffic calming measures should be implemented. o Speeding is more noticeable in the half of the city south of Whittier Boulevard, which is more industrial and has longer blocks.
o Road diets can also address speeding.
◼ There is concern about cut-thru traffic, especially near schools. ◼ The City should implement programs such as Ciclavia, Slow Streets programs, and community bike rides.
◼ The City should increase driver education, paired with increased visibility of biking. ◼ The City currently lacks high-visibility warning and caution signs. ◼ The plan should explore opportunities for bike share and mobility hubs.
January 26, 2024 Page 7
Montebello Bicycle Master Plan Community and Stakeholder Engagement Phase 1 Summary Kittelson & Associates, Inc.
Online Survey and Interactive Map
An online survey was posted on the City’s website and social media accounts to allow community members to provide information on their experience biking in Montebello, key biking destinations, and other information that would help in the development of the BMP. The survey was available in both English and Spanish. In total, 87 people responded to the survey. The results of the survey are summarized below.
Survey Responses
The responses to individual survey questions are summarized below. Note, while 87 individuals participated in the survey, not all answers will add up to 87 responses. For example, some individuals skipped certain questions. In addition, several questions allowed participants to select more than one response.
How often do you ride a bicycle?
More than half of respondents ride a bicycle at least weekly. Approximately one quarter bicycle fewer than once per month.
January 26, 2024 Page 8
Montebello Bicycle Master Plan Community and Stakeholder Engagement Phase 1 Summary Kittelson & Associates, Inc.
If you do ride, what is the current purpose for most of your trips? Recreation and exercise is the most common bicycle trip purpose, significantly more common than other trip purposes.
Of the following bicycle facilities, where would you feel safe and comfortable riding a bike? Participants were provided with a list and corresponding pictures for five bicycle facility types. Respondents overwhelmingly indicated a preference for bikeways that provide a physical separation between bicycles and vehicle traffic.
January 26, 2024 Page 9
Montebello Bicycle Master Plan Community and Stakeholder Engagement Phase 1 Summary Kittelson & Associates, Inc.
If Montebello had a network of biking infrastructure you felt safe and comfortable riding, where would you ride a bike to?
When given the scenario of safe and comfortable bikeways in the city, respondents indicated a willingness to bicycle for retail, social, and errand trips.
In general, what best describes your current level of comfort with biking in Montebello? Over half of respondents indicated that they are currently uncomfortable bicycling in Montebello.
January 26, 2024 Page 10
Montebello Bicycle Master Plan Community and Stakeholder Engagement Phase 1 Summary Kittelson & Associates, Inc.
Which of the following statements best describes what prevents you from biking more frequently? When asked what prevents them from bicycling more frequently, respondents mostly responded with lack of safe and secure bike parking, lack of bike paths and lanes, and a lack of physical safety.
What destinations are currently challenging for you to access or wish you could access by biking? Participants were asked which destinations are challenging and/or they wish to access by bicycling.
Responses included the following:
◼ General/other retail and shopping (14 responses)
◼ Major/main/arterial streets (13 responses)
◼ Downtown (8 responses)
◼ Parks (5 responses)
◼ Metro Atlantic Station (5 responses)
◼ Blvd Market (5 responses)
◼ Montebello Town Center/The Shops at Montebello (3 responses) ◼ Rio Hondo Trail (3 responses)
◼ Mart of Montebello (3 responses)
◼ City Hall (3 responses)
◼ Schools (2 responses)
◼ Beverly Hospital (2 responses)
◼ Metrolink Station (2 responses)
◼ Library (1 responses)
◼ Golf course (1 response)
◼ Montebello Plaza (1 response)
January 26, 2024 Page 11
Montebello Bicycle Master Plan Community and Stakeholder Engagement Phase 1 Summary Kittelson & Associates, Inc.
Are there any streets that you would like the City to improve with bike lanes or other facilities? Participants were asked which streets should be improved with bikeways. Responses were as follows:
◼ Beverly Boulevard (36 responses)
◼ Whittier Boulevard (27 responses)
◼ Montebello Boulevard/Greenwood Avenue (17 responses)
◼ Lincoln Avenue (12 responses)
◼ Garfield Avenue (10 responses)
◼ Washington Boulevard (5 responses)
◼ Olympic Boulevard (3 responses)
◼ Wilcox Avenue (2 responses)
◼ Pomona Boulevard (2 responses)
◼ Via San Delarro (1 response)
◼ Vail Avenue (1 response)
◼ Bluff Road (1 response)
◼ Via Campo (1 response)
◼ Poplar Avenue (1 response)
Online Map Comments
In addition to the survey questions, respondents were able to use an online map to provide additional location-specific comments. 74 comments were provided on the map, summarized below. Comments are summarized below.
◼ Beverly Boulevard should be improved with a dedicated bike facility. Currently is uncomfortable/unsafe for bicyclists. This includes providing a better connection to the Rio Hondo Trail, Beverly Hospital, shops/restaurants, City Hall, Montebello Library. (12 responses) ◼ Slip lanes present safety issues for bicyclists. (6 responses) ◼ Implement a protected bikeway along Whitter Boulevard, and improve access to Downtown Montebello. Speed is an issue, and could be addressed through traffic calming measures. (6 responses)
◼ Improve access to the Rio Hondo Trail via roads such as Beverly Boulevard, Bluff Road, Maiden Lane, Lincoln Avenue. (5 responses)
◼ Implement a bikeway such as protected bike lanes along Lincoln Avenue and improve intersection timing. (5 responses)
◼ Some speed bumps in the city are ineffective at slowing vehicles down along minor streets (for example, on Findlay Avenue, San Antonio Drive, and Hay Street), including for discouraging cutthrough traffic. Additional stop signs are needed on Merle Drive. (3 responses) ◼ Garfield Avenue has high speeds and parked cars; the City should implement traffic calming and reduce speeds. (3 responses)
◼ Implement protected and/or green bike lanes along Montebello Boulevard; currently unsafe for bicyclists. (3 responses)
◼ Improve bike access to Montebello Town Center and the Shops at Montebello (including reduced vehicle speeds) and increase the number of bike racks. (3 responses) ◼ Improve access to Acuna Park, including crossing Lincoln Avenue. (3 responses) ◼ At major intersections, make sure traffic lights provide enough time for bikes to cross, and include bike detectors. (2 responses)
◼ Wilcox Avenue should be improved (e.g., implement protected bike lanes, provide infrastructure to/from Schurr High School. (2 responses)
◼ Bluff Road should be improved to provide access to the Rio Honda Trail. For example, implement a bike route with sharrows. (2 responses)
January 26, 2024 Page 12
Montebello Bicycle Master Plan Community and Stakeholder Engagement Phase 1 Summary Kittelson & Associates, Inc.
◼ It is currently uncomfortable to bike to the Metrolink Station. A protected bikeway is needed. (2 responses)
◼ Improve access to Mart of Montebello. (2 responses)
◼ Provide protected facilities on Greenwood Avenue, and improve access to the future L Line Greenwood Station. (2 responses)
◼ Improve biking conditions to and around Potrero Heights Park. (2 responses) ◼ Improve access to Cantwell-Sacred Heart of Mary High School. ◼ Implement buffered bike lanes on Westmoreland Drive.
◼ Improve access to the shopping center at Via Camp and Wilcox Avenue. ◼ Improve access to Montebello City Park.
◼ Access to Rodriguez Park should be improved via Mines Avenue. ◼ Improve access to Holifield Library and the community center.
Report for Montebello Bicycle Master Plan
Completion Rate: 89.3%
Complete 75
Partial 9
Totals: 84
Response Counts
ResponseID Response
4 [email protected]
5 [email protected]
6 [email protected]
8 [email protected]
10 [email protected]
11 [email protected]
12 [email protected]
13 [email protected]
14 [email protected]
15 [email protected]
16 [email protected]
17 [email protected]
18 [email protected]
19 [email protected]
20 [email protected]
21 [email protected]
22 [email protected]
23 [email protected]
24 [email protected]
25 [email protected]
26 [email protected]
27 [email protected]
28 [email protected]
1. Email address:
29 [email protected]
31 [email protected]
33 [email protected]
34 [email protected]
35 [email protected]
36 [email protected]
37 [email protected]
39 [email protected]
41 [email protected]
43 [email protected]
44 [email protected]
45 [email protected]
46 [email protected]
47 [email protected]
49 [email protected]
51 [email protected]
52 [email protected]
55 [email protected]
56 [email protected]
57 [email protected]
58 [email protected]
59 [email protected]
60 [email protected]
61 [email protected]
ResponseID Response
62 [email protected]
65 [email protected]
66 [email protected]
67 [email protected]
68 [email protected]
69 [email protected]
70 [email protected]
71 [email protected]
72 [email protected]
73 [email protected]
75 [email protected]
76 [email protected]
77 [email protected]
78 [email protected]
79 [email protected]
81 [email protected]
82 [email protected]
83 [email protected]
84 [email protected]
85 [email protected]
87 [email protected]
89 [email protected]
90 [email protected]
91 [email protected]
ResponseID Response
92 [email protected]
93 [email protected]
95 [email protected]
96 [email protected]
97 [email protected]
98 [email protected]
ResponseID Response
2. How often do you ride a bicycle?
27% Daily
35% Weekly
14% Monthly
12% Several times per year
13% Never
Value Percent Responses
Daily
Weekly
Monthly
Several times per year
Never
Totals: 78
26.9% 21
34.6% 27
14.1% 11
11.5% 9
12.8% 10
3. If you do ride, what is the current purpose for most of your bike trips? Select all that apply.
Percent
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)
0 20
40 60
80 Value Percent Responses
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)
17.1% 13
28.9% 22
6.6% 5
31.6% 24
30.3% 23
32.9% 25
75.0% 57
1.3% 1
ResponseID Response
4 A, C.
5 D and E seem the most practical for Montebello
6 B
7 A, B, C
8 A, B and C
10 A, B, C
12 A,B, and C
13 A, B, C, D, E.
14 I would feel safe riding on Street adjacent landscape separated bike paths and parking separated bike lanes
15 A,B,C, E
16 A, B
17 Street-adjacent landscape-separated bike path or parking separated bike lane 19 It's usually very safe and pleasant riding around a 9 block radius near the golf course 20 A&B
21 B and C
23 A, B, C, D
24 (C) Parking or post-separated bike lane
25 B. Street-adjacent landscape-separated bike path
27 A, B, C
28 A B C D
29 A
4. Using the images of bicycle facilities below, where would you feel safe and comfortable riding a bike? Please enter in the box below:
31 B
32 On B
33 I'm comfortable biking in A-E but especially C.
34 All of these
35 A, B, C
36 A, B, and C, in that order. Protection from cars is what makes me feel safe when biking 37 Street adjacent landscape separated bike path
41 C, A, B
43 ABCE D could feel safe if speed limit 30 & lower
45 F
46 A off street path or trail
47 A & B if they are able to connect me safely to other areas and zones. I feel okay riding in D.
49 A and B are my top choices, C is a last resort.
50 B, C
51 A,B,C
52 A, B, C, D, E
55 B
56 A, B, C
57 A, B, and C.
58 A, B
59 I would feel safe in A, B and C in that order.
60 A,B, & only C IF there's concrete. PLASTIC does NOT make me feel safe 61 I would feel most safe riding on A and B.
ResponseID Response
62 B. street- adjacent landscape-separated bike path
63 A, B, & C
64 The only safe options are (A) and (B). (C) is only acceptable if its parking separated, post separated is unsafe as most drivers ignore/run over the plastic posts. B is the best/safest option, and the prefferred one.
65 A, B, C
66 C
67 A, B, C
69 C,b,a
70 A B C
71 A, B, E
72 A,B,C
73 (C) parking or post separated bike lane
75 A/b/c
76 I feel most safe and comfortable riding my bike in the environment in pictures A and B 77 The areas in picture A, B, C are the safest and most comfortable to ride a bicycle 78 Painting bike lines
79 In order C B A D E
81 B
82 A B C D E
84 A, B, C,D, E
85 (A. B. C. )Are great. (D E ) are not good because drivers are usually looking at their phones.
86 B
87 A B C D E
ResponseID Response
89 B and c
90 A, B and C
91 A,B,C,D
92 B
93 I would feel safe and comfortable riding a bike in the following options: B) Streetadjacent landscape-separated bike path C) Parking or post-separated bike lane E) Bike route on residential street
94 A, B, C, D
95 Only on the Rio Hondo Bike Path and possibly on a painted bike lane 96 Preferably B, but also C
97 A,B, C
98 A, B, C, D, and E. I am an experienced cyclist.
ResponseID Response
5. 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.
Percent
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)
0 100
25 50
75 Value Percent Responses
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)
1.3% 1
34.7% 26
24.0% 18
73.3% 55
78.7% 59
66.7% 50
93.3% 70
4.0% 3
6. In general, which best describes your current level of comfort with biking in Montebello?
3% Very comfortable
8% Comfortable
32% Somewhat comfortable
57% Uncomfortable
Value Percent Responses
Very comfortable
Comfortable
Somewhat comfortable
Uncomfortable
Totals: 75
2.7% 2
8.0% 6
32.0% 24
57.3% 43
7. Which of the following statements best describes what prevents you from biking more frequently? Select all that apply:
Percent
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
I am not
interested in
biking
Other (please
specify)
0 20
40 60
80 100
Value Percent Responses
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
I am not interested in biking
Other (please specify)
64.0% 48
8.0% 6
9.3% 7
1.3% 1
81.3% 61
61.3% 46
1.3% 1
5.3% 4
ResponseID Response
4 Anywhere on the main part of the city.
5 Main streets like Whittier, Beverly blvd and Olympic all have their challenges. Main issue being there is no clear indication of a bicycle lane, cars frequently get to close and do not observe 6ft between their car and someone cycling
6 Montebello blvd, Beverly blvd, whittier blvd.
7 The parks, the "downtown area"
8 Downtown Montebello, Montebello mall, Metro Atlantic station 10 Commercial centers, schools
13 The Montebello Town Center
14 Downtown Montebello on Whittier Blvd, Montebello Mall, Rio hondo bike path, Beverly Hospital, AMC Theaters, Bowlero,
15 Anywhere along Beverly Blvd or Whittier Blvd.
16 montebello public library
19 Not in particular
21 To parks
23 Shopping, restaurants, bars etc. secure bike parking in a high visibility area 24 local shops in Downtown Montebello
25 Most neighborhood streets do not provide easement for bike travel to our many parks. 31 Riding down San Gabriel Avenue towards Lincoln Avenue. Too many homeless in the area.
32 The shopping center where Marshall's is located.
34 Bars and restaurants
35 Downtown Montebello
36 BLVD Market, Tierra Mia Coffee, Vons on Montebello Boulevard
8. What destinations in Montebello are currently challenging for you to access or wish you could access by biking?
41 Golf course, Downtown LA or Montebello
43 Atlantic Metro station, accessing Rio hondo trail
46 The shopping center off of Beverly and montebello blvd. 47 BLVD Market
49 Costco and Home Depot in Monterey Park. I know that isnt techincally Montebello, but it is a major destination
50 Metro Gold Line Station (getting there from East))
51 Do not feel safe riding along main streets anywhere in Montebello. 52 the shops along Whittier and Beverly. BLVD MRKT, Angry Horse 55 All locations
56 Recreational path, shopping areas, transit stops/ transit hubs. 57 Shopping, parks, restaurants, and bars.
59 places on Whittier and Beverly
60 Most of them. Biking only works if there's a network. 61 N/A
62 Whittier Blvd Market
63 Restaurants/going inside any building. No where to leave bike that feels safe. 64 anything on beverely or whittier is a horror to bike to as those main streets are extremely unsafe for cyclists.
67 Easier access to the closest metro rail station (Atlantic Station) 76 It's too far from work
77 It's inconvenient to go shopping and pick up the kids 78 Bervely Blvd
79 City Hall / DMV / Hospital / Restaurants
ResponseID Response
81 Anything on Whittier or Beverly Blvd. There is no good way to go East to West in ot through Montebello. BLVD Mkt, Brujeria, all the shops downtown, Broguieres Dairy would all be great by bike but there are sketchy sections to get there. 82 Most restaurants in Montebello
84 Montebello City Hall
85 Vons market. Rio hondo bike path
86 Just riding throughout the city not safe
87 None
89 The metro station on Atlantic. All around MTB
90 Grant Rea Park
91 City hall
92 Shopping centers
93 Montebello/Commerce Metrolink Station
94 Stores and shops on Whittier Blvd
96 All of the businesses by the Garfield exit off the 60 freeway, also the downtown section of Montebello
97 Train station
98 Washington and Whittier Blvds
ResponseID Response
ResponseID Response
4 Whittier Avenue, Beverly Blvd, most others.
5 Garfield, Beverly blvd, Whittier and Olympic
7 Whittier Blvd, Beverly Blvd
8 Lincoln Blvd between Wilcox and Montebello Blvd, Whittier Blvd, and Beverly Blvd going east to west. Additionally, all of Montebello Blvd 10 Whittier, greenwood, around the downtown area.
13 Beverly Blvd.
14 Montebello Blvd, Whittier Blvd, Beverly Blvd, Garfield Ave, Lincoln Ave, Via San Delarro 15 Beverly Blvd and Whittier Blvd.
16 Greenwood Ave, Montebello Blvd, Whittier Blvd
17 Beverly blvd, Montebello Blvd, Whittier blvd, Lincoln Ave, Garfield Ave, Wilcox Ave, Washington Blvd
19 Residential streets should be of good repair.
20 Would be nice to have a bike path resembling what exists in Whittier (greenway trail) 21 Olympic, Vail , Montebello
23 Beverly Bl from the westside city limits to the eastside city limits needs a road diet and a post parking protected bike lane.
24 Lincoln Ave between Wilcox Ave and Montebello Blvd
25 All major boulevards traveling East and West. Montebello Blvd South of Lincoln Blvd, traveling North and South.
28 Beverly Blvd
31 Yes, Montebello Blvd.
32 Lincoln Ave
34 Whittier and Washington Blvds
9. Are there any streets that you would like the City to improve with bike lanes or other facilities?
35 Montebello Boulevard and Beverly Boulevard
36 Beverly Boulevard, Whittier Boulevard, Montebello Boulevard 41 Whittier blvd
43 Lincoln Blvd, other East West roads.
44 Lincoln Ave by the park cars are always speeding
46 Whittier blvd and Olympic blvd
49 Whitter Blvd and Lincoln Blvd.
50 Whittier Blvd, Beverly Blvd
51 All main streets
52 Whittier, Garfield, Beverly, Lincoln
55 Major streets such as Garfield, Whittier, and Beverly. 56 Beverly Blvd, Whittier Blvd, Garfield, Montebello Blvd, Greenwood, 57 Beverly Blvd or Lincoln Ave, Montebello Blvd, Garfield ave, Whittier, and Bluff Rd. 59 We need a network of protected bike lanes.
60 Literally all of them. If a car should be able to go there so should I on my bike. It's environmentally friend. Car isn't.
61 N/A
62 Whittier Blvd
63 Beverly blvd. Garfield blvd. bike parking.
64 Beverly Blvd, Whittier, Montebello, Wilcox, Washington, Garfield. 67 E. Pomona Blvd, Montebello Blvd., Beverly Blvd., Via Campo 69 Beverly and Whittier
73 Beverly, Whittier
76 Cycle lanes on major arterial roads
ResponseID Response
77 Building bike lanes on major roads
78 Bervely
79 Beverly Blvd
81 Beverly could really use bike lines.
82 Beverly Blvd
84 Beverly Blvd
85 Beverly Blvd. Whittier Blvd. Garfield. Mednik.
86 Beverly Blvd montebello Blvd going to mall
87 Beverly
89 Beverly. Pomona. Montebello
90 Beverly and Montebello Blvd.
91 Beverly
92 Whittier blvd, beverly
93 Lincoln Ave (stretch from Wilcox Ave to Montebello Blvd); Beverly Blvd; Whittier Blvd 94 Beverly Blvd, between Montebello Blvd and Poplar Ave, by Beverly Hospital 95 Lincoln, between San Gabriel & La Merced
96 Almost every one, there is a decent bike lane on Gerhart Ave. I believe 97 Montebello Blvd, Beverly Blvd, and whittier Blvd
98 Washington and Whittier Blvds
ResponseID Response
10. Your relationship with Montebello (select all that apply) Percent
I live here I work
here
I visit here I go to
school
here
Other
(please
specify)
0 10
20 30
40 50
60 Value Percent Responses
I live here
I work here
I visit here
I go to school here
Other (please specify)
56.0% 42
17.3% 13
44.0% 33
2.7% 2
8.0% 6
11. Your age
1% Under 18
5% 18-24
32% 25-34
25% 35-44
17% 45-54
8% 55-64
11% 65+
Value Percent Responses
Under 18
18-24
25-34
35-44
45-54
55-64
65+
Totals: 75
1.3% 1
5.3% 4
32.0% 24
25.3% 19
17.3% 13
8.0% 6
10.7% 8
12. Your gender
59% Male
40% Female
1% I prefer not to answer
Value Percent Responses
Male
Female
I prefer not to answer
Totals: 75
58.7% 44
40.0% 30
1.3% 1
Montebello Bicycle Master Plan
1. James Morales | [email protected] | 3109623339, Added July 15 2023 Protected bike lanes between Wilcox and Montebello blvd are needed.
Liked 2 times
2. James Morales | [email protected] | 3109623339, Added July 15 2023 Make DTMTB more accessible by bike! Parking is scarce so making it more easily accessible by bike makes sense.
Liked 2 times
3. James Morales | [email protected] | 3109623339, Added July 15 2023 Possibly paint the existing bake lanes green making them more visible/safer? Liked 1 time
4. James Morales | [email protected] | 3109623339, Added July 15 2023 Protected bike lanes all along Montebello Blvd would encourage more bike riding within the city and increase use of public transit.
Liked 3 times
5. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 There should be a protected bike lane here to allow recreational cyclists to connect from the Avenida De La Merced bike lane to the Rio Hondo Bike Lane Liked 4 times
6. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 I would like to bike to the Doctors office and to visit the Bank and Montebello Plaza shops
Liked 1 time
7. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 I would like to bike to Montebello City Park to use the park facilities.
Liked 0 times
8. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 Vehicles around this curve going eastbound and parked cars act as a blind spot endangering pedestrians and cyclists.
Liked 3 times
9. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 Unsafe and uncomfortable for pedestrians and cyclists.
Liked 0 times
10. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 Lots of potholes along Potrero Grande, no sidewalk for pedestrians and no safe way for biking along Potrero Grande and accessing Potrero Heights Park.
Liked 1 time
11. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 Difficult and uncomfortable to get to the Montebello Metrolink Station by bike Liked 2 times
12. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 I would like bike to City Hall and Montebello Library
Liked 3 times
13. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 Would like to bike to Montebello City Park to use its facilities like tennis, pickle ball courts and pool
Liked 2 times
14. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 Difficult to bike on Garfield Ave due to lots of Parked cars and car traffic at high speeds.
Traffic calming needed and bike lane needed.
Liked 2 times
15. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 Chet holifield library and community center for community meetings and park facilities Liked 2 times
16. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 Protected bike lanes on Greenwood Ave needed for safe travel in South Montebello and safe route to school for Greenwood Elementary Students
Liked 2 times
17. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 Bike lane needed on Wilcox ave for students to access Schurr high school and to access Montebello Plaza grocery stores and shops.
Liked 4 times
18. Vincent La Rocca | [email protected] | 6264139598, Added July 19 2023 Bike to Beverly hospital
Liked 2 times
19. Sylvia Takeyama | [email protected] | 3235165409, Added July 20 2023 I feel it’s very dangerous to ride a bike on Olympic, Montebello Boulevard and Vail Street Liked 1 time
20. Armando Medina | [email protected] | 3236793802, Added July 20 2023 Safety Concern - Drivers use San Antonio Dr as a shortcut traveling eastbound on Lincoln Ave. Speed bumps have become ineffective as drivers speed between the speed bumps and often speed around the turn from San Antonio into 20th Street.
Liked 0 times
21. Armando Medina | [email protected] | 3236793802, Added July 20 2023 lack of crosswalks or controlled intersections on Lincoln Ave between Wilcox and Germain Dr. where drivers are able to speed without good sight distance due to the topography of the street. I recommend putting in a round-about at the intersection of Lincoln Ave and 20th Street as a traffic calming measure.
Liked 1 time
22. Armando Medina | [email protected] | 3236793802, Added July 20 2023 Speeding traffic with two lanes of traffic in each direction. I recommend a parking protected bike lane and the limiting traffic to one lane in each direction.
Liked 1 time
23. Randy Peinado | [email protected] | Added July 20 2023 While a Reggie Rodriguez provides plenty of recreational activity for the surrounding neighborhood, there is no way to safely travel to this park by bicycle, scooter, or skates.
Additionally, only ONE SIDE of Mines Ave., between Bluff Rd. and Montebello Way, provides a sidewalk to allow for safe pedestrian travel. This is lack of safe passage is only compounded by the speeding traffic as there are no speed bumps. And this traffic grows to a very unsafe level when a train cuts access off at Olympic Blvd.
Liked 4 times
24. Randy Peinado | [email protected] | Added July 20 2023 The intersection of Bluff Rd. and W Roosevelt Ave. provides access to the Rio Hondo Bike Path. However, the entirety of Bluff Rd. provides no bike pathway to actually get to the entry point for the bike access. No safe sidewalk exists that leads to the entry way as there are several sections along Bluff Rd where the sidewalk is no longer there.
Liked 4 times
25. Armando Medina | [email protected] | 3236793802, Added July 20 2023 Poorly signalized intersection. Pedestrians need an additional crosswalk leading directly to Westmoreland Dr. as this street serves as a secondary drop off point for students of Schurr HS and is part of the primary network for local running and walking path.
