The Historic Whittier Boulevard (HWB) Revitalization Program stems from a longstanding effort to transform one of Pico Rivera's most significant corridors into an economically resilient, accessible, multimodal, and sustainable “uptown” district in alignment with the State’s Complete Streets Act of 2006. Whittier Boulevard has long been a vehicle-oriented arterial characterized by wide lanes, large surface parking lots, and low-density commercial development. While it has historically served as a conduit connecting the City to larger economic centers, it has struggled to foster vibrant local economic activity or serve the broader needs of Pico Rivera’s residents. The HWB Revitalization Program is comprised of two (2) major components: The Caltrans funded Multimodal Plan and the Vision Plan.
Adopted Multimodal Plan
The Multimodal Plan, adopted by the City Council on April 23, 2024, addresses key challenges from the City’s Local Roadway Safety Plan and serves as the mobility and roadway design chapters of the Vision Plan. It is designed to exceed state goals for complete streets, reduce greenhouse gas emissions, reduce vehicle miles traveled (VMT), and enhance safety for vulnerable road users (VRU). The Plan emphasizes environmental design elements, such as green infrastructure, shade trees to mitigate the urban heat island effect, and promotes multimodal alternatives like walking, biking, and public transit. It aims to reduce traffic volumes, speeds, and pollution while creating a more human-centered streetscape, particularly in the historic “uptown” corridor. Early action projects, which comply with state laws and policies, include safety improvements, beautification efforts, and placemaking initiatives, such as high-visibility crosswalks, decorative lighting, murals, and added parking. Additionally, staff recommends amending the Plan to include the Pio Pico Park Bikeway Connector Project, linking key destinations like the Pio Pico State Historic Park, the San Gabriel River bike path, and the spreading grounds trail network to the Whittier Boulevard corridor.
Pio Pico Park Bikeway Connector Project
In 2011, the City of Whittier was awarded a grant by the Rivers and Mountains Conservancy to advance engineering designs for the Bikeway Project. The purpose of this Project is to build a Class-I multi-use trail that connects the regional San Gabriel River Class-I Bike Path with the Pio Pico State Historic Park, the only California State Historic Landmark along the San Gabriel River. Based on various complications, the project stalled, and the City of Whittier suspended progress in 2013.
Pico Rivera Regional Bikeway Project
The Pico Rivera Regional Bikeway Project is located along Mines Avenue from Paramount Boulevard to the San Gabriel River and will construct a 1.1-mile protected bicycle lane that will provide a connection to regional trails along the Rio Hondo Channel and San Gabriel River. In addition to the bicycle lanes, improvements within the project limits include pavement reconstruction, construction of bio-swales for stormwater capture, traffic signal modifications at the intersections of Paramount Boulevard at Mines Avenue and Rosemead Boulevard at Mines Avenue, and signage and landscaping improvements.
CITY COUNCIL AGENDA REPORT – MEETING OF NOVEMBER 12, 2024
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The Project scope originally included a new Class-1 bicycle/pedestrian bridge crossing the San Gabriel River north of Mines Avenue; however, during the design phase, Southern California Edison (SCE) issued a “Letter of Denial” for the proposed bridge location. Although the City previously received formal notices of “no conflict”, the letter cited non-conformity with the Constraints and Guidelines applicable to SCE’s Right of Way. Due to this denial, City staff opted to evaluate options to relocate the bicycle/pedestrian bridge closer to Whittier Boulevard where it consequently aligns better with the Pio Pico Bikeway Extension Project and the City’s broader Historic Whittier Boulevard Revitalization Program.
In May 2022, the City was awarded a State grant by the San Gabriel and Lower Los Angeles Rivers and Mountains Conservancy Small Grants Program under Prop 68 to conduct a feasibility study for a new Class-I bicycle and pedestrian bridge adjacent to the Historic Camino Real (State Route 72 - Whittier Boulevard) spanning the San Gabriel River in response to SCE denying the project bridge.
The study evaluated proposed alignments that will connect the Paseo del Rio trail network and the San Gabriel River Class-I regional bike path, as well as provide connectivity to the Rio Hondo Class-I Bike Path via Mines Avenue from the Pico Rivera Regional Bikeway Project.
The bike and pedestrian bridge will be planned based on the findings of the proposed feasibility study, alternatives analysis, cost estimates and conceptual designs developed.
Community outreach for this project was coordinated with the City's broader Historic Whittier Boulevard Revitalization Program to ensure the project reflects the general vision of the community.
Vision Plan
The HWB Vision Plan, initiated in late 2022, sought to take a more comprehensive approach to the corridor’s transformation. This Plan expands beyond mobility to include design and policy recommendations for land use, economic development, climate resilience, and public realm improvements. It was developed through a community-led process with extensive public engagement to ensure that the vision for Whittier Boulevard reflected the needs and aspirations of Pico Rivera’s diverse population.
The HWB Vision Plan positions Whittier Boulevard as a model for 21st-century urban development, envisioning the transformation of the corridor into a vibrant, walkable, mixed-use main street that serves as a cultural and economic hub for the City. The plan builds upon existing planning efforts but introduces new strategies to promote affordable housing, create more public spaces, and foster local economic growth by supporting small businesses.
In addition to its local significance, the HWB Vision Plan aligns with broader regional and state goals. California’s climate policies, including AB 32 and SB 743, are embedded into CITY COUNCIL AGENDA REPORT – MEETING OF NOVEMBER 12, 2024
THE HISTORIC WHITTIER BOULEVARD VISION PLAN AND AMEND THE HISTORIC
WHITTIER BOULEVARD MULTIMODAL PLAN
the Vision Plan’s framework. These policies encourage the development of multimodal transportation networks, the reduction of greenhouse gas emissions, and the creation of equitable, resilient urban spaces. By aligning the vision for Whittier Boulevard with these state-level priorities, the City is positioning itself to leverage additional funding opportunities, including grants for transportation, housing, and climate adaptation projects.
Outreach and Engagement
A key aspect of the Vision Plan is its focus on community-led development. Throughout 2022 and 2024, the City of Pico Rivera conducted over 90 community engagement events, including workshops, design charrettes, and pop-up booths at Farmers Markets and city festivals. The City engaged more than 8,000 residents and stakeholders, gathering input that directly informed the plan’s recommendations. This extensive outreach effort was critical in ensuring that the plan reflects the values, needs, and aspirations of the community, particularly around issues like housing affordability, access to green spaces, and opportunities for local businesses.
Discussion:
Amended Multimodal Plan to Include Pio Pico Park Connector Project Preferred Alternative
The feasibility study conducted by the City’s consultant evaluated alternative options for connection to the Pio Pico Park at or near Whittier Boulevard over the San Gabriel River.
The alternatives were as follows:
• Alternative No. 1, create a two-way protected Class IV bikeway on the existing Whittier Boulevard bridge,
• Alternative No. 2, a new steel truss bike/pedestrian bridge immediately south yet adjacent to Whittier Boulevard, and
• Alternative No. 3, a new concrete bike/pedestrian bridge immediately south yet adjacent to Whittier Boulevard.
Each alternative was evaluated for cost, constructability, right-of-way, environmental and utility impacts, permitting, and coordinating with affected local and regional agencies and community input. Community comments were collected at events for the Historic Whittier Boulevard Revitalization Program and Vision Plan.
Based on the findings of the factors assessed, Alternative No. 1 to construct a two-way protected bike path on the existing Whittier Boulevard bridge is the recommended trail connection to be implemented by the City.
Historic Whittier Boulevard Vision Plan
The HWB Vision Plan is a forward-thinking document that will guide the long-term development and transformation of Whittier Boulevard. Each of the key components of CITY COUNCIL AGENDA REPORT – MEETING OF NOVEMBER 12, 2024
THE HISTORIC WHITTIER BOULEVARD VISION PLAN AND AMEND THE HISTORIC
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the Vision Plan plays a vital role in realizing this transformation and are summarized below.
Open Space, Parks, and Recreation
The Vision Plan places a strong emphasis on creating accessible and vibrant public spaces. Whittier Boulevard and surrounding neighborhoods currently suffer from a lack of parks and green spaces, with underutilized surface parking lots and outdated zoning codes that limit recreational opportunities. The plan introduces a series of interventions to address these gaps:
● Open space recommendations for new developments, which would support publicly accessible open spaces in a range of sizes, programs, and landscape design that would support a variety of activities for residents. ● New parks and plazas are proposed along the corridor to provide gathering spaces for community events, outdoor dining, and leisure activities. ● The Pio Pico Park Connector Project, which is part of the proposed amendment to the HWB Multimodal Plan, will directly link Pio Pico Park with surrounding neighborhoods. This connector will improve access to green space for residents while promoting active transportation by creating safe, walkable routes to the park. ● Micro-parks and pedestrian paseos are envisioned to enhance walkability and provide resting points for pedestrians and cyclists, integrating natural elements into the urban environment.
These open spaces are not just recreational assets—they are critical to improving public health, fostering community engagement, and addressing climate resilience by reducing the heat island effect and increasing opportunities for outdoor activities.
Land Use and Building Types
The Vision Plan recommends new land uses and zoning that will support transit-oriented, mixed-use development along the corridor. Current zoning regulations, which prioritize low-density, vehicle-oriented development, limit the potential for economic growth and neighborhood vitality. The Vision Plan recommends the following changes:
● Updated housing densities along the corridor that would support transit and are in line with current market and economic feasibility analyses. ● Mixed-use zoning that encourages a blend of residential, commercial, and office spaces, fostering a vibrant street life and supporting local businesses. This zoning will also create opportunities for reducing vehicle trips and providing affordable housing and workforce housing close to job centers and transit hubs.
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Adaptive reuse of existing structures, encouraging the transformation of underutilized or vacant buildings into housing, retail, or cultural spaces, preserving the corridor’s historical character while promoting modern uses.
These land use changes aim to create a thriving, walkable corridor that balances commercial vitality with residential needs. They also align with the City’s housing goals by increasing the supply of affordable and diverse housing options, which are critical in addressing the region’s housing shortage.
Climate Resilience and Sustainability
The HWB Vision Plan incorporates climate adaptation strategies that are essential for building a resilient urban environment in the face of climate change. Recognizing that many of the census tracts within the Whittier Boulevard study area are designated as disadvantaged communities based on CalEnvirosScreen 4.0, the Vision Plan outlines several key sustainability measures:
● Green infrastructure throughout the corridor, including rainwater harvesting systems, permeable pavements, and bioswales to manage stormwater and recharge local aquifers.
● Climate adaptation features such as new open spaces, cooling stations, electric vehicle charging stations, and renewable energy installations integrated into both public and private developments.
● Sustainability certifications that leverage green building practices, such as energyefficient design and green roofs, to reduce the environmental impact of new developments.
These initiatives are designed to mitigate the effects of climate change, such as increased temperatures and flooding while fostering a healthier, more sustainable environment for residents.
Economic Development and Local Business Support:
Economic growth is a central goal of the Vision Plan, which aims to transform Whittier Boulevard into a destination for shopping, dining, and cultural activities while also supporting local entrepreneurs. The plan outlines several strategies to promote sustainable economic development:
● Attracting new businesses that align with sustainable practices, such as green technology firms, local artisans, and small-scale manufacturing. By encouraging businesses that contribute to environmental and social goals, the City can foster a more resilient and diverse economy.
CITY COUNCIL AGENDA REPORT – MEETING OF NOVEMBER 12, 2024
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● Explore the viability of public-private partnerships (P3s) to incentivize development that benefits the community while ensuring that private investment is aligned with public interests. This approach can help fund public infrastructure projects, such as streetscape improvements and public amenities while reducing the financial burden on the City.
● Job training programs and incentives for local businesses to hire from within the community, supporting workforce development and helping reduce economic disparities.
These economic development efforts are crucial in creating a self-sustaining local economy where residents can live, work, and play without needing to leave the City for employment or services.
Conclusion:
Staff recommends that the City Council receive and file the Historic Whittier Boulevard Vision Plan and amend the HWB Multimodal Plan to include the Preferred Alternative No. 1 for the Pio Pico Park Bikeway Connector Project.
Steve Carmona
SC:JH:smc
Enclosures: 1) Historic Whittier Boulevard Vision Plan
2) Amended Multimodal Plan
3) Pio Pico Park Bikeway Connector Project - Final Report
VISION PLAN
HISTORIC WHITTIER BLVD
Final Report DRAFT
October 2024
With CivicWell, Fehr & Peers, EPS, JMD & DayOne
ENCLOSURE 1
14a
Dear Residents of Pico Rivera,
I am delighted to introduce the Historic Whittier Boulevard (HWB) Vision Plan, a transformative guiding document that lays the foundation for an accessible, sustainable, and vibrant future along Historic Whittier Boulevard in our beloved city. As the City Manager of Pico Rivera, I am thrilled to share the extensive efforts and collaborative input that have culminated in this forward-thinking plan. The HWB Vision and Multimodal Plans represents a comprehensive approach to addressing the land use, economic, and mobility needs of our community, both in the near and long term. It is not merely a static document but a dynamic framework that will evolve and adapt to changes in technology, policy environments, industry best practices, and most importantly, community priorities. This plan embodies our commitment to safer streets for all, reducing air pollution, growing economic opportunities, providing more housing and embracing an equitable future for residents.
One of the most remarkable aspects of this plan is the level of public outreach and community engagement that has shaped its development. From the onset, we recognized the importance of involving our residents, businesses, stakeholders, and regional partners in the decision-making process. Over the course of numerous events, workshops, charrettes, and virtual meetings, we have engaged with over 8,000 stakeholders and community members. Your invaluable feedback has been instrumental in designing a future that reflects the desires and aspirations of our community.
The HWB Vision Plan will serve as a vital tool for city decision-makers, providing essential guidance for budgeting, capital projects, programs, and development proposals. It will also empower our residents, property owners, and businesses to understand and actively contribute to our collective vision for this corridor and key policies for achieving our shared goals. This plan encompasses a wide range of elements aimed at enhancing safety, promoting economic development, fostering environmental sustainability, and improving the overall quality of life along Historic Whittier Boulevard. From concept designs and streetscape guidelines to parking recommendations and public-private partnership elements, every aspect has been meticulously crafted to create a vibrant and inclusive corridor. The Plan also features design elements for Los Paseos de Historic Whittier Boulevard, which has been identified as an early action project. Furthermore, the HWB Vision Plan is not an isolated endeavor but aligns seamlessly with our broader community revitalization efforts outlined in the Pico Rivera 2035: Community Revitalization Program. It represents one of the first steps in our citywide program designed to stimulate holistic, smart, equitable, and sustained long-term development and growth.