Liked 1 time
26. Armando Medina | [email protected] | 3236793802, Added July 20 2023 A buffered bike lane is useful on Westmoreland Dr from Wilcox Ave to Vail Ave as this serves as a connection to the shops at Market Plaza
Liked 2 times
27. Armando Medina | [email protected] | 3236793802, Added July 20 2023 Very narrow sidewalks on both sides of the street with traffic at a high rate of speed. A bollard protected bike lane would be helpful here.
Liked 2 times
28. Armando Medina | [email protected] | 3236793802, Added July 20 2023 The slip lane at this location does little to protect pedestrians and cyclists at this location.
A massing of students often congregates at the pedestrian island in making their way to and from school. I recommend closing the slip lane to prioritize pedestrians/cyclists crossing the street.
Liked 3 times
29. Armando Medina | [email protected] | 3236793802, Added July 20 2023 A wide roadway does little to protect pedestrians walking/riding to Acuna Park. I recommend putting in a HAWK signal and a midblock crossing.
Liked 3 times
30. Armando Medina | [email protected] | 3236793802, Added July 20 2023 Need protected bike lanes to reach Costco. Wish we had Costco back in Montebello Liked 1 time
31. Armando Medina | [email protected] | 3236793802, Added July 20 2023 Destination I'd like to bike to.
Liked 2 times
32. Armando Medina | [email protected] | 3236793802, Added July 20 2023 Destination I'd like to bike to.
Liked 2 times
33. Armando Medina | [email protected] | 3236793802, Added July 20 2023 Destination I'd like to bike to.
Liked 2 times
34. Armando Medina | [email protected] | 3236793802, Added July 20 2023 Destination I'd like to bike to.
Liked 1 time
35. Kevin Smith | [email protected] | Added July 25 2023 The massive slip lane off of Garfield encourages cars to enter into a high density neighborhood at high speeds. This intersection is (unfortunately literally) a death trap. I fear for my life every time I walk in this area.
Liked 1 time
36. Kevin Smith | [email protected] | Added July 25 2023 High speeds along Whittier Blvd create dangerous conditions for pedestrians and bikers.
Consider traffic calming devices (bulb outs, raised crosswalks, etc) and street narrowing (lane width narrowing, reducing the number of lanes, etc) in order to slow down traffic along Whittier Blvd. The faster the cars move, the more people will drive by without stopping, the more people will die, and the fewer people will risk their life to visit the establishments here.
Liked 3 times
37. Kevin Smith | [email protected] | Added July 25 2023 Additional bike infrastructure can give students another method of getting to school, reducing car traffic and giving kids some much-needed exercise.
Liked 0 times
38. Kevin Smith | [email protected] | Added July 25 2023 The Montebello Town Square is a key amenity to the city. Decreasing traffic speed, increasing bike racks, and providing safe bike paths to and from this location will help create a more bikable Montebello.
Liked 2 times
39. Kevin Smith | [email protected] | Added July 25 2023 The Shops at Montebello are a key amenity to the city. Decreasing traffic speed, increasing bike racks, and providing safe bike paths to and from this location will help create a more bikable Montebello.
Liked 0 times
40. Kevin Smith | [email protected] | Added July 25 2023 Protected bike lanes along Whittier Blvd are a key step to breathing life into our downtown.
Liked 4 times
41. Kevin Smith | [email protected] | Added July 25 2023 Even with speed bumps, drivers hit incredible speeds going down Hay Street. The design of the street is very forgiving to drivers, indicating that fast speeds are appropriate and safe. Traffic calming devices such as blub outs, raised crosswalks, and lane width reductions (possibly via parking protected bike lanes) should be STRONGLY considered.
Liked 1 time
42. Vincent La Rocca | [email protected] | 6264139598, Added July 26 2023 The traffic light for traveling on Via Acosta at Garfield is extremely fast and does not give enough time for cyclists to cross. There should be a bike loop detector to lengthen the duration of the signal timing. This a safer bike route for cyclists to connect to Via San Delarroo given the lack of safe infrastructure on Beverly Blvd.
Liked 0 times
43. Vincent La Rocca | [email protected] | 6264139598, Added July 26 2023 The traffic light for traveling on Lincoln Ave at Wilcox Ave is extremely fast and does not give enough time for cyclists to cross. There should be a bike detector at the left turn lane and center lane to lengthen the duration of the signal timing. Lincoln is a safer bike route for cyclists given the lack of safe infrastructure on Beverly Blvd.
Liked 0 times
44. Vincent La Rocca | [email protected] | 6264139598, Added July 26 2023 Maiden lane has the opportunity to be another connection to the Rio Hondo Bike Path offering nearby residents another means of safely entering bike way. There could be collaboration with Montebello Land & Water which might own the property to give through access to cyclists.
Liked 0 times
45. Vincent La Rocca | [email protected] | 6264139598, Added July 26 2023 Parking protected bike lanes along Beverly Blvd would be great for safety and reducing car traffic by giving residents a safe option on bike. This infrastructure would also reduce car speeds making making the area more pedestrian friendly and increasing foot traffic to local businesses.
Liked 1 time
46. Kevin Smith | [email protected] | Added July 26 2023 Slip lanes like this allow drivers to approach intersections with minimal slowdown. This poses a danger for all other users of the intersection (pedestrians, bikers, and public transit users). Slip lanes are rarely useful, and should NEVER be implemented in a neighborhood where pedestrians should be prioritized.
Liked 0 times
47. Kevin Smith | [email protected] | Added July 26 2023 Slip lanes like this allow drivers to approach intersections with minimal slowdown. This poses a danger for all other users of the intersection (pedestrians, bikers, and public transit users). Slip lanes are rarely useful, and should NEVER be implemented in a neighborhood where pedestrians should be prioritized.
Liked 0 times
48. Kevin Smith | [email protected] | Added July 26 2023 Beverly and Garfield is a key node in the city, and should be built to prioritize people wanting to patronize nearby stores. High speeds in this area are bad enough, but this slip lane make this intersection incredibly dangerous for those walking around the area, looking to patronize local businesses.
Liked 0 times
49. Kevin Smith | [email protected] | Added July 26 2023 Key destination in the city. Lots of shops around here, and it needs to be made more accessible for biking and pedestrian. This can be done by adding bike lanes and slowing down the streets around it, and creating better connections to the rest of the city.
Liked 2 times
50. Kevin Smith | [email protected] | Added July 26 2023 Despite the high speed streets, this area is waiting to become a walkable center to the city. Slower streets with bike lanes can help be a key step in making this dense, street facing commerce come to life.
Liked 2 times
51. Added August 01 2023
Supporting local businesses is important, having more bicycle access here will allow us to be able to support them
Liked 0 times
52. Added August 01 2023
Love Tierra Mia coffee! It's a great community gathering place that would see a lot more visitors if there was safe biking infrastructure
Liked 1 time
53. Added August 01 2023
Being able to bike to a grocery store and get food and essentials is important. Lots of people frequent this store and have to make short car trips, wasting gas and money. If there was safe biking infrastructure we could go here easily and use that money for groceries instead
Liked 0 times
54. Added August 01 2023
Protected bike lanes on whittier boulevard would bring back so many businesses.
Studies show over and over again that having bike lanes increases the number of customers and reduces business vacancies
Liked 1 time
55. Added August 01 2023
Fun with friends. I like to go here but would go more if there was safer biking infrastructure
Liked 0 times
56. Added August 01 2023
LA Taqueria is opening here soon and me and my friends would visit more often if we felt safe getting there on our bikes
Liked 0 times
57. Added August 01 2023
We need a protected bike lane to the Montebello Metrolink station. By doing this we can get more people to ride the train and the bus. Right now it's impossible to get there safely
Liked 1 time
58. Travis Wong | [email protected] | 9164769571, Added August 09 2023 Rio hondo access from West requires riding on Beverly, which is dangerous.
Liked 1 time
59. Donson Liu | [email protected] | (626) 824-6655, Added August 10 2023 Bike lanes on Lincoln to get to the Rio Hondo Bike Path. City of LA is spending billions to make the LA River usable for bikes while Montebello is letting the already built Rio Hondo Bike Path languish. Hundreds if not thousands of recreational riders would love to eat/shop in Montebello if it were safe to get off the river.
Liked 2 times
60. Donson Liu | [email protected] | (626) 824-6655, Added August 10 2023 Bike lanes from Beverly to Rio Hondo River. City of LA is spending billions to make the LA River usable for bikes while Montebello is letting the already built Rio Hondo Bike Path languish. Hundreds if not thousands of recreational riders would love to eat/shop in Montebello if it were safe to get off the river.
Liked 1 time
61. Added August 23 2023
Slip lane on Via Acosta encourages drivers on Beverly Blvd to continue at his speeds in front of homes. There is an existing Stop sign in the Slip lane, however, cars either ignore the stop sign or fail to do a complete stop. This slip lane should be closed making the street only accessible by pedestrians and cyclists trying to access Ashiya park on a slower street than Beverly Blvd. Residents could still access the street via Concourse Ave
Liked 1 time
62. Added August 23 2023
Difficult to cross Whittier Blvd bridge on a bike. Recommend converting Whittier Blvd Bride to one travel lane in each direction and adding a protected 24/7 bus/bike lane in each direction
Liked 1 time
63. Added August 23 2023
Some of the Speed humps on Findlay Ave are not large enough to reduce speeding.
Dangerous for pedestrians and cyclists crossing at Dewar Ave and at Via San Delarro.
Liked 0 times
64. Added August 23 2023
Dangerous to bike or walk on Garfield Ave between Montebello and Monterey Park.
Safety improvements and better intersection design are needed. Infrastructure improvements needed to reduce vehicle speeds on Via Campo Liked 0 times
65. Added August 23 2023
Paramount Blvd is wide enough to accommodate protected bike lanes to access Potrero Heights park the Monterey Park Market place and the Shops at Montebello.
Liked 0 times
66. Added August 23 2023
Difficult to safely bike to Potrero Heights Park
Liked 0 times
67. Added August 23 2023
Cantwell sacred heart high school
Liked 0 times
68. Added August 23 2023
The future Metro rail station
Liked 0 times
69. Jonathan | [email protected] | 3235339058, Added August 25 2023 A lot of these intersections on Merle from westmoreland up to germain far don’t have stop signs on either directions
Liked 0 times
70. Jonathan | [email protected] | 3235339058, Added August 25 2023 Cars overflow from sizzler’s parking to Beverly having cyclists to take the full lane almost jumping into the second lane to avoid parked cars. There’s never cars parked on Beverly but always here
Liked 1 time
71. GILBERT JAUREGUI | [email protected] | 3235281402, Added August 26 2023 Dangerous for bikes. No bike lane.
Liked 0 times
72. GILBERT JAUREGUI | [email protected] | 3235281402, Added August 26 2023 Bike lane needed
Liked 2 times
73. GILBERT JAUREGUI | [email protected] | 3235281402, Added August 26 2023 Many shops and resturant at this location
Liked 0 times
74. GILBERT JAUREGUI | [email protected] | 3235281402, Added August 26 2023 Bluff road should have "Sharrows" (share the road) on pavement as per bike route.
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APPENDIX
PROJECT VISION, GOALS, AND ACTIONS MEMO
E
Kittelson & Associates, Inc.
Technical Memorandum
Kittelson & Associates, Inc. (Kittelson) is helping the City of Montebello (City) prepare their Citywide Bicycle Master Plan (BMP) to improve biking conditions throughout the city. This document outlines Kittelson’s recommended framework for the BMP’s vision, goals, and actions to help the City implement the recommended network and programs and to help encourage more biking in the City.
This framework was informed by the existing and baseline conditions analysis, community and stakeholder outreach efforts, and a review of recent and ongoing City planning efforts such as the General Plan Update. The vision statement identifies the long-term, aspirational goal for biking in Montebello, supported by the goals and actions to achieve the vision.
VISION
The City of Montebello will increase bicycling by being a place where people of all ages and abilities can conveniently bike to local and regional destinations. The City will provide safe and accessible bicycle facilities and supporting amenities to create a more welcoming and encouraging environment for bicyclists, cultivating a culture of bicycling as part of the City’s identity.
GOALS AND ACTIONS
Goal 1.0 Accessibility: Provide comfortable, direct,
and convenient bicycle facilities for users of all ages and abilities.
Providing comfortable and convenient bicycle facilities that offer direct pathways to key destinations can allow bicyclists of all ages and abilities to access local and regional destinations within and outside the city.
This can help increase the number of bicycle trips taken for work, school, recreation, and shopping.
Actions
◼ Provide bicycle facilities to and from key local and regional and destinations, and coordinate with adjacent jurisdictions and other agencies to ensure bikeway connectivity and consistency. ◼ Improve access to the Rio Hondo River Trail by improving trail access points, positioning wayfinding signage between the trail and key destinations in Montebello, and providing bicycle facilities to and from the trail.
◼ Improve bicycling connectivity to existing and planned transit stations. 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 Karen Phan – Kittelson & Associates, Inc.
RE: Montebello Bicycle Master Plan – Project Vision, Goals, and Actions
January 26, 2024 Page 2
Montebello Bicycle Master Plan Project Vision, Goals, and Actions Kittelson & Associates, Inc.
◼ Implement short-term and quick-build solutions at key locations until more permanent solutions are implemented.
◼ Supplement the provision of bikeways at key destinations with other bicycle-oriented amenities. ◼ Provide or encourage the provision of secure and convenient bicycle parking at key destinations. ◼ Design bikeways that acknowledge the needs of bicyclists of all ages and abilities Goal 2.0 Safety: Improve safety and the perception
of safety for bicyclists.
Creating a network of safe bicycle facilities can help reduce the frequency and severity of bicycleinvolved crashes and injuries while also encouraging people to bicycle. In addition, facilities should address the perceived lack of safety bicyclists may feel along some corridors or under certain conditions. Methods to address safety can include engineering improvements, enforcement, and education.
Actions
◼ Develop a bicycling network that consists of low-stress bikeways that meet the needs of bicyclists of all ages and abilities network.
◼ Improve bicyclists’ perception of safety while using Montebello’s circulation network with protected bicycle facilities where feasible.
◼ Implement designs that reduce conflicts between bikes and other modes such as automobiles, pedestrians, and transit vehicles along roads, at intersections, and at local destinations. ◼ Work with local agencies and organizations to implement safety education programs and campaigns for bicyclists, drivers, and other street users.
◼ Partner with law enforcement to equitably enforce safety laws for all road users, with an aim of discouraging vehicle speeding.
Goal 3.0 Encouragement: Encourage people to
bicycle, increase the visibility of bicycling in the city, and cultivate a culture of bicycling.
Creating an environment that welcomes and encourages people to bicycle can help shift trips away from private automobiles. It can also help foster a sense of local identity, increase the visibility of bicycling in the city, and engrain bicycling as part of Montebello’s culture. In addition to education and campaigns, the design of physical improvements can also help achieve this goal and put bicycling at the forefront of the City’s identity.
Actions
◼ Implement a system of bicycle wayfinding that can direct bicyclists to destinations while also increasing awareness of bicycling as a viable mode in Montebello. ◼ Partner with local agencies and organizations to host workshops and events to encourage bicycling, such as bicycle repair workshops and open street events. ◼ Utilize the City’s resources (such as social media channels) to promote bicycling.
APPENDIX
BICYCLE-ORIENTED
WAYFINDING,
PARKING, AND
E-BIKES MEMO
F
Kittelson & Associates, Inc.
Technical Memorandum
Kittelson & Associates, Inc. (Kittelson) is assisting the City of Montebello (City) in preparing a Bicycle Master Plan (BMP). As part of this effort, the City has expressed interest in establishing bicycle-oriented wayfinding protocols. Kittelson has prepared this memorandum outlining guidance for selecting locations and designing bicycle-oriented wayfinding signage. This memorandum also includes guidance on locating and designing secure bicycle parking at key destinations, and for regulating and planning for electric bikes (ebikes). This memorandum is organized into the following sections:
◼ Background
◼ Bicycle Wayfinding Signage
◼ Bicycle Parking
◼ Planning for E-Bikes
◼ Recommendations and Next Steps
BACKGROUND
Bicycle Wayfinding Signage
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 cycling 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.
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 motorists that people on bicycles may be present and they should drive with caution.
A consistent wayfinding system within the City of Montebello will benefit residents and visitors by:
◼ Providing information about destinations, direction, and distance ◼ 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 There is no state law that requires the local jurisdiction to provide bicycle wayfinding signs. However, provision of bicycle wayfinding signs is considered a good practice and is recommended as part of National Association of City Transportation Officials (NACTO) Bicycle Wayfinding Signs and California Manual on Uniform Traffic Control Devices (CA MUTCD) guidelines. 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: Dhawal Kataria, AICP and Michael Sahimi, AICP – Kittelson & Associates, Inc.
RE: Montebello Bicycle Master Plan – Bicycle-Oriented Wayfinding, Parking, and E-Bikes
January 26, 2024 Page 2
Montebello Bicycle Master Plan Bicycle-Oriented Wayfinding, Parking, and E-Bikes Kittelson & Associates, Inc.
During the first Montebello Bicycle Master Plan community workshop that occurred on August 10, 2023, participants indicated a desire for more bicycle signage and wayfinding to help navigate the city while also promoting bicycle culture and increasing its visibility.
This memo covers the following topics relevant to developing bicycle wayfinding signage:
◼ Wayfinding principles and elements
◼ Types of destinations
◼ National and state guidance
◼ Approach taken by the City of Costa Mesa
Bicycle Parking
Bicycle parking is critical because many people’s decision to bicycle is affected by security concerns for their property. 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 (CALGreen) introduced mandatory bike parking requirements for non-residential structures. These regulations offer valuable guidance for determining the recommended minimum combination of shortand long-term secure bike parking spaces in non-residential buildings.
While the City’s Municipal Code does not include general minimum bicycle parking requirements for new developments, bicycle racks are required as part of vehicle trip reduction and travel demand measures for non-residential development of 50,000 square feet or more, as follows:
◼ Bicycle racks or other secure bicycle parking shall be provided to accommodate four bicycles per the first 50,000 square feet of nonresidential development and one bicycle per each additional 50,000 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.
Short-term bike parking options, such as bike racks, can be found at various key destinations within Montebello 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.
During the first community workshop, several participants indicated that a lack of convenient bike parking at local retail destinations discouraged them from bicycling for shopping or dining trips.
This memo covers the following topics relevant to bicycle parking:
◼ Parking supply requirements
◼ Short-term bicycle rack types
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◼ Siting and location for short- and long-term parking
◼ Approach taken by City of Los Angeles
Planning for E-Bikes
With the rising popularity of electric bikes, commonly known as e-bikes, it is crucial for cities to incorporate this new mode into their transportation strategies. As e-bikes become more prevalent, it is important to consider their impact on non-electric bicyclists and the overall cycling network, as well as on pedestrians, drivers, and other users. 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.
Outreach participants have indicated a need to address e-bikes in the city, including unsafe riding by people under the age of 18, including children and teenagers which may be novice e-bike users.
This memo covers the following topics relevant to planning for e-bikes:
◼ Classes of e-bikes
◼ Factors to consider when planning for e-bikes
◼ Federal guidance
◼ Approach taken by City of Irvine
BICYCLE WAYFINDING SIGNAGE
This section provides an overview of the principles of wayfinding, types of signs, major destinations where signs should be located, and guidance on how to place the signs effectively along the roadways.
Wayfinding Principles
There are six core principles to keep in mind when developing a bicycle wayfinding program. These principles aim to guide the placement and design of a wayfinding system in order to create a clear wayfinding experience and achieve a more navigable bicycle network.1
1. Connect Places
Effective wayfinding is an extension of the bicycling and walking network and provides a seamless travel experience for non-motorized users. Wayfinding signs typically only allow for a maximum of three destinations per sign. Therefore, there must be an approach for selecting and prioritizing the potential destinations to which bicyclists may want to travel.
Generally, potential destinations for inclusion on signs can be categorized within three levels:
◼ Level 1: Recognizable districts and neighborhoods. These may be city centers; historic, commercial, cultural, or educational districts; or neighborhoods with a distinct and recognizable name and character. Level 1 destinations should be included on signs up to 3–4 miles away. 1 Alta Planning + Design. Six Wayfinding Design Principles. Retrieved from https://altago.com/wayfinding-design/
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◼ Level 2: Specific landmarks or major attractions which generate a high volume of visitors. Landmarks include transit stations, major tourist venues, regional parks, open spaces, and post-secondary educational institutions. Level 2 destinations should be signed up to 2 miles away. ◼ Level 3: Local destinations such as civic buildings, parks, high schools, shopping centers, and healthcare facilities. They typically occur on signs in low- density areas where few other destinations are present or along pathways not connecting higher priority (Level 1 and 2) destinations. Level 3 destinations may be signed up to 1 mile away.
Connectivity also goes beyond physical signage — wayfinding signage elements can create a deeper connection to a place, cultivate a sense of pride by reflecting community values and identity, and support local economic development by encouraging residents and visitors to use services.
2. Promote Active Travel
The presence of wayfinding signs should help to communicate that walking and bicycling to many destinations is possible, helping to reduce physical barriers to using these modes for all types of trips. An effective wayfinding system makes active transportation facilities more visible and helps to increase use of both on-street and off-street facilities. If existing facilities are underutilized, wayfinding improvements are a cost-effective way of increasing use.
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. Navigation elements that support bicyclists maintaining motion are discussed below.
Fundamental Navigational Elements
According to the NACTO Urban Bikeway Design Guide, there are three general types of wayfinding signs. 1 presents information on the three primary types of wayfinding signs. These are categorized based on their purpose, which in turn influences their placement along the bicycle routes. Figure 2 (provided later in this memo) illustrates a typical scenario where these signs are strategically positioned near a busy intersection.
Table 1: Types of Signs
Confirmation Signs
Purpose Information Placement Examples
Indicate to bicyclists that
they are on a designated
bikeway. Make motorists
aware of the bicycle route.
Can include
destinations and
distance/time.
Do not include
arrows.
Every ¼ to ½ mile on offstreet facilities and
every 2 to 3 blocks
along bicycle facilities,
unless another type of
sign is used (e.g., within
150 ft of a turn or
decision sign). Should
be placed soon after
turns to confirm
destination(s).
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Pavement markings can
also act as confirmation
that a bicyclist is on a
preferred route.
Turn Signs
Purpose Information Placement Examples
Indicate where a bikeway
turns from one street onto
another street. Can be used
with pavement markings.
Include
destinations and
arrows.
Near-side of
intersections where bike
routes turn (e.g., where
the street ceases to be
a bicycle route or does
not go through).
Pavement markings can
also indicate the need
to turn to the bicyclist.
Decision Signs
Purpose Information Placement Examples
Mark the junction of two or
more bikeways. Inform
bicyclists of the designated
bike route to access key
destinations.
Destinations and
arrows,
distances, and
travel times are
optional but
recommended.
Near-side of
intersections in advance
of a junction with
another bicycle route.
Along a route to
indicate a nearby
destination.
SOURCE: NACTO URBAN BIKEWAY DESIGN GUIDE, BIKE ROUTE WAYFINDING SIGNAGE AND MARKINGS SYSTEM
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Enhanced Navigational Elements
Other navigational elements can enhance the overall wayfinding system and serve as valuable additions to the fundamental navigational elements, elevating the rider's overall experience. Examples of these enhanced elements include pavement markings, mile markers, and map kiosks. Figure 1 illustrates the comprehensive bicycle wayfinding sign system family, incorporating both fundamental and enhanced wayfinding components.
Figure 1: Types of Wayfinding Signs
SOURCE: ALTA PLANNING + DESIGN
4. Predictable
Effective wayfinding systems are predictable. When information is predictable, patterns emerge, and users of the network will be able to rely on the system to provide information when they expect it. Predictability also helps users to understand new situations quickly, whether it be navigating a new intersection or travelling to a destination for the first time. A key component of predictability is strategic sign placement that is consistent and logical, illustrated in Figure 2.
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Figure 2: Typical Sign Placement
SOURCE: ALTA PLANNING + DESIGN
Users come to trust a predictable wayfinding network, making new journeys easier to attempt and complete. Every time a new trip is completed, users’ confidence in the wayfinding network will be sustained or increased.
Predictability should relate to all aspects of wayfinding placement and design (i.e., sign materials, dimensions, colors, forms, and placement). Similarly, maps should employ consistent symbology, fonts, colors, and style. The system should be designed in accordance with local, state, and federal guidelines, ensuring that it can be funded through state and federal sources.
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; too little and decision-making becomes impossible.
The placement of signs and the information provided at each placement are also critical. To be successful, wayfinding information must be provided in advance of where major changes occur and confirmed when the maneuver is complete.
6. 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 Americans with Disabilities Act (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.
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Types of Destinations
A comprehensive citywide bicycle wayfinding system can direct users to a number of different types of destinations, including the following:
◼ On-street bikeways along local City streets
◼ Regional bikeways such as the Rio Hondo Bike Path
◼ 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/community destinations such as City Hall, Hollifield Park Community Center, and the Senior Citizens Center
◼ Parks and recreation centers such as Montebello City Park and Grant Rea Park ◼ Hospitals
◼ Bicycle and pedestrian bridges
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.
State of the Practice Wayfinding Design Guidance
Sources of state of the practice design guidance that the City can utilize when developing a wayfinding program are outlined below.
National Guidance
Figure 3 presents the design guidance from NACTO’s Urban Bikeway Design Guide. The design features are grouped into three categories: required, recommended, and optional. For the required features, guidance is sourced from the MUTCD, which is commonly used nationwide. However, in the case of Montebello, California MUTCD will be applicable. This guidance in Figure 3 supplements the information on sign placement, as depicted in Figure 2.
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Figure 3: NACTO Bike Route Wayfinding Design Guidance
SOURCE: NACTO URBAN BIKEWAY DESIGN GUIDE, BIKE ROUTE WAYFINDING SIGNAGE AND MARKINGS SYSTEM
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State Guidance
Standards and guidance available for bicycle wayfinding signs are provided in the Manual on Uniform Traffic Control Devices (MUTCD) and the California MUTCD. The most commonly used standard signs are provided in Figure 4.
Figure 4a: CA MUTCD Guide Signs and Plaques for Bicycle Facilities SOURCE: CA MUTCD 2014 REVISION 7
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Figure 4b: CA MUTCD Guide Signs and Plaques for Bicycle Facilities SOURCE: CA MUTCD 2014 REVISION 7
Approach Taken by City of Costa Mesa
The City of Costa Mesa is currently developing a citywide bicycle wayfinding sign program. The City’s ongoing wayfinding signage program was selected as an example of a peer City that is currently going through the decision-making and signage design process after having developed a full citywide bike plan, exemplifying the types of processes that must be undertaken before implementing such as system.
The City’s wayfinding planning process focuses on addressing the following questions.2 ◼ What should the signs look like?
o Signage Design
2 City of Costa Mesa. Bicycle Wayfinding Sign Program. Public Outreach Meeting presentation. March 28, 2023. Retrieved from https://www.costamesaca.gov/home/showpublisheddocument/53892/638157057865800000
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o Branding
o Fabrication Methods
◼ What information should be included on the signs?
o Destination Selection
o Destination Hierarchy
o Direction and Distance
◼ Where should signs be located?
o Priority Routes
o Unique Navigational Challenges
o Sign Placement Best Practices
The City has established a hierarchy of primary, secondary, and tertiary destinations in Costa Mesa to help determine which destinations to include on any given sign, since not all potential destinations that are within distance of a sign would be included. The City’s proposed hierarchy of destinations and distances is illustrated in Figure 5. Note, the City’s distances for primary, secondary, and tertiary destinations differs from the recommendations above; this deviation is likely due to the City’s unique land use and transportation context, which results in a higher density of destinations placed closer together.
The City aims to include no more than three destinations on each sign. An example of one of their draft decision sign design concepts, including the draft branding, destination and distance hierarchy, and height, is provided in Figure 6.
Figure 5: Costa Mesa Bicycle Wayfinding Destination Hierarchy SOURCE: COSTA MESA BICYCLE WAYFINDING SIGN PROGRAM, PUBLIC OUTREACH MEETING PRESENTATION
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Figure 6: Costa Mesa Draft Sign Concept
SOURCE: COSTA MESA BICYCLE WAYFINDING SIGN PROGRAM, PUBLIC OUTREACH MEETING PRESENTATION
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BICYCLE PARKING
Bike parking is a crucial and convenient support system for bicycle transportation. Ensuring its effectiveness requires careful consideration. If bike 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 bike parking to be able to accommodate all types of bikes effectively.
To cater to the diverse needs of cyclists, 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 work day). 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 cycling and enhance the overall cycling experience.
The San Gabriel Valley Regional Active Transportation Plan (ATP) suggests that local agencies refer to the Association of Pedestrian and Bicycle Professionals publications, including the Essentials of Bike Parking (2015) and the Bicycle Parking Guidelines, 2nd Edition (2010) for guidance on bicycle parking. APBP provides state of the practice information including short- and long-term site planning, installation, bicycle rack selection, placement/spacing, and example policies and requirements.
Parking Supply Requirements
As discussed earlier in this memo, the City’s parking requirements do not include bike parking requirements for residential or non-residential developments, while new non-residential 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 nonresidential development. There may be opportunities to introduce general bicycle parking requirements for development projects regardless of size and land use type.
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, shown in Table 2.
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.
Table 2: Short-Term and Long-Term Bicycle Parking Requirements Type of Activity/Land Use Long-term Bicycle Parking
Requirement
Short-term Bicycle Parking
Requirement
Residential
Single Family Dwelling No spaces required. No spaces required.
Multifamily Dwelling
a) With private garage for each unit No spaces required. 0.05 spaces for each bedroom. Minimum is 2
spaces.
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Type of Activity/Land Use Long-term Bicycle Parking
Requirement
Short-term Bicycle Parking
Requirement
b) Without private garage for each
unit
0.5 spaces for each bedroom.
Minimum is 2 spaces.
0.05 spaces for each
bedroom. Minimum is 2
spaces.
c) Senior Housing 0.5 spaces for each bedroom.
Minimum is 2 spaces.
0.05 spaces for each
bedroom. Minimum is 2
spaces.
Civic: Cultural/Recreational
Non-assembly cultural (library,
government buildings, etc.)
1 space for each 10 employees.
Minimum requirement is 2
spaces
1 space for each 10 KSF floor
area. Minimum requirement is
2 spaces
Assembly (Church, theaters,
stadiums, parks, beaches, etc.)
1 space for each 20 employees.
Minimum requirement is 2
spaces
Spaces for 2% of maximum
expected daily attendance.
Health care/hospitals 1 space for each 20 employees
or one space for each 70 KSF of
floor area, whichever is greater.
Minimum is 2 spaces.
I space for each 20 KSF of
floor area. Minimum is 2
spaces.
Education
a) Public, parochial, and private
day-care centers for 15 or more
children
1 space for each 20 employees.
Minimum is 2 spaces.
1 space for each 20 students
of planned capacity.
Minimum is 2 spaces.
b) Public parochial, and private
nursery schools, kindergartens, and
elementary schools (1-3)
1 space for each 10 employees.
Minimum is 2 spaces.
1 space for each 20 students
of planned capacity.
Minimum is 2 spaces.
c) Public parochial, and elementary
(4-6),
junior high and high schools
1 space for each 10 employees
plus 1 space for each 20
students of planned capacity.
Minimum is 2 spaces.
1 space for each 20 students
of planned capacity.
Minimum is 2 spaces.
d) Colleges and Universities 1 space for each 10 employees plus 1 space for each 10
students of planned capacity; or
1 space for each 20 KSF of floor
area, whichever is greater.
1 space for each 10 students
of planned capacity.
Minimum is 2 spaces.
Rail/bus terminals and
stations/airports
Spaces for 5% of projected a.m.
peak period daily ridership.
Spaces for 1.5% of projected
a.m. peak period daily
ridership.
Commercial
General food sales or groceries 1 space for each 12 KSF of floor area. Minimum requirement is 2
spaces
1 space for each 2 KSF of floor
area. Minimum requirement is
2 spaces.
General retail 1 space for each 12 KSF of floor
area. Minimum requirement is 2
spaces
1 space for each 5 KSF of floor
area. Minimum requirement is
2 spaces.
Office 1 space for each 10 KSF of floor
area. Minimum requirement is 2
spaces
1 space for each 20 KSF of
floor area. Minimum
requirement is 2 spaces.
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Type of Activity/Land Use Long-term Bicycle Parking
Requirement
Short-term Bicycle Parking
Requirement
Industrial/Manufacturing
Manufacturing and production I space for each 15 KSF of floor area. Minimum requirement is 2
spaces.
Number of spaces to be
prescribed by the Director of
City Planning. Consider
minimum of 2 spaces at each
public building entrance
SOURCE: APBP BICYCLE PARKING GUIDELINES, 2ND EDITION, 2010 NOTE: KSF = THOUSAND SQUARE FEET
Short-term Bicycle Rack Types
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 bikes 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.
An overview of common rack types is provided in the table below.
Note that APBP’s guidance was published in 2015 and is currently undergoing an update to incorporate new bike rack designs and compatibility with other types of bikes such as hand bicycles, folding bicycles, and electric cargo bicycles.
Table 3: Typical Bike Rack Styles
Rack Type Image Description
Racks for All Applications
Inverted U (also called
staple or loop)
Common style appropriate for many uses;
two points of ground contact. Can be
installed in series on rails to create a freestanding parking area in variable quantities.
Available in many variations.
Post & Ring Common style appropriate for many uses;
one point of ground contact. Compared to
inverted-U racks, these are less prone to
unintended perpendicular parking. Products
exist for converting unused parking meter
posts.
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Rack Type Image Description
Wheelwell-Secure Includes an element that cradles one wheel.
Design and performance vary by
manufacturer; typically contains bikes well,
which is desirable for long-term parking and in
large-scale installations (e.g., campus);
accommodates fewer bicycle types and
attachments than the two styles above.
High-Density Racks
Staggered WheelwellSecureVariation of the wheelwell-secure rack designed to stagger handlebars vertically or
horizontally to increase parking density.
Reduces usability and limits kinds of bikes
accommodated, but contains bikes well and
aids in fitting more parking in constrained
spaces.
Vertical Typically used for high-density indoor parking.
Not accessible to all users or all bikes, but can
be used in combination with on-ground
parking to increase overall parking density.
Creates safety concerns not inherent to
on-ground parking.
Two-Tier Typically used for high-density indoor parking.
Performance varies widely. Models for public
use include lift assist for upper-tier parking.
Recommend testing before purchasing.
Creates safety concerns not inherent to onground parking, and requires maintenance for moving parts.
Racks to Avoid
Wave (also called
undulating or serpentine)
Not intuitive or user-friendly; real-world use of
this style often falls short of expectations;
supports bike frame at only one location
when used as intended.
Schoolyard (also called
comb or grid)
Does not allow locking of frame and can
lead to wheel damage. Inappropriate for
most public uses, but useful for temporary
attended bike storage at events and in
locations with no theft concerns. Sometimes
preferred by recreational riders, who may
travel without locks and tend to monitor their
bikes while parked.
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Rack Type Image Description
Coat Hanger This style has a top bar that limits the types of bikes it can accommodate.
Wheelwell Racks that cradle bicycles with only a
wheelwell do not provide suitable security,
pose a tripping hazard, and can lead to
wheel damage.
Bollard This style typically does not appropriately
support a bike’s frame at two separate
locations.
Spiral Despite possible aesthetic appeal, spiral racks
have functional downsides related to access,
real-world use, and the need to lift a wheel to
park.
Swing Arm Secured These racks are intended to capture a bike’s frame and both wheels with a pivoting arm.
In practice, they accommodate only limited
bike types and have moving parts that
create unneeded complications.
SOURCE: APBP ESSENTIALS OF BIKE PARKING, 2015
Ultimately, the appropriate short-term (or long-term) bike parking type should be evaluated and selected based on the performance measures most important to the City and its residents. Examples of key performance criteria for bike racks, which can also be used to assess other types of racks not included in the table above) are provided below:
◼ Supports bike upright without putting stress on wheels – The rack should provide two points of contact with the frame—at least 6” 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”. ◼ 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 bike frame. Rack tubes with a cross section larger than 2” can complicate the use of smaller U-locks. ◼ 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 tamper-resistant 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.
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Siting and Location
APBP also provides considerations that should be accounted for when locating and placing both shortand long-term bike parking, as summarized below.
Short-Term Parking
According to APBP, parking for short-term users should be in close proximity to their destination and easy to use. Users generally need the bike rack for up to two hours, when visiting destinations such as businesses and institutions. APBP’s considerations for short-term parking site planning are noted below. ◼ Location: Short-term bike parking should be visible from and close to the entrance it serves—50’ or less is a good benchmark. Weather-protected parking makes bicycle transportation more viable for daily and year-round use, and it can reduce the motivation for users to bring wet bicycles into buildings.
Area lighting is important for any location likely to see use outside of daylight hours. ◼ Security: All racks must be sturdy and well-anchored, but location determines the security of short-term parking as much as any other factor. Users seek out parking that is visible to the public, and they particularly value racks that can be seen from within the destination. Areas with high incidence of bicycle theft may justify specific security features such as specialty racks, tamper-proof mounting techniques, or active surveillance.
◼ Quantity: Many jurisdictions have ordinances governing bike parking quantity. APBP offers complete recommendations for the amount and type of parking required in various contexts (summarized earlier in this memo). In the absence of requirements, it’s okay to start small—but bear in mind that perceived demand may be lower than the demand that develops once quality parking appears.
Long-Term Parking
Long-term parking users generally place the most value on security and weather protection, and generally consist of employees, residents, and public transit users. They can leave their bikes parked for several hours at a time. APBP’s considerations for long-term parking site planning are noted below. ◼ Location: Appropriate locations for long-term parking vary with context. 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. Signage may be needed for first-time users.
◼ 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).
Options for access control include user-supplied locks, keys, smart cards, and other technologies. ◼ Quantity: APBP offers complete recommendations for the amount and type of parking required in various contexts (summarized earlier in this memo).
Approach Taken by City of Los Angeles
The City of Los Angeles was selected as an example of a local City with the following components that the City of Montebello can look to for a better understanding of increased bike parking supply:
◼ Bicycle parking ordinance for private residential and non-residential developments ◼ Bicycle parking standard plan
◼ Partnering with the community to improve parking at local destinations
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The City of Los Angeles requires bicycle parking facilities for new development and additions that increase the floor area of a building. The Bicycle Parking Ordinance includes bicycle parking standards at commercial, industrial, and residential locations.
The City of Los Angeles has a citywide Bicycle Rack
Standard Plan (S-671-2) approved by the Bureau of
Engineering. The standard plan provides criteria for
bicycle rack material quality, bicycle rack installation procedures, and bicycle rack location criteria. These
standards apply to bike racks installed in the public rightof-way (sidewalks).3 Figure 9 shows the isometric view of the standard bicycle rack.
Racks installed on private property and racks installed by other public agencies (such as Metro) on their own
property can deviate from these standards. The
standard does not preclude the City from installing nonstandard racks, but non-standard rack installations may require approval from the City’s Bureau of Engineering, special permitting, and site plans.
The City of Los Angeles provides the following list of do’s and don’ts of bicycle parking for the self-installation of bike parking on private property:
LADOT’s Do’s of Bike Parking
◼ DO place short-term bike parking as close to building entrances as possible to increase security and make travelling by bike convenient.
◼ DO make bike parking visible to people on bikes, building security, foot traffic, and anyone approaching the building. Placing bike parking at a highly visible location reduces incidents of theft and vandalism and encourages visitors to consider arriving by bike. ◼ DO provide lighting for areas with bike parking, as needed. Like parking lots for cars, people parking their bikes prefer to do so in a well-lit environment to feel safe and deter theft. ◼ DO install bike parking that supports the frame of a bike, not just the wheel. Poorly designed bike parking facilities can encourage vandalism and may damage people’s bikes. ◼ DO install bike parking that is compatible with a variety of locks. If someone is unable to lock their bicycle properly using your designated bike parking, it can discourage people from riding their bike and make bikes targets for theft.
◼ DO make bike parking simple. Bike racks designed for short-term parking should not be too complex to use. Inverted-U racks are simple, relatively vandal- and maintenance-proof, and accommodate a variety of locks.
◼ DO keep bike parking areas clean. Unkempt bicycle parking, like unkempt parking lots for cars, can make potential users feel uncomfortable or unwilling to park there. Plan to provide regular maintenance.
◼ DO provide a cover and protection from the elements as necessary. People do not want to sit on a wet bike seat or leave their bike out in the rain to rust. ◼ DO develop a bike locker rental program that is low-cost and convenient to encourage people to commute on bikes.
3 City of Los Angeles. Bicycle Rack Standard Plan: https://eng2.lacity.org/techdocs/stdplans/s-600/S-671-2_B-4785%2006- 28-19.pdf
Figure 7 Standard Bicycle Rack
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LADOT’s Don’ts of Bicycle Parking
◼ DO NOT place short-term bike parking in an inconvenient location or conceal it with screens or landscaping. Hiding bike parking increases chances of theft and vandalism. ◼ DO NOT post “No Bike Parking” signage. If people are parking their bikes outside of designated bike parking areas, something is wrong with the existing bike parking. Signage can be used to direct people to where bike parking is available.
◼ DO NOT place bike parking near irrigation systems where bikes can get wet and be damaged. ◼ DO NOT install bike lockers or other types of bike parking that can be used for anything other than bike storage. Avoid coin-operated lockers, which can create maintenance and operation issues. ◼ DO NOT install bike parking facilities in locations where they can create tripping hazards for people.
LADOT hosts an online web portal for its Sidewalk Bike Parking Program. LADOT installs bike racks for public, short-term use within the public right-of-way, thus encouraging ridership by providing convenient locations to lock bikes on a short-term basis. Anyone may request a City-installed bike rack by filling out the online form, after which LADOT web- and field-checks the proposed location for sufficient space. Note, this program cannot be used to fulfill code-required bike parking.
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PLANNING FOR E-BIKES
With the rising popularity of electric bikes, commonly known as e-bikes, Cities are beginning to incorporate this new mode into their transportation strategies. As e-bikes become more prevalent, it is important to consider their impact on non-electric bicyclists and the overall transportation network.
Classes of Electric Bicycles
Assembly Bill (AB) 1096 and California Vehicle Code (CVC) 312.5 defines e-bikes as a bicycle equipped with fully operable pedals and an electric motor of less than 750 watts. It provides the following classification for policy making and planning.
◼ Class 1 Electric Bicycle refers to 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 miles per hour.
◼ Class 2 Electric Bicycle refers to 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 miles per hour.
◼ Class 3 Electric Bicycle refers to 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 miles per hour.
Factors to Consider
There are several factors cities should consider when planning for e-bikes.
First, there needs to be adequate infrastructure for e-bikes. 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, and should be clearly marked and well-lit. Additionally, cities can consider implementing bike-sharing systems, which allow riders to rent e-bikes at designated locations and return them to other locations when they are finished.
Second, cities should consider the 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 create implement a network of dedicated bike lanes to reduce the risk of collisions with cars and other motorized vehicles.4 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.
In addition to infrastructure, cities may also consider the 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 (if they wish 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. Additionally, cities should consider 4 Jonathan Ciaccio. E-Bike Infrastructure and Urban Planning: Integrating Electric Bikes into Bike-Friendly Cities retrieved from https://corbah.com/blogs/all-posts/e-bike-infrastructure-and-urban-planning-integrating-electric-bikes-into-bikefriendly-cities
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incorporating e-bike charging into bike parking facilities in public areas such as parks and other public spaces, to make it easier for riders to charge their bikes.
Speed Management
According to a study published in the online journal Injury Prevention, 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 non-motorized 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.
Surface treatments, such as speed bumps, are another option for decreasing trail user speeds, yet these features almost always detract from trail users’ experiences. Bicyclists prefer a relatively smooth surface and may avoid a trail completely to sidestep these road conditions. Alternatively, gravel and other unpaved surfaces can lower bicyclists’ speeds, but they will likely deter some bicyclists from use as well.
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 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.
Federal Guidance
Guidance pertaining to e-bike planning is limited at this time. However, the Federal Highway Administration (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. The literature review begins with an overview of the legislative and regulatory context surrounding e-bikes in the United States at the national and state levels. It continues by examining existing research on the impacts of e-bikes on eight key topic areas:
ridership trends, safety, physical activity and health, accessibility, equity, trail infrastructure and environment, energy and emissions, and freight use cases. Each topic area section also includes a summary of gaps in research and future research needs identified by the project team.
Table 4 present a summary of the literature review findings and research gaps for topic areas that are relevant to Montebello as it develops and implements a BMP.
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Table 4: Summary of FHWA Literature Review Findings and Research Gaps Topic Area Key Findings Research Gaps
Safety ◼ Research has not found significant
differences between the behavior
of traditional bicycle riders and ebike riders.
◼ Average speeds for e-bikes are
faster than traditional bicycles.
However, this may be due to ebikes having higher uphill speeds. ◼ E-bike riders tend to be older and
have a higher rate of single-bicycle
crashes; men have a higher rate of
crashing than women while women
have a higher rate of suffering a
serious injury.
◼ Understanding whether ebike crash rates are growing
faster than e-bike ownership
rates or whether the
increased number of e-bike
crashes is simply the result of
increased e-bike ownership.
◼ Studying the difference in
safety risks between e-bike
classifications.
◼ Understanding risk factors
contributing to battery fire
risks.
Ridership Trends ◼ E-bikes appeal to new audiences
by lowering the barriers of entry to
bicycling.
◼ E-bike users tend to be older and
have higher income and
educational attainment than
traditional bicycle riders. About 85
percent of e-bike users are male.
◼ E-bike users tend to take longer
and more frequent trips than riders
of traditional bicycles.
◼ E-bikes most commonly replace
trips taken by traditional bicycles. Ebikes likely lead to a reduction in vehicle miles traveled, but in the
U.S., generally do not fully act as a
substitute for a car.
◼ Examining the mode shift of
e-bike users to better
understand potential
impacts on travel patterns.
◼ Understanding the role that
the growing number of ebike incentive programs
play in increasing and
promoting ridership.
◼ Examining the gender
discrepancy among riders
to determine how to
promote greater e-bike use.
Physical Activity and Health ◼ E-bikes have a lower threshold for physical exertion than traditional
bicycles, but they require enough
exertion to meet recommended
heart rate intensities for exercise.
◼ Better understanding the
health effects of riding an ebike in comparison to other methods of exercise and
micromobility modes
through longer term
observational studies.
◼ Understanding the health
impacts by demographic,
especially for older adults.
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Topic Area Key Findings Research Gaps
Accessibility ◼ E-bikes are commonly used by
older adults and people with
physical limitations that make riding
a traditional bike difficult.
◼ People with physical limitations are
more likely to use e-bikes for
recreation and exercise than for
commutes.
◼ Design characteristics, including
lightweight construction, stepthrough frame, and tricycle style bikes can help enable the
accessibility of e-bikes.
◼ Empirical and observational
approaches are necessary
to confirm survey findings.
◼ Investigating strategies to
better integrate adaptive ebikes into bike share fleets, including understanding the
needs of users with
disabilities and how to
design, finance, and
operate programs.
SOURCE: FHWA, ELECTRIC BICYCLE (E-BIKE) TRENDS, IMPACTS, AND OPPORTUNITIES: LITERATURE REVIEW SUMMARY, 2023 Approach Taken By City of Irvine
The City of Irvine was selected as an example of a local City that is actively planning for e-bikes through the adoption of an e-bike ordinance to address issues and concerns in the near-term. This serves as an example of the components of a potential ordinance in the City of Montebello.
The City of Irvine 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. In an effort to lower the number of bicycle collisions in Irvine via education and enforcement efforts, the City’s Public Safety Department proposed the following amendments to the Municipal Code in order to be consistent with the California Vehicle Code (CVC).
These amendments are intended to discourage the dangerous bicycle riding behavior that has been identified as common primary collision factors in many of the bicycle collisions in Irvine. The suggested changes are summarized in the below section:
◼ Update the Municipal Code to include a definition of an e-bike and identify their individual classes. ◼ Update the definition of a “highway” in order to coincide with the California Vehicle Code. ◼ Preclude e-bike owners from tampering with or modifying their e-bike to change the speed capability of the bicycle.
◼ Set a speed limit for e-bikes on the highway (28 mph) and a separate speed limit for all bicyclists and e-bike operators on bike paths and trails in Irvine (20 mph). ◼ Require all bicycle and e-bike operators to yield the right-of-way to all pedestrians and vehicles when entering a highway from an alley, driveway, bicycle path, or sidewalk. ◼ Mandate all bicyclists, e-bikes, electric scooters, and electric skateboard operators to travel in the same direction as vehicles are required to be driven upon the roadway, regardless of whether or not the operator is on a highway or in a bike lane. This section would also apply to all sidewalks less than 8 feet in width or wherever posted signs prohibit traveling in the opposite direction as vehicular traffic. ◼ Require all bicycle and e-bike passengers to have their own separate seat. ◼ Disallow the operation of e-bikes in the City’s designated Open Space Area. ◼ Remove all bicycle licensing requirements in order to align with California Assembly Bill (AB) 1909.
Note, Public Safety is not suggesting the City Council pass an ordinance disallowing e-bikes on any paved bike path or bike trail.
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RECOMMENDATIONS AND NEXT STEPS
Based on this summary memo, recommended next steps for the City of Montebello are outlined below.
Recommendations are organized into two categories: Those that should be developed for and incorporated into the final BMP document, and those that should be implemented by the City subsequent to the approval of the BMP.
Bicycle Wayfinding
BMP Recommendations
◼ Incorporate bike wayfinding placement and design guidance into the BMP to inform the development of a future bike wayfinding program.
◼ The BMP should identify the types of locations that should be incorporated into a wayfinding program.
In addition, the BMP can include identifying preliminary destinations to be considered for the wayfinding program based on public input from the survey and community workshop. ◼ Research regional, state, and federal grant funding opportunities and requirements related to bicycle wayfinding programs.
Post-BMP Recommendations
◼ Support the local economy by providing directional and distance information on wayfinding signs for Montebello residents and visitors.
◼ Formally implement a bike wayfinding program, including initiating a study to design the program. ◼ Pursue grant funding opportunities to develop a bike wayfinding program. ◼ Develop City-branded signs with a common unifying theme. ◼ As bikeways are constructed, strategically place wayfinding signage to enhance their visibility.
Bicycle Parking
BMP Recommendations
◼ The BMP should identify key destinations in the city that can benefit from the installation of convenient and secure bike parking.
◼ Incorporate bike parking siting and design guidance into the BMP. ◼ Include proposed short- and long-term bike parking supply requirements for various and uses, for the City to consider adding to the Municipal Code.
◼ Provide information and guidance for partnering with local businesses to provide bike parking for businesses along their frontage, in the public right-of-way. ◼ Research regional, state, and federal grant funding opportunities and requirements related to bicycle parking.
Post-BMP Recommendations
◼ Formally update the Municipal Code with new bike parking requirements for non-residential and residential development projects.