Letter from the City Manager
As we embark on this journey toward a more connected, resilient, and thriving Pico Rivera, I extend my heartfelt gratitude to everyone that contributed to the shaping of this transformative plan. Your dedication, enthusiasm, and unwavering commitment to our community are truly commendable. Together, let us continue to build a future that we can all be proud of—a future where Historic Whittier Boulevard serves as a vibrant destination that is safe, reliable, and accessible to all members of our community.
With warm regards,
Steve Carmona
City Manager, Pico Rivera
Vision Plan
Acknowledgments
Pico Rivera City Council
Andrew C. Lara, Mayor
John R. Garcia, Mayor Pro Tem
Gustavo V. Camacho, Council member
Dr. Monica Sanchez, Council Member
Erik Lutz, Council Member
Pico Rivera City Staff
Steve Carmona, City Manager
Javier Hernandez, Director of Innovation and
Communications
Jesus Garcia, Analyst of City Manager’s Office
CivicWell
Josh Meyer, Principal
Cayla McDonell-Encina, Senior Project Manager
Diana Voss-Gonzalez, Project Manager
DayOne
Christy Zamani, Executive Director
Angelique Lopez, Equity Coordinator
Mario Mendoza, Equity Coordinator
MIG
Rick Barrett, Principal
Laura Stetson, Principal
Ryan Kucinski, Project Manager
CJ Davis, Visualizations
Jackie Martinez, Planner
Sara Perez Rojas, Planner
Alfonso Ramirez, Planner
Fehr & Peers
Miguel Nunez, Principal
Marta Polovin, Transportation Planner
Karina Carranza, Transportation Engineer
Economic & Planning Systems
Jason Moody, Principal
Julie Cooper, Senior Economist
Chinmay Damle, Economist
JMD
Juan Diaz, President
Luis Castaneda, Assistant Project Manager
The project team would like to thank everyone who participated in the development of this Plan, which includes everything from participating in public meetings, individual interviews, and working group meetings to reviewing and providing comments on technical materials.
The Plan recognizes the long histories of the Native
Peoples and Nations that lived and stewarded the
land and water that now include the City of Pico
Rivera. This Plan seeks to further progress towards an
inclusive and sustainable future that honors that past.
Community Groups and Others
Chamber of Commerce
Boys and Girls Club
El Rancho Unified School District
University of Southern California
SoCal Edison
City of Montebello
City of Orange
Temple City
City of Pasadena
DRAFT Final Report October 2024 i
Glossary of General Terms and Abbreviations
Note, definitions for land uses and other specific, technical administrative requirements are included within the applicable section within the plan document.
» Active Transportation: All types of travel modes that people use by relying on their own abilities and traveling at relatively similar speeds. Specific types of movements include: walking, bicycling, scootering, rollerblading/skating, skateboarding, and personal mobility devices such as wheelchairs.
Note: bicycling is often used as a reference for all active transportation modes.
» ADT: Average Daily Traffic. The amount of vehicles that drive through a specific point.
» BRT: Bus Rapid Transit. A higher-quality bus-based transit system that delivers fast and efficient service that may include dedicated lanes, busways, traffic signal priority, off-board fare collection, elevated platforms and enhanced stations.
» CAAP: Climate Action and Adaptation Plan.
» CalEnviroScreen (CES): CalEnviroScreen 4.0 is a tool used to describe pollution burden, socioeconomic conditions, and community health conditions within specific geographic areas, such as Census tracts.
» CEQA: California Environmental Quality Act (1970). Requires state and local agencies within California to follow a protocol of analysis and public disclosure of environmental impacts of all proposed projects.
» COG: Council of Governments.
» Du/ac: Dwelling units per acre. The most common way to measure residential density within an area; it includes the total number of housing units for a project or area averaged over a one-acre area.
» GC: Gateway Cities sub-region in Los Angeles County.
» HQTA: High Quality Transit Area.
» HWB: Historic Whittier Boulevard. An area within close proximity (usually a half-mile) to major public transit options, such as rail stations, bus rapid transit lines, or high-frequency bus routes (headways of 15 minutes or less).
» LOS: Level of Service—a qualitative measure used to analyze roadways and intersections by categorizing traffic flow or congestion and assigning letter grades. No longer used by CEQA to determine transportation impacts (see VMT).
» Multimodal: All modes of travel that include: walking, transit, rail, cars, trucks, ride share services, personal mobility devices like electric wheelchairs, and active transportation like bicycles, scooters, rollerblades, skateboards, and others.
» PRIME: Pico Rivera Innovative Municipal Energy.
» SCAG: Southern California Association of Governments
(Imperial, Los Angeles, Orange, San Bernardino, Riverside, and Ventura Counties)
» SGV: San Gabriel Valley sub-region in Los Angeles County. » Sustainability Premium: Potential additional costs for physical elements and/or processes that could result from things like higher quality of materials, longer design process, etc. » VMT: Vehicle Miles Traveled—a quantitative measure for number of miles traveled by a motor vehicle, often referenced for commute trips. Now used to measure transportation
impacts under CEQA.
» VRU: Vulnerable Road Users—someone who is not in a
motor vehicle, including children/youth, seniors, people with disabilities, pedestrians, cyclists, etc.
ii Vision Plan
Table of Contents
1. Introduction
2. Engagement Summary & Process
3. Summary of Baseline Conditions
4. Vision Framework
5. Development Plan
Development Zones
Development Standards
Parking, Open Space, and
Sustainability Requirements
Allowable Land Uses
Community Benefit Program
6. Design Guidelines
2 16
24 36
46 A. Community Engagement Summary
B. Existing Conditions Report
C. Multimodal Plan
D. Summaries of Relevant Legislation
Report
Appendix
7. Public Realm
Mobility
Parks and Open Space
Urban Design
Infrastructure
8. Implementation Plan
Integration with Other City Plans
Phasing Strategy
Economic Development and Financing
Strategies
Parking
Action Implementation List
140
158
5b. Alternative Development Plan 118
122
DRAFT Final Report October 2024 1
This chapter provides the context that led to
development of this Vision Plan document,
as well as information on the content and
organization of the remaining chapters of this
Vision Plan.
Located south of the Whittier Narrows Dam in
southeastern Los Angeles County, the City of
Pico Rivera has developed into its own unique
community over time, boasting a rich history
and vibrant culture. Originally, the rich and
abundant land along the Rio Hondo and San
Gabriel Rivers attracted agricultural settlers,
and the area remained primarily rural until the
post-World War II housing boom. Today, the
City and the HWB Plan Area (also Plan Area)
can be characterized as a typical suburban,
bedroom community. It includes many autocentric street designs and land uses—such as big box retailers and large surface parking
lots—and most residential uses are detached,
single-family homes.
The Historic Whittier Boulevard (HWB)
Revitalization Program is part of a holistic
urban planning and public policy approach
that will articulate a vision for a revitalized
Whittier Boulevard. Two documents—the HWB
Vision Plan and HWB Multimodal Plan—have
been developed concurrently to integrate and
maximize the value of different disciplines (e.g.,
architecture, urban planning, and engineering).
More importantly, this process represents a
strategic planning approach that is communityled to formally embrace and reflect the rich history, culture, and diversity of Pico Rivera while
cultivating a people-oriented and equitable
place where all community members thrive.
Introduction 1
Inside this Chapter
» Introduction
» Plan Area Context
» Introduction to the Vision
» What is a Vision and Specific
Plan
» Relationship to Citywide
Planning
» How to Use This Document
2 Vision Plan
Document Overview
Chapter 1 | Introduction
This chapter establishes the Vision Plan
purpose, how it will be used, and how it relates
to other regulatory documents including the
City’s General Plan and future Specific Plans.
Chapter 2 | Community Engagement
Summary & Process
This chapter summarizes the engagement
process by describing key activities and
findings. It will also discuss how community
input was used to develop the plan.
Chapter 3 | Baseline Conditions Summary
This chapter provides an overview of the
baseline (i.e., existing) conditions and is
structured in a format that pairs potential
outcomes with challenges/opportunities.
Chapter 4 | Vision Framework
This chapter summarizes the Vision and
Guiding Principles, and include photos
simulations/precedent imagery to illustrate the
future conditions that the Vision Plan envisions.
Chapter 5 | Development Plan
This chapter sets forth key improvements
planned within the Plan Area. It elaborates
upon the Vision identified in Chapter 4
by defining land use requirements and
development regulations for the Plan
Area overall as well as for each particular
development area of the Vision Plan. It
establishes land use and development
regulations (e.g. zoning map, land use tables,
etc.)
Chapter 6 | Design Guidelines
This chapter establishes design guidelines
that capture the vision for the Plan Area and
provide policy intent for an integrated and
well-designed public and private realm. The
chapter includes design guidelines for all new
developments and projects.
Chapter 7 | Public Realm
This chapter summarizes the public realm
improvement (e.g., Whittier Boulevard
Preferred Design, Design Guidelines, etc.)
recommendations of the Vision Plan. The full
analysis and recommendations of elements
related to the public realm can be found in the
HWB Multimodal Plan.
Chapter 8 | Implementation
This chapter describes how this Vision Plan will
inform other City Planning projects and plans. It
also reviews potential economic development
strategies and funding sources and itemizes
action items to further implementation of a
future Specific Plan.
DRAFT Final Report October 2024 3
Chapter 1 | Introduction
The past, present, and future of the City of Pico
Rivera is tied to the histories, current trends,
and future challenges and opportunities that
shape the entire Southern California region.
Pico Rivera has its own unique conditions and
population, but it is also impacted by the same
issues seen across the region.
In the past 30 years, Southern California
has experienced dynamic development
trends, driven by population growth,
environmental challenges, and the need for
modern infrastructure. One of the region’s
most pressing issues has been the housing
crisis, with skyrocketing home prices and rents
exacerbating homelessness and affordability
concerns. In response, public and private
sectors have focused on high-density, mixeduse developments and inclusionary zoning policies to create more affordable housing
options, particularly in urban centers like Los
Angeles and San Diego. Transit-Oriented
Developments (TOD) have emerged as a
popular solution, combining housing with
public transit access to reduce car dependency
and promote sustainable living.
Environmental sustainability has also become
a central theme in development, as Southern
California contends with worsening droughts,
wildfires, and air pollution. Cities like Los
Angeles and Santa Monica have adopted
stringent green building codes, integrating
Regional Development Context
renewable energy, water conservation, and
energy-efficient technologies into both new
and existing structures. Water scarcity has
driven innovative projects, including recycled
water programs and green infrastructure that
incorporates drought-resistant landscaping.
Additionally, solar energy projects and
electric vehicle infrastructure have expanded
significantly, with California leading the nation
in renewable energy adoption.
Efforts to address environmental justice have
gained momentum, with initiatives focused
on creating more open spaces in parkpoor, underserved communities. Projects like the Los Angeles River revitalization and the
development of new urban parks aim to
increase green spaces in areas historically
deprived of recreational opportunities. These
initiatives seek to enhance residents’ quality of
life while mitigating the effects of heat islands
and promoting environmental equity.
Overall, and within individual cities, Southern
California’s development trends reflect efforts
to address housing affordability, environmental
sustainability, and mobility challenges, while
adapting to the pressures of population
growth and climate change. The balance
between growth and livability remains a key
consideration for future urban planning, which
can be addressed at the local level through
planning documents like this Vision Plan.
The City of Pico Rivera and Gateway Cities subregion
within Los Angeles County
Pico Rivera within the Gateway Cities Council of
Governments (GCCOG) subregion
4 Vision Plan
City Development Context
Area Context
Pico Rivera is located in southeast Los Angeles
County at the northern end of the Gateway
Cities Council of Governments (GCCOG) area.
The City is bordered by the Whittier Narrows
Recreation Area to the north, City of Downey
to the south, City of Montebello to the west,
and City of Whittier to the east. The city is
connected to neighboring communities by
Whittier Boulevard, Paramount Boulevard,
Rosemead Boulevard, Washington Boulevard,
and Slauson Avenue. Interstates 5, 10, and
605 provide connections to the broader Los
Angeles Metropolitan region.
Local History
The specific physical places, events, and
people that have lived in Pico Rivera have
contributed to a unique identity to build upon.
There are three main eras in the City’s history.
Origins and Early Development (Pre-WWII)
The first Indigenous people to inhabit the area
were the Awignas, who were later known
as Gabrielinos by Spanish settlers. Whittier
Boulevard was built along the route of the
El Camino Real, a route that connected the
Spanish missions in California.
20th Century Development
Pico Rivera became a formal City in 1958,
which was followed by explosive growth
that created the community as it is today. The
opening of a Ford Company assembly facility
along Washington Boulevard in 1959 helped
spur build-out of available land in-keeping
with the times, which largely took the form
of single-family homes and local, vehicleoriented shopping centers. The facility was then converted into an aerospace facility by
Northrup Grumman in the 1980s.
Recent History
After the departure of Northrop Grumman in
1993, the large 200-acre site was transformed
into a business and shopping center that
offered residents places to work, shop, and
play. The 21st century has proven to be an
era of reimagining for Pico Rivera. Pico Rivera
2035 is a monumental initiative aimed at
stimulating sustained and equitable community
development and economic growth (discussed
more in the following pages). The HWB Vision
Plan and Multimodal Plan are projects of this
program that will contribute to the revitalization
of key areas within the city.
Future Planning and Development
Regional planning trends towards a more
multimodal, equitable, and sustainable future
are also planned in Pico Rivera. An extension
of the Metro E Line has been approved,
along with funding from Measure M. Other
public transit projects are in the initial stages of
planning.
Ford Motor Company facility on Washington Boulevard
Whittier Boulevard over the San Gabriel River
Marketing materials promoting the Metro E Line
Extension project
DRAFT Final Report October 2024 5
Chapter 1 | Introduction
Plan Area Context
Planning Boundary
The HWB Plan Area covers approximately
198 acres located in the northern part of the
city. The Plan Area extends along Whittier
Boulevard from just east of the Rio Hondo River
to the San Gabriel River. The Plan Area also
includes Durfee Avenue between Whittier and
Beverly Boulevards.
Recent Planning and Projects
There were a number of projects and
plans that were underway and/or recently
completed at the initiation of the HWB
Vision Plan. The Vision Plan integrates the
following developments into the analysis and
recommendations.
Passons Active Depot (PAD) Park: the City
acquired a vacant former bus depot and has
developed initial plans and secured first round
of funding to transform the space into a public
park.
Innovation, Design, Empower, Action (IDEA)
Lab: the City acquired a vacant commercial
building at the corner of Lindsey Avenue
and Whittier Boulevard, which served as the
headquarters for public engagement and the
HWB planning process and will become a
model for the future redevelopment vision of
the corridor.
Pio Pico State Historic Park is the site of the home of Pio de Jesus Pico, the last governor of Alta California under Mexican rule.
Updated rail bridge over Durfee Avenue represents a
major infrastructure project among multiple partners.
Conceptual rendering of the IDEA Lab with short-term
improvements that contribute to local placemaking.
Durfee Avenue Bridge: reconstruction of the
rail bridge was recently complete in 2022 to
provide an additional rail track and enable
redesign of Durfee Avenue to be a multimodal
road.
Landscape Median Project: The City received
over eight million dollars in grant funding from
the California Department of Transportation
to beautify and improve medians and
parkways along Rosemead Boulevard and
major corridors (Slauson Avenue, Washington
Boulevard, Whittier Boulevard and Paramount
Boulevard). The improvements will reduce
urban heat island effect, prevent debris from
building up, provide cultural connections and
placemaking to the community by installing
drought tolerant plants and trees, irrigation
system, hardscape, anti-litter signs, artistic
elements, historical markers, trash containers,
benches, and wayfinding signage.
Pio Pico Park Bridge/Trail Connector: The
City of Pico Rivera is developing a feasibility
study, alternatives analysis, and conceptual
designs for a new and iconic Class-I bicycle
and pedestrian bridge across the San Gabriel
River thereby connecting the Paseo del Rio
trail network and the San Gabriel River Class-I
regional bike path.
6 Vision Plan
HWB Planning Area and Recent Planning and Projects
1. HWB Plan Area
DRAFT Final Report October 2024 7
Chapter 1 | Introduction
Vision Statement
Historic Whittier Boulevard is a vibrant neighborhood main street that is safe, eclectic, and accessible by all members of the community. It connects neighborhoods and districts within the City and across regional transportation networks. This Plan serves as a model for the City for new designs that improve safety, public health, climate resilience, quality of life, and economic development.
8 Vision Plan
Typical Existing Condition for
Whittier Boulevard
Proposed Holistic Vision for
Whittier Boulevard
• Redesign of Whittier Boulevard as a complete
street with dedicated spaces for all modes of travel:
pedestrians, active transportation, and transit
• Mixed-use redevelopment of surface parking lots
on the south side of Whittier Boulevard to support
neighborhood-center retail and public transit
• New street trees and green infrastructure
• New spaces for outdoor dining and promoting
business growth
• Road design and wide travel lanes to prioritize
moving vehicles as quickly as possible
• Oversupply of off-street parking in underutilized
surface lots due to outdated minimum parking and
zoning code requirements
• Lack of street trees and green spaces characteristic of the conditions and effects of urban heat islands
• Lack of placemaking, opportunities for new
businesses, and business supportive amenities
DRAFT Final Report October 2024 9
Chapter 1 | Introduction
The HWB Vision Plan is a comprehensive
guiding document that addresses the
near- and long-term multi-disciplinary
needs of the Pico Rivera community under
one unifying vision. It provides specific
design and policy guidance tor the HWB
Plan Area within the context of city- and
region-wide planning. It also presents
policies and strategies that meet and
exceed State goals pertaining to creating
a multimodal future, climate policy, and
equitable development, such as complete
streets, greenhouse gas reductions, and
new housing, respectively.
What is the Vision Plan? The HWB Vision Plan contains the elements typical of a Specific Plan, but it is not the formal regulatory document for the HWB Plan Area at the time of approval (Fall 2024).
How will this plan be used? The plan will inform design and establishes a model for public and private development, decision-making processes, and collaborative planning opportunities. • The Department of Community & Economic Development (CED) will launch the Pico Rivera General Plan Update in 2025; the Vision Plan can provide recommendations within the HWB area and can inform community engagement input, overall planning approaches, and specific design and policy recommendations citywide.
• City decision-makers, such as the City Council and Planning Commission, will use this Plan to inform grant funding, budgeting, capital projects, programs, and development proposals. • Regional partners will use the Plan to evaluate the implementation of regional and local multimodal and infrastructure projects that help achieve the vision outlined in the Plan. • Community members, property owners, and businesses will use the Plan to understand the policies and programs for achieving the community’s vision.
Allowable Land
Uses and Building
Types
Street Designs to
Improve Safety &
Mobility for All Users
Climate Resilience
& Sustainability,
Community Equity
Open Space,
Parks, Trails, &
Recreation Facilities
Economic
Growth and
Development
Elements of the Plan:
The Vision Plan provides policy and design recommendations for the categories below. These recommendations represent many best practices for urban design and public policy and will be used to guide implementation of private development and public realm improvements. • Concept design for
Whittier Boulevard
• Design guidelines for
multimodal facilities
• Transformation of
surface parking lots
• Streetscape and
landscape guidelines
• Ideal location and
concepts for park types
• Pedestrian paseo
network
• Parking and outdoor
dining
• Public-private
partnership strategies
• Financing strategies
• Sustainability district
• Policies for emerging
transportation
technologies
• Community-led planning
process
• Development zones
and building types
• Building heights,
density, etc.
• Allowable land uses
10 Vision Plan
Timeline for Developing the Plan
The Vision Plan and Multimodal Plan were developed through a two-year long process beginning in November 2022 and ending with the approval of the Final Vision Plan by City Council in November 2024. The timeline below describes major project phases, key community engagement touch points, and approved planning documents resulting from this process.
Major Elements Completed:
• Baseline (Existing) Conditions
Report
• Coordination with Citywide Zoning
Code Update
• Initiation of the IDEA Lab
• Whittier Boulevard Design Alternatives
Analysis
• Whittier Boulevard Concept Designs
• Pro Forma Feasibility Analysis
• Public Draft Multimodal Plan
• Final Multimodal Plan
• Coordination with Facade Improvement
Program
• USC Urban Planning Urban Design Studio
• Redevelopment Phasing Feasibility
Analysis
• Coordination with Washington TOD
Specific Plan
• Public Draft Vision Plan
• Final Vision Plan
DRAFT Final Report October 2024 11
Chapter 1 | Introduction
Relationship to the General Plan
In Fall 2024 when the Vision Plan was approved, the current Pico Rivera General Plan was completed in 2013 as the first comprehensive update to the 1989 General Plan. That interval represents a common theme of long-range urban planning in the early parts of this century: the difficulty of plans to stay relevant to increasingly changing conditions for community preferences of younger generations, climate adaptation, technology changes, aging infrastructure, best practices in urban design, and new State and Federal policies.
In 2013, cities were not able to anticipate many macro topics: the growing shortage and unaffordability of housing, how artificial intelligence (AI) will impact cities, how to incorporate smart city technologies like price-variable parking, ride-share vehicles, and the impact of Amazon and COVID-19 on retail businesses. Locally, growth in multimodal transportation increased with funding from Measure M, but no formal plan yet existed for extension of the Metro E Line; critical structural issues for the aging Whittier Narrows Dam were unknown; and California’s signature climate action bill (AB 32) was only passed in 2006 and still in the initial phases of implementation. Based upon community and City direction, this Vision Plan was developed with the community as a forwardthinking plan to prioritize responding to current opportunities and challenges more so than being constrained by existing processes.
General Plan Update
This Vision Plan was able to be developed with aspirational recommendations because it works within the existing system of technical processes that need to be followed and updated. The first step towards realization of the Vision Plan is a targeted update of the City’s General Plan. Priority will focus on updates to Land Use, Circulation, and Environmental Justice Elements.
Timeline of New Planning & Events Following 2013 General Plan 2012
2028
+
2020
Closing of Pico Rivera Sports Arena
and multiple City parks
PR 2035 Adopted (2020)
Rosemead/Lakewood BRT Study
Start Environmental Study for Metro E Line
Extension to Pico Rivera (2018)
Pico Rivera General Plan Adopted (2013)
Washington TOD Specific Plan
2016
2024 Metro Motion for Commuter
Rail Station Study (2023)
USC MUP Capstone Class:
Study of Sports and
Entertainment District (2024)
HWB Multimodal
and Vision Plans
SB 32 (2016), SB 35 (2017)
SB 330 (2019)
Los Angeles Olympics
City Zoning Code Update
RHNA 8th Cycle (2021 - 2029)
Whittier Narrows Dam
Safety Modification
Study
General Plan
Update
Start of COVID-19 Pandemic
Note: See Vision Plan Appendix for
summaries of relevant local, State, and
federal legislation.
SB 743 (2013)
AB 2011, AB 2097, SB 932 (2022)
LA County Measure M Approved (2016)
12 Vision Plan
Pico Rivera 2035
Given the range of changing local conditions,
regional projects, and State policies, the HWB
Vision Plan received its primary policy input from
Pico Rivera 2035. In 2020, the City of Pico Rivera
developed a framework that was formally
adopted as the Pico Rivera 2035: Community
Revitalization Program (PR 2035), a community
and economic recovery framework to proactively
address major challenges introduced by COVID-19,
the economic downturn, climate change, impacts
from the Whittier Narrows Dam Safety Project, and
multiple unfunded State and federal mandates.
The overall strategy for PR 2035 is to concentrate
planning and built projects along the major
corridors within the City—Washington, Slauson,
Rosemead, Whittier, and the San Gabriel and Rio
Hondo Rivers. This would best integrate updates
to the major infrastructure systems that serve the
city, with redevelopment potential of underutilized
land. Thus, this program integrates all types of
projects from community planning, public realm
and infrastructure improvements, and individual
private projects. The figures to the right show major
projects that represent the overall strategy and first
catalyst projects already with funding and regional
coordination and/or approval.
The HWB Revitalization Program is the first
planning project within the city that will support
that Citywide Program. The Vision Plan will be a
model for other plans to follow PR 2035.
Commuter
Rail
Station
Rio Hondo
and San
Gabriel
River
Master
1 Plans
Downtown
TOD
Specific
Plan &
E Line
Extension
Rosemead/
Lakewood
Complete
Corridor
Project
234
1. Master Plans envision turning channelized river and floodplain areas into active spaces for community use while increasing environmental benefits.
2. Commuter rail station for Metrolink, Amtrak, and CAHSR
3. A new mixed-use downtown for the City of Pico Rivera around the E Line LRT station at Washington/Rosemead
4. Proposed BRT line along Rosemead/Lakewood Boulevards connecting 28 miles from east Pasadena to Long Beach
5. Replacing the Pico Rivera Sports Arena with a new multipurpose stadium within a new mixed-use district that connects to Downtown and Micro Electric Vehicle (EV) Tech Hub Districts *Of note, the images to the left are only to illustrate the intent of each project; each project will be subject to further community engagement and input.
Downtown
Arena and
Micro EV
Tech Hub
Districts
5 HWB
1 2
3 4
5 1
DRAFT Final Report October 2024 13
Chapter 1 | Introduction
As mentioned previously, this Vision Plan is
not a regulatory document like a Specific
Plan. However, following a targeted
General Plan update, this Vision Plan is
intended to be adapted to become a
Specific Plan, with the understanding there
may need to be some minor updates
to the Vision Plan based on the timeline
and/or outcomes of the General Plan
update. California law requires that a
specific plan be consistent with the general
plan of the adopting locality. The Vision
Plan and Pico Rivera 2035 are providing
direction for update of a General Plan
update and will be consistent with that
update.
Required Elements of a Specific Plan:
Distribution, Location, and Extent of Land Uses: The
specific distribution of land uses within the Plan Area, including residential, commercial, industrial, public, and open space uses. It defines where and how much of
each land use type will be developed.
Infrastructure and Public Facilities: The necessary
infrastructure and public facilities to support the proposed land uses. It includes plans for transportation systems, water supply, sewage, drainage, utilities, and public
services such as schools, parks, and emergency services.
Development Standards and Design Guidelines: The
development standards and design criteria by which
development will proceed. It includes zoning regulations, building height limits, setback requirements, architectural design standards, and landscaping requirements.
Phasing Plan: The sequence of development, specifying
the timing and order in which different components of
the Plan will be implemented. It ensures that infrastructure and public facilities are developed in coordination with new land uses.
Implementation Measures: The measures necessary
to implement the specific plan, such as financing
mechanisms, development agreements, and policies
for monitoring and ensuring compliance with the plan’s
provisions.
What is a Specific Plan?
In the State of California, a specific
plan is one of the many regulatory
tools for implementing the goals
and policies of a general plan. It
provides all the public and private
development requirements and
regulations within a defined
geographic area. It effectively
establishes a link between
implementing policies of the
general plan and the individual
development proposals in a
defined area within the General
Plan Area.
How they are Incorporated into
the Vision Plan:
Includes recommended and
alternative land use map with
location of different development
zones.
Specific Plans are required to have the elements below. Those requirements are summarized along with the relationship of this Vision Plan to those requirements, below:
Includes mapping and high-level
review of existing conditions and
capacities; cost recommendations
for mobility improvements; and
planning for new infrastructure.
Development standards for each
zone for building envelopes;
parking, sustainability, and open
space requirements; as well as
design guidelines for different
building typologies.
Modeled potential build-out for
the Plan Area to demonstrate
considerations for phasing (e.g., parking,
infrastructure, and market saturation).
Identified economic development
strategies, potential partnerships,
draft plan administration language,
and relationship to the General
Plan updates to the Plan.
A Vision Plan versus a Specific Plan
14 Vision Plan
How to Use this Plan
This Vision Plan is designed to be easily understood and referenced by all users, including City staff, elected officials, developers, business and property owners, community members, potential redevelopment partners, and partner entities and jurisdictional authorities. A key goal of the Vision Plan is to be a reference for new development. The steps below summarize how this Plan can be used by proposed developments in the Plan Area:
Find out what land use zone applies to your property and review the land use standards, tables, and design guidelines
Identify your property location on the recommended Land Use Development Zone Map in Chapter 5 to determine which land use district applies. Review the narrative description for that particular land use district, the land use tables, and applicable building design guidelines to determine whether your proposed project aligns with the intent of the Vision Plan. Use these elements to develop an initial concept for your proposed development.