◼ Develop a formal program to partner with residents and local retail establishments to identify and provide short-term parking for customers near businesses. ◼ Pursue grant funding opportunities to install bike parking on City properties or in partnership with businesses.
◼ Continue to install bike parking at City properties and destinations such as parks and recreation centers.
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E-Bikes
BMP Recommendations
◼ As the proposed bikeway network is being drafted, consider the needs of e-bikes (e.g., bike lane with).
Also, aim to reduce conflicts between e-bikes and other modes. ◼ Include guidance and information on e-bike enforcement and ordinances. ◼ Include guidance and information for bike safety education campaigns that include an e-bike component, including younger users.
◼ Research regional, state, and federal grant funding opportunities and requirements for safety education campaigns that can include e-bikes.
Post-BMP Recommendations
◼ Develop and pass an e-bike ordinance addressing e-bikes on on-street facilities, sidewalks, and offstreet paths and trails. ◼ Conduct education and safety classes and campaigns that incorporate e-bike behavior, including partnering with Montebello Unified School District.
◼ Monitor research publications, guidance documents, and peer agencies to stay up to date on the status of e-bike planning.
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REFERENCES
Alta Planning + Design. (n.d.). Six Wayfinding Design Principles. Retrieved from Alta:
https://altago.com/wayfinding-design/
Association of Pedestrian and Bicycle Professionals (APBP). (2015). Essetials of Bike Parking. Retrieved from https://www.apbp.org/assets/docs/EssentialsofBikeParking_FINA.pdf California Green Building Standards Code. (2018, December 3). Bike Parking Guidelines. Retrieved from CycleSafe: https://cyclesafe.com/bike-parking-guidelines/ Ciaccio, J. (2023, April 29). E-Bike Infrastructure and Urban Planning: Integrating Electric Bikes into BikeFriendly Cities. Retrieved from Corbah: https://corbah.com/blogs/all-posts/e-bike-infrastructureand-urban-planning-integrating-electric-bikes-into-bike-friendly-cities City of Costa Mesa. (2023, March 28). Costa Mesa Bicycle Wayfinding Sign Program. Retrieved from Public Outreach Meeting:
https://www.costamesaca.gov/home/showpublisheddocument/53892/638157057865800000 City of Irvine. (2023). Ordinance Amending the Irvine Municipal Code Relating to Bicycles and Establishing Regulations on E-Bikes and other Forms of Electric Transportation. Transportation Commision Meeting. Retrieved from
https://records.cityofirvine.org/OnBaseAgendaOnlineTC/Meetings/ViewMeeting?id=3931&doctyp e=1
Korn, J., Plovnick, A., Sydoriak, J., & Wilkerson, A. (2023). Electric Bicycle (E-bike) Trends, Impacts, and Opportunities: Literature Review Summary. Washington, DC: Federal Highway Administration.
Retrieved from https://www.fhwa.dot.gov/environment/bicycle_pedestrian/resources/ National Association of City Transportation Officials. (2014). Bike Route Wayfinding Signage and Markings System. Retrieved from Urban Bikeway Design Guide: https://nacto.org/publication/urbanbikeway-design-guide/bikeway-signing-marking/bike-route-wayfinding-signage-and-markingssystem/ Rails to Trails Conservancy. (n.d.). Trail Conflicts and User Speeds. Retrieved from RailstoTrails:
https://www.railstotrails.org/build-trails/trail-building-toolbox/management-and-maintenance/trailconflicts-and-user-speeds/ San Gabriel Valley Council of Government. (2019). San Gabriel Valley Regional Active Transportation Plan and Greenway Network Study.
State of California. (2015, October 07). AB-1096 Vehicles: electric bicycles. Sacramento. Retrieved from https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201520160AB1096 United States Code. (n.d.). Title 23. 217: Bicycle transportation and pedestrian walkways. Retrieved from http://uscode.house.gov/view.xhtml?req=granuleid:USC-prelim-title23- section217&num=0&edition=prelim#sourcecredit
APPENDIX
RECOMMENDED
BIKEWAYS, PROGRAMS AND
POLICIES MEMOS
G
Technical Memorandum
Kittelson and Associates, Inc. (Kittelson) is assisting the City of Montebello in developing a Bicycle Master Plan (BMP) to improve biking conditions throughout the city. The BMP will include recommended and priority nearterm and long-term infrastructure projects to develop a connected citywide bicycle network, improve nonmotorized access to key destinations, increase connectivity across barriers and conflict points, provide bicycling connectivity to public transit, and enhance safety and comfort for people of all ages and abilities who want to bike in the city.
This document outlines the proposed bikeways to be included in the BMP, for City review. This network was developed based on the results of the existing conditions and constraints analysis, feedback obtained through public engagement efforts, and information included as part of the ongoing General Plan Update and other planning efforts.
This memo is organized into the following sections:
▪ Types of Bikeways
▪ Existing Bikeways
▪ Other Planned Bikeways
▪ Recent and Ongoing Planning Efforts
▪ Draft Recommended BMP Bikeways
▪ Next Steps
TYPES OF BIKEWAYS
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).
750 The City Drive, Suite 410
Orange, CA 92868
P 714.468.1997 F 503.273.8169
January 26, 2024 Orange, California Project# 24761
To: Monica Mercado-Rodriguez – City of Montebello
From: Michael Sahimi and Dhawal Kataria – Kittelson & Associates, Inc.
RE: Montebello Bicycle Master Plan – Final Recommended Bikeways
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▪ 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 Class IIb 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 Class IIIb bicycle boulevard, can include traffic calming treatments to slow down vehicles.
▪ Class IV Bikeway (Separated Bike Lane): Also known as a cycle track, 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.
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EXISTING BIKEWAYS
Existing bikeways in and around Montebello are shown in Figure 1. 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 Hondo Bike Path, which runs along the Rio Hondo 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 destinations to the trail. Similarly, there are no established bicycle connections to other regional bike facilities in neighboring cities.
Existing bikeways around Montebello are also shown in Figure 1, 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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OTHER PLANNED BIKEWAYS
This section includes a review of anticipated changes to the bicycle 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.
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
Figure 2. Bicycle facilities consist of off-street multi-use 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 2: Montebello Hills Pedestrian and Bicycle Circulation
MONTEBELLO CAPITAL IMPROVEMENT PROGRAM
The following project is included in the City’s Capital Improvement Program (CIP):
▪ 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:
▪ 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 project map is shown in Figure 3. 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.
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Currently, LA Metro’s advanced conceptual designs do not include a bikeway along Washington Boulevard.
However, 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.
Figure 3: LA Metro Eastside Transit Corridor Phase 2 Project Alternatives
ADJACENT JURISDICTIONS
Figure 4 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 4 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 will 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.
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The SCAG shapefile included the City of Montebello’s Bike Lane Feasibility Study Report (2013); this has been removed from the figure as bikeway recommendations within Montebello are being reviewed 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 4, 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 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 4: Existing and Planned Bikeways
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RECENT AND ONGOING PLANNING EFFORTS
Through previous and ongoing planning efforts, the City of Montebello and other agencies have identified several biking opportunities throughout the city. This information has been utilized as part of this BMP effort to determine opportunities for bikeways along City streets and develop draft BMP recommendations. Note, the planning efforts summarized in this section also include the City’s General Plan, which is currently undergoing review. The updated General Plan proposes changes to vehicle capacity and cross-sections on some roadways which were incorporated into the bikeway recommendations developed later in this memo.
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. Note, for the purposes of this BMP effort, the 2013 study’s recommendations are treated as identified opportunities, as opposed to planned improvements by the City.
The 2013 report’s opportunities are shown in Figure 5
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 is shown in Figure 6.
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’s recommendations for significant bikeway projects that pass through or along Montebello are shown in Figure 7. Bikeways are recommended along Beverly Boulevard, Garfield Avenue, Flotilla Street, Lincoln Avenue, Mines Avenue, Montebello Boulevard/Montebello Way, and Slauson Avenue.
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Figure 5: Bicycle Routes and Facilities (2013 Study)
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Figure 6: LA Metro ATSP Regional Active Transportation Network (Excerpt) Figure 7: GCCOG STP Regionally Significant Bikeway Projects (Excerpt)
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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.
SGVCOG’s recommended buildout bikeway network for Montebello is shown in Figure 8.
Figure 8: SGVCOG Recommended Buildout Bikeway Network in Montebello
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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. 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. Potential countermeasures were identified, including implementing a road diet and separated bike lanes along Lincoln Avenue between 18th Street and Montebello Boulevard, as shown in Figure 9.
Figure 9: Lincoln Avenue and Howard Avenue Concept Exhibit 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.
Figure 10 shows the General Plan’s vision for an integrated network of bikeways that connect the Montebello neighborhoods to employment, recreation, education, and other 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 10: General Plan Active Transportation Strategy Map
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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 proposed cross-sections are displayed below.
Montebello Boulevard/Greenwood Avenue
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Whittier Boulevard
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Washington Boulevard
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Beverly Boulevard
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DRAFT RECOMMENDED BMP BIKEWAYS
The draft recommended BMP bikeways are shown in Figure 11 and detailed in this section. The proposed bikeways have been developed to fit into existing and other planned bikeways within and adjacent to the city. Please note, the bikeways discussed below are not presented in any particular order. Projects will be ranked and prioritized as part of a subsequent step in the BMP development process.
MONTEBELLO BOULEVARD/MONTEBELLO WAY/GREENWOOD AVENUE
Montebello Boulevard travels north-south through Montebello before becoming Montebello Way and then Greenwood Avenue. It provides uninterrupted north-south connectivity through the city and destinations outside the city limits. Currently, there are bike lanes and buffered lanes in both directions between Lincoln Avenue and Montebello Town Center. There is also an incline along that segment of Montebello Boulevard. As part of the Montebello Boulevard Grade Separation Project, SGVCOG is installing Class II bike lanes between Whittier Boulevard and Mines Avenue. A bikeway along this complete corridor would provide north-south bicycle access through the city and to destinations such as multiple retail establishments, the future LA Metro L Line Station, and recreational areas north of the city.
Previously-identified opportunities along this corridor are as follows:
▪ GCCOG identified an opportunity for Class II bike lanes between Plaza Drive and Mine Avenue. ▪ SGVCOG identified an opportunity for Class IV separated bike lanes between Paramount Boulevard and Roosevelt Avenue.
▪ The City’s 2013 study identified an opportunity for Class II bike lanes between Paramount Boulevard and Washington Boulevard, and Class II bike lanes and Class III bike routes south of Washington Boulevard.
The City’s draft General Plan identifies this corridor between Plaza Drive and Washington Boulevard as part of its vision for an integrated bike network. Its complete streets cross-sections include removing on-street parking and adding Class IV separated bike lanes between Beverly Boulevard and Cleveland Avenue, as well as removing outer vehicle lanes to install separated bike lanes south of Olympic.
The recommended BMP facility along this corridor is to install Class IV separated bike lanes between Plaza Drive and Whittier Boulevard, Class IIb buffered bike lanes between Whittier Boulevard and Mines Avenue, and parking-adjacent Class II bike lanes between Mines Avenue and Date Street. Specific segments of the Montebello Boulevard/Greenwood Avenue corridor are discussed below. Unless otherwise noted, improvements can be implemented without affecting vehicle throughput or parking (e.g., by reducing lane widths).
▪ Plaza Drive to Paramount Boulevard – Install Class IV separated bike lanes. This involves improving the existing Class II bike lanes with physical separation.
▪ Paramount Boulevard to Avenida De La Merced -- Install Class IV separated bike lanes. This involves improving the existing Class II bike lanes and Class IIb buffered bike lanes with physical separation. This requires modifications to the median south of Jefferson Boulevard. ▪ Avenida De La Merced to Lincoln Avenue – Install southbound Class IV separated bike lanes, which would involve removing parking on the west side of the road. The recommended approach for the northbound direction is to leave the existing facility as is (parking adjacent Class II bike lane). ▪ Lincoln Avenue to Beverly Boulevard – Install southbound Class IV separated bike lanes. In the northbound direction, remove parking between Beverly Boulevard and Victoria Avenue to install a
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Class IV separated bike lane; north of Victoria Avenue, retain on-street parking and install a Class IIb buffered bike lane.
▪ Beverly Boulevard to Cleveland Avenue – Install Class IV separated bike lanes. This involves removing on-street parking, consistent with the General Plan.
▪ Cleveland Avenue to Whittier Boulevard – Install Class IV separated bike lanes. This involves removing on-street parking.
▪ Whittier Boulevard to Mines Avenue – Install Class IIb buffered bike lanes. ▪ Mines Avenue to Washington Boulevard – Install parking-adjacent Class II bike lanes. This would require a road diet and the addition of a center turn lane.
▪ Washington Boulevard to Elm Street – Install parking-adjacent Class IIb buffered bike lanes. This would require a road diet.
LINCOLN AVENUE
Lincoln Avenue provides east-west access to destinations such as schools, parks, retail, Juan Matias Sanchez Adobe museum, and the Rio Hondo Trail.
Previously-identified opportunities along this street are as follows:
▪ GCCOG identified an opportunity for Class II bike lanes between Wilcox Avenue and the Rio Hondo Trail.
▪ SGVCOG identified an opportunity for Class II bike lanes and Class III bike routes. ▪ The City’s 2013 study identified an opportunity for Class II bike lanes and Class III bike routes. ▪ The City’s STP identified an opportunity to remove a travel lane in each direction and install Class IV separated bike lanes between 18th Street and Montebello Boulevard.
The City’s draft General Plan identifies this street west of Avenida De La Merced as part of its vision for an integrated bike network. Its complete streets cross-sections include a road diet between 18th Street and Montebello Boulevard to install two-way Class II separated bike lanes.
The recommended BMP facilities along this street for specific segments are discussed below:
▪ Via Paseo to 18th Steet – Install a Class IIIb 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 Class IV separated bike lanes, which would require a road diet to remove travel lanes (consistent with the General Plan and the STP). ▪ Montebello Boulevard to Avenida de la Merced – Install a Class IIIb bike boulevard, which would include traffic calming components.
▪ Avenida de la Merced to Rio Hondo Trail (Dam) – Install Class IV separated bike lanes. This can be achieved by converting the striped shoulders to separated bike lanes, providing access to the Rio Hondo Trail entrance where there is an incline. This will require coordination with the Army Corp of Engineers.
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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 Trail.
Previously-identified opportunities along this street are as follows:
▪ GCCOG identified an opportunity for Class II bike lanes and Class III bike routes. ▪ SGVCOG identified an opportunity for Class IV separated bike lanes.
The City’s draft General Plan identifies this street as part of its vision for an integrated bike network. Its complete streets cross-section west of Montebello Boulevard includes two-way Class IV bike lanes in place of the existing median, with the outer driving/parking lane dropping at major intersection approaches to make space for leftturn pockets.
The recommended BMP facilities along this street for specific segments are discussed below:
▪ Gerhart Avenue to Montebello Boulevard – Install Class IV separated bike lanes. The recommended approach for this BMP is to deviate from the General Plan’s center-running Class IV separated bike lanes. The recommended BMP approach is to either remove the outer parking lane to make space for Class IV separated bike lanes, or to remove the center turn lane to implement parking-separated Class IV 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 Trail – Install Class IIb buffered bike lanes. This would require either a road diet to remove the outer travel lanes, or removal of the center turn lane.
WHITTIER BOULEVARD
Whittier Boulevard provides east-west access to destinations such as Downtown Montebello, the Rio Hondo Trail, schools, and Montebello City Park.
Previously-identified opportunities along this street are as follows:
▪ LA Metro identified an opportunity for regional Class II bike lanes. ▪ GCCOG identified an opportunity for Class II bike lanes and Class III bike routes. ▪ SGVCOG identified an opportunity for Class IV separated bike lanes. ▪ The City’s 2013 study identified an opportunity for a Class III bike route east of Montebello Boulevard.
The City’s draft General Plan identifies this street as part of its vision for an integrated bike network. Its complete streets cross-section west of Montebello Boulevard includes a road diet and installation of Class IV separated bike lanes. East of Montebello Boulevard within Downtown Montebello, the General Plan includes a road diet but no bike lanes; bicycles would share the 15-foot travel lane in each direction with automobiles.
The recommended BMP facilities along this street for specific segments are discussed below:
▪ Garfield Avenue to Montebello Boulevard – Install parking-separated Class IV separated bike lanes.
This would require a road diet consistent with the General Plan. ▪ Montebello Boulevard to Bluff Road – Install a Class II bike route. This would be consistent with the General Plan’s vision for this roadway segment and should include its traffic calming components through Downtown Montebello.
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OLYMPIC BOULEVARD/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.
Previously-identified opportunities along this street are as follows:
▪ SGVCOG identified an opportunity for Class II bike lanes and Class IIb buffered bike lanes.
The City’s draft General Plan identifies this street as part of its vision for an integrated bike network.
The recommended BMP facility for Olympic Boulevard between Concourse Avenue and Montebello Boulevard is to install Class IIb buffered bike lanes. This would require a road diet to remove the outer travel lanes in order to retain residential on-street parking and the middle turn lane. In addition, a Class III bike route should be provided along Roosevelt Avenue to connect riders on Olympic Boulevard with the Rio Hondo Trail,
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.
Class II bike lanes (or another type of dedicated bike 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 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 bike lanes in each direction.
WILCOX AVENUE
Wilcox Avenue provides north-south access to destinations such as multiple schools and retail destinations.
Previously-identified opportunities along this street are as follows:
▪ SGVCOG identified an opportunity for Class II bike lanes and Class IIb buffered bike lanes. ▪ The City’s 2013 study identified an opportunity for a Class III bike route south of Beverly Boulevard.
The City’s draft General Plan identifies this street as part of its vision for an integrated bike network.
The recommended BMP facilities along this street for specific segments are discussed below:
▪ Via Campo to Beverly Boulevard – Install Class IIb buffered bike lanes. This requires the removal of vehicle travel lanes while retaining on-street parking. ▪ Beverly Boulevard to Whittier Boulevard – Install parking-adjacent Class II bike lanes.
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MINES AVENUE
Mines Avenue provides east-west access through residential neighborhoods to destinations such as parks, the Rio Hondo Trail, and the Metrolink Station, and can serve as an alternative parallel route compared to busier streets such as Whitter Boulevard.
Previously-identified opportunities along this street are as follows:
▪ SGVCOG identified an opportunity for Class II bike lanes and a Class III bike route. ▪ The City’s 2013 study identified an opportunity for Class II bike lanes.
The City’s draft General Plan identifies this street as part of its vision for an integrated bike network.
The recommended BMP facilities along this street for specific segments are discussed below:
▪ Vail Avenue to Maple Avenue – Install Class II bike lanes. This requires the removal of on-street parking. ▪ Maple Avenue to Bluff Road – Install a Class III bike route.
Note, while Maple Avenue is generally a low-speed and low-volume residential street which can be converted to a Class III bike route with shared bicycle and vehicle use of travel lanes, the portion west of Maple Avenue is utilized by industrial uses and trucks, so it can benefit from dedicated bike lanes.
BEACH STREET
Beach Street 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.
Previously-identified opportunities along this street are as follows:
▪ SGVCOG identified an opportunity for a Class III bike route.
The recommended BMP facilities along this street for specific segments are discussed below:
▪ Vail Avenue to Maple Avenue – Install Class II bike lanes. This requires the removal of on-street parking. ▪ Maple Avenue to Bluff Road – Install a Class III bike route.
Note, while Beach Street is generally a low-speed and low-volume residential street which can be converted to a Class III bike route with shared bicycle and vehicle use of travel lanes, the portion west of Maple Avenue is utilized by industrial uses and trucks, so it can benefit from dedicated bike lanes.
POPLAR AVENUE/BLUFF ROAD
As a single uninterrupted corridor, Poplar Avenue and Bluff Road provide continuous north-south access through the city, connecting destinations such as the Rio Hondo Trail, parks, Downtown Montebello, and retail.
A bikeway along this complete corridor would provide north-south bicycle access through the city and serve as an alternative to the Montebello Boulevard/Greenwood Avenue corridor.
Previously-identified opportunities along this street are as follows:
▪ SGVCOG identified an opportunity for a Class III bike route.
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The City’s draft General Plan identifies Bluff Road south of Whittier Boulevard as part of its vision for an integrated bike network.
The recommended BMP facility for Poplar Avenue/Bluff Road is to install a Class IIIb bike boulevard, which would include traffic calming components. In addition to serving as an alternative route to biking along Montebello Boulevard and Greenwood Avenue, implementing a bike boulevard with traffic calming can help discourage vehicle speeding and cut-through traffic through the City’s eastern neighborhoods.
MONTEBELLO BOULEVARD (SOUTHERN SEGMENT)
Montebello Boulevard south of Montebello Way until Sycamore Street provides north-south access through residential areas. A bikeway along this street would provide alternative bicycle access to biking along Greenwood Avenue.
Previously-identified opportunities along this street are as follows:
▪ GCCOG identified an opportunity for Class II bike lanes and a Class III bike route. ▪ SGVCOG identified an opportunity for a Class III bike route.
The City’s draft General Plan identifies this street north of Frankel Avenue as part of its vision for an integrated bike network.
The recommended BMP facility for Montebello Boulevard south of Montebello Way is to install a Class IIIb bike boulevard, which would include traffic calming components. In addition to serving as an alternative route to biking along Greenwood Avenue, implementing a bike boulevard with traffic calming can help discourage vehicle speeding and cut-through traffic through neighborhoods.
MAPLE AVENUE
Maple Avenue provides between Lincoln Boulevard and Washington Boulevard and provides north-south access through the city and neighborhoods to destinations such as schools, parks, and retail. A bikeway along this street would provide alternative bicycle access to biking along Montebello Boulevard and Greenwood Avenue.
Previously-identified opportunities along this street are as follows:
▪ SGVCOG identified an opportunity for a Class III bike route.
The City’s draft General Plan identifies this street as part of its vision for an integrated bike network.
The recommended BMP facility for Maple Avenue is to install a Class IIIb bike boulevard, which would include traffic calming components. In addition to serving as an alternative route to biking along Montebello Boulevard and Greenwood Avenue, implementing a bike boulevard with traffic calming can help discourage vehicle speeding.
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MADISON AVENUE
Madison Avenue provides east-west access through residential neighborhoods to multiple schools. A bikeway along this street would provide alternative bicycle connectivity to biking along busier streets such as Beverly Boulevard and Whittier Boulevard.
Previously-identified opportunities along this street are as follows:
▪ SGVCOG identified an opportunity for a Class III bike route.
The recommended BMP facility for Madison Avenue is to install a Class IIIb bike boulevard, which would include traffic calming components. In addition to serving as an alternative route to biking along busier streets, implementing a bike boulevard with traffic calming can help discourage vehicle speeding and cut-through traffic through neighborhoods.
HAY STREET/WESTMORELAND DRIVE/VAIL AVENUE
Hay Street provides north-south access to schools as well as to multiple proposed bikeways. SGVCOG identified an opportunity for a Class III bike route along this street. The recommended BMP facility for Hay Street is to install a Class III bike route.
Northeast of Wilcox Avenue, bicycle facilities should be provided along Westmoreland Drive and Vail Drive to provide continuous north-south access in this area of the city, as follows:
▪ Westmoreland Drive from Wilcox Avenue to Vail Avenue – Install a Class III bike route. ▪ Vail Avenue north of Westmoreland Drive – Install Class IIb buffered bike lanes. This would require a road diet to retain existing on-street parking.
VAIL AVENUE
Both SGVCOG and the City’s 2013 Study identified opportunities for Class IIb or III bikeways along Vail Avenue.
A bikeway along the segment of Vail Avenue between Mines Avenue and Beach Street can help provide a way for bicyclists to access the Metrolink station via proposed bikeways on other streets such as Maple Avenue, Mines Avenue, and Beach Street. Given the industrial uses and accompanying trucks along this street, a bike route or bike boulevard is not recommended. The recommended BMP facility for Vail Avenue between Mines Avenue and Beach Street is to install Class IIb buffered bike lanes, which would require the removal of on-street parking.
REA DRIVE
Rea Drive, which runs between Beverly Boulevard and Lincoln Avenue, provides a connection between other proposed bikeways and provides access to the Rio Hondo Trail, Grant Rea Park, and the Montebello Barnyard Zoo. SGVCOG identified an opportunity for Class II bike lanes along this street, and the City’s draft General Plan identifies this street as part of its vision for an integrated bike network. The recommended BMP facility for Rea Drive is to install Class II bike lanes.
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FINDLAY AVENUE
Findlay Avenue provides north-south connectivity and can serve as an alternative to biking along Garfield Avenue. SGVCOG identified an opportunity for a Class III bike route along this street. The recommended BMP facility for Findlay Avenue is to install a Class IIIb bike boulevard.
DATE STREET
Date Street travels east-west through residential areas and can serve to connect proposed bikeways along Greenwood Avenue, Montebello Boulevard, and Bluff Road. The recommended BMP facility for Date Street between Greenwood Avenue and Bluff Road is to install a Class III bike route.
FLOTILLA STREET
Currently, there are no bikeways providing access to and from the Montebello/Commerce Metrolink Station.
Therefore, to improve access to the station, the recommended BMP facility for Flotilla Street between Yates Avenue and Vail Avenue is to install Class II bike lanes. This would require either removing the outer parking lane to install Class II bike lanes, or remove the center turn lane to implement parking-adjacent Class II bike lanes. Under the latter approach, parking will need to be dropped at major intersection approaches to transition to left-turn pockets.
AVENIDA DE LA MERCED
Currently, there are parking-adjacent Class II 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 Class II bike lanes be installed along this segment, continuing the same bicycle lane design currently utilized along this street.