Step 3
Step 4
Step 5 Follow the appropriate application process.
Review the City General Plan and the Pico Rivera Municipal Code. Use the City’s application process to have your project reviewed.
Speak with a city planner.
The City encourages you to speak with a planner to help ensure you can build the best project as quickly as possible. City planners will review your initial designs, help identify funding and partnership opportunities, integrate recommendations from the Vision Plan into current General Plan and Zoning Code requirements, streamline developments that align with the design standards of the Vision Plan, as well as for any other questions about the Vision Plan or the application process.
Step 1 Determine your use for the Vision Plan
This Plan can be used as a reference to understand the future planning approaches in the City (i.e., what could the next General Plan update recommend), understand opportunities for redevelopment partnerships, and/or inform development of an individual project.
Additional steps below describe the process for an applicant who would like to develop a project on their property.
Step 2 Understand the Vision Plan’s relationship to regulatory plans and codes The Vision Plan is not the ultimate regulatory document governing development within the HWB Plan Area at the time of approval (Fall 2024). The City General Plan and City Zoning Code still provide the official development standards. However, the development standards and design guidelines in the Vision Plan are endorsed by City Council and represent the desired type of development for the Plan Area. City Council recommends using the Vision Plan Standards and Guidelines to inform new private development projects.
DRAFT Final Report October 2024 15
Chapter 1 | Introduction
Engagement 2 Summary & Process
Inside this Chapter
» Graphic Summary and
Images of Events
» Community Input
» Alternatives Analysis
» Community Design
Charrettes Summary
Inform Build Collect
community leaders and the
public of the HWB project
and planning process
awareness of the project
through the networks’ of
community leaders
input from the entire community
and showcase ideas and
recommendations at the IDEA Lab
The HWB Vision Plan is a community-led plan,
which means the community has informed
direction of the project at every stage from
the existing conditions analysis to final
recommendations. All the events, and the
Vision Plan itself, support a primary goal of the
project: to educate and empower the public
to actively participate throughout the
decision-making process.
The overall process combined continuous
engagement with the community through
events such as online surveys, weekly pop-up
booths at the Farmer’s Market, and stakeholder
events, with major week-long events called
Community Design Charrettes.
Create
a brand and energy for
the project
16 Vision Plan
Decision-maker
meetings
Stakeholder events
Pop-up events
Online Engagement
City staff meetings
Advisory group meetings
IDEA Lab
Community Design
Charrettes
Draft Plan workshop
Community Engagement Summary
Pico Rivera
Youth Ambassadors
USC Urban Planning
Jan 2023 May 2023 Oct 2023 Nov 2024
Purchase IDEA Lab Building Minor Renovations + Open House Events Designs for Major Renovations Survey #1 Virtual Open House + Story Maps Survey #2
Orange Tour Temple City and Pasadena Tour
Easter Eggstravganza Pico Rivera Farmers’ Markets
Recruit Students Train Students Students Assist at Events Technical Advisory Group Blue Ribbon Commission Chamber of Commerce Stakeholder Advisory Group Business Interviews
MUP Site Planning Class MUP Capstone Class
Design Charrette Week #1 Design Charrette Week #2
Community Development and Housing Economic Development Public Works Multimodal Plan Workshop Vision Plan Workshop
Project Introduction Briefing City Commissions (5) Review Multimodal Plan Approval Completed over 90 events and engaged with over 8,000 stakeholders and community members The timeline above provides a summary of the types of engagement events and when they were completed.
March 2024
Vision Plan Approval
Community Development
Summer Concert Series
HWB Newsletter + Social Media
DRAFT Final Report October 2024 17
Chapter 2 | Engagement Summary & Process
Initial Visioning and Project Awareness
Youth Ambassadors helping to record public input.
Stakeholder field trip to City of Orange via Metrolink. Charrette with USC graduate students and Youth Ambassadors.
Walk audit with Youth Ambassadors.
Open house during Community Design
Charrette #1 in partially renovated IDEA Lab.
Working session at IDEA Lab with City staff and staff of local elected officials.
Community engagement was started with the initiation
of the HWB Multimodal and Vision Plan process. The goal of initial community engagement was to raise awareness
for the upcoming planning process, recruit participants for community advisory groups and future engagement
events, and solicit initial ideas from the community
regarding their visions for the future. The images to the right and short summaries below describe some key events:
Pop-up booths were completed at local events including
weekly farmers’ markets, summer concert series, and
holiday events that provided informational materials and received input on initial redevelopment ideas.
Stakeholder and advisory group interviews were
completed with local business/property owners, technical experts, partner jurisdictions and organization (e.g., SoCal Edison), and policy-makers to ensure initial visioning and exploration aligns with other initiatives.
City tours were completed with key community
stakeholders and policymakers in the cities of Orange,
Temple City, and Pasadena to compare and contrast
community attributes, characteristics, and styles that may or may not be applicable to HWB plan area.
Youth Ambassadors Program was initiated by recruiting
students from local high schools and completing initial events such as walking audits where students documented the opportunities and challenges they observed.
18 Vision Plan
Following the existing conditions analysis and
initial visioning phase with the community
and stakeholders, the project team focused
on exploring topics with the community to
determine the character and density of land
uses they would like to see developed in the
future through two rounds of community design
charrettes.
Some posters from the two rounds of community design charrettes that focus on the type of development the community would like to see in the future. See Appendix Section 1 for full documentation of charrette posters and input.
Community Design Charrettes Summary
The first week-long charrette took place at the
IDEA Lab in May 2023 to kick-off alternatives
analysis. The first charrette solicited input on the
overall character to determine the types and
mixes of land uses that could be explored.
Alternatives focused on scale and size of
development through height maximums and
architectural character.
ENGAGEMENT SUMMARY
HWB Specific Plan Phase 1: November 2022 - June 2023
30+ Events
City Tours, Farmer’s Markets, City
Council Meetings, Town Halls,
and City Festivals. Including
regular posts, comments, and
responses on social media
& public broadcast channels
App roxima tel y
2,000 p eopl e
engaged!
Outreach & Engagement
Overview
Fun and vibrant “uptown” area with
diverse shopping, dining, and entertainment
More parks, trails, open and natural spaces,
recreational opportunities and public events
Safer and more convenient roads and
sidewalks for vulnerable road users.
Unique branding, signage, cultural
elements and public art for a strong sense
of community pride
Diversity in architecture and landscaping can
enhance community character and make the
built environment more interesting
More housing types are needed to accomodate
a wide range of incomes and living situations
Any new development and infrastructure
should contribute to a more sustainable and
resilient environment
Parking supply could be better managed to
improve availability
Technology and innovation should be
integrated where possible to ensure a safer,
smarter, more effective, and more efficient
environment
Over 80% of feedback has been
POSITIVE to the HWB Project
and creating a new vision
Community Feedback on Desired Improvements & Placemaking:
Spanish Art Deco Beaux Arts Modern Traditional Mid-Century 1-2 stories 6-7 stories 3-5 stories
Residential Mixed USe Commercial
Historic Mix of Both Modern
Community
Gardens
Habitat and
Pollinator
Plantings
Small
Plazas
Outdoor
Dining
Connected
Park
Spaces
Renewable
Energy
Passive/Natural Mix of Passive/Active Active/Urban
Curb
Extensions
Lighting
and
Gateway
Elements
Pedestrian Plazas
40%
40%
35%
25% 30% 30%
Circulator
Trolley/
Shuttle
Protected
Bicycle
Facilities
Wider Sidewalks
/ Walking Promenade
Parking Structures Mix of Both Surface Parking
Other Elements with low votes: interactive art, urban play elements, small playgrounds
DEVELOPMENT AND ARCHITECTURE
OPEN SPACES AND RECREATION
MULTIMODAL TRANSP O RTATION
Online Survey #1
BRANDING AND PLACEMAKING
Old Town
Pasadena
Uptown
Whittier
Uptown
Orange
La Condesa.
Mexico City,
Mexico
Arts
District,
Los Angeles
Tlaquepaque,
Guadalajara,
Mexico
Public Art
for Unique
Placemaking
Pedestrian
Paseos and
Street Activities
Green
Elements
Variety of Heights
and Uses
(Commercial &
Residential)
Mix of
Materials
and Colors
Max
Building
Height
(4-6 stories)
Outdoor
Dining
Wide
Sidewalks
Street
Furniture
Pedestrian
Lighting as
Placemaking
and Branding
Natural
and Urban
Features
Tables and
Benches
Plaza
Spaces with
Lighting
Small Plaza
Space
Multimodal
Street
(Vehicles
and Bikes)
Preference for Parking:
Intersection Improvements Updating Whittier Blvd.
Preference for Character of Open Space
Preference for Specific Elements
Historic vs. Modern
Density
Land Uses
Architecture Style
Good Precedent for “Uptown” Pico Rivera / Whittier Blvd.
Buildings and
Trees Frame
Public Space
Colorful and
Interesting
Buildings
Feedback to
Design Themes
Feedback to
Design Themes
Feedback to
Design Themes
Feedback to
Design Themes
STRONGLY
AGREE
STRONGLY
DISAGREE
NEUTRAL
Questions were
on a agree /
disagree scale: AGREE DISAGREE
166 Completed
Responses
Poster showing how public feedback translates to
potential recommendations (see appendix for full size)
The second charrette in October 2023
confirmed the preferred design with the
community. Final alternatives were analyzed
through public engagement events,
quantitative metrics, and discussions with City
staff and decision-makers in order to arrive
at a preferred development zones and
development standards within the Plan Area.
DRAFT Final Report October 2024 19
Chapter 2 | Engagement Summary & Process
Data from the number and type of respondents to the online survey that was published between May and September 2023.
Concept design for Chase Bank block from a student from USC PPD623, in partnership with HWB planning.
Image of the virtual open house that shares all project materials and in-person engagement events online.
Another online tool, ESRI Project Story Map, which
provides information on the City, planning process, and proposed recommendations.
Online Engagement and Developing Partners
During and between the two rounds of community
design charrettes the project continued to complete
engagement through online platforms to maintain a
continuous engagement presence with the community.
Engagement completed included:
City Webpage on the project with posting of updated
materials and opportunities to sign-up for project
updates and ask questions.
Esri Storymap was an interactive website focusing
on telling the story of the context for why the HWB
Revitalization Program is needed.
Virtual Open House provided a virtual interactive
environment that repeated all of the in-person
engagement materials for public review and comments,
along with the draft and final deliverables for the project.
Social Media posting and sentiment tracking.
Online Surveys an initial survey was completed in
Winter 2023 to understand initial community visions
and preferences. A second survey was completed in
summer and fall of 2023 to get input on final design and development alternatives preferred by the community.
University of Southern California Urban Planning Studio used the HWB Plan Area during the Fall 2023 semester
for a community site planning class. Students provided
conceptual designs within the Plan Area and made
other recommendations for engaging the community
based upon their current studies and perspectives. USC students presenting projects to the HWB project team and city staff.
20 Vision Plan
Participatory Visioning Process
From July 2024 through October 2024, the City of Pico Rivera engaged in a series of outreach initiatives aimed at maximizing stakeholder participation and community engagement to inform and get confirmation on the Vision Plan. The effort included a robust online campaign, that leveraged the City’s social media channels, and included dedicated email updates and newsletters to stakeholders, distribution of 500 project factsheets and 2,500 informational mailers. To support online promotion, and increase opportunities for engagement with community members, the City deployed a sequence of in-person public participatory planning events, including, but not limited to:
Two pop-ups during the City’s Certified Farmers Market
Approximately 30 people engaged
Summer Street Fest Booth
Approximately 250 people engaged
Meeting with Chamber of Commerce and local businesses
15 people engaged
Fiestas Patrias Booth
Approximately 250 people engaged
From August 2024 through October 2024, city staff maintained an online website to provide an overview of the project goals, objectives, milestones, and engagement opportunities. The website also provided an opportunity for residents and stakeholders to provide feedback on the Vision Plan.
DRAFT Final Report October 2024 21
Chapter 2 | Engagement Summary & Process
Exciting about creating a
walkable environment for the
community to experience
Want to see the Youth
Ambassador Program
become a permanent
option for the young
people in Pico Rivera
Vision Plan Preferred Recommendations
Workshop
September 19, 2024:
Following the engagement events during the
2024 summer months, a Recommendations
Workshop for the Draft Vision Plan was
held on September 19th, 2024, at the Senior
Center Auditorium, from 6:00 pm to 8:00 pm.
During this meeting, representatives from
City, and technical consultants provided a
comprehensive overview of the goals and
recommendations included in the Vision Plan
and addressed questions and concerns from
participants. This was also an opportunity for
members of the Stakeholder Advisory Group
and residents in the community to provide
input on the overall approach to revitalizing
Historic Whittier Boulevard, and review the
proposed strategies for new development.
Draft Plan Workshop
City staff presenting recommendations (top); public and stakeholder advisory group giving feedback (middle);
local resident giving feedback (bottom).
I like the parklets and
outdoor dining, but they
should be in higher visible
locations
Comments Shared by
Community Members:
My favorite project is the
Paseos. We need places
for people to stop.
22 Vision Plan
Vision Plan Public Review Period
September 16 to 30, 2024:
The City of Pico Rivera released the Draft Vision
Plan for a public review period beginning on
Monday, September 16th. The Draft Plan was
featured on the City’s website through Monday,
September 30th, and an online survey was
created to support reviewers in capturing their
feedback. To support the promotion, the City
leveraged social media and reached out to
stakeholders through dedicated emails and
newsletters informing the community about
the public review period. Representatives from
the City, and MIG Inc. captured the feedback
received to inform the Final Vision Plan. The
Draft Plan remained open for public comment
on the City’s website through Plan apporoval.
Will the parking be
underground parking for
the 3 & 4 story buildings?
This plan seems very comprehensive and detailed. It touches on several different aspects that come together to show a vision of how the city can grow and transform to be more welcoming and accommodating for people, not just cars. The graphics show a sweeping transformation but exactly what is needed to show what the city can become and I hope that it can be put into place to become reality.
The existing, mature trees
along the medians should be
kept and if required to remove
then they should be spaded
out and moved somewhere
else in the city.
DRAFT Final Report October 2024 23
Chapter 2 | Engagement Summary & Process
Summary of 3 Baseline Conditions
Inside this Chapter
» Key Baseline Conditions
» Land Use and Market
Conditions
» Demographics and
Housing
» Mobility
» Urban Design and
Sustainability
» Infrastructure
This chapter summarizes key baseline condition
topics that provided the primary challenges
and opportunities informing the analysis and
exploration of recommendations during the
Vision Plan process. The baseline conditions are
the existing conditions observed and collected
during 2023. The full documentation and
analysis can be found in the HWB Existing
Conditions Report (2023).
The City and the HWB Plan Area can be
generally characterized as a typical suburban
community, particularly in terms of economics,
physical design, housing, and infrastructure.
There remains a strong influence from the
City’s 20th century development history upon
physical and behavioral conditions today. It
includes many auto-centric street designs and
land uses—such as big box retailers and large
surface parking lots—and the largest residential
uses are detached single-family homes. Handin-hand with how Whittier Boulevard and the Vision Plan Area exemplify 20th Century
development patterns, the existing conditions
do not currently account for future technologies
and emerging trends.
This Plan will try to encourage evolution
of the existing built environment to one
that prioritizes a high quality of life for the
community through best practices across public
policies and physical design. Ultimately the
recommendations of the Vision Plan will lead
to a more balanced mobility network and
improved climate resilience through economic
growth and diversification, which will address
the main challenges and opportunities
summarized in this Chapter.
24 Vision Plan
Baseline Conditions Summary
2. are not setup to respond to
future trends and challenges.
Three clear themes emerged from the baseline (i.e., existing) conditions analysis that was completed in 2023, which informed policy and design recommendations needed to support the City’s future needs. When considered together, baseline conditions...
1. can be improved to support
higher quality of life.
3. do not align with
funding opportunities.
Urban Design, Health, Equity, and Climate Change
• Census tract 5004.02 is in the 93rd percentile of disadvantaged communities in CA, represents pollution and population characteristic burdens citywide . • A lack of trees and open spaces increase and large pavement areas contributes to heat island effects that reduce quality of life and exacerbate climate change impacts.
Land Uses and Economic Development
• The Plan Area has many retail stores and retail jobs, but pay wages and salaries below what is needed to match housing prices in the City and region • Over 50% of residents leave the City for professional jobs. • Large surface parking lots are underutilized, which may present opportunities to accommodate housing.
Infrastructure and Sustainability
• Aging infrastructure needs to be updated to support growing population as well as satisfy changing baseline conditions due to climate change (e.g., more intense storm events). • Opportunity to leverage new technologies and update multiple infrastructure through a digonce approach to create cost efficiencies.
Mobility
• Sixty percent of traffic on Whittier Boulevard does not stop or start in the city. • Whittier Boulevard is second highest roadway on the City’s high-injury network. • Narrow sidewalks, vehicle-oriented lighting, and wide street crossings with large corner radii contribute to unsafe conditions for vulnerable users.
Housing and Population
• Home values and rents in the city are lower than the Trade Area and County average. • At the same time, younger families have difficulty finding housing that is available and affordable.
• The city has many long-term residents and an aging population.
Design Whittier Boulevard to serve
locals, not pass-through traffic.
Introduce vehicle traffic calming and
multimodal hubs; prioritize streets
that support vulnerable users and
active transportation.
Provide shade, capture rainwater, add
small open spaces that improve the
environment and quality of life. Promote
electrification. Connect to regional
bikeways along adjacent rivers.
Increase housing supply across a
range of income levels and design
types. Create a connected public
realm that promotes 8 to 80 (i.e.,
ages) city design principles.
Update development standards
and requirements (e.g., parking) to
prioritize better utilization of land
and create more diversity/flexibility
of land uses.
Update infrastructure to support
growing population; leverage new
technologies; utilize sustainable and
green infrastructure practices.
DRAFT Final Report October 2024 25
Chapter 3 | Summary of Baseline Conditions
The Plan Area exemplifies typical land use Inflow / Outflow Job Analysis by Industry patterns within a suburban community along
a major arterial commercial corridor: a variety
of commercial uses from general/regional
commercial (e.g., big box stores) to locallyowned retail and service businesses in older buildings. Interspersed among the commercial
uses are industrial businesses with the Durfee
corridor supporting a greater variety of uses.
Somewhat related to the current market
conditions—i.e., with rents and land values
lower than Los Angeles County averages—the
majority of businesses have been in operation
for years, but there are a number of new (e.g.,
Raising Canes) and popular (e.g., Target, In-NOut, Chick-fil-A) businesses along the corridor.
The Plan Area is predominantly surrounded by
single-family residential neighborhoods.
Commuting Patterns—Employee Inflow and Outflow
NET EXPORT
OF RESIDENTS
NET IMPORT
OF WORKERS
Land Uses and Economic Development
There are approximately 16,294 jobs in Pico
Rivera. The Plan Area contains about 10
percent of that total and is the second densest
employment cluster in the city. Still, there are
some limitations. Overall, the City has a lower
ratio of jobs-to-employed residents than the
Trade Area, meaning that there are more
working residents than jobs in the City. Further,
Pico Rivera residents earn higher wages than
the local job market typically offers, such as
the retail jobs common within the Plan Area.
54% of Pico Rivera residents make more than
$40,000 in annual earnings. Industries in
which a majority of city residents work (shown
above) such as healthcare, administration,
and professional services, provide higher
wages but are underrepresented in the
local economy. As such, a large portion of
the population commutes to jobs across Los
Angeles County. Like most commuters, Pico
Rivera residents exhibit a strong dependence
on cars for both daily errands and
commuting, likely due to limited bus service
frequency and nearby access to highways such
as, I-5, I-10, and I-605.
Altogether, there is a misalignment between
resident income and local job market
compensation that reflects an industry
“mismatch.” Higher paying jobs are located
outside the City. In terms of employment
dynamics, the City experiences a significant
outflow of residents, particularly in key sectors.
The departure of residents from these critical
fields shows a need for strategic initiatives aimed
at creating a more attractive and supportive
environment for professionals in these sectors.
26 Vision Plan
Current Land Uses
Much of the Whittier Boulevard corridor is defined by retail and commercial uses. There is a greater mix of land uses along Durfee Avenue, as well as the edges of Whittier Boulevard. DRAFT Final Report October 2024 27 Chapter 3 | Summary of Baseline Conditions
Plan
Area
Pico
Rivera
Trade
Area
Los Angeles
County
Gross Rent* $29.06 $24.78 $24.40 $35.25
Vacancy 3.8% 5.4% 5.2% 5.1%
Share of City 37.3% -- -- --
Gross Rent* $28.85 $33.95 $28.66 $29.02
Vacancy 0% 2.5% 5.3% 11.7%
Share of City 18.9% -- -- --
Gross Rent* $14.31 $23.44 $20.31 $20.08
Vacancy 16.9% 1.0% 2.1% 2.8%
Share of City 0.15% -- -- --
Rents $1,334 $1,671 $1,664 $2,099
Median Home Value -- $656k -- $809k
Office
Retail
Industrial
Residential
Commercial and
Residential Market Trends
Since 2010, Pico Rivera has experienced a
slight decline in population as household size
has decreased while the overall number of
households has risen. Notably, the population
in the city is aging, and there’s a decline in
the school-age population. These subtle
changes in population can be attributed to
a wide range of local and regional factors
City of Pico
Rivera
Los Angeles
County
2022 60,915 9,992,643
% Change from 2010 -3.2% 1.8%
2022 16,973 3,425,790
% Change from 2010 1.4% 5.7%
2022 3.60 2.86
% Change from 2010 -4.5% -4%
Housing Units 17,217 3,642,047
% Owner / % Renter 67% / 31% 47% / 53%
Median HH Income $82,539 $83,411
Average Age 35.1 36.7
% Population Under 5 4.3% 5.3%
% Population Over 65 14.4% 15.2%
% Hispanic or Latino 89.9% 49.1%
Total
Households
Total
Population
Household
Size
2022
Demographics
Housing
Negative Trend/Comparison Positive Trend/Comparison
Notes:
• Information in the table above is based on US Census data and represents data collected in 2022, unless other dates are specified.
• * Rent per square foot
• Performance relative to City/Trade Area/Region:
Population Trends and Housing
Demographic Trends
such as increasing housing costs and job
market fluctuations. In 2022, the City had
a median income of $82,539, which is just
below the County’s overall median income.
This, combined with an aging population,
contributes to a segment of the community
relying on fixed and reduced incomes,
resulting in decreased purchasing power.
Taken with the well-documented lack of
housing supply to keep pace with demand
in all parts of California, these trends indicate
a sustained demand for housing, and in
particular, housing for seniors and families.
Additionally, existing land uses provide
significant land areas that spatially could
support thousands of infill housing units.
28 Vision Plan
Residual Land Value Options
Addressing economic disparities within the
city is crucial for ensuring the well-being
of all residents and maintaining a diverse
and resilient community. Housing and
transportation costs, high quality jobs, and
support for an aging demographic are key
for improving the community’s future economic
conditions. Among many strategies, home
ownership has historically provided a strong
path to wealth creation. New housing will
Development Pro Forma Feasibility Analysis Summary
Generally feasible development types can be found at a few levels: townhomes (approx. 24 du/ac), residential and mixed-use wrap (approx. 60-65 du/ac) and mixed-use podiums (greater than 90 du/ac). Of note, parking provides a key element that both increases development costs as well as a strategy for reducing costs (i.e., reducing required parking). Office uses did not produce positive development value for current and short-term time horizons.
These diagrams demonstrate how aligning parking
supply with market conditions and current utilization
rates can enable the development of financially feasible mixed-use developments in short-term.
depend upon development costs, which are
mostly in line with regional and State trends,
and local land values that are slightly below
Los Angeles County averages. The diagrams
below summarize a pro forma feasibility
analysis that was completed (summer 2023)
assessing the economic feasibility different
building types and characteristics. Sensitivity
testing measured different building typologies,
densities, features and land uses using a
residual land value calculation approach—i.e.,
what is the value of land after modeling
typical developments costs (e.g., construction)
and value (e.g., rents). Key takeaways from
that analysis is economically development
densities likely need to be more than 60 du/ac
for common wrap and podium building types
to yield sufficient value and parking should
be minimized to reduce development costs.
Townhomes were economically feasible, but
produce lower densities and total units.
DRAFT Final Report October 2024 29
Chapter 3 | Summary of Baseline Conditions
24-Hour Vehicle Counts
16,055 14,019
eastbound to Whittier eastbound to Whittier
Whittier Blvd / Passons Blvd Whittier Blvd / Lindsey Ave westbound to Montebello westbound to Montebello 15,602 14,026 Average Daily Traffic Range: 28k—32k
2019 2023 Change
Whittier / Olympic 35,669 - -
Whittier / Durfee 29,225 28,045 -4.2 %
Whittier / Passons 35,669 31,657 -12.7 %
Durfee 12,020
to
SGV
to
DTLA
to
OC
Mobility Conditions
The mobility study involved a review of 2019
traffic/parking counts and collection of new
counts in February 2023. The traffic counts and
percent change at select locations are shown
in the chart below, as well as located in the full
Existing Conditions Report and the Pico Rivera
Local Roadway Safety Plan.
Traffic data shows a slight decrease in
traffic overall in 2023 from 2019. Increasing
congestion during peak-commute hours can
account for a perception of increasing traffic.
Furthermore, the traffic volumes on Whittier
Boulevard vary between approximately
28,000 to 35,000 vehicles a day. The larger
volumes are found closer to I-605 and
generally traffic is equal heading east and
west. These daily traffic volumes can be
supported by only four lanes of traffic
without causing congestion, as compared
to five existing travel lanes. As shown on the
following page the cities of Montebello and
Whittier, as well as unincorporated East Los
Angeles, all only have four travel lanes.
Additionally, the Multimodal Plan conducted
an analysis of citywide and regional traffic
patterns to learn where cars driving on
Whitter Boulevard were starting and stopping
during their trips. This analysis found that
60% of vehicles along Whittier Boulevard
do not start or stop in the City of Pico
Rivera. Furthermore, multiple streets (Beverly,
Washington, Slauson, and Telegraph) and
local highways (SR-60, I-10, I-5) that travel
similar east-west routes have capacity to
accommodate higher traffic volumes.
Beverly
Washington
Slauson
Telegraph
Slauson
N
The map above highlights the streets (blue) and highways (dark blue) that parallel to Whittier Boulevard (orange).
30 Vision Plan
74’
P P
10’ 10’
94’
9’ 11’ 10’ 14’ 10’ 11’ 9’
As shown to the right, right-of-way widths
vary for sidewalks and travel lanes, as well as
different configurations of Whittier Boulevard as
one drives from East Los Angeles, Montebello,
Pico Rivera, and Whittier. Whittier Boulevard
in Pico Rivera between Paramount Boulevard
and Gregg Road has the widest right-of-way
and the most travel lanes along the corridor.
The additional travel lanes in Pico Rivera do
not contribute to additional capacity along
the entire corridor. Rather, the additional
travel lanes in Pico Rivera contribute to general
induced demand and concentrated traffic
congestion in Pico Rivera at locations where
the road design changes.
56’
P P
10’-12’ 10’
~80’
Section B-B’—Montebello and East Los Angeles
Section C-C’—Whittier
12’ 12’ 11’ 14’ 11’ 12’ 12’
8’ 10’ 10’ 10’ 10’ 8’
A
A’
B
B’
C
C’
Section A-A’—Pico Rivera
A map showing the location of the three sections of Whitier Boulevard in the cities of Montebello, Pico Rivera, and Whittier (above).
DRAFT Final Report October 2024 31
Chapter 3 | Summary of Baseline Conditions
Urban Design, Health, Environmental Justice, and Sustainability Urban design, public health, environmental justice, and sustainability are interdependent topics and all share common characteristics of having a significant influence upon individual and community life, and depend upon the physical condition of a location. For example, a lack of street trees, which is a characteristic of the Plan Area, has the following effects:
• Creates a low urban design quality
• Increases heat island effects that impact sustainability and public health • Is common in communities that were historically underrepresented A key characteristic consideration of urban design is how the height and spacing of buildings and trees defines the urban fabric, which has a significant influence on how people experience a place. There is a lack of a traditional urban fabric in the Plan Area due to buildings set behind surface parking lots along wide roads. However, within these surface parking lots, there is there is sufficient physical space to fit mixed-use town center developments like the Americana. Creating a walkable neighborhood would create many positive impacts towards public health, environmental justice, and sustainability. Future public policies should be written to encourage the replacement of automobile-oriented urban design with pedestrianoriented urban design.