ELM STREET
Elm Street travels east-west through residential areas and can serve to connect proposed bikeways along Greenwood Avenue, Montebello Boulevard, and Bluff Road. The recommended BMP facility for Elm Street between Greenwood Avenue and Bluff Road is to install a Class III bike route
GARFIELD AVENUE/VIA ALTAMIRA
Garfield Avenue provides north-south access to destinations such as green spaces and retail.
Previously-identified opportunities along this street are as follows:
▪ LA Metro identified an opportunity for regional Class II bike lanes. ▪ GCCOG identified an opportunity for a Class III bike route ▪ SGVCOG identified an opportunity for Class IIb buffered bike lanes.
January 26, 2024 Page 28
Montebello Bicycle Master Plan Final Recommended Bikeways Kittelson & Associates, Inc.
Given the constrained curb-to-curb right-of-way along Garfield Avenue, there are opportunities to implement various types of bike facilities to provide north-south bike connectivity in this area, as follows:
▪ City-Owned Property – Incorporate plans for a Class I 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. ▪ Garfield Avenue from Via Campo to Via San Clemente – Install Class IIb buffered bike lanes in the northbound direction to complement the City’s plans for southbound buffered bike lanes along this segment. This requires modifications to on-street parking. ▪ Via Altamira from Garfield Avenue to Beverly Boulevard – Install a Class III 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 the 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 bike facilities along Beverly Boulevard. In addition, proving the northbound buffered bike lane to complement the planned southbound buffered bike lane provides a connection between the proposed bike path and Via Campo.
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.
Previously-identified opportunities along this street are as follows:
▪ SGVCOG identified an opportunity for Class IV separated bike lanes.
The recommended BMP facility for Paramount Boulevard between Montebello Boulevard and Arroyo Drive is to install Class IV separated bike lanes. This may require an asymmetrical road diet – 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.
ARROYO DRIVE/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.
Previously-identified opportunities along these streets are as follows:
▪ LA Metro identified an opportunity for regional Class II bike lanes along Potrero Grande Drive. ▪ SGVCOG identified an opportunity for Class IIb buffered bike lanes along Arroyo Drive.
The recommended BMP facility for both Arroyo Drive and Potrero Grande Drive is to install parking-adjacent Class II bike lanes. Implementation of bike facilities along Arroyo Drive will require coordination with the County of Los Angeles; implementation of bike facilities along Potrero Grande Drive will require coordination with the City of Monterey Park.
January 26, 2024 Page 29
Montebello Bicycle Master Plan Final Recommended Bikeways Kittelson & Associates, Inc.
NEXT STEPS
The first set of draft bikeways have been shared with City staff and the community; the bikeways presented in this memorandum include updates based on their feedback. Kittelson will develop the subset of priority projects and prepare the Draft BMP.
January 26, 2024 Page 30
Montebello Bicycle Master Plan Final Recommended Bikeways Kittelson & Associates, Inc.
Figure 11: Draft Recommended Bikeways
Technical Memorandum
Kittelson and Associates, Inc. (Kittelson) is assisting the City of Montebello in developing a Bicycle Master Plan (BMP) to improve bicycling conditions throughout the city. The BMP will include a prioritized set of recommendations for near-term and long-term infrastructure projects to develop a connected citywide bicycle network, improve nonmotorized access to key destinations, increase connectivity across barriers, provide bicycling access to public transit, and enhance safety and comfort for people of all ages and abilities who want to bicycle in the city.
In addition to recommending physical bicycle improvements, the BMP will also include recommended programs and policies that the City can employ to improve bicycling conditions in Montebello (such as education and safety campaigns) as well as allow the City to better implement the BMP’s recommended bicycle facilities.
The draft recommended programs and policies matrix is attached to this memo. The recommended programs and policies were developed based on input obtained from the City, partner agencies, stakeholders, and the public, 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
o Bicycle Facility and Roadway Design
o Bicycle-Supportive Amenities
Planning and Evaluation
o Roadway Network Planning
o Data Collection and Monitoring
o Community Participation and Input
Funding
o Sustainable Funding Sources
Implementation
o Rapid and Interim Facilities
o Inter-Agency Coordination
Education and Enforcement
o Safety and Awareness
o Equitable Enforcement
After the City’s review, the recommended programs and policies will be incorporated into the administrative draft plan. The plan will supplement this matrix with detailed information, guidance, and resources for key programs and policies (for example, a summary of and links to key best design practice documents). 750 The City Drive, Suite 410
Orange, CA 92868
P 714.468.1997 F 503.273.8169
December 1, 2023 Orange, California Project# 24761
To: Monica Rodriguez – City of Montebello
From: Michael Sahimi and Karen Phan – Kittelson & Associates, Inc.
RE: Montebello Bicycle Master Plan – Recommended Programs and Policies
APPENDIX
INDIVIDUAL
RECOMMENDED
BIKEWAY MAPS
H
Montebello Boulevard and Greenwood Avenue
Montebello Boulevard (Southern Segment)
Poplar Avenue and Bluff Road
Maple Avenue
Wilcox Avenue
Lincoln Avenue
Beverly Boulevard
Madison Avenue
Whittier Boulevard
Olympic Boulevard and Roosevelt Avenue
Washington Boulevard
Mines Avenue, Beach Street, Vail Avenue, and Flotilla Street Loop
Findlay Avenue
Garfield Avenue and Via Altamira
Hay Street, Westmoreland Drive, and Vail Avenue
Rea Drive
Avenida De La Merced Gap Closure
Paramount Boulevard
Arroyo Drive and Potrero Grande Drive
Date Street and Elm Street
APPENDIX
PROJECT
PRIORITIZATION
METHODOLOGY
AND RESULTS
I
Technical Memorandum
Kittelson and Associates, Inc. (Kittelson) is assisting the City of Montebello in developing a Bicycle Master Plan (BMP) to improve biking conditions throughout the city. The BMP will include recommended and priority nearterm and long-term infrastructure projects to develop a connected citywide bicycle network, improve nonmotorized access to key destinations, increase connectivity across barriers and conflict points, provide bicycling connectivity to public transit, and enhance safety and comfort for people of all ages and abilities who want to bike in the city.
Once the BMP’s recommended bikeway network is developed, Kittelson will develop a list of priority projects for the plan. The BMP will include additional funding and implementation information, concept plans, and cost estimates for this subset of priority projects. To aid in this prioritization, the attached table outlines the proposed criteria and metrics that will be used in the prioritization process. The proposed metrics in the attached table have been developed to reflect the BMP’s goals and objectives, City priorities, and input received through community outreach.
The draft prioritization methodology includes the following categories and metrics:
Connectivity
o Connectivity to Rio Hondo River Trail
o Connectivity to Existing and Future Rail Transit Stations o Connectivity to Key Local and Regional Destinations
o Connectivity to Existing or Planned Bike Facilities
Bicyclist Comfort and Safety
o Bikeway Design
o Bicyclist Safety
o Traffic Calming
Multimodal Operations
o Effects on Public Transit Buses
o Effects on Automobiles
Other
o Access for Disadvantaged Communities
o Implementation and Right-of-Way Acquisition
o Cross-Jurisdictional and -Agency Coordination
The attached table also includes the proposed weight to be used in assessing each metric, in order to reflect the BMP’s priorities.
750 The City Drive, Suite 410
Orange, CA 92868
P 714.468.1997 F 503.273.8169
December 22, 2023 Orange, California Project# 24761
To: Monica Mercado-Rodriguez – City of Montebello
From: Michael Sahimi and Karen Phan – Kittelson & Associates, Inc.
RE: Montebello Bicycle Master Plan – Project Prioritization Methodology
December 22, 2023 Page 2
Montebello BMP Project Prioritization Methodology
Kittelson & Associates, Inc. Table 1: Recommended Prioritization Metrics Category Metric Measurement/Scale Why Metric is important Weight Connectivity
Connectivity to Rio Hondo River Trail
Low/Medium/High; High - direct connection to the trail, Medium - indirect connection/bikeway covers most but not all of the trip, Low - little to no connection Community indicated a desire for improved connections to the trail High Connectivity to Existing and Future Rail Transit Stations Low/Medium/High; High - directly connect or very closely connects, Medium - indirect connection, Low - little to no connection Community indicated a desire for improved connections to transit High Connectivity to Key Local and Regional Destinations
Low/Medium/High; High – connections to multiple key destinations such as recreation, parks, retail, and schools, Medium – connections to 1-3 destinations, Low – No connections Community indicated a desire for improved connections to key destinations including schools and Town Square High
Connectivity to Existing or Planned Bike Facilities
Low/Medium/High; High – connections to multiple bikeways, Medium – connections to one bike facility, Low – no connections Connectivity to a larger regional network to improve access to destinations outside the city Medium
Bicyclist
Comfort and
Safety
Bikeway Design
Low/Medium/High; High – Class I bike path, or separated bike lanes on any type of road, Medium – buffered bike lanes on arterial road, or abike route on a residential road, Low – standard bike lanes on arterial Community indicated preference for more bikeway separation on arterial roads; also cited feeling of being physical unsafe while biking High
Bicyclist Safety
Low/Medium/High, based on (a) vehicle speed limits (less than or equal to 30mph, or greater than 30mph), ( b) intersection control types along the corridor for conflicting traffic, (c) vehicle volumes (less than or equal to 30k ADT, or greater than 30k ADT), (d) presence of driveways and/or on-street parking Contributes to perception of safety and comfort Medium
December 22, 2023 Page 3
Montebello BMP Project Prioritization Methodology
Kittelson & Associates, Inc.
Category Metric Measurement/Scale Why Metric is important Weight Traffic Calming
Low/Medium/High, based on: High – On-street bike lanes that reduce number of vehicle lanes, or bike route on residential street that includes traffic calming components; Medium – On-street bike lanes that reduce vehicle lane widths; Low – All other bikeways Vehicle speeding is a commonly cited concern among the community High
Multimodal
Operations
Effects on Public Transit Buses
Negative, neutral, positive scale considering the following: (a) overlap with transit stops, (b) potential conflict points with transit vehicles Minimizing effects on transit can help improve overall multimodal conditions in the city Low
Effects on Automobiles
Y/N; Yes – Vehicle capacity is not affected or volumes are below capacity and removing a travel lane will haveminimal impact AND no parking is removed or parkingis removed in low-demand areas, No – Lane removal is proposed and may result in unacceptable or worsen traffic operations, or parking is removed in areas with high demand, or vehicular access points are removed 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
Y/N; Yes – provides a facility in or improves access for areas of the city south of Beverly Boulevard and east of Wilcox Avenue; No – does not Several areas of the city qualify as disadvantaged and have lower levels of mobility and access Medium
Implementation and Right-of-Way Acquisition
Low/Medium/High; High – No or minimal right-of-way acquisition is required and facility can generally be implemented within the existing roadway curb-to-curb width, Medium – Facility can be implemented within the existing curb-to-curb but may require modifications to medians; Low – substantial right-of-way acquisition is required along the bikeway Affects feasibility and how easily projects can be implemented Low
December 22, 2023 Page 4
Montebello BMP Project Prioritization Methodology
Kittelson & Associates, Inc.
Category Metric Measurement/Scale Why Metric is important Weight Cross-Jurisdictional and -Agency Coordination
Low/Medium/High; High - No or minimal coordination required, Medium - Coordination required with adjacent Cities, Low - Coordination is required with regional agencies such as LA Metro or Caltrans.
Affects feasibility and how easily projects can be implemented Low
Project Name Segment From To Existing bike facilities Other planned bike facilities Facility Type/Class Plaza Drive to Paramount Boulevard Plaza Drive Paramount Boulevard Class 2 Class 4 Paramount Boulevard to Avenida De La Merced Paramount Boulevard Avenida De La Merced Class 2 / 2b Class 4 Avenida De La Merced to Lincoln Avenue Avenida De La Merced Lincoln Avenue Class 2 Class 2 (NB) / Class 4 (SB) Lincoln Avenue to Victoria Avenue Lincoln Avenue Victoria Avenue Class 2b (NB) / Class 4 (SB) Victoria Avenue to Beverly Boulevard Victoria Avenue Beverly Boulevard Class 4 Beverly Boulevard to Cleveland Avenue Beverly Boulevard Cleveland Avenue Class 4 Cleveland Avenue to Whittier Boulevard Cleveland Avenue Whittier Boulevard Class 4 Whittier Boulevard to Mines Avenue Whittier Boulevard Mines Avenue Class 2 Class 2b Mines Avenue to Washington Boulevard Mines Avenue Washington Boulevard Class 2 Washington Boulevard to Elm Street Washington Boulevard Elm Street Class 2b 2 30 MONTEBELLO BOULEVARD Montebello Way to Sycamore Street Montebello Way Sycamore Street Class 3b Avenida De La Merced to N 1st Street Avenida De La Merced 1St Street Class 3b Poplar Way to Sycamore Street Poplar Way Sycamore Street Class 3b Lincoln Avenue to Olympic Blvd Lincoln Avenue Olympic Blbd Class 3b Olympic Blvd to Washington Blvd Olympic Blvd Washington Boulevard Class 3b Via Campo to Beverly Boulevard Via Campo Beverly Boulevard Class 2b Beverly Boulevard to Whittier Boulevard Beverly Boulevard Whittier Boulevard Class 2 Via Paseo to 18th Steet Via Paseo 18th Street Class 3b
18th Street to Montebello Boulevard 18th Street Montebello Boulevard Class 4 Montebello Boulevard to Avenida de la Merced Montebello Blvd Avenida De La Merced Class 3b Avenida de la Merced to Rio Hondo Trail (Dam) Avenida De La Merced Rio Hondo Trail (Dam) Class 4 Gerhart Avenue to Montebello Boulevard Gerhart Avenue Montebello Boulevard Class 4 Montebello Boulevard to Rio Hondo Trail Montebello Blvd Rio Hondo Trail Class 2b 8 29 MADISON AVENUE Garfield Avenue to Poplar Avenue Garfield Avenue Poplar Avenue Class 3b Garfield Avenue to Montebello Boulevard Garfield Avenue Montebello Boulevard Class 4 Montebello Boulevard to Bluff Road Montebello Blvd Bluff Road Class 3 Concourse Ave to Montebello Boulevard Concourse Avenue Montebello Boulevard Class 2b Montebello Boulevard to Bluff Road Montebello Boulevard Bluff Road Class 3 11 26 WASHINGTON BOULEVARD West City Limits to Rio Hondo Trail West City Limits Rio Hondo Trail Class 2 Vail Avenue to Maple Avenue Vail Avenue Maple Avenue Class 2 Maple Avenue to Bluff Road Maple Avenue Bluff Road Class 3 Mines Avenue to Beach Street Mines Avenue Beach Street Class 2b Vail Avenue to Maple Avenue Vail Avenue Maple Avenue Class 2 Maple Avenue to Bluff Road Maple Avenue Bluff Road Class 3 Vail Avenue to Yates Avenue Vail Avenue Yates Avenue Class 2 13 25 FINDLAY AVENUE Via Campo to City Limits Via Campo City Limits Class 3b Golf Course Loop (Findlay Avenue to Via San Delarro) Findlay Avenue Via San Delarro Street Class 1 San Clemente to Via Campo San Clemente Via Campo Class 2b (SB) Class 2b (NB) Garfield Avenue to Beverly Boulevard Garfield Avenue Beverly Boulevard Class 3 Garfield Avenue to Wilcox Avenue Garfield Avenue Wilcox Avenue Class 3 Wilcox Avenue to Vail Avenue Wilcox Avenue Vail Avenue Class 3 Westmoreland Drive to Via Campo Westmoreland Drive Via Campo Class 2b 16 33 REA DRIVE Beverly Boulevard and Lincoln Avenue Beverly Boulevard Lincoln Avenue Class 2 Montebello Blvd to Sanchez Street Montebello Boulevard Sanchez Street Class 2 N/A Sanchez Street to Lincoln Avenue Sanchez Street Lincoln Avenue Class 2 18 26 PARAMOUNT BOULEVARD Montebello Blvd to Arroyo Drive Montebello Boulevard Arroyo Drive Class 4 Paramount Blvd to Potrero Grande Paramount Boulevard Potrero Grande Class 2 Arroyo Drive to City Limits Arroyo Drive City Limits Class 2 20 29 DATE STREET Greenwood Avenue to Bluff Road Greenwood Avenue Bluff Road Class 3 21 29 ELM STREET Greenwood Avenue to Bluff Road Greenwood Avenue Bluff Road Class 3 35 AVENIDA DE LA MERCED
6 37.5 LINCOLN AVENUE
9 35 WHITTIER BOULEVARD
7 35 BEVERLY BOULEVARD
Roadway Characteristics BMP Proposed Facility
1 33.5
MONTEBELLO
BOULEVARD/MONTEBELLO
WAY/ GREENWOOD AVENUE
Project ID Priority
Score
Bike Master Plan Projects
3 41 POPLAR AVENUE/BLUFF ROAD
5 31.5 WILCOX AVENUE
4 38 MAPLE AVENUE
19 15 ARROYO DRIVE/POTRERO
GRANDE DRIVE
37 OLYMPIC BOULEVARD/
ROOSEVELT AVENUE
12 39
MINES AVENUE /VAIL
AVENUE/BEACH
STREET/FLOTILLA ST
10 15 24 HAY STREET/WESTMORELAND
DRIVE/VAIL AVENUE
14 27.5 GARFIELD AVENUE/VIA
ALTAMIRA
17
Prioritization Analysis Matrix
Project Name Segment From To Ft Mi
Posted
Speed AADT
Existing bike
facilities
Other planned bike
facilities Facility Type/Class Grade Reason Grade Reason Grade Reason Grade Reason Grade Reason Grade Reason Plaza Drive to Paramount Boulevard Plaza Drive Paramount Boulevard Class 2 Class 4 Paramount Boulevard to Avenida De La Merced Paramount Boulevard Avenida De La Merced Class 2 / 2b Class 4 Avenida De La Merced to Lincoln Avenue Avenida De La Merced Lincoln Avenue Class 2 Class 2 (NB) / Class 4 (SB) Lincoln Avenue to Victoria Avenue Lincoln Avenue Victoria Avenue Class 2b (NB) / Class 4 (SB) Victoria Avenue to Beverly Boulevard Victoria Avenue Beverly Boulevard Class 4 Beverly Boulevard to Cleveland Avenue Beverly Boulevard Cleveland Avenue Class 4 Cleveland Avenue to Whittier Boulevard Cleveland Avenue Whittier Boulevard Class 4 Whittier Boulevard to Mines Avenue Whittier Boulevard Mines Avenue Class 2 Class 2b Mines Avenue to Washington Boulevard Mines Avenue Washington Boulevard Class 2 Washington Boulevard to Elm Street Washington Boulevard Elm Street Class 2b 2 MONTEBELLO
BOULEVARD
Montebello Way to Sycamore Street Montebello Way Sycamore Street Class 3b Low
No connection to the
trail but will be used
for accessesing EW
streets that provide
direct connections.
Medium
Provides indirect
connection for
residents along Mines,
Beach and Date St.
Low Limited connections to
some retail centers Low No connection Medium Bike route on residential road High Lower speed, lower volume Avenida De La Merced to N 1st Street Avenida De La Merced 1St Street Class 3b Poplar Way to Sycamore Street Poplar Way Sycamore Street Class 3b Lincoln Avenue to Olympic Blvd Lincoln Avenue Olympic Blbd Class 3b Olympic Blvd to Washington Blvd Olympic Blvd Washington Boulevard Class 3b Via Campo to Beverly Boulevard Via Campo Beverly Boulevard Class 2b Beverly Boulevard to Whittier Boulevard Beverly Boulevard Whittier Boulevard Class 2 Via Paseo to 18th Steet Via Paseo 18th Street Class 3b
18th Street to Montebello Boulevard 18th Street Montebello Boulevard Class 4 Montebello Boulevard to Avenida de la Merced Montebello Blvd Avenida De La Merced Class 3b Avenida de la Merced to Rio Hondo Trail (Dam) Avenida De La Merced Rio Hondo Trail (Dam) Class 4 Gerhart Avenue to Montebello Boulevard Gerhart Avenue Montebello Boulevard Class 4 Montebello Boulevard to Rio Hondo Trail Montebello Blvd Rio Hondo Trail Class 2b 8 MADISON AVENUE
Garfield Avenue to Poplar Avenue Garfield Avenue Poplar Avenue Class 3b Medium
Provides indirect
connection to the trail
with a possibility of
future direct
connection
Low
Provides no
connection to the rail
station
Medium
Provides direct
connections to school
and indirect
connections to park
and retail centers
Low No connection Medium Bike route on
residential road High Lower speed, lower volume
Garfield Avenue to Montebello Boulevard Garfield Avenue Montebello Boulevard Class 4 Montebello Boulevard to Bluff Road Montebello Blvd Bluff Road Class 3 Concourse Ave to Montebello Boulevard Concourse Avenue Montebello Boulevard Class 2b Montebello Boulevard to Bluff Road Montebello Boulevard Bluff Road Class 3 11 WASHINGTON
BOULEVARD
West City Limits to Rio Hondo Trail West City Limits Rio Hondo Trail Class 2 Medium Indirect connect, gets
riders close to the trail High
Provides direct
connection to the
future rail station
Medium Provides connection to
retail and school Low
Currently provide no
connection to regional
network but with the
planned station there
will be a need for
more regional
connection
Low
Standard bike lanes on
arterial road Low
Higher speed, higher
volume
Vail Avenue to Maple Avenue Vail Avenue Maple Avenue Class 2 Maple Avenue to Bluff Road Maple Avenue Bluff Road Class 3 Mines Avenue to Beach Street Mines Avenue Beach Street Class 2b Vail Avenue to Maple Avenue Vail Avenue Maple Avenue Class 2 Maple Avenue to Bluff Road Maple Avenue Bluff Road Class 3 Vail Avenue to Yates Avenue Vail Avenue Yates Avenue Class 2 13 FINDLAY AVENUE
Via Campo to City Limits Via Campo City Limits Class 3b Low No connection to the
trail Low No connection to existing or future rail Low
Provides connection to
golf course and school
outside City Limit
High
Provides connection to
planned bikeways in
Monterey Park and
East Los Angeles
Medium Bike route on
residential road High Lower speed, lower volume
Golf Course Loop (Findlay Avenue to Via San Delarro) Findlay Avenue Via San Delarro Street Class 1 San Clemente to Via Campo San Clemente Via Campo Class 2b (SB) Class 2b (NB) Garfield Avenue to Beverly Boulevard Garfield Avenue Beverly Boulevard Class 3 Garfield Avenue to Wilcox Avenue Garfield Avenue Wilcox Avenue Class 3 Wilcox Avenue to Vail Avenue Wilcox Avenue Vail Avenue Class 3 Westmoreland Drive to Via Campo Westmoreland Drive Via Campo Class 2b 16 REA DRIVE
Beverly Boulevard and Lincoln Avenue Beverly Boulevard Lincoln Avenue Class 2 Medium
Provides indirect
connection to the trail
by connecting to
Beverly Blvd
Low
No connection to
existing or future rail Low
Connects only one
park near Rio Hondo
Trail
Low
Connects Beverly Blvd
that leads to other
regional connection
but no direct
connection
High Bike lanes on
residential road High Lower speed, lower volume
Montebello Blvd to Sanchez Street Montebello Boulevard Sanchez Street Class 2 N/A Sanchez Street to Lincoln Avenue Sanchez Street Lincoln Avenue Class 2 18 PARAMOUNT
BOULEVARD
Montebello Blvd to Arroyo Drive Montebello Boulevard Arroyo Drive Class 4 Low
No connections to the
trail Low
No connection to
existing or future rail Low
No connection to key
destination Medium A key connection to South San Gabriel High Separated bike lanes Medium Higher speed, higher
volume, no driveways,
limited parking
Paramount Blvd to Potrero Grande Paramount Boulevard Potrero Grande Class 2 Arroyo Drive to City Limits Arroyo Drive City Limits Class 2 20 DATE STREET
Greenwood Avenue to Bluff Road Greenwood Avenue Bluff Road Class 3 Medium
Provides indirect
connection to the trail
with a possibility of
future direct
connection
Medium Indirect connection Low No key destination
near route
Low
No connection
currently with limited
possibility to have
future connections
Medium Bike route on
residential road High Lower speed, lower volume
21 ELM STREET
Greenwood Avenue to Bluff Road Greenwood Avenue Bluff Road Class 3 Medium
Provides indirect
connection to the trail
with a possibility of
future direct
connection
Medium Indirect connection Low No key destination
near route
Low
No connection
currently with limited
possibility to have
future connections
Medium Bike route on
residential road High Lower speed, lower volume
Medium Higher speed, lower
volume
High Lower speed, lower
volume
High Lower speed, lower
volume
Medium Higher speed, lower
volume
High Lower speed, lower
volume
Medium
Higher speed, lower
volume, limited
driveways
High Lower speed, lower
volume
Medium Higher speed, lower
volume
High Lower speed, lower
volume
Low
Higher speed, higher
volume
Medium Higher speed, lower
volume
High Lower speed, lower
volume
High Lower speed, lower
volume
Medium Only one connection
to the East Los Angeles
Low No connection to the
regional network
Medium
Connects one regional
facility in the north of
the City
Low No connection
Low No connection
Medium
Provides connection to
planned bikeways in
Monterey Park
Low No connection
High
Connects regional bike
facilities both East and
West of Montebello
High
Connects to bikeways
to the west and to the
east
High
High
Provides connection to
schools, parks and
some retail
High
Provides connection to
schools, parks and
retail
Medium
Provides direct
connection major park
and indirect
connection to retail
Connect to two other
planned network in
Monterey Park
Medium Connects to one
bikeway to the west
High
Connects to bikeways
to the west and to the
east
Low
Provides connections
to the streets that
would eventually
connect to the
regional network like
Beverly Blvd.