Figure ground of existing buildings shows large gaps in walkable urban fabric and different conditions on the north and south sides of Whittier Boulevard Footprint of the Americana within one block on the south side of Whittier Boulevard Footprint of the Americana highlighted with a light blue box The central open space and adjacent development at the Americana in Glendale. 32 Vision Plan
CES 4.0 Pollution and Population Characteristic Indicator Percentiles Census
Tracts
Pollution
Score
Population
Score
Toxic
Release
Inventory
PM 2.5 Cardiovascular.
Disease Diesel PM Low Birthrate
5004.02 87 89 84 77 88 88 86
5009 73 63 84 79 89 59 25
5007 91 71 85 85 88 52 71
5006 93 74 84 78 89 58 49
The Plan Area is significantly affected by and vulnerable to burdens:
Freight and Highway Network
Transportation Activities
Historic and Current
Industrial Uses
Particulate Matter (PM 2.5)
over 77% for each census
tract; Diesel PM over 55%
for each census tract.
Toxic release over 85%
for each census tract;
Solid Waste exposure
over 88% north of
Whittier Blvd.
Low proportion of
Active Transportation
Minimal shade
from Trees
Lower than the rest of
the City of Pico Rivera
and lower than LA
County averages.
Park access and
tree canopy is
lower than other
areas of the City.
Within the City and HWB Plan Area, the quality of pedestrian-oriented urban design characteristics (e.g., tree coverage, consistent street wall, short crossings) are below average. Additionally, CalEnviroScreen 4.0 shows all Census tracts in the Plan Area, except for one, qualify under the State’s definition of a Disadvantaged Community. Pollutants in the Plan Area are largely related to transportation activity, industrial uses, and lead exposure related to an older housing stock. Additionally, all Census tracts in the Plan Area have a high incidence of cardiovascular disease and low educational attainment, which are conditions that make individuals more vulnerable to pollution impacts. Furthermore, residents citywide lack access to parks and open space, which support better health outcomes. Only 52% of residents citywide live within one-half mile (or 10-minute walk) from a park.
Park Walkshed
Percent of Statewide Census Tracts (higher = more polluted) Top 20% 20-40% 5004.02
5006
5009
5007
Areas of Pico Rivera within a 1/2 mile of an existing park DRAFT Final Report October 2024 33
Chapter 3 | Summary of Baseline Conditions
Infrastructure
Much of the existing infrastructure serving the corridor relates to original development of Whittier Boulevard, which was formerly a County- and Caltrans-owned road that has existed for over 100 years. Additionally, the corridor was historically developed with low-intensity (i.e., low demand on utilities and infrastructure) commercial uses. Furthermore, existing infrastructure was also built to capacities based upon the baseline climate conditions of that time. As climate change has increased temperatures approximately
1.2 degree Celsius (2.2 degree Fahrenheit) above pre-industrial levels it has changed almost every climate characteristic from the length of droughts/heat events to the intensity of rainstorm events.
Many existing infrastructure sizes and approaches are not able to handle required capacities of our new climate realities and grey infrastructure systems are expensive to update and maintain.
As such, the baseline service infrastructure for sanitary sewer, stormwater, water, and electric power are likely inadequate to support a modern vision for a walkable, mixed-use corridor that contains transit-supportive densities that would typically include thousands of additional housing units, residents, and new groundfloor commercial square footage. A infrastructure capacity analysis will need to be completed to confirm the sizes of new and/or upgraded facilities needed. However, green infrastructure and stormwater best management practices (BMPs) approaches should be implemented as a priority to replace and/or complement grey infrastructure updates because of the potential long-term cost savings, sustainability improvements (e.g., less Ghg emissions to construct), as well as positive contributions that can be made to placemaking and environmental conditions (e.g., more street trees and less impervious materials).
Summaries of the key underground utilities within the plan area make up the remainder of this Chapter.
Wastewater: The City’s Sewer Division is responsible for the collection of wastewater within the city limits and delivery to the trunk sewer mains of Los Angeles County Sanitation District (LACSD). After sewage is collected locally and delivered to the regional trunk lines, wastewater flows south to the Los Coyotes Water Reclamation Plant of LACSD located in the City of Cerritos.
LACSD is responsible for all regional trunk sewer lines and sewage treatment, while the City is responsible for the operation and maintenance of sewer mains and lift stations within the city limits and all capital improvements.
The City of Pico Rivera also receives tertiary treated recycled water from LACSD’s San Jose Creek Water Reclamation Plant and Los Coyotes Water Reclamation Plant through the purveyors Central Basin Municipal Water District and Pico Water District.
34 Vision Plan
Water Supply: Pico Rivera is served by two water purveyors:
the City of Pico Rivera Water Authority (PRWA) and the Pico Water District (PWD). Each purveyor maintains its own distribution system and operates several water supply wells to extract local groundwater from the Central Basin aquifer. The city’s total size is
8.9 square miles, of which approximately 32 percent (2.87 square miles) is served by PWD, and the remaining 68 percent (6.03 square miles) is served by PRWA. The City of Pico Rivera is one of 24 jurisdictions served by the Central Basin Municipal Water District. Historically, the City’s primary source of potable water supply has been groundwater extracted from the Central Basin aquifer. Groundwater supplies have generally been enough to meet water demand through naturally occurring recharge and enhanced with recharging efforts. Climate change will create unknown impacts to regional trends such as reduced rainfall and increased drought conditions, which creates uncertainty for future water availability.
Stormwater: The Los Angeles County Flood Control District provides the majority of drainage infrastructure within incorporated and unincorporated areas. Storm water drainage from individual properties is facilitated by lateral lines that connect to the storm drain system. Storm drains are the primary flood control facilities in the city, which convey local water runoff.
Regional flood control structures include the Whittier Narrows Dam and the Rio Hondo and San Gabriel spreading grounds, located adjacent to the Rio Hondo and San Gabriel rivers, respectively. The Whittier Narrows Dam captures local stormwater flows for groundwater replenishment.
DRAFT Final Report October 2024 35
Chapter 3 | Summary of Baseline Conditions
Vision 4 Framework
Inside this Chapter
» Vision Statement
» Vision Plan Goals,
Objectives, and Policies
The Vision Plan framework responds to baseline
conditions, community input, state/federal laws,
and opportunities to provide the goals, policies,
and actions to define the long-term vision. The
framework will guide future public agency
decisions related to mobility, land use, and
infrastructure. The diagram to the right was a
tool used throughout community engagement
events to introduce a holistic public policy and
planning approach. The elements in blue text
around the edges of the circle describe how the
Vision Plan contribute to achieving a healthier
and more sustainable community.
Allow people of all travel modes &
abilities to access Whittier Boulevard
Develop land use and mobility
recommendations based on
hundreds of public inputs
Adopt/apply a
universal design
approach
Recommendations align with future sustainability
district certification; align promoting active
transportation modes with complementary building
and urban fabric redevelopment
Update policies
& infrastructure
to promote
redevelopment and
placemaking; create
opportunities for new
local ownership
Promote Environmental
Justice in land use and
mobility policies; policies
oriented towards improving
socioeconomic equity
Utilize best design practices,
high-quality materials &
innovative designs
Create new
linkages
between Whittier
Boulevard,
adjacent
neighborhoods &
river pathways
36 Vision Plan
Vision
Historic Whittier Boulevard is a vibrant destination that is safe, reliable, accessible, and inclusive to all members of the community across abilities, ages, races, identities, and cultures. It is well connected to neighborhoods and regional transportation networks. New designs improve safety, public health, climate resilience, and quality of life while contributing to economic development.
DRAFT Final Report October 2024 37
Chapter 4 | Vision Framework
1. Promote healthy
lifestyles, access to open
space & safer streets for all
Vision Plan Goals
2. Cultivate a
more sustainable
environment
3. Improve community
prosperity
Goal 1: Green Spaces
and Mobility Facilities to
Support Active Living for
All Users
Promote active living and community wellbeing by creating frequent, accessible green spaces and promoting active transportation.
Goal 2: Climate Resilience
and Environmental Justice
through Environmental
Design
Address climate change impacts in ways that
promote increasing value and environmental
justice across the community.
Goal 3: Accessible and
Inclusive Housing
Ensure affordable and diverse housing options
that meet the needs of all residents and
support a walkable neighborhood.
Six goals were developed at the start of
the Multimodal and Vision Plan process,
which were based upon past community
engagement, promoting PR 2035, and the
scope of improvements that could potentially
be accomplished.
These goals facilitated initial input and
confirmation from the community. Once
confirmed, the goals provided initial guidance
for the existing conditions analysis, case studies
research, and design alternatives exploration.
Now, with a preferred design concept for
Whittier Boulevard and updated land use
recommendations, those goals have been
updated to support implementation of the
Vision Plan.
38 Vision Plan
6. Empower people to
participate in the process
4. Integrate art, culture
technology, & style
5. Stimulate economic
growth & resilience
Goal 5: Sustainable
Economic Growth
Foster a diverse and resilient local economy
that provides equitable opportunities for all.
Goal 6: Sustainable
Infrastructure
Development that
Integrates Future Planning
Modernize infrastructure to improve efficiency
by emphasizing multi-purpose and
sustainable designs.
Goal 4: Culturally
Sensitive Placemaking
Celebrate and preserve the community’s
cultural heritage while fostering inclusive and
vibrant public spaces.
Each goal of the Vision Plan is presented
below. Each goal has a dedicated page that
contains high-level objectives and policies to
support advancing that goal.
More specific details are found in Chapter 8—
Implementation, including specific actions that
can be taken by groups such as community
members, design consultants, and decisionmakers.
Please see Chapter 8 for more details
regarding the phased implementation
strategy.
DRAFT Final Report October 2024 39
Chapter 4 | Vision Framework
Objective 1.1
Develop and implement a comprehensive strategy to enhance the accessibility, connectivity, and quality of green spaces and mobility facilities. This strategy will aim to increase opportunities for active living by ensuring that all community members, regardless of age or ability, have equitable access to well-maintained parks, trails, and transportation infrastructure that supports walking, cycling, and other forms of active transportation. • Align policies and design with the Climate Action and Adaptation Plan (CAAP). • Update existing parks and recreational facilities along the corridor with new landscaping (from a comprehensive landscape palette featuring California native plants) and placemaking attractions.
• Where possible, preserve plants, flower beds and trees that remained from former land use and integrate into new open spaces and establish a strong tree replacement program. • Build new open spaces, from micro-parks, small plazas to neighborhood paseos with different programs.
• Prioritize bioswales and permeable paving materials to mitigate heat islands, manage stormwater runoff, and improve air quality.
• Add bike lanes, expand sidewalks, and create new pedestrian-friendly streets. • Implement ADA-compliant walkways from sidewalks to recreational facilities. • Develop wayfinding systems that incorporate accessible interpretive signage. • Plan for open spaces that provide a mix of active and passive recreational activities.
Goal 1: Green Spaces
and Mobility Facilities to
Support Active Living for
All Users
Promote active living and community wellbeing by creating frequent, accessible green spaces and promoting active transportation.
Right: linear park provides variety of different open
space programs and car-free connections.
40 Vision Plan
Objective 2.1
Develop and implement a climate resilience framework that integrates environmental justice principles into urban and community design. This framework will aim to mitigate the impacts of climate change while ensuring that all community members, especially those from marginalized and vulnerable populations identified in the CAAP Vulnerabilities Assessment, benefit equitably from climate adaptation measures and environmental enhancements. • Implement climate adaptation strategies that prioritize identified communities in CAAP Vulnerabilities Assessment such as flood mitigation, cooling stations/centers, green infrastructure and other mitigation measures in the CAAP to enhance resilience against extreme weather events and changing baseline climate conditions.
• Promote equitable access to clean air and water.
• Promote harvesting resources such as rainwater and renewable energy. • Engage residents in climate action planning and education. • Prioritize planting native species in green spaces to enhance carbon storage, biodiversity, and natural habitat restoration.
• Continue evaluation and adjustments to ensure effectiveness of green infrastructure and climate adaptation projects post-implementation.
• Develop land-use controls, such as stormwater management standards, and low-impact development strategies, to protect source water.
• Minimize impervious surface to reduce urban runoff and point source water pollution.
Goal 2: Climate
Resilience and
Environmental Justice
through Environmental
Design
Address climate change impacts in
ways that promote increasing value
and environmental justice across the
community.
Right: buildings that utilize environmental design
approaches and create usable open spaces
DRAFT Final Report October 2024 41
Chapter 4 | Vision Framework
Objective 3.1
Develop and implement a housing strategy that promotes affordability, diversity, and accessibility in residential options while supporting the creation of walkable, vibrant neighborhoods. This strategy will focus on ensuring that housing solutions meet the varied needs of all residents, foster inclusivity, and enhance neighborhood connectivity. • Incentivize mixed-use and mixed-income housing developments. • Allow transit-supportive housing densities.
• Align with the CAAP and incorporate housing that is affordable in all housing types. • Promote sustainable building practices such as energy-efficient design and green building certifications (LEED, WELL, and/or IFLI).
• Promote requirements for all-electric buildings, PV solar, and battery storage for new buildings. • Preserve the existing affordable housing stock through targeted policies and partnerships with nonprofit organizations.
• Create workforce housing near job centers.
• Support diverse housing stock that encourages long-term use by residents of different ages and backgrounds.
• Align increases of mixed-income affordable housing supply with a comprehensive range of community services (e.g. community gardens, environmental education, and volunteer programs). • Continue investing in meaningful civic engagement and education to support participatory planning process that informs housing developments.
Goal 3: Accessible and
Inclusive Housing
Ensure affordable and diverse housing
options that meet the needs of all
residents and support a walkable
neighborhood.
Right: rendering of a mixed-use, mixed-income housing
development with individual and shared open spaces
42 Vision Plan
Objective 4.1
Develop and implement a placemaking strategy that celebrates and preserves the community’s cultural heritage while fostering inclusive and vibrant public spaces. This strategy will focus on integrating cultural elements into public spaces, ensuring representation and engagement of diverse communities, and enhancing the sense of place and identity. • Establish formal districts that promote public life.