Low There is a school and a
park
Medium
Provide connection to
Golf Course and the
parks near Beverly
Blvd, plus retail
Medium
Provides connection to
couple of schools and
parks
Medium Couple of parks and a
school
Medium
Provides some
connection to school,
retail and park
Low
Provides no
connection to the rail
station
Low
Provides no
connection to the rail
station
High
Connects several
schools and retail
centers
High
Provides connection to
schools, parks and
some retail
High Provides connection to
several retail centers
High
Connects future
station at Washington
and Greenwood
Medium
Indirect connections
to the residents along
eastern Beverly and
Lincoln Ave
Medium Indirect connection
Low
Provides no
connection to the rail
station
Low
Provides no
connection to the rail
station
Low No connection to
existing or future rail
Medium
Provides some indirect
connection to the
routes that lead to
existing and planned
rail statiosn
High
Provides direct
connection to existing
rail station
Low
No connection to
existing or future rail
Low No connections to the
trail
Low
No connections to the
trail
Low No connections to the
trail
Medium Indirect connect, gets
riders close to the trail
Low No connection to
existing or future rail
Low No connection to
existing or future rail
Low
Mostly separated bike
lanes, with shorter
portions of buffered
and standard bike
lanes
Bike route on
residential road
Bike route on
residential road
Buffered bike lanes
and bike lanes on
arterial road
Separated bike lanes,
plus route on
residential roads
Mostly separated bike
lanes
Mostly separated bike
lane, but bike route
through downtown
Buffered bike lanes on
arterial, plus route on
residential
Mostly bike route on
residential roads
Bike path plus route
on residential road
Bike route and
buffered bike lanes on
residential road
Bike lanes on
residential road
Standard bike lanes on
arterial road
Medium
Medium
High/Medi
um
Medium
High
Medium
Medium/Lo
w
High/Medi
um
High
Medium
17 AVENIDA DE LA
MERCED
Low No direct connection
to trail
High Could provide direct
access to trail
High Provides direct
connection to the trail
High Could provide direct
access to trail
Low No direct connection
to trail
High Provides direct
connection to the trail
High/Medi
um
Medium
4 MAPLE AVENUE
5 10
OLYMPIC
BOULEVARD/
ROOSEVELT AVENUE
WILCOX AVENUE
6 LINCOLN AVENUE
Low
No connection to the
trail but will be used
for accessesing EW
streets that provide
direct connections.
High Direct connection
High Provides direct
connection to the trail
High
Connects several
schools and retail
centers
Medium
Connections to school
on and near Poplar
Ave
Project ID
Priority
Score
Bike Master Plan Projects Roadway Characteristics BMP Proposed Facility Connectivity
Connectivity to Rio Hondo
River Trail
Connectivity to Existing and Future
Rail Transit Stations
Connectivity to Key Local and
Regional Destinations
Connectivity to Existing or
Planned Bike Facilities
Length
Bicyclist Comfort and Safety
Bikeway Design Bicyclist Safety
19 ARROYO
DRIVE/POTRERO
GRANDE DRIVE
1 MONTEBELLO
BOULEVARD/MONTE
BELLO WAY/
GREENWOOD
AVENUE
3 POPLAR
AVENUE/BLUFF
ROAD
7 BEVERLY
BOULEVARD
9 WHITTIER
BOULEVARD
14 GARFIELD
AVENUE/VIA
ALTAMIRA
15 HAY
STREET/WESTMOREL
AND DRIVE/VAIL
AVENUE
12 MINES AVENUE /VAIL
AVENUE/BEACH
STREET/FLOTILLA ST
Grade Reason Grade Reason Grade Reason Grade Reason Grade Reason Grade Reason High Bike route with traffic
calming Negative
Existing route and bus
stops that overlaps
with the project but
would also provide
last mile connection to
transit
Yes No change to vehicle
capacity or parking Yes Connects to most disadvantaged areas High No or limited acquisition required High No or minimal coordination required High Bike route with traffic
calming Positive
No overlap and will
provide last mile
connection to bus
service on Montebello
and Wilcox
Yes No change to vehicle
capacity or parking Yes Connects to most disadvantaged areas High No or limited acquisition required High No or minimal coordination required Medium
Would likely result in
narrower lanes or
reduced vehicel
throughput
Negative
Existing route and bus
stops that overlaps
with the project but
would also provide
last mile connection to
transit
Yes
No change to vehicle
capacity or parking Yes
Connects to most
disadvantaged areas Medium Acquisitions may be required Low Coordination required
with Metro
High Bike route with traffic
calming Positive
No overlap and will
provide last mile
connection to bus
service on Beverely
Yes No change to vehicle
capacity or parking No
Does not connect to
most disadvantaged
areas
High No or limited
acquisition required High No or minimal coordination required Medium Reduces lane widths Neutral Yes No change to vehicle capacity or parking No
Does not connect to
most disadvantaged
areas
High No or limited
acquisition required High No or minimal coordination required High Reduces number of
vehicle lanes Negative
Existing route and bus
stops that overlaps
with the project but
would also provide
last mile connection to
transit
Yes
Minimal impact to
operations and
capacity
No
Does not connect to
most disadvantaged
areas
High No or limited
acquisition required Low
Coordination required
with Caltrans
Low No traffic calming Positive
No overlap and will
provide last mile
connection to bus
service on Greenwood
Yes
No change to vehicle
capacity or parking Yes
Connects to most
disadvantaged areas High No or limited acquisition required High No or minimal coordination required Low No traffic calming Positive
No overlap and will
provide last mile
connection to bus
service on Greenwood
Yes
No change to vehicle
capacity or parking Yes
Connects to most
disadvantaged areas High No or limited
acquisition required High No or minimal
coordination required
Medium Coordination required
with adjacent cities
High No or minimal
coordination required
Low Coordination required
with Caltrans
High No or minimal
coordination required
Medium Coordination for trail
connection
High No or minimal
coordination required
Medium Coordination for trail
connection
High No or minimal
coordination required
Medium Coordination required
with ACoE
High No or minimal
coordination required
High No or minimal
coordination required
High No or minimal
coordination required
High No or minimal
coordination required
High No or limited
acquisition required
High No or limited
acquisition required
Medium Requires limited
median modification
High No or limited
acquisition required
High No or limited
acquisition required
High No or limited
acquisition required
High No or limited
acquisition required
Medium May require median
modification
Medium
Requires median
modification; may
require some ROW for
trail
High No or limited
acquisition required
High No or limited
acquisition required
Medium May require some
ROW for trail
High No or limited
acquisition required
No
Does not connect to
most disadvantaged
areas
No
Does not connect to
most disadvantaged
areas
No
Does not connect to
most disadvantaged
areas
No
Does not connect to
most disadvantaged
areas
Yes Connects to most
disadvantaged areas
Yes
Connects to most
disadvantaged areas
Yes Connects to most
disadvantaged areas
Yes Connects to most
disadvantaged areas
No
Does not connect to
most disadvantaged
areas
Yes
Connects to most
disadvantaged areas
Yes
Connects to most
disadvantaged areas
Yes
Connects to most
disadvantaged areas
Yes Connects to most
disadvantaged areas
Yes
Minimal impact to
operations and
capacity
Yes No change to vehicle
capacity or parking
No
Unacceptable
operations and
parking
Yes
No change to vehicle
capacity or parking
Yes No change to vehicle
capacity or parking
No
Will result in
unacceptable
operations
Yes
Minimal impact on
operations and
capacity
No
Unacceptable
operations and
parking
No
Will result in
unacceptable
operations
Yes No change to vehicle
capacity or parking
Yes
Operations will remain
acceptable
No Removal of highlyutilized parking
Yes
Minor parking removal
in low-demand area
Neutral
Some overlap but
overall the project will
provide connection to
the transit
Negative
Existing route and bus
stops that overlaps
with the project but
would also provide
last mile connection to
transit
Positive
No overlap and will
provide last mile
connection to bus
service on Beverly
Positive
No overlap and will
provide last mile
connection to bus
service on Montebello
Negative
Existing route and bus
stops that overlaps
with the project but
would also provide
last mile connection to
transit
Positive
No overlap and will
provide last mile
connection to bus
service on Montebello
Neutral
Some overlap on
Mines Avenue but
overall the project will
provide connection to
the transit
Negative
Existing route and bus
stops that overlaps
with the project but
would also provide
last mile connection to
transit
Positive
No overlap and will
provide last mile
connection to bus
service on Montebello
and Wilcox
Negative
Existing route and bus
stops that overlaps
with the project but
would also provide
last mile connection to
transit
Negative
Existing route and bus
stops that overlaps
with the project but
would also provide
last mile connection to
transit
Positive
No overlap and will
provide last mile
connection to bus
service on Beverly
Positive
No overlap and will
provide last mile
connection to bus
service on Beverly and
Whittier
High Reduces number of
vehicle lanes
Medium Reduces lane widths
High Reduces number of
vehicle lanes
High Bike route with traffic
calming
High Bike route with traffic
calming
High Reduces number of
vehicle lanes
High
Includes both lane
reductions and traffic
calming
High Reduces number of
vehicle lanes
High Reduces number of
vehicle lanes
Medium Reduces lane widths
High Reduces number of
vehicle lanes
Low
Majority of project
does not have traffic
calming
Low No traffic calming
Other
Access for Disadvantaged
Communities
Cross-Jurisdictional and -
Agency Coordination Traffic Calming
Multimodal Operations
Effects on Public Transit Buses Effects on Automobiles Implementation and Right-ofWay Acquisition
Vehicle Operations Assessment
Project Name Segment From To
Existing bike
facilities
Other planned bike
facilities Facility Type/Class Road Diet ADT Capacity1 VC1 Capacity2 VC2 Parking Removal Parking
Demand Grade Reason
Plaza Drive to Paramount Boulevard Plaza Drive Paramount Boulevard Class 2 Class 4 Paramount Boulevard to Avenida De La Merced Paramount Boulevard Avenida De La Merced Class 2 / 2b Class 4 Avenida De La Merced to Lincoln Avenue Avenida De La Merced Lincoln Avenue Class 2 Class 2 (NB) / Class 4 (SB) southbound low Lincoln Avenue to Victoria Avenue Lincoln Avenue Victoria Avenue Class 2b (NB) / Class 4 (SB) Victoria Avenue to Beverly Boulevard Victoria Avenue Beverly Boulevard Class 4 yes high Beverly Boulevard to Cleveland Avenue Beverly Boulevard Cleveland Avenue Class 4 yes low Cleveland Avenue to Whittier Boulevard Cleveland Avenue Whittier Boulevard Class 4 yes low Whittier Boulevard to Mines Avenue Whittier Boulevard Mines Avenue Class 2 Class 2b Mines Avenue to Washington Boulevard Mines Avenue Washington Boulevard Class 2 + center lane 19,018 30,000 0.63 20,000 0.95 Washington Boulevard to Elm Street Washington Boulevard Elm Street Class 2b yes 19,972 40,000 0.50 20,000 1.00 2 MONTEBELLO
BOULEVARD Montebello Way to Sycamore Street Montebello Way Sycamore Street Class 3b Yes
No change to vehicle
capacity or parking
Avenida De La Merced to N 1st Street Avenida De La Merced 1St Street Class 3b Poplar Way to Sycamore Street Poplar Way Sycamore Street Class 3b Lincoln Avenue to Olympic Blvd Lincoln Avenue Olympic Blbd Class 3b Olympic Blvd to Washington Blvd Olympic Blvd Washington Boulevard Class 3b Via Campo to Beverly Boulevard Via Campo Beverly Boulevard Class 2b yes 26,988 / 15,000 30,000 / 40,000 0.90 / 0.38 20,000 1.35 / 0.75 Beverly Boulevard to Whittier Boulevard Beverly Boulevard Whittier Boulevard Class 2 Via Paseo to 18th Steet Via Paseo 18th Street Class 3b
18th Street to Montebello Boulevard 18th Street Montebello Boulevard Class 4 yes 10,816 40,000 0.27 20,000 0.54 Montebello Boulevard to Avenida de la Merced Montebello Blvd Avenida De La Merced Class 3b Avenida de la Merced to Rio Hondo Trail (Dam) Avenida De La Merced Rio Hondo Trail (Dam) Class 4 Gerhart Avenue to Montebello Boulevard Gerhart Avenue Montebello Boulevard Class 4 potentially high Montebello Boulevard to Rio Hondo Trail Montebello Blvd Rio Hondo Trail Class 2b yes 29,654 40,000 0.74 20,000 1.48 8 MADISON AVENUE
Garfield Avenue to Poplar Avenue Garfield Avenue Poplar Avenue Class 3b Yes
No change to vehicle
capacity or parking
Garfield Avenue to Montebello Boulevard Garfield Avenue Montebello Boulevard Class 4 yes 22,976 40,000 0.57 20,000 1.15 Montebello Boulevard to Bluff Road Montebello Blvd Bluff Road Class 3 Concourse Ave to Montebello Boulevard Concourse Avenue Montebello Boulevard Class 2b yes 18,010 40,000 0.45 20,000 0.90 Montebello Boulevard to Bluff Road Montebello Boulevard Bluff Road Class 3 11 WASHINGTON
BOULEVARD West City Limits to Rio Hondo Trail West City Limits Rio Hondo Trail Class 2 Yes
No change to vehicle
capacity or parking
Vail Avenue to Maple Avenue Vail Avenue Maple Avenue Class 2 yes high Maple Avenue to Bluff Road Maple Avenue Bluff Road Class 3 Mines Avenue to Beach Street Mines Avenue Beach Street Class 2b yes high Vail Avenue to Maple Avenue Vail Avenue Maple Avenue Class 2 yes high Maple Avenue to Bluff Road Maple Avenue Bluff Road Class 3 Vail Avenue to Yates Avenue Vail Avenue Yates Avenue Class 2 potentially high 13 FINDLAY AVENUE
Via Campo to City Limits Via Campo City Limits Class 3b Yes
No change to vehicle
capacity or parking
Golf Course Loop (Findlay Avenue to Via San Delarro) Findlay Avenue Via San Delarro Street Class 1 San Clemente to Via Campo San Clemente Via Campo Class 2b (SB) Class 2b (NB) Garfield Avenue to Beverly Boulevard Garfield Avenue Beverly Boulevard Class 3 Garfield Avenue to Wilcox Avenue Garfield Avenue Wilcox Avenue Class 3 Wilcox Avenue to Vail Avenue Wilcox Avenue Vail Avenue Class 3 Westmoreland Drive to Via Campo Westmoreland Drive Via Campo Class 2b yes 7,930 30,000 0.26 15,000 0.53 16 REA DRIVE
Beverly Boulevard and Lincoln Avenue Beverly Boulevard Lincoln Avenue Class 2 Yes
No change to vehicle
capacity or parking
Montebello Blvd to Sanchez Street Montebello Boulevard Sanchez Street Class 2 N/A Sanchez Street to Lincoln Avenue Sanchez Street Lincoln Avenue Class 2 18 PARAMOUNT
BOULEVARD
ARROYO
DRIVE/POTRERO Montebello Blvd to Arroyo Drive Montebello Boulevard Arroyo Drive Class 4 yes 23,031 / 31,158 50,000 0.46 / 0.62 40,000 0.58 / 0.78 Yes
Minimal impact to
operations and
capacity
Paramount Blvd to Potrero Grande Paramount Boulevard Potrero Grande Class 2 Arroyo Drive to City Limits Arroyo Drive City Limits Class 2 20 DATE STREET
Greenwood Avenue to Bluff Road Greenwood Avenue Bluff Road Class 3 Yes
No change to vehicle
capacity or parking
21 ELM STREET
Greenwood Avenue to Bluff Road Greenwood Avenue Bluff Road Class 3 Yes
No change to vehicle
capacity or parking
Effects on Automobiles Analysis
Project ID Priority
Score
Bike Master Plan Projects Roadway Characteristics BMP Proposed Facility Unacceptable
operations and
parking
1 No
MONTEBELLO
BOULEVARD/MONT
EBELLO WAY/
GREENWOOD
AVENUE
Yes
No change to vehicle
capacity or parking 3
POPLAR
AVENUE/BLUFF
ROAD
Yes
No change to vehicle
capacity or parking 4 MAPLE AVENUE
No
Will result in
unacceptable
operations
5 WILCOX AVENUE
Yes
Minimal impact on
operations and
capacity
6 LINCOLN AVENUE
No
Unacceptable
operations and
parking
7 BEVERLY
BOULEVARD
No
Will result in
unacceptable
operations
9 WHITTIER
BOULEVARD
Yes
Operations will
remain acceptable 10 OLYMPIC
BOULEVARD/
No
Removal of highlyutilized parking 12
MINES AVENUE
/VAIL
AVENUE/BEACH
STREET/FLOTILLA ST
Yes
Minor parking
removal in lowdemand area
14 GARFIELD
AVENUE/VIA
ALTAMIRA
Yes
Minimal impact to
operations and
capacity
15 HAY
STREET/WESTMORE
LAND DRIVE/VAIL
AVENUE
Yes
No change to vehicle
capacity or parking 17
AVENIDA DE LA
MERCED
Yes
No change to vehicle
capacity or parking 19
ARROYO
DRIVE/POTRERO
GRANDE DRIVE
Safety and Comfort Assessment
Project Name Segment From To Posted
Speed
Existing bike
facilities
Other planned bike
facilities Facility Type/Class Speed Limit Intx Ctrl Types ADT Driveways Parking Grade Reason Plaza Drive to Paramount Boulevard Plaza Drive Paramount Boulevard Class 2 Class 4 Paramount Boulevard to Avenida De La Merced Paramount Boulevard Avenida De La Merced Class 2 / 2b Class 4 Avenida De La Merced to Lincoln Avenue Avenida De La Merced Lincoln Avenue Class 2 Class 2 (NB) / Class 4 (SB) Lincoln Avenue to Victoria Avenue Lincoln Avenue Victoria Avenue Class 2b (NB) / Class 4 (SB) Victoria Avenue to Beverly Boulevard Victoria Avenue Beverly Boulevard Class 4 Beverly Boulevard to Cleveland Avenue Beverly Boulevard Cleveland Avenue Class 4 Cleveland Avenue to Whittier Boulevard Cleveland Avenue Whittier Boulevard Class 4 Whittier Boulevard to Mines Avenue Whittier Boulevard Mines Avenue Class 2 Class 2b Mines Avenue to Washington Boulevard Mines Avenue Washington Boulevard Class 2 Washington Boulevard to Elm Street Washington Boulevard Elm Street Class 2b 2 MONTEBELLO
BOULEVARD Montebello Way to Sycamore Street Montebello Way Sycamore Street Class 3b Lower Stop Signs, Traffic
Signals Lower yes yes High Lower speed, lower
volume
Avenida De La Merced to N 1st Street Avenida De La Merced 1St Street Class 3b Poplar Way to Sycamore Street Poplar Way Sycamore Street Class 3b Lincoln Avenue to Olympic Blvd Lincoln Avenue Olympic Blbd Class 3b Olympic Blvd to Washington Blvd Olympic Blvd Washington Boulevard Class 3b Via Campo to Beverly Boulevard Via Campo Beverly Boulevard Class 2b Beverly Boulevard to Whittier Boulevard Beverly Boulevard Whittier Boulevard Class 2 Via Paseo to 18th Steet Via Paseo 18th Street Class 3b
18th Street to Montebello Boulevard 18th Street Montebello Boulevard Class 4 Montebello Boulevard to Avenida de la Merced Montebello Blvd Avenida De La Merced Class 3b Avenida de la Merced to Rio Hondo Trail (Dam) Avenida De La Merced Rio Hondo Trail (Dam) Class 4 Gerhart Avenue to Montebello Boulevard Gerhart Avenue Montebello Boulevard Class 4 Montebello Boulevard to Rio Hondo Trail Montebello Blvd Rio Hondo Trail Class 2b 8 MADISON AVENUE Garfield Avenue to Poplar Avenue Garfield Avenue Poplar Avenue Class 3b Lower Stop Signs, Traffic
Signals Lower yes yes High Lower speed, lower
volume
Garfield Avenue to Montebello Boulevard Garfield Avenue Montebello Boulevard Class 4 Montebello Boulevard to Bluff Road Montebello Blvd Bluff Road Class 3 Concourse Ave to Montebello Boulevard Concourse Avenue Montebello Boulevard Class 2b Montebello Boulevard to Bluff Road Montebello Boulevard Bluff Road Class 3 11 WASHINGTON
BOULEVARD West City Limits to Rio Hondo Trail West City Limits Rio Hondo Trail Class 2 Higher Traffic Signals Higher yes no Low Higher speed, higher
volume
Vail Avenue to Maple Avenue Vail Avenue Maple Avenue Class 2 Maple Avenue to Bluff Road Maple Avenue Bluff Road Class 3 Mines Avenue to Beach Street Mines Avenue Beach Street Class 2b Vail Avenue to Maple Avenue Vail Avenue Maple Avenue Class 2 Maple Avenue to Bluff Road Maple Avenue Bluff Road Class 3 Vail Avenue to Yates Avenue Vail Avenue Yates Avenue Class 2 13 FINDLAY AVENUE Via Campo to City Limits Via Campo City Limits Class 3b Lower Stop Signs, Traffic
Signals Lower yes yes High Lower speed, lower
volume
Golf Course Loop (Findlay Avenue to Via San Delarro) Findlay Avenue Via San Delarro Street Class 1 San Clemente to Via Campo San Clemente Via Campo Class 2b (SB) Class 2b (NB) Garfield Avenue to Beverly Boulevard Garfield Avenue Beverly Boulevard Class 3 Garfield Avenue to Wilcox Avenue Garfield Avenue Wilcox Avenue Class 3 Wilcox Avenue to Vail Avenue Wilcox Avenue Vail Avenue Class 3 Westmoreland Drive to Via Campo Westmoreland Drive Via Campo Class 2b 16 REA DRIVE Beverly Boulevard and Lincoln Avenue Beverly Boulevard Lincoln Avenue Class 2 Lower n/a Lower limited limited High Lower speed, lower
volume
Montebello Blvd to Sanchez Street Montebello Boulevard Sanchez Street Class 2 N/A Sanchez Street to Lincoln Avenue Sanchez Street Lincoln Avenue Class 2 18 PARAMOUNT
BOULEVARD
ARROYO
DRIVE/POTRERO Montebello Blvd to Arroyo Drive Montebello Boulevard Arroyo Drive Class 4 Higher Traffic Signals Higher no limited Medium
Higher speed, higher
volume, no
driveways, limited
parking
Paramount Blvd to Potrero Grande Paramount Boulevard Potrero Grande Class 2 Arroyo Drive to City Limits Arroyo Drive City Limits Class 2 20 DATE STREET Greenwood Avenue to Bluff Road Greenwood Avenue Bluff Road Class 3 Lower Stop Signs Lower yes yes High Lower speed, lower volume
21 ELM STREET Greenwood Avenue to Bluff Road Greenwood Avenue Bluff Road Class 3 Lower Stop Signs Lower yes yes High Lower speed, lower volume
Bicyclist Safety
1 MONTEBELLO
BOULEVARD/MONT
EBELLO WAY/
GREENWOOD
AVENUE
Medium Higher speed, lower
volume
Project ID Priority
Score
Bike Master Plan Projects Roadway Characteristics BMP Proposed Facility Analysis Higher yes yes Traffic Signals Lower
4 MAPLE AVENUE High Lower speed, lower
volume Lower Stop Signs, Traffic
Signals Lower
3 POPLAR
AVENUE/BLUFF High Lower speed, lower
volume Lower Stop Signs, Traffic
Signals Lower yes
yes
yes
yes
6 LINCOLN AVENUE High Lower speed, lower
volume Lower
Stop Signs, Traffic
Signals Lower
5 WILCOX AVENUE Medium Higher speed, lower
volume Higher yes Traffic Signals Lower
yes
yes
yes
9 WHITTIER
BOULEVARD
High Lower speed, lower
volume Lower Traffic Signals Lower
7 BEVERLY
BOULEVARD
Low
Higher speed, higher
volume Higher yes Traffic Signals Higher
yes
yes
no
12 MINES AVENUE
/VAIL
AVENUE/BEACH
STREET/FLOTILLA ST
High Lower speed, lower
volume Lower
Some
uncontrolled Lower
10 OLYMPIC
BOULEVARD/
ROOSEVELT
AVENUE
Medium
Higher speed, lower
volume, limited
driveways
Lower
Stop Signs, Traffic
Signals Higher limited
yes
yes
yes
15 HAY
STREET/WESTMORE
LAND DRIVE/VAIL
AVENUE
High Lower speed, lower
volume Lower
Stop Signs, Traffic
Signals Lower
14 GARFIELD
AVENUE/VIA
ALTAMIRA
High Lower speed, lower
volume Lower
Some
uncontrolled Lower limited
limited
yes
yes
19 ARROYO
DRIVE/POTRERO Medium Higher speed, lower
volume Lower Stop Signs, Traffic
Signals Higher
17 AVENIDA DE LA
MERCED
Medium Higher speed, lower
volume Higher yes Stop Signs Lower
yes
yes
yes
Scoring
Project Name Grade Score Weighted Grade Score Weighted Grade Score Weighted Grade Score Weighted Grade Score Weighted Grade Score Weighted Grade Score Weighted Grade Score Weighted Grade Score Weighted Grade Score Weighted Grade Score Weighted Grade Score Weighted Grade Score Weighted Score Weighted Score
01 Montebello Blvd/Montebello Way/Greenwood Ave Low 0 0 High 2 6 High 2 6 Medium 1 2 High/Medium 1.5 5 Medium 1 2 High 2 6 Negative 0 0 No 0 0 Yes 2 4 Medium 1 1 High 2 2 Neutral 0 0 15 34 02 Montebello Blvd (South) Low 0 0 Medium 1 3 Low 0 0 Low 2 4 Medium 1 3 High 2 4 High 2 6 Negative 0 0 Yes 2 2 Yes 2 4 High 2 2 High 2 2 Neutral 0 0 16 30 03 Poplar Ave/Bluff Rd High 2 6 Medium 1 3 Medium 1 3 Low 2 4 Medium 1 3 High 2 4 High 2 6 Positive 2 2 Yes 2 2 Yes 2 4 High 2 2 High 2 2 Neutral 0 0 21 41 04 Maple Ave Low 0 0 Medium 1 3 High 2 6 Low 2 4 Medium 1 3 High 2 4 High 2 6 Positive 2 2 Yes 2 2 Yes 2 4 High 2 2 High 2 2 Neutral 0 0 20 38 05 Wilcox Ave Low 0 0 Low 0 0 High 2 6 Medium 1 2 Medium/Low 0.5 2 Medium 1 2 High 2 6 Negative 0 0 No 0 0 Yes 2 4 High 2 2 High 2 2 Yes 2 6 15 32 06 Lincoln Ave High 2 6 Low 0 0 High 2 6 Low 2 4 High/Medium 1.5 5 High 2 4 High 2 6 Positive 2 2 Yes 2 2 No 0 0 High 2 2 Medium 1 1 Neutral 0 0 19 38 07 Beverly Blvd High 2 6 Low 0 0 High 2 6 High 2 4 High 2 6 Low 0 0 High 2 6 Negative 0 0 No 0 0 Yes 2 4 Medium 1 1 High 2 2 Neutral 0 0 15 35 08 Madison Ave Medium 1 3 Low 0 0 Medium 1 3 Low 2 4 Medium 1 3 High 2 4 High 2 6 Positive 2 2 Yes 2 2 Yes 2 4 High 2 2 High 2 2 No -2 -6 17 29 09 Whitter Blvd High 2 6 Low 0 0 High 2 6 High 2 4 Medium 1 3 High 2 4 High 2 6 Negative 0 0 No 0 0 Yes 2 4 Medium 1 1 Medium 1 1 Neutral 0 0 15 35 10 Olympic Blvd/Roosevelt Ave High 2 6 Medium 1 3 Medium 1 3 Medium 1 2 Medium 1 3 Medium 1 2 High 2 6 Positive 2 2 Yes 2 2 Yes 2 4 High 2 2 High 2 2 Neutral 0 0 19 37 11 Washington Blvd Medium 1 3 High 2 6 Medium 1 3 Low 2 4 Low 0 0 Low 0 0 Medium 1 3 Negative 0 0 Yes 2 2 Yes 2 4 Medium 1 1 Low 0 0 Neutral 0 0 12 26 12 Mines Ave/Vail Ave/Beach St/Flotilla St High 2 6 High 2 6 Medium 1 3 High 2 4 Medium 1 3 High 2 4 Low 0 0 Neutral 1 1 No 0 0 Yes 2 4 Medium 1 1 Medium 1 1 Yes 2 6 17 39 13 Findlay Ave Low 0 0 Low 0 0 Low 0 0 High 2 4 Medium 1 3 High 2 4 High 2 6 Positive 2 2 Yes 2 2 No 0 0 High 2 2 High 2 2 Neutral 0 0 15 25 14 Garfield Ave/Via Altamira Low 0 0 Low 2 6 Medium 1 3 Low 2 4 High/Medium 1.5 5 High 2 4 Low 0 0 Negative 0 0 Yes 2 2 No 0 0 High 2 2 High 2 2 Neutral 0 0 15 28 15 Hay St/Westmoreland Dr/Vail Ave Low 0 0 Low 0 0 Medium 1 3 Medium 1 2 Medium 1 3 High 2 4 High 2 6 Positive 2 2 Yes 2 2 No 0 0 High 2 2 Low 0 0 Neutral 0 0 13 24 16 Rea Dr Medium 1 3 Low 2 6 Low 0 0 Low 2 4 High 2 6 High 2 4 Medium 1 3 Neutral 1 1 Yes 2 2 No 0 0 High 2 2 High 2 2 Neutral 0 0 17 33 17 Ave de la Merced Medium 1 3 Low 2 6 Medium 1 3 Low 2 4 High 2 6 Medium 1 2 Medium 1 3 Positive 2 2 Yes 2 2 No 0 0 High 2 2 High 2 2 Neutral 0 0 18 35 18 Paramount Blvd Low 0 0 Low 0 0 Low 2 6 Medium 1 2 High 2 6 Medium 1 2 High 2 6 Negative 0 0 Yes 2 2 No 0 0 High 2 2 Low 0 0 Neutral 0 0 12 26 19 Arroyo Dr/Potrero Grande Dr Low 0 0 Low 0 0 Low 0 0 High 2 4 Low 0 0 Medium 1 2 Medium 1 3 Neutral 1 1 Yes 2 2 No 0 0 High 2 2 Medium 1 1 Neutral 0 0 10 15 20 Date St Medium 1 3 Medium 1 3 Low 0 0 Low 2 4 Medium 1 3 High 2 4 Low 0 0 Positive 2 2 Yes 2 2 Yes 2 4 High 2 2 High 2 2 Neutral 0 0 17 29 21 Elm St Medium 1 3 Medium 1 3 Low 0 0 Low 2 4 Medium 1 3 High 2 4 Low 0 0 Positive 2 2 Yes 2 2 Yes 2 4 High 2 2 High 2 2 Neutral 0 0 17 29 Weight: High 3 Weight: High 3 Weight: High 3 Weight: Medium 2 Weight: High 3 Weight: Medium 2 Weight: High 3 Weight: Low 1 Weight: Low 1 Weight: Medium 2 Weight: Low 1 Weight: Low 1 Weight: High 3 Project ID
Bike Master Plan Projects
Connectivity Bicyclist Comfort and Safety
Bicyclist Safety Traffic Calming Effects on Public Transit Buses
Effects on Automobiles
Multimodal Operations
Connectivity to Rio Hondo
River Trail
Connectivity to Existing and
Future Rail Transit Stations
Connectivity to Key Local
and Regional Destinations
Connectivity to Existing or
Planned Bike Facilities Bikeway Design
Supplemental
Complete Priority Network Access for Disadvantaged
Communities
Cross-Jurisdictional and -
Agency Coordination
Implementation and Right-ofWay Acquisition
Other
APPENDIX
PRIORITY PROJECT
USER, VMT REDUCTION, AND
GHG REDUCTION
ESTIMATES
J
Note to Applicants
A step-by-step user guide, including a project example, is available at:
Active Transportation Inputs
Enter project-specific information below if you wish to estimate the benefits of new walkways and new or upgraded bicycle facilities.
Active Transportation Project
Type Name or Location
First Year
Operational
One-way Facility
Length (miles)
Average
Daily
Traffic
(trips/day)
University
Town with
Population
< 250,000?
Key
Destinations
within 0.25
Mile
Key
Destinations
within 0.50
Mile
Passenger
VMT
Reductions
(miles)
GHG
Emission
Reductions
(MTCO2e)
Local ROG
Emission
Reductions
(lbs)
Local NOx
Emission
Reductions
(lbs)
Local PM2.5
Emission
Reductions
(lbs)
Local Diesel
PM10 Emission
Reductions
(lbs)
Fossil Fuel Use
Reductions (gal)
Class II to Class IV Conversion Montebello/Greenwood 2024 > 2 miles 28,532 No 4 7 270,398 Class IV Separated Bikeway Montebello/Greenwood 2024 > 2 miles 24,889 No 5 7 672,675 Class II Bike Lane Montebello/Greenwood 2024 > 2 miles 19,962 No 7 7 512,025 Bicycle Boulevard Lincoln Ave 2024 > 2 miles 10,500 No 7 7 147,798 Class IV Separated Bikeway Lincoln Ave 2024 > 2 miles 10,500 No 7 7 494,802 Class II Bike Lane Wilcox 2024 > 1 and ≤ 2 miles 14,067 No 7 7 316,508 Bicycle Boulevard Maple Avenue 2024 > 1 and ≤ 2 miles 8,625 No 7 7 105,337 Bicycle Boulevard Poplar Avenue/Bluff Road 2024 > 2 miles 5,500 No 7 7 77,418 Class IV Separated Bikeway Beverly Blvd 2024 > 2 miles 29,702 No 7 7 1,008,591 Class II Bike Lane Beverly Blvd 2024 > 2 miles 30,000 No 4 7 526,500 Class II Bike Lane Avenida de la Merced 2024 ≤ 1 mile 10,500 No 4 7 184,275 Class IV Separated Bikeway Whittier Blvd 2024 > 1 and ≤ 2 miles 23,866 No 7 7 826,957 Bicycle Boulevard Whittier Blvd 2024 > 1 and ≤ 2 miles 23,560 No 5 7 195,077 Class I Bike Path Whittier Blvd 2024 > 1 and ≤ 2 miles 26,945 No 2 7 722,018 Class II Bike Lane Rea Drive 2024 ≤ 1 mile 3,000 No 3 5 39,150 VMT and Emission Reductions
California Air Resources Board
Benefits Calculator Tool for the
Affordable Housing and Sustainable Communities Program
California Climate Investments
https://ww2.arb.ca.gov/sites/default/files/auction-proceeds/sgc_ahsc_userguide_121423.pdf
Note to Applicants
A step-by-step user guide, including a project example, is available at:
Active Transportation Inputs
Enter project-specific information below if you wish to estimate the benefits of new walkways and new or upgraded bicycle facilities.
Active Transportation Project
Type Name or Location
First Year
Operational
One-way Facility
Length (miles)
Average
Daily
Traffic
(trips/day)
University
Town with
Population
< 250,000?
Key
Destination
s within
0.25 Mile
Key
Destinations
within 0.50
Mile
Passenger
VMT
Reductions
(miles)
GHG
Emission
Reductions
(MTCO2e)
Local ROG
Emission
Reductions
(lbs)
Local NOx
Emission
Reductions
(lbs)
Local PM2.5
Emission
Reductions
(lbs)
Local Diesel
PM10 Emission
Reductions
(lbs)
Fossil Fuel Use
Reductions
(gal)
Class II Bike Lane Olympic 2024 > 1 and ≤ 2 miles 17,485 No 5 7 314,730 Bicycle Boulevard Olympic 2024 > 1 and ≤ 2 miles 10,500 No 1 3 73,899 Class II Bike Lane Mines 2024 > 2 miles 4,875 No 5 7 127,238 Bicycle Boulevard Mines 2024 > 2 miles 3,000 No 5 7 36,018 Class I Bike Path Mines 2024 > 2 miles 3,000 No 5 7 160,776 VMT and Emission Reductions
California Air Resources Board
Benefits Calculator Tool for the
Affordable Housing and Sustainable Communities Program
California Climate Investments
https://ww2.arb.ca.gov/sites/default/files/auction-proceeds/sgc_ahsc_userguide_121423.pdf
Active Transportation Project Type Project
Total Project
Length
Specific Facility
Length
Passenger VMT
Reduction (miles) Existing ADT
Weighted VMT
Reduction
Weighted VMT
Reduction for Project Rounded
Class II to Class IV Conversion Montebello/Greenwood 4.53 1.83 270,398 28,532 109,234 Class IV Separated Bikeway Montebello/Greenwood 4.53 0.77 672,675 24,889 114,340 Class II Bike Lane Montebello/Greenwood 4.53 1.93 512,025 19,962 218,148 Bicycle Boulevard Lincoln 2.93 2.00 147,798 10,500 100,886 Class IV Separated Bikeway Lincoln 2.93 0.93 494,802 10,500 157,053 Class II Bike Lane Wilcox 1.50 1.50 316,508 14,067 316,508 316,508 317,000 Bicycle Boulevard Maple 1.87 1.87 105,337 8,625 105,337 105,337 105,000 Bicycle Boulevard Poplar Avenue/Bluff Road 3.22 3.22 77,418 5,500 77,418 77,418 77,000 Class IV Separated Bikeway Beverly 3.05 2.29 1,008,591 29,702 757,270 Class II Bike Lane Beverly 3.05 0.76 526,500 30,000 131,193 Class II Bike Lane Avenida de la Merced 0.14 0.14 184,275 10,500 184,275 184,275 184,000 Class IV Separated Bikeway Whittier 1.91 1.35 826,957 23,866 584,498 Bicycle Boulevard Whittier 1.91 0.44 195,077 23,560 44,939 Class I Bike Path Whittier 1.91 0.12 722,018 26,945 45,362 Class II Bike Lane Rea 0.42 0.42 39,150 3,000 39,150 39,150 39,000 Class II Bike Lane Olympic 1.47 1.09 314,730 17,485 233,371 Bicycle Boulevard Olympic 1.47 0.38 73,899 10,500 19,103 Class II Bike Lane Mines/Beach/Vail/Flotilla 2.81 1.09 127,238 4,875 49,355 Bicycle Boulevard Mines/Beach/Vail/Flotilla 2.81 1.67 36,018 3,000 21,406 Class I Bike Path Mines/Beach/Vail/Flotilla 2.81 0.05 160,776 3,000 2,861 Total: 3,311,707 3,311,000
Weighted Average VMT Reduction Calculations
74,000
442,000
258,000
888,000
675,000
252,000
73,622
441,721
257,939
888,463
674,800
252,474
Project
Average annual
VMT reduced
Lifetime GHG
emission
reduction [a]
Average weekday
daily users [b]
Poplar/Bluff 77,418 31 150
Mines/Beach/Vail/Flotilla 73,622 29 140
Maple 105,337 42 200
Lincoln 257,939 103 500
Olympic 252,474 101 490
Beverly 888,463 354 1,730
Whittier 674,800 269 1,310
Avenida de la Merced 184,275 74 360
Montebello/Greenwood 441,721 176 860
Rea 39,150 16 80
Wilcox 316,508 126 620
Notes:
[a] Assumes approximately 2,506.5 MTCO2e lifetime emissions per annual VMT. [b] Assumes 200 weekdays per year and 1.8 miles per trip.
GHG and User Calculations
APPENDIX
EXAMPLE CROSSSECTIONS AND
CONCEPTS
K
Figure 1: Montebello Boulevard Separated Bike Lanes Cross Section
Figure 2: Wilcox Avenue Bike Lanes Cross Section
Figure 3: Bluff Road Bike Boulevard Cross Section
Figure 4: Greenwood Avenue Buffered Bike Lanes Cross Section
Figure 5: Lincoln Avenue/Rio Hondo Bike Trail Connection Concept Figure 6: Montebello Boulevard/Beverly Boulevard Intersection Separated Bike Lanes Concept
Figure 7: Lincoln Boulevard Separated Bike Lanes/Bike Boulevard Transition Concept Figure 8: Bluff Road/Mines Avenue/Rio Hondo Bike Trail Intersection Concept
Downtown
Montebello
Specific Plan
City Council
Mayor Scarlet Peralta
Mayor Pro Tem Salvador Melendez
Council Member Angie Jimenez
Council Member Georgina Tamayo
Council Member David N. Torres
City Manager Raul Alvarez
Assistant City Manager Arlene Salazar
Planning Commission
Chair Victor Cuevas
Commissioner Alicia Morales
Commissioner Natalia Lomeli
Commissioner Joellann Valdez
Commissioner Armando Medina
Principal Staff
Planning & Community Development
Director
Joseph Palombi
Planning & Community Development
Assistant Director Matthew Ramos
Economic Development Manager Jose A. Gardea
Housing Manager Rosemary Perich
Assistant Planner Daniel Ruiz
Assistant Planner Emilie Fernandez
Assistant Planner Grace Hayashi
Senior Administrative Assistant Alexis Huerta
Housing Task Force (HTF)
Gateway Cities COG Melani Smith
San Gabriel Valley COG Alexander Fung
Community Housing Expert Veronica Rodriguez-Cabrera,
LCSW
Montebello Chamber of Commerce Adriana Dugan
Former Planning Commission Chair Alexandra Briseno
Former Planning Commission Vice Chair Marlene Ramirez
Consultants
Rangwala Associates
in association with
Moule & Polyzoides
Rincon
Pro Forma Advisors LLC
Urban3
Kittelson
MetroQuest
... and thanks to numerous members of City Staff & Montebello residents & businesses
40 POLICIES AND ACTIONS
Policies and actions to carry out the vision.
04 INTRODUCTION
History, community profile, and planning process.
18 VISION
A shared future for preservation and growth.
54 CODE
Partners, timeframes, and funding sources.
118
IMPLEMENTATION
Partners, timeframes, and funding sources.
C
D
E
A
B
4 Downtown Montebello Specific Plan
Part A: Introduction 5
A Introduction
Siting & Context
Downtown Montebello is the physical and historic center of the City that provides a wide array of shopping, dining, working, living, entertainment and cultural opportunities within a short walking distance. Whittier Boulevard is the city’s historic main street that links Montebello to downtown Los Angeles.
The larger downtown area is bounded by the City Park to the west and the Rio Hondo Channel to the east, with a walkable core area around the Montebello Boulevard intersection.
The Downtown area is predominantly developed with low-scale commercial buildings that are oriented toward the boulevard and were built between the early- and mid-twentieth century. These buildings are largely flush with the street and have a strong pedestrian orientation. Moving past the boulevard and toward the north and south edges of the Downtown Area, development largely consists of one- and two-story residential buildings.
Downtown contains a series of unique residential, commercial, and mixeduse neighborhoods. The many gaps in Downtown’s streetscapes that have sat empty as parking lots are increasingly being filled by urban development, while many existing buildings have been adaptively reused.
The car has long played a pivotal role in shaping the physical context of Downtown Montebello. Its key thoroughfare - Whittier Boulevard - was once a major state highway connecting Downtown Los Angeles with Orange County and San Diego prior to the construction of modern-day freeways.
The enduring influence of the car is expressed in the scale and orientation of buildings along the boulevard.
Part A: Introduction 5
Downtown
LA
Downtown
Montebello
Whittier Blvd
CA-60
Rio Hondo
Montebello Hills
6 Downtown Montebello Specific Plan
1800
1885 Sheep &
Cattle Ranches
Origins
Early Development
Much of the earliest development within
Montebello was concentrated in the
blocks in and around the Downtown Area,
as this was where the community originated at the turn of the twentieth century.
Through the late nineteenth century, the
Downtown Area – like all of Montebello
– was entirely undeveloped aside from a
handful of sheep and cattle ranches.
In 1885, much of what now is now
Montebello and East Los Angeles was
sold to a consortium of Los Angeles businessmen including banker Isaias Hellman and wholesale grocer Harris Newmark.
The businessmen purchased the land from
the estate of Alessandro Repetto, an Italian American sheep rancher, for $60,000, or approximately $12 per acre. Approximately 1,200 acres of the Repetto land was given to Newmark and his nephew,
Kaspare Cohn. Interested in developing
the land, Newmark and Cohn enlisted the
help of noted hydraulic engineer William
Mulholland to build a water system that
would bring much-needed irrigation to
the area.
Completion of the water system
circa 1899 rendered the area suitable for
development. Newmark, Cohn, Mulholland, and their associates incorporated the Montebello Land and Water Company in
1900. It was at the behest of Mulholland
that the name “Montebello” was bestowed
upon the new tract, invoking the Italian
word for “beautiful hill” and refHarris
Newmark
William
Mullholland
1885 Newmark enlists Mullholland to bring irrigation to the area
erencing the hills that framed its northern
boundary.
Most of the Downtown Area fell within
the boundaries an early town site that was
originally known as Newmark. Bounded
by Cleveland Avenue (north), Los Angeles
Avenue (south), First Street (east), and
Fifth Street (west), Newmark encompassed 40 acres of Newmark and Cohn’s land, and included 192 parcels of roughly
equal size that were marketed as ideal
sites for new suburban houses. The town
was bisected by Whittier Avenue (now
Boulevard), then the main road between
Los Angeles and Whittier (and later a
major state highway). Consistent with
prevailing patterns of development at the
time, streets, blocks, and lots comprising
the town were oriented around a standard
orthogonal grid. The rest of the tract was
subdivided into five- and ten-parcels that
were marketed as sites for agriculture.
Shortly after the town’s inception, the
name Newmark was scrubbed from the
local vernacular. The decision to re-name
the town allegedly came at the behest of
Mulholland, who told Newmark – who
was of Jewish lineage – that “no one would
buy lots in a town if they thought it was
Jewish.” Both the town and its agricultural
environs were therefore referred to as
Montebello.
The town (and thus, the Downtown
Area) witnessed its earliest development
during the 1900s and 1910s. Though
Montebello lacked good transportation
infrastructure at the time – “its development has been retarded because of its poor roadway connections,” noted the Los
Angeles Times in 1907 – it nonetheless
began to develop as agriculture took root
in the vicinity. In the very early twentieth
century, a smattering of small, modest
houses were built on parcels within the
town, generally on blocks to the north
and south of its main street, Whittier
Boulevard.
A business district comprising small
stores and the town’s first public buildings
emerged along Whittier Boulevard, sowing the seeds of what eventually evolved into a thriving downtown. Montebello’s
first public building – a schoolhouse – was
constructed in 1902 at Whittier Boulevard and Cedar Street (now Montebello Boulevard). By late 1902 a store and post
office were in operation nearby. A large
new high school opened in 1909 (located
slightly outside the Downtown Area),
and by the early 1910s a bustling business
district had emerged along Whittier
Boulevard, the epicenter being near the
intersection of Whittier and Fifth Street.
An anchor of the business district was the
Montebello State Bank, a two-story brick
edifice that was constructed in 1912.
Montebello Oil Fields
Circa 1917, the Standard Oil Company
discovered underground oil reserves in the
Security Trust and Savings Bank, Whittier
Boulevard, ca. 1924.
Part A: Introduction 7
1917 Oil
discovered in
Montebello
1922 Installation of
ornamental streetlight
1900
hills north of Montebello, on land that
had once been part of Rancho La Merced and by this time was owned by the locally prominent Baldwin and Temple
families. The discovery of oil was a boon
to Montebello. Along with agriculture, oil
production became one of the community’s foremost economic engines, ushering in a significant wave of new development
that paved the way for its eventual incorporation in 1920. The city continued to be concentrated in and around the original
town site, with Whittier Boulevard
functioning as a linear anchor.
Growth, Maturation, and the Influence
of the Automobile
The advent of the personal automobile,
and a network of roads and highway
connecting key destinations, played an
important role in development patterns
within the Downtown Area by the 1920s
and ushered in a new chapter of growth
for the Downtown Area.
Once a luxury item out of reach to the
average consumer, the personal car had
become much more widely available by
the 1920s, as advances in mass production
allowed for cars to be produced in mass
quantities and rendered them more affordable. As cars became more commonplace, state officials directed resources toward the
construction of roads and highways. One
such highway – billed as Highway 101 in
1926 – connected Los Angeles and San
Diego via a somewhat circuitous route that
passed through a number of communities
in Southeast Los Angeles and Orange
counties. Whittier Boulevard was designated part of Highway 101 and passed directly through the main commercial
district of Montebello.
By the 1920s, Whittier Boulevard in
Montebello was peppered with businesses
that catered to the motoring public. In
addition to grocers, butchers, barbers,
sundries, banks, and other typical businesses, the boulevard featured a variety of commercial uses – motels, strip malls
with ample on-site parking, and businesses
with bold, eye-catching forms and signage
– that were oriented to the car and were
deliberately designed to attract the attention of passersby. Sanborn fire insurance maps dated 1926 show that within the
Downtown Area, both sides of Whittier
Boulevard were flanked by a variety of
businesses including garages, repair shops,
service stations, and other auto-oriented
enterprises.
Reflecting its emergent role as an
important commercial artery, Whittier
Boulevard was enhanced with ornamental
streetlights and other improvements.
Reporting on development in Montebello,
the Los Angeles Times remarked that
“there are twenty miles of improved
streets, and a splendid ornamental lighting
system graces eight blocks of the business
district.”
In 1927, a large new fraternal lodge operated by
the Independent Order of Odd Fellows opened at
the corner of Whittier Boulevard and 10th Street
(the building is currently used as a dance hall).
In addition to itinerant motorists, Whittier Boulevard was an important node of activity for those who lived in Montebello
and became the center of public life
among area residents. In 1937, architect
S. Charles Lee converted an existing
commercial building into a motion picture
venue called the Vogue Theatre, which became a popular destination and an anchor of the Whittier Boulevard business district
1928 Diner Shaped
like an oil can
Whittier
8 Downtown Montebello Specific Plan
(located at 712 W. Whittier Boulevard, the
building is extant, but is no longer used as
a theater).
The Downtown Area – and specifically
Whittier Boulevard – continued to serve
as the commercial and institutional hub
of Montebello through the 1930s and
‘40s and into the early post-World War II
period.
Post-World War II Development
Like many communities in Southern
California, Montebello witnessed an
unprecedented wave of growth after
World War II, transforming it from an
agricultural community peppered with
oil fields into a sprawling postwar suburb.
Rapid development in the postwar period
is typically attributed to a variety of factors
including a heightened demand for new
and housing, particularly among military
veterans who had recently returned
from World War II; federal policies and
programs that promoted homeownership
and the mass construction of detached,
single‐family dwellings; proliferation of
the car and rapid expansion of a regional
network of roads and highways; and pent‐
up consumer demand.
Freeway construction hastened patterns
of suburbanization in the area. Ground
was broken on the Santa Ana Freeway/
Interstate 5 through the communities
of southeast Los Angeles County in the
mid-1940s. Interstate 5 was completed
in segments between 1947 and 1956,
and reached as far south as Montebello
in 1953. The Pomona Freeway/SR-60
was constructed between the mid- and
late-1960s.