• Support local artists and arts and cultural organizations. • Integrate public art and cultural landmarks into urban design. • Promote inclusive programming and events that celebrate diversity. • Integrate historic and cultural features to create a sense of place reflective of the community. • Provide opportunities for collaboration between local artists and City-led initiatives. • Promote cultural and artistic facilities as part of redevelopment and revitalization efforts. • Integrate education for sustainability measures with new urban design elements such as using three-bin waste streams to divert and capture recyclables and organic waste.
Goal 4: Culturally
Sensitive Placemaking
Celebrate and preserve the community’s
cultural heritage while fostering inclusive
and vibrant public spaces.
Right: example of tactical urbanism in Los Angeles when underutilized street was transformed into attractive public plaza
DRAFT Final Report October 2024 43
Chapter 4 | Vision Framework
Objective 5.1
Develop and implement a strategy to promote a diverse, resilient, and equitable local economy that supports sustainable growth and provides equal opportunities for all residents.
This strategy will focus on strengthening various economic sectors, supporting small and minorityowned businesses, and ensuring that economic benefits are widely distributed across the community.
• Strength the local economy through initiatives that retain economic activity and enable residents to participate more effectively in the labor force. • Attract new businesses that support sustainable practices and promote local economic growth, particularly that support administrative, office, and professional service jobs for local residents.. • Establish incentives for small businesses and startups. • Reduce economic disparities, strengthen community wealth, and build a robust economic foundation that benefits all socioeconomic groups.
• Enhance access to equitable public and private resources through innovative strategies such as business retention programs, business incubators, and employment-based incentives to foster resilient industries and financial sustainability among locally owned businesses. • Invest in workforce readiness and development programs that reduce entry barriers provide opportunities for mentoring and training, and equip residents with skills for emerging industries. • Connect low-income workers with jobs by investing in multimodal systems that provide safe, accessible, and reliable transportation options.
Goal 5: Sustainable
Economic Growth
Foster a diverse and resilient local economy
that provides equitable opportunities for all.
Right: providing a diversity of land uses and gathering spaces that create a vibrant location that attracts more people
44 Vision Plan
Objective 6.1
Develop and implement a comprehensive infrastructure modernization strategy that prioritizes multi-purpose and sustainable design principles. This strategy will aim to enhance the efficiency and adaptability of infrastructure systems while integrating future planning considerations to address long-term needs and challenges.
• Promote a “dig-once” approach.
• Promote “access now, enhance later.”
• Redesign transportation networks to prioritize multimodal and active transportation options. • Integrate renewable energy sources into public realm and private development. • Implement smart city technologies and smart grid systems for efficient energy distribution. • Promote investments in electric vehicle technology and micromobility that support critical firstand last-mile access to quality transit services, reduce emissions and traffic.
Goal 6: Sustainable
Infrastructure
Development that
Integrates Future
Planning
Modernize infrastructure to improve
efficiency by emphasizing multi-purpose
and sustainable designs.
Right: diagram of a neighborhood multimodal hub that
facilitates transfers between modes and utilizes new
electric technologies
DRAFT Final Report October 2024 45
Chapter 4 | Vision Framework
Development 5 Plan
This chapter elaborates upon the vision and
goals identified in Chapter 4 by providing a
recommended development plan informing
land uses and buildings (Land Use Plan
Alternative 1). It creates unique development
areas, building development standards,
requirements for parking, open space,
and sustainability, allowable land uses per
development area, as well as provides a
system for providing development incentives/
bonuses based on public contributions.
The Development Plan provides a
comprehensive visual tool for applicants as
they put together proposals and for City staff to
facilitate project review. This chapter should be
reviewed prior to considering development in
the Plan Area.
Descriptions of each of the major elements of
land use, development areas, open space,
circulation, urban design, infrastructure, and
public services in this chapter provide the
framework for the development regulations
and design guidelines in Chapter 6 and 7.
Inside this Chapter
» Land Use Plan Alternative 1
» Land Use Plan Alternative 2
» Description of Development
Zones
» Development Standards
» Parking Requirements
» Parks and Open Space
Requirements
» Sustainability Requirements
» Development Incentives/
Bonus
46 Vision Plan
Village Residential
Low-scale residential townhomes and
adaptive reuse of existing buildings for
neighborhood-serving commercial
Similar to South Pasadena Metro A Line
Station Area
Village Mixed-Use
Low-scale mix of residential, retail, and
creative artisans that support a walkable
commercial corridor
Similar to Highland Park (York Boulevard
and Figueroa Street)
Town Residential
Multi-unit apartment buildings along a
public paseo network that transition existing
areas to the new neighborhood center
Similar to Monrovia Metro A Line Station
Area
Town Mixed-Use
Medium-scale mixed-use buildings, local
shopping, small streets, and urban plazas
for a vibrant new neighborhood center
Similar to the Americana at Brand in
Glendale
Riverfront District
Horizontal mixed-use district of creative
industries and new residences that model
sustainable development practices
Similar to the Downtown Los Angeles Arts
District
Parks and Open Space
Designated areas for public parks in a
variety of size, program, and landscape
design integrated with daily life
Similar to Network of parks in Spanish
and Hispanic Cities
Development Zones
Below are the six different development zones recommended for the HWB Plan Area. The following pages provide more details on the overall character and objectives of the zone, detailed development standards for each development zone, precedent imagery, and conceptual application of the intent of the development zone within the HWB Plan Area.
DRAFT Final Report October 2024 47
Chapter 5 | Development Plan
The recommended Land Use plan is based
upon a consensus of input from the community,
policymakers, and consideration for current market
conditions. Another key input to this plan is the
future Bus Rapid Transit (BRT) station at Whittier and
Rosemead for the Rosemead/Lakewood BRT line
from east Pasadena to Long Beach. While still in
planning stages, development of this BRT line is
highly anticipated and was approached as the
base future planning condition.
A future BRT station at this location would create
a high-quality transit area (HQTA) within one-half
mile of the station, as defined by the SCAG RTP/
SCS 2024. This condition would trigger a number of
State-level policies such as AB 2097 and AB 2011,
which would require higher development densities.
As such, this recommended land use plan provides
the densities and development standards to align
with State policies. Even if the BRT is not constructed, there are still some state policies that would apply
and other inputs (economic feasibility, community
input, etc.) that make the recommended Land Use
Plan the most viable alternative.
Overall, the Plan Area proposes five development
zones, which represent density, land use, and
design standards/guidelines that would be
new typologies for the City of Pico Rivera. A brief
introduction of each of the development zones
matching the land use map is described on this
page. The remainder of this chapter provides the
details for each zone.
Land Use Plan Alternative 1 (Based on Planned HQTA)
Village Residential
The Village Residential zone is primarily
concentrated along Durfee Avenue north
of the rail tracks. Another small area is north
of Whittier Boulevard west of the rail tracks
before the Rio Hondo River. The intent of
this zone is to complement the adjacent
residential areas where there is lower density
of non-residential uses currently existing.
Village Mixed-Use
The Village Mixed-use area is concentrated
along Durfee Avenue south of the rail tracks
and along Whittier Boulevard east and west
of Durfee Avenue. There are other zones
along the north side of Whittier Boulevard
west of Rosemead Boulevard and at the
southern edge of Rosemead Boulevard in
the Plan Area. The intent of this zone is to
build upon the existing commercial uses to
allow for higher densities and more housing
above commercial uses to create a lowscale, artisan commercial corridor.
Town Residential
The Town Residential zones are spread
throughout the Plan Area and used as
a transition zone between the Town
Mixed-use zone and existing residential
areas that abut the Plan Area.
Town Mixed-Use
The Town Mixed-use zone is intended
to be the predominate redevelopment
typology along Whittier Boulevard.
This zone is present for all larger
parcels along Whittier, Paramount,
and Rosemead Boulevards that have
large surface parking lots. The intent of
this zone is to transform into a vibrant,
mixed-use neighborhood center with
diverse uses set around a network of
public plazas and paseos.
Riverfront District
The Riverfront District is located at either
end of the Plan Area near the Rio Hondo
and San Gabriel rivers. The intent of this
zone is to promote sustainable waterfront
redevelopment that allows for more
experimentation in architectural style, mix of
land uses, and building sizes.
Parks and Open Space
The Parks and open space zone
identifies specific publicly-owned
parcels that exist or are planned to
become public parks. It also identifies
a 100 foot area along Paramount
Boulevard under existing power lines to
be designated as open space as it is
not able for development. Additions to
this zone can be made over time as the
area is redeveloped. 48 Vision Plan
Land Use Plan: Alternative 1 - With HQTA
DRAFT Final Report October 2024 49
Chapter 5 | Development Plan
Whittier Blvd.
Oversupply of off-street
parking in underutilized
surface lots due to
outdated minimum
parking and zoning
code requirements
Large big box
stores that turn
their backs to
residential areas,
which reduces
connections
Lack of street
trees and green
spaces resulting
in urban heat
islands
Wide local streets that
encourage speeding
and don’t provide a
comfortable pedestrian
atmosphere
Underutilized
alleys only used for
services and attract
undesirable, illicit
activities
Whittier Blvd. with vehicle-oriented
design that does not encourage
local placemaking and induces
high-speed, regional traffic that
makes it 2nd most dangerous road
in Pico Rivera
Below is a typical condition (2024) for a commercial corridor identified in PR 2035, which is exemplified by Whittier Boulevard between Rosemead Boulevard and Durfee Avenue.
Jackson St.
Durfee Ave.
Deland Ave.
Lindsey Ave.
Rosemead Blvd.
N
50 Vision Plan
Whittier Blvd.
Proposed early redevelopment
of older, smaller retail building to
maximize highest and best use
and provides parking surplus to
allow for next redevelopments
Proposed early
redevelopment of
high-visibility corner
and large lot that can
accommodate all its
own parking needs
Proposed redevelopment of
Whittier Boulevard fronting
parcel adjacent to excess
new structured parking
Proposed early
redevelopment
of vacant/
underutilized
corner
Phase 1 of Los
Paseos and
parking lots
Phase 1 of Whittier
Boulevard redesign,
which includes new
crosswalks, painted curb
extensions, and pilot
parklets
Jackson St.
Durfee Ave.
Deland Ave.
Lindsey Ave.
Rosemead Blvd.
Conceptual rendering showing proposed redesign of Whittier Boulevard and potential buildout based on land use recommendations after 10-15 years (2035-2040).
N
DRAFT Final Report October 2024 51
Chapter 5 | Development Plan
Whittier Blvd.
Jackson St.
Durfee Ave.
Deland Ave.
Lindsey Ave.
Rosemead Blvd.
Conceptual rendering showing the complete buildout of a block on the south side of Whittier Boulevard and key infill sites based on land use recommendations after more than 30 years.
Final Phase
of redesign
of Whittier
Boulevard as a
complete street
Pedestrian paseo network
Infill
development of
key properties
on north side of
Whittier Blvd. Multi-purpose public plazas
Mixed-use
redevelopment of
large surface parking
lots on south side of
Whittier blvd.
Preservation of
existing retail
and addition
of new groundfloor retail
Parking
structures to
serve the
district
Addition of
new open
spaces
Redesign of
parking lot
circulation as
pedestrianoriented streets
N
52 Vision Plan
During development of the Multimodal and Vision Plans, the project team completed multiple tours with key stakeholder groups to understand the development scale for comparable and model districts. The project team also did a case study analysis of large redevelopment projects. These locations represent both physical development desired by the community and stakeholders, as well as provide for particular public policy guidance for design development and/or implementation (e.g., Pasadena’s approach to revitalizing Old Town). The phased conceptual renderings and design guidelines incorporate lessons learned and desired physical elements.
Case Studies: Inspiration and Lessons Learned for the Land Use Plan Old Town, Pasadena, CA
• Mix of low- and medium-density mixeduse buildings that create a diverse district • Leveraging public transit investments with
transit-supportive housing densities and
well-designed open spaces
• Redevelopment of alleys into pedestrian
paseos that have encouraged significant
economic growth and investment
Alhambra Place, Alhambra, CA
• Comparable individual development
including major retail chains and 260
residential units
• Redevelopment of a declining shopping
center and surface parking lots while
preserving existing uses
• Development guided by a Specific Plan
Old Towne Orange, Orange CA
• Two- to three-story mixed-use buildings
throughout Old Towne
• Commercial and mixed-use buildings
adjacent to residential neighborhoods
• Variety of frequent open spaces
• Public parking structure that serves the
Metrolink station and Old Towne Orange
visitors
Public parking structure Open space and housing next to Metro A Line station Mixed-use development on former surface parking lot Central open space Alley space converted into a pedestrian plaza New housing adjacent to existing commercial DRAFT Final Report October 2024 53
Chapter 5 | Development Plan
Development Standards
Glossary of Terms
The following terms are integral to
implementing the development standards
and design guidelines. These terms shall have
the following meanings.
Build-to Line: The line at the front lot line
at which construction of a building façade
is to occur on a lot, running parallel to the
front property line without setback, and thus
ensuring a uniform building façade line along
the street.
Building Mass: Building mass describes threedimensional forms and how people perceive them. Buildings are composites of varying
types of surfaces that convey a sense of mass.
This composition is described as the “massing”
of forms in a building. Mass can be broken
down through horizontal and vertical details or
articulation and can significantly enhance the
character of a building.
Commercial/Office Building: Refers to a
building that includes retail, service, restaurant,
entertainment, and/or office uses.
Front Façade: The exterior face of a building
which is the architectural front, sometimes
distinguished from other faces by elaboration
of architectural or ornamental details, and
location of primary entry.
Infill: A newly constructed building within an
existing development area.
Housing Density: The number of dwelling units
that can be built on a site on a given area.
Usually referred to by number of dwelling units
per acre, or du/acre.
Lot: A legal parcel of land.
Mixed-Use Building: A mixed-use building has
commercial and/or office uses on the groundfloor, with commercial, office, or residential uses above.
Mixed-Use Project: A mixed-use project has
multiple buildings on one lot that support a
mix of compatible uses, including residential.
Pedestrian Scale: Pedestrian scale refers to
the proportional relationship between the
dimensions of a human being and buildings,
outdoor spaces, streetscapes, or objects.
Pedestrian scale is used to describe the scale
of objects or building mass to a human being
and is intended to create the perception and
experience of smaller, compact spaces at a
slow, walkable pace.
Scale: Scale is the measurement of the
relationship of one object to another object. All
components of a building have a relationship
to each other and to the building as a
whole, which is the “scale” of the components.
The relationship of a building, or portions
of a building, to a human being is called
“pedestrian scale” (see above).
Setback: The minimum horizontal distance
between the lot or property line and the
nearest front, side, or rear line of the building
(including terraces or any covered projection
thereof), excluding steps.
Step back: The tiering of a building’s rear
façade relative to the required setback line to
reduce building mass.
Street Frontage: The building alignment along
the public sidewalk and street forms the street
frontage.
Street Wall: The wall or portion of a wall of a
building facing the street.
Transparency: Ratio of unblocked transparent
glass to opaque building materials, in
reference to the minimum amount of the
building façade that must contain windows
or other non-opaque materials. Any signs or
lettering on the windows would be considered
“opaque” and therefore not count toward the
minimum transparency required.
54 Vision Plan
Development Standards by Districts
These development standards provide the regulatory framework for the HWB Vision Plan. To establish the physical form and identity of the HWB Plan Area, development standards have been tailored for each district. The development standards address both new buildings and site improvements.
Difference Between Development Standards and Design Guidelines
STANDARDS
Development standards are measurable criteria for building elements such as setbacks, step backs, building heights, lot coverage, and housing density. The standards are prescriptive and quantitative, and are applied to all properties in each district consistently.
Development standards are mandatory, and projects may only be approved if the proposed improvements are consistent with the development standards, unless otherwise allowed by a Variance or Administrative Adjustment.
Pico Rivera has developmed citywide Objective Design Standards (ODS) based upon the current General Plan and Zoning Code.
In adapting this Vision Plan into a future Specific Plan, the development standards in this Chapter should be added to with ODS that relate to topics covered in the design guidelines of this Plan and/or the current Citywide ODS. This would enable a wider range of projects to be completed by-right, and for those projects to still have a high architectural quality that matches the community’s vision.
GUIDELINES
Design guidelines are discretionary and qualitative. They are intended to serve as criteria for reviewing projects during the application and approval process. Design guidelines address elements that cannot easily be measured or quantified, but are important aspects of the design and quality of a building or development. The design guidelines contain recommendations on design aspects that are more open to interpretation, such as texture, materials, style, and overall design character. In certain circumstances, design guidelines are mandatory; these are indicated with clear terminology such as “shall” and “must.” Together, the development standards (Chapter 5) and design guidelines (Chapter 6) shape the physical development within the HWB Plan Area.
DRAFT Final Report October 2024 55
Chapter 5 | Development Plan
Village Residential
The Village Residential zone is established to
accommodate low-scale single- and multiunit residential housing types. These uses could include secondary uses like small businesses
as storefronts in key locations, which support
neighborhood-serving commercial activity.
Objectives
1. Create a similar scale to surrounding
residential areas
2. Support adaptive reuse and infill
development rather than demolition and
new buildings
Built Form Characteristics
• The physical form primarily consists of
two- to three-story buildings that can
accommodate small-scale attached
residential and attached/detached
commercial uses.
• In some cases where there are large
properties and/or non-residential adjacent
uses, four-story townhome buildings could
be allowed.
• The pedestrian realm is supported by wide
sidewalks, consistent street tree planting,
well-designed buildings with active
storefronts, as well as parklets and treelets
where there is available space in on-street
parking areas and/or sponsored by an
adjacent property and/or business.
• Buildings will “step back” when adjacent
edges face existing single-family residential
uses to transition to the existing scale and
provide outdoor terrace space for new
uses.
• Step backs are not required to lowerscale uses across a street. Vertical and/ or horizontal mixed-use buildings are
encouraged.
Precedent Communities/Districts
• Residential areas surrounding Uptown
Whittier
• South Pasadena
• Mar Vista area of Los Angeles
Snapshot of Baseline Conditions
Total Area 12 acres (6%)
Notable Existing Uses within Development Zone
• Zarios Barbershop
• Vargas Mexicatessen
• Carniceria La Ranchera
56 Vision Plan
Changes in
roof pitch and
building heights
Changes in facade
materials that align
with different housing
units and/or main
features (e.g., plan
offsets, entries, etc.)
Balconies for private
outdoor space
Use small landscape zones to design
with small changes in topography
rather than regrading to create flat
parcels
No garages
and curb cuts
along primary
frontages
Housing units have
individual entrances to
exterior
Location: Charlotte Park, Nashville, Tennessee
DRAFT Final Report October 2024 57
Chapter 5 | Development Plan
Village Residential Development Standards: Building Envelope Development Standard Categories Zone 1:
Village Residential
Height and Density
Maximum Density (du/ac) 30 du/ac
Maximum Density (FAR) 1.5
Maximum Height (feet) 40 ft
Maximum Height (levels) 3
Ground Floor Height: Nonresidential 12 ft minimum
Ground Floor Height: Residential 10 ft minimum
Setbacks
Whittier Boulevard (south side) 15 ft (or distance required to have a 25 ft wide sidewalk from back of bike lane curb to building edge)
Whittier (north side), Rosemead, and Paramount Boulevards: Residential 5 ft minimum / 10 ft maximum Whittier (north side), Rosemead, and Paramount Boulevards: Nonresidential 5 ft maximum Existing Local Streets: Residential 10 ft minimum / 20 ft maximum Existing Local Streets: Nonresidential 10 ft maximum
New Streets: Residential 5 ft minimum / 10 ft maximum
New Streets: Nonresidential 5 ft maximum
Alley: Residential 5 ft maximum
Alley: Nonresidential Zero setback, except for garage doors opening onto alley, then 2 ft minimum
Property lines (not fronting street; adjacent to properties outside Plan Area) 10 ft maximum Property lines (not fronting street; interior to Plan Area) Zero setback Step Backs
Property edges adjacent to Single-unit Residential Parcel (that is outside of Plan Area)
Maximum of 2 levels at setback up to first 15 ft of shared property line; 10 ft step back for each additional level
Property edges adjacent to Multi-unit Residential
(that is outside of Plan Area)
Maximum of 3 levels at setback up to first 10 ft of shared property line; 5 ft step back for each additional level
58 Vision Plan
Village Residential Precedent Designs/Projects
Small residential unit above a garage Multi-unit building that looks like a single-unit home Mix of townhome typologies Multi-story bungalow court style housing Apartment building to look like multiple buildings Mix of townhome typologies Recessed entrance to small apartment building Townhomes with vehicle access from rear alley Small open space adjacent to apartment building DRAFT Final Report October 2024 59
Chapter 5 | Development Plan
The images to the right and on the following
page demonstrate how the Village Residential
standards, guidelines, and development
examples would apply to sites within the
designated development zone.
The image on this page shows the building
envelope for potential development for
two parcels along Durfee Avenue. The two
parcels are both at a corner intersection and
are separated from adjacent single- and/
or multi-family parcels by an alley (proposed
to become Los Paseos). Both buildings show
two levels of apartments (yellow) above a
ground-floor level of retail/restaurant (red)
and/or community facilities (purple). The upper
levels of apartments are shown to step back at
each level to reduce the heights adjacent to
residential areas, but also to provide outdoor
terrace spaces for the new apartments. Overall,
this level of development is very similar to the
development potential allowed by the current
Mixed-Use Zone in the Pico Rivera General
Plan and Zoning Code, which is present along
Durfee Avenue.
Generally, given regional development costs
and the makeup of parcels within the local
Village Residential Zone that are mostly similar
in size, there is not a significant variety of
building envelopes anticipated in this zone.
The image on the following page provides
further level of detail for the potential
development of a typical infill parcel within the
Village Residential Zone, using the same sites
as shown for the building envelope.
As shown, there can be a wide variety of
architecture styles and architectural elements
employed to provide interest and variety
within the Village Residential Zone.
Conceptual Development of Village Residential
West Ave.
N
Durfee Ave.
HWB Vision Plan Study Area
CALIFORNIA
19 Whittier Blvd
Passons Blvd
Holbrook St
Holbrook St
Loch Lomond Dr
Havenwood Dr
Beverly Blvd
Olympic Blvd
Beverly Rd
West Blvd
West Blvd
Paramount Blvd
Rosemead Blvd
Durfee Ave
60 Vision Plan
Small elements like clocks
to establish pedestrian
scale and traditional
character
Larger arched windows
for ground-floor uses
and smaller windows for
upper floors
Emphasize residential features for mixed-use buildings such as sloping and red clay tile roofs
Maximum of three levels and articulated façade (vertically and horizontally) to reduce building massing
Existing
West Ave.
N
Durfee Ave.
Location: Looking south
along Durfee Ave. at
West Ave.
DRAFT Final Report October 2024 61
Chapter 5 | Development Plan
Village Mixed-Use
The Village Mixed Use zone is established to
accommodate low-scale mix of integrated
complementary uses like residential, small
business, and mixed-use, which encourage an
eclectic, creative makers-space neighborhood.
Objectives
1. Create a transition zone between singlefamily neighborhoods and adjacent commercial corridors
2. Promote high diversity of locally-owned
(existing and new) businesses
Built Form Characteristics
• The physical form emphasizes three- to
four-story vertical and/or horizontal mixeduse building types that are primarily attached with zero front and side lot
setbacks.
• Similar to the Village Residential zone,
buildings will often “step back” at upper
stories when facing existing single-family
uses.
• Stand-alone uses are also allowed for
commercial and residential
• Buildings will often have active fronts to
both to the street (with a mix of residential
and commercial uses along the street
frontage) and pedestrian paseos along
Speedway Alley (Los Paseos).
• Live-work uses and outdoor dining are
encouraged along Los Paseos, while
commercial-oriented uses are encouraged
along streets.
Precedent Communities/Districts
• Frogtown in Los Angeles
• Old town Monrovia
• Uptown Orange
• York and Figueroa Boulevards—Highland
Park, Los Angeles
• Abbott Kinney—Venice Beach
• Franklin Village in Los Angeles
• Downtown Covina
• Main Street Alhambra
Snapshot of Baseline Conditions
Total Area 37 acres (19%)
Notable Existing Uses within Development Zone
• Brewjeria
• Sanford’s Vintage Record Shop
• Mario’s Tacos
• La Mano
• Original Tommy’s World Famous Hamburgers
• Fire Department Station No. 40
62 Vision Plan
Mixture of different
building heights,
architecture styles, and
slight variations of
design details such as
building setbacks
House clearly
converted to a
commercial use
Some ambiguity if building
is used for residential or
commercial/office uses
Building setback
(front yard)
space used as
small plaza
space
Front yard space
visible, but used as
private space
Large front,
ground-floor
windows for
commercial uses
DRAFT Final Report October 2024 63
Chapter 5 | Development Plan
Village Mixed-Use Development Standards: Building Envelope Development Standard Categories Zone 2:
Village Mixed-Use
Height and Density
Maximum Density (du/ac) 40 du/ac
Maximum Density (FAR) 1.75
Maximum Height (feet) 40 ft
Maximum Height (levels) 3
Ground Floor Height: Nonresidential 12 ft minimum
Ground Floor Height: Residential 10 ft minimum
Setbacks
Whittier Boulevard (south side) 15 ft (or distance required to have a 25 ft wide sidewalk from back of bike lane curb to building edge)
Whittier (north side), Rosemead, and Paramount Boulevards: Residential 5 ft minimum / 10 ft maximum Whittier (north side), Rosemead, and Paramount Boulevards: Nonresidential 5 ft maximum Existing Local Streets: Residential 10 ft minimum / 20 ft maximum Existing Local Streets: Nonresidential 10 ft maximum
New Streets: Residential 5 ft minimum / 10 ft maximum
New Streets: Nonresidential 5 ft maximum
Alley: Residential 5 ft maximum
Alley: Nonresidential Zero setback, except for garage doors opening onto alley, then 2 ft minimum
Property lines (not fronting street; adjacent to properties outside Plan Area) 10 ft maximum Property lines (not fronting street; interior to Plan Area) Zero setback Step Backs
Property edges adjacent to Single-unit Residential Parcel (that is outside of Plan Area)
Maximum of 2 levels at setback up to first 15 ft of shared property line; 10 ft step back for each additional level
Property edges adjacent to Multi-unit Residential
(that is outside of Plan Area)
Maximum of 3 levels at setback up to first 10 ft of shared property line; 5 ft step back for each additional level
64 Vision Plan
Village Mixed-Use Precedent Designs/Projects
Small residential addition over commercial space Traditional main street building Wax Paper deli shop in Frogtown, Los Angeles Apartment building with different materials Building matching scale of neighborhood but ambiguous uses
Slight increase in building height from adjacent buildings Apartments set back behind commercial ground-floor Colorado Blvd. in Eagle Rock Small apartment with large outdoor terrace DRAFT Final Report October 2024 65
Chapter 5 | Development Plan
The images to the right and on the following
page demonstrate how the Village MixedUse standards, guidelines, and development examples would apply to sites within the
designated development zone.
The development potential for the Village
Mixed-Use Zone is very similar to the Village
Residential Zone with many of the same
development standards such as building
heights and step backs. Key differences for the
Village Mixed-Use Zone are the types of land
uses allowed (to emphasize more commercial,
restaurant, and live/work uses) and the sizes of
parcels in the zone that are larger and have
a wider range of variation. These similarities
and differences are reflected in the image
to the right showing development of the two
parcels on the north side of Whittier Boulevard
at Lindsey Avenue.
Similar to the Village Residential, both new
developments are three stories with upper
levels of apartments above nonresidential
ground-floor uses. Upper floors step back to
provide outdoor open space and the roofs
are designed for open space and/or solar
panels. With larger parcels and more active
street frontages, ground-floors open to Whittier
Boulevard, Lindsey Avenue, and Los Paseos.
Conceptual Development of Village Mixed-Use
Lindsey Ave.
N
Whittier Blvd.
CALIFORNIA
19 Whittier Blvd
Passons Blvd
Holbrook St
Holbrook St
Loch Lomond Dr
Havenwood Dr
Beverly Blvd
Olympic Blvd
Beverly Rd
West Blvd
West Blvd
Paramount Blvd
Rosemead Blvd
Durfee Ave
Buildings are encouraged to have entrances
that front both streets and the Los Paseos
network. Futhermore, these entrances are
encouraged