The construction of freeways significantly improved connectivity across 1930
1937 Vogue Theatre on
Whittier Boulevard
1953Interstate 5 opens
1960s (mid-late)
California State
Route 60 opens
1950 1960
the Southern California region. It also
affected commercial development patterns
by diverting traffic away from established
downtown business districts, which had
long thrived on passing motorists. The
completion of Interstate 5 in particular
affected Montebello and other communities that were located along the alignment of Highway 101 – which was decommissioned upon the construction of freeways.
Downtown Montebello continued to cater
to the local populace but was no longer
traversed by a steady stream of commuters.
As the trajectory of residential development in Montebello moved away from the downtown core and into more peripheral
suburban areas, so too did businesses and
institutions. In the 1960s, most of the
city’s local institutions were moved from
Whittier Boulevard to a new civic center
on Beverly Boulevard. Businesses also
followed suit, moving into suburban shopping centers that were located in closer proximity to new housing tracts. Notably,
in the 1980s a new regional shopping mall
was built along the Pomona Freeway/
SR-60, which unequivocally shifted the
locus of commercial activity away from
the city’s established business district
along Whittier Boulevard and into more
suburban settings.
Postwar suburbanization took its toll
on the Study Area, as new commercial
and institutional development patterns
eclipsed the downtown commercial core
as the preeminent business district of
Montebello. However, it did not render
the area totally obsolete. In the second
half of the twentieth century, this stretch
of Whittier Boulevard became the domain
of small, locally owned, mom-and-pop
businesses– many of which were housed
within existing commercial buildings
dating to the decades prior to World War
II. Reflective of changing demographics
in Montebello, many of these businesses
were (and continue to be) owned by those
of Mexican American descent. A large
development project within the Study
Area was approved by the City Council
in November 2021 and entails a large
mixed-use complex on the south side of
Whittier Boulevard between 5th and 6th
streets. If built as approved, the complex
would contain 132 dwelling units and
10,100-square feet of commercial space
within multiple multi-story buildings. It
would be by far the largest development in
this area of Montebello, and backers of the
project posit that it would have a transformative effect on the area.
The 132 potential housing units will include 61
very low income units, 33 low income units, 13
moderate income units and 25 above moderate
income units. To assist with supportive services for
the victims of domestic violence residential population, Cesar Chavez Foundation will partner with the Downtown Women’s Center.
Downtown Architecture
Downtown Montebello contains a range of architectural styles that collectively define its built environment. Since Whittier Boulevard once served as a major state highway connecting Montebello with Downtown Los Angeles, many of the styles represented along the boulevard include architectural features that were intended to draw the attention of passing motorists. A summary of each style is included below.
Beaux Arts: The Beaux Arts style sought to improve
urban environments through monumental buildings
and civic beautification projects. Common features
include a formal presence, symmetrical massing, flat
roofs with cornices, brick and terra cotta exteriors,
and Classical details. Examples include a handful of
early commercial and institutional buildings that are
generally sited along the Whittier Boulevard corridor.
Most examples of the Beaux Arts style in Montebello
have been altered.
Moderne: Moderne architecture was popular in
the 1930s and ‘40s. Its aesthetic evinced a sense of
modernity through the use of aerodynamic building
forms and new materials like stainless steel, enamel,
and glass blocks. Common features include flat roofs,
curved walls, projecting pylons, horizontal moldings
(called “speedlines”), and steel windows with bezeled
surrounds. Most examples consist of commercial
buildings on Whittier Boulevard, though there are
some institutional and industrial buildings rendered in the style.
Mid-Century Modern: The term “Mid-Century
Modern” is used to describe the various iterations of
Modern architecture that matured in the post-World
War II period. Common features include simple
building forms, flat roofs, stucco wall cladding used in combination of brick, stone, or concrete block; metal
windows; and a lack of excessive ornament. The style
was popular in the post-World War II period, between
the late 1940s and ‘70s. Examples can be found
throughout the Downtown area.
Contemporary: Housing in the Downtown area
built in the late 1970s and beyond is best classified
as “contemporary” in style. Contemporary houses are
typically located in large housing tracts and adhere
to one of several standardized plans, though they
exhibit some variation in façade details to provide a
semblance of variety. These details often incorporate
elements of historical architectural styles.
Commercial and institutional buildings in Downtown Montebello that date to the late 1970s and beyond are best classified as “contemporary.” These
contemporary-styled buildings are typically simple
in form, are clad in economical materials like stucco,
and have large on-site parking lots and signage that
cater to motorists. Sometimes – but not always – these
contemporary buildings include some loose references
to past architectural styles. Most examples of the
style are located along Downtown’s major vehicular
corridors and are expressed in the form of strip malls
and other commercial and institutional developments.
10 Downtown Montebello Specific Plan
Fiscal Health
The total assessed value of real property
in the City of Montebello exceeded $7
billion in 2021. Downtown value of real
property is 171 million.
In 2021, property tax revenue represented over 23% of the City’s General Fund– making the property tax the second
largest source of revenue for the City. This
revenue is used to fund important public
services that support the quality of life
for Montebello residents and business
owners– including police and fire services,
public works, community development
and parks and recreation.
The City of Montebello’s incorporated
land area is roughly 5,300 acres. The
Downtown area is roughly 2% of total
taxable area. Certain types of land uses
produce more in public revenue (i.e.
property tax) than they consume in land
area— referred to as ‘highly productive
land uses’, while others consume more in
public services (i.e. infrastructure) than
they produce in public revenue– referred
to as ‘minimally productive land uses’.
Since the Downtown area is build out
and has a finite land area– an important
strategy to support long-term financial
health is to promote redevelopment of
highly productive land uses that generate
public revenue.
For example, in 2021 the average single
family residential home in the City carried
an assessed value of roughly $2.1 million
dollars for every acre of land consumed.
The average four-unit multi-family
building carried an assessed value of $3.5
million. New multi-family residential
developments like Rio Walk, Montebello
Collection, and Jade Place topped out at
over $13.5 million in assessed value for
every acre of land consumed. Therefore,
Figure A.1. Downtown Montebello is 2% of the entire taxable land area in the City and represents 3% of the total taxable value in the City. Wells Fargo in the Downtown Area is the most productive building in the City.
Downtown
City
Taxable
Area
Taxable
Value
2% 3%
Value Productivity Ratio
1:1.3
Wells
Fargo
Wells Fargo Value per Acre: $18,042,213. Fantasy & Glamorous Decorations Value per Acre:
$7,294,547.
Shops at Montebello Value per Acre: $5,370,549.
multi-family residential style developments provide greater value to public revenue, while consuming less of the finite
land area of the City.
The most productive buildings in
Montebello are in the downtown area.
For example: the Well Fargo building in
the downtown area has taxable value of
$18 million per acre. Smaller parcels with
modest two to three-storey buildings in
the Downtown area are worth much more
in value per acre than any large stores
within the city with large parking lots.
Property taxes tend to be the primary
source of funding for many public
services—like public safety, parks and
recreation, trash collection, libraries, etc.
Where we place our efforts in planning,
designing, and building Montebello is
going to affect its basic functionalities in
a multitude of ways, property taxes only
being one. Mixed-use buildings within a
walkable Downtown Montebello has a far
greater potential to build wealth within
the community than large, single-use
buildings.
Part A: Introduction 11
Figure A.2. Productivity model showing property tax and sales tax per acre. Whittier Boulevard corridor in the Downtown area is the most productive area in Montebello.
Figure A.3. Compartively, Pasadena and Alhambra Downtowns use their land more productively than Montebello. This suggests that Montebello land use patterns in the downtown area has potential to support far more fiscally productive development.
Downtown
City
Taxable
Area
Taxable
Value
2% 3%
Value Productivity Ratio
1:1.3
Downtown
City
Taxable
Area
Taxable
Value
7% 28%
Value Productivity Ratio
1:4.1
Downtown
City
Taxable
Area
Taxable
Value
1% 4%
Value Productivity Ratio
1:3.1
Pasadena Alhambra Montebello
Peak VPA: $149,015,290
Peak VPA: $42,210,602 Peak VPA: $18,042,213
Moderate VPA: $49,180,430
Moderate VPA: $15,795,485
Moderate VPA: $7,294,547
12 Downtown Montebello Specific Plan
Creative Downtown
Downtown Montebello showcases
the diverse multicultural population
with numerous arts and cultural
activities throughout the year.
The City’s creative industries and
businesses that serve the region are
all unique features of the Downtown Montebello arts and cultural environment.
Montebello ArtFest features a unique blend of local art, music, and food.
Parade on Whittier Boulevard features live performances, food, games, and art and craft vendors.
Part A: Introduction 13
Getting Around Montebello
Streets
Montebello Boulevard is a north-south
Major Roadway that runs from Greenwood Avenue north to Montebello Town Center near SR-60. Montebello Boulevard
generally has two travel lanes in each
direction with a varied posted speed limit
of 25 mph to 40 mph. A two-way center
left-turn lane is present for much of the
corridor, with raised medians present at
several intersections.
Whittier Boulevard is an east-west Major
Roadway that runs through the center of
the City, stretching from the Los Angeles
River in the west to Whittier and La
Habra in the east. Within Montebello,
Whittier Boulevard has two travel lanes in
each direction with a posted speed limit
of 30 mph. East of Greenwood Avenue,
the road narrows as it enters downtown
Montebello.
No bicycle facilities are provided on
either streets.
The Downtown Area has been blessed with a nearly perfect grid of streets. The grid is perhaps the most flexible and resilient in operation and the delivery of mobility solutions regardless of speed and technology. The Downtown’s network has a tremendous capacity to not only move cars and trucks efficiently, but also transit, bicyclists, scooters, pedestrians, and whatever other technology is on the horizon.
Transit
In the Downtown area, Line 10 on
Whittier Boulevard provides east-west
service between East Los Angeles College
and Whittwood Town Center. The route
already operates with high service frequency, carries the most passengers, and has strong on-time performance.
Line 20 is an average ridership route with
high on-time performance. Ridership is
highest in downtown Montebello.
DIAL-A-TAXI In addition to the fixedroute system, Montebello Bus Lines offers a Dial-A-Taxi service for Montebello
residents ages 62 and older and/or with a
disability. Qualifying residents may apply
through a paper application and a physician’s form submitted to the city. DialA-Taxi service provides transportation within the City of Montebello for any trip
purpose and within a larger service area for
medical trips only. Dial-A-Taxi service is
available 24 hours per day and 7 days per
week, including holidays.
MONTEBELLO LINK MBL offers
a contracted service known as Montebello Link that provides feeder service to Metrolink commuter rail service.
Montebello Link is a semi-fixed-route
service that uses a reservation-based
system to provide flexible service between
the Montebello Metrolink Station and
employment centers in Bell, Commerce,
Montebello, and Monterey Park.
Montebello Bus Lines’ (MBL) expansive
service area supports regional connectivity
by providing transfer opportunities with
nine transit providers. MBL connects to
various modes including local bus, express
bus, light rail, and commuter rail.
Walkable
Downtown is largely walkable. A large senior population residing in the downtown area benefits from a walkable downtown.
The City has made streetscape improvements with landscaping and lighting to encourage walking.
Over the years, automobile oriented
development has impacted safety while reducing the comfort associated walkability.
Large parking areas in the front, driveway
cuts, blank walls associated with such
development compromise the walking
experience downtown. Recently entitled
projects offer the promise of enhancing
safety and comfort while the street level
human scale detailing adds visual interest.
The downtown area includes wide
sidewalks which are buffered by palm
trees (which provide limited shade) and
parallel on-street parking. Curb extensions
(often consisting of trees planted within
the parking lane) and high-visibility ladder
crosswalks aid in crossing the four lanes of
traffic; however, the crossings at 7th Street,
6th Street, and 3rd Street are uncontrolled.
Parking: In Downtown Montebello, on-street parking is free but with some time restrictions. At locations with higher activity levels, there have been observations of localized parking demand exceeding the available supply during peak periods (e.g., lunchtime, weekday evenings, and weekends). During these periods, visitors to these downtown businesses often utilize on-street parking on- street parking to the north and south of Whittier Boulevard. To support the downtown area, the City operates a public parking area at Newmark Mall with 2-hour time limits. Additionally, several shopping centers within the Downtown Area provide off-street parking and are typically restricted to employees or customers of the center.
14 Downtown Montebello Specific Plan
Purpose
The Downtown Montebello Specific Plan is an
integrated plan that implements the community
driven vision, direction, and policy guidance set in the Montebello General Plan.
The Downtown Montebello Specific Plan will
guide decisions to achieve a future that is responsive
to community needs and desires; far-sighted and
pragmatic in grappling with trends; resilient to respond to future shocks and stresses; and system-based, bridging the practice gaps within different fields,
departments, or organizations.
The Downtown Montebello Specific Plan establishes the City’s long-range vision and serves the following purposes:
• Sets forth the principles, goals, policies, and
actions to help achieve the community vision,
establishing the basis for evaluating choices and
making near- and long-term decisions;
• Defines integrated strategies for environmental
stewardship, economic development, placemaking, housing, mobility, resilience, health, safety, recreation, and culture to help achieve the
community’s vision; and
• Prioritizes actions to advance on-going implementation.
Implementation: The Downtown Montebello Specific
Plan guides the City Council and Planning Commission’s decisions to shape Downtown’s built environment through zoning and subdivision regulations, and other land development decisions; coordinated
review of changes in public rights-of-way, facilities,
or utilities; and capital improvements. Other plans,
including other Departments’ operating and capital
improvement budget, provide more detailed guidance
on these decisions.
Maintenance and Update of the Downtown
Montebello Specific Plan: It is not possible to
forecast with certainty all possible situations that may arise over the 2045 planning horizon. Therefore, the
City Council should periodically review the implementation of this Specific Plan. The Planning Department is responsible for maintaining the information in this Specific Plan and its Implementation Program
in between periodic updates.
Relationships to Other Plans
Montebello General Plan: As the Downtown
Montebello Specific Plan and the General Plan
were prepared and adopted simultaneously, the two
documents are entirely consistent with each other.
Zoning Ordinance Consistency: To ensure consistency between the Downtown Montebello Specific Plan and the Montebello Zoning Code and Map, the
Zoning Code and Map will be amended concurrent
with the adoption of this Plan. Where land use
regulations and/or development standards of the
Montebello Zoning Code are inconsistent with this
Specific Plan, the standards and regulations of the
Downtown Montebello Specific Plan shall prevail.
Any issue not specifically covered in the Specific
Plan shall be subject to the regulations in the Zoning
Code and/ or Municipal Code. Interpretations may
be made by the Planning and Community Development Director if not specifically covered in the City’s existing regulations.
Sustainable Communities Strategy (SCS): Senate
Bill 375, requires each metropolitan planning organization to prepare a SCS that includes the most recent planning assumptions from local general plans.
The Southern California Association of Government
(SCAG) has developed a SCS that seeks to integrate
land use and transportation strategies to meet emissions reduction targets. City of Montebello acknowledges the need to address issues within its control that contribute to greenhouse gas emissions. As such
Downtown Montebello Specific Plan includes policies
to guide the City’s actions and to comply with the
requirements of AB 32, SB 375 and SCS.
Part A: Introduction 15
Team Organization
The project team consisted of an executive team and eight topical focus groups.
Executive Team: The Executive Team included City Management, Project Manager, and Department heads from the City staff and the
consulting team. The key responsibility was to
review schedule and budget, logistical planning,
and to facilitate the process. The Executive Team
discussed and finalized work program objectives,
project team member roles, civic engagement
strategy, and identified a list of focus group
members. By including decision makers and
department heads throughout the entire process,
the City has underscored the importance and
role of the Downtown Montebello Specific Plan
throughout all aspects of City Management,
budgeting, and operations, and created stronger
internal coordination.
Focus Groups: Eight Focus Groups supported
the process for developing policy options for
the public to consider and actions to implement
the public’s vision. The Focus Groups included
members of the consulting team, City staff, civic
leaders, and local volunteers with interest or
expertise in each focus group topic.
The Well-Planned and Accessible focus groups
formed the CORE focus group that considered
Montebello’s approach to growth and preservation, incorporating perspectives from the other six groups. The CORE group developed and assessed
alternate land use, circulation, and infrastructure
scenarios. The Focus Groups’ work occurred in
three phases:
Driving Forces: (Spring 2021): The Focus Groups
identified key issues, needs, opportunities, trends
and outside forces shaping Montebello’s future.
Scenarios (Summer 2021): The Focus Groups
developed and assessed alternate land use and
transportation scenarios for the City, specifically
for the aging commercial corridors and centers.
Policies and actions (Spring 2022). The Focus
Groups created a preferred scenario and refined
their goals and policies based on the public’s
review. They recommended a set of immediate,
short and long term concrete actions to begin
implementing the policies.
CORE
Resilience
Soc
ai l Eq
uity
Visio
n
Ze
ro
Natural
Creative
Active
Healthy
Safe
Prosperous
Accessible
Well Planned
Adoption Project
Coordination Discovery Visioning Draft Specific Plan Review & Refine Inform Consult Involve Collaborate Empower
Process S/20 O N D J/21 F M A M J J A S O N D J/22 F M A/22 The Downtown Montebello Specific Plan was
developed in conjunction with the General Plan
Update. This allowed a wider dialogue about linkages and the role of downtown within the larger city framework. The planning process for Downtown Montebello, which began in September 2020, was designed around extensive, thoughtful
input from the local community. The process to
develop the Downtown Montebello Specific Plan
together with the General Plan update consisted
of eight steps spanning a period of 36 months.
16 Downtown Montebello Specific Plan
Civic Engagement
Online
Engagement
Info-graphics Interviews
Project
Tour
Public
Survey
The Downtown Montebello Specific Plan
was developed in conjunction with the
General Plan update. The public engagement process included new and trusted techniques to encourage a diverse group
of citizens to contribute to the Downtown
Montebello Specific plan, including a
four-day visioning charrette, over 10 Focus
Group meetings, a robust online presence
to help guide the process. The Speaker Series during the charrette brought national experts to provide perspective, present
alternatives, and stimulate community
dialogue.
Opportunities to participate included
large public meetings to small stakeholder
roundtables, surveys, project web page
updates, social media engagement, email
notifications, and Facebook posts. Each
method encouraged the public to learn
and convey their opinions on what was
important for the city to consider over the
next two decades.
Part A: Introduction 17
s
Visioning
Workshop
Validate
Feedback
Pop-up
Workshop
Focus Group
Meetings
Book-a-Planner
Noon
Talks
Joint Council &
Planning Commission
Meetings
Civic Engagement Strategies
Downtown Montebello
Specific Plan Format
The document is organized into four parts.
Part A features existing conditions in the
Downtown Area and the planning process.
Part B features the shared community
vision for Downtown Montebello.
Part C includes measurable policies and
actions to accomplish the community
vision. Policies establish basic courses
of action for the Planning Commission
and City Council to follow in working to
achieve the goals, by directly guiding the
response of elected and appointed officials
to development proposals and related
community actions. Actions are specific
steps the City must undertake to implement the policies.
Each policy has been additionally
reviewed with three lenses: Resilience,
Social Equity, and Vision Zero.
The Downtown Montebello Specific
Plan is designed to be implemented over
the next 20 years by residents, business and
property owners, non-profit organizations,
community groups, city and county agencies, and elected and appointed officials.
Part D of the Downtown Montebello
Specific Plan identifies necessary actions,
and includes details on their timing,
responsibility, approximate cost, potential
funding source(s) and status.
18 Downtown Montebello Specific Plan
Part B: Vision 19
B Vision
Downtown Montebello will restore and leverage its natural, built, and social assets to build resilient prosperity with a focus on quality of place as a key competitive advantage.
Downtown Montebello will collaborate with stakeholders to stimulate investment and interest in downtown, connect resources and steward initiatives that allow commerce and culture to thrive. Montebello Downtown will to create great places and equitable urban experiences. It will provide a framework where people are empowered to do great things, and enrich their lives.
Walkable and mixed-use development in the downtown area produces far more revenue per acre than larger format big box and malls with large areas dedicated to parking. Besides retail and restaurants, small-scale and local manufacturing businesses can fill storefronts on Whittier Boulevard and attract foot traffic.
Successful local small-scale manufacturing businesses help people feel valued and help sustain the values and cultural practices of the existing residents and businesses.
The city is committed to preserving and adding to the existing supply of affordable and supportive housing. Recently entitled projects in the downtown area will increase housing that will further charge activation of the downtown core.
Proximity to daily necessities within a reasonable pedestrian journey will create streets that are active and adjacent to porous, inviting, buildings that are buffered from vehicles.
By introducing more organic and less ordered spaces, opportunities for discovery in the city can be enjoyed along the Rio Hondo Channel. Downtown will strive to become a multimodal environment, offering variety of public spaces that can pivot to a variety of uses. With modest incremental investment in streets and open spaces, a connective tissue will weave together current and proposed assets, community park, Downtown core area, and the Rio Hondo channel. A distinct and equitable downtown will emerge within a landscape that takes advantage of Montebello’s mild climate with parklets, bicycle lanes, and passive and active outdoor recreation.
Strategic mobility hubs throughout Downtown area will offer more choices to move around. Enhanced walking, biking, and public transit together with shared micro-mobility solutions like scooters and e-bikes, individuals can become less reliant on private automobiles. Enhanced connections, facilities, and amenities will interconnect localized mobility choices with the broader regional transit that will further connect Montebello to the rest of the Los Angeles Metroplex and provide access to even more people.
20 Downtown Montebello Specific Plan
5 min. walk
Rio Hondo
Bike Trail
Whittier Blvd
Montebello Blvd
7th St
Spruce St
Greenwood Ave
4th St
Blu Rd
Montebello
City Park
Cleveland Ave
Olympic Blvd
Los Angeles Ave
Downtown Core
Downtown Center Plaza
Civic buildings
Downtown Speci c Plan Area
Rio Hondo
Bike Trail
Whittier Blvd
Montebello Blvd
7th St
Spruce St
Greenwood Ave
4th St
Blu Rd
Montebello
City Park
Cleveland Ave
Olympic Blvd
Los Angeles Ave
Downtown Speci c Plan Area New Street Public Parking
Mobility Hub
Enhanced Bus Stop
Downtown Parking District
Walkable Downtown Core
New alley extension
Enhanced Sidewalk
The larger Downtown area spans three Mobility Key Concepts distinctive walkable neighborhoods along
Whittier Boulevard:
1. A vibrant downtown core, with a
proposed distinctive square for gathering and events and people friendly streetscape. The successful Boulevard
Market and recent entitled 132 units
walkable and mixed-use development
will spark renewed energy in the core.
The City owns many parcels in the
core and can leverage a significant
place-maker in the downtown area.
2. On the western edge, the Montebello
City Park is the center of the neighborhood and the larger community for a variety of active and passive
recreation activities with playgrounds,
senior center, gymnasium and youth
center, an outdoor pool, tennis courts,
skate park & amphitheater. The
Montebello City Park also hosts a
variety of cultural events and festivals
throughout the year. The frontage
along Whittier Boulevard, particularly
the parcels facing the park and the
large Superior Grocers parking lot
offer future redevelopment opportunities.
3. On the eastern edge, the Rio Hondo
Channel connects many neighborKEY CONCEPTS
hoods in Montebello and is part
of the visionary Emerald Necklace
— a 17-mile loop of river-adjacent
bike- and greenways, which connects
10 cities and nearly 500,000 residents.
A new stepped sculpture park will
link the downtown to the Rio Hondo
Channel. Redevelopment of key
parcels along Whittier Boulevard and
unique streetscape improvements
will create a signature entry to the
Downtown and the City.
Mobility
Walking and biking is the preferred mode
of getting around within the downtown
area. Downtown Montebello will restore
and reconnect the downtown street grid
through new street segments and retrofit
existing streets to create safe, pedestrianand storefront-oriented, bikeable streets.
Strategically located mobility hubs
at key downtown locations will allow
switches between different transportation
services, including shared and micro-mobility, in a seamless manner.
In the downtown area, a park-once
approach will allow visitors to park at
one parking facility and walk, ride, or
take transit between destinations instead
of driving and re-parking. This decreases
vehicle trips, congestion, delays to transit,
and conflicts with pedestrian activity.
Figure B.2. Key mobility concept map.
Figure B.1. Key concept map.
Part B: Vision 21
each focus in this symbiotic system is made
stronger by its relationship to other focuses.
focus
PEOPLE
PROSPEROUS
PLACE
Natural
Creative
Active
Healthy
Safe
Prosperous
Accessible
Well Planned
The Downtown vision includes physical, programmatic, and organizational recommendations to reimagine the future of downtown. The vision is organized under three interrelated focuses:
1. People-based
2. Place-making
3. Prosperous
1. PEOPLE-BASED
The heart and soul of the Downtown area are the people coming together for collaboration, commerce, entertainment, and comfort. Downtown is where we come to understand Montebello’s shared purpose and values that in turn inspire us to belong and do great things. The Vision is to reinvent the downtown area as a people-centric, more vibrant, healthy and culturally rich space.
The people-centric approach provides an integrated focus on the wholistic experience of downtown and explores the relationships between design, processes, spaces and people.
The Plan seeks to preserve, restore if necessary, and leverage unique existing assets in the downtown, while attracting new and distinctive assets that enhance or emphasize people’s lives.
Public spaces in the downtown will be a curated canvas that cultivates a new wave of place-based art. Murals to installations to sculptures will attract people to downtown spaces and share, celebrate, and contribute to the cultural and aesthetic quality of the neighborhood.
22 Downtown Montebello Specific Plan
Figure B.3. Illustrative Plan.
Part B: Vision 23
Rendering of downtown core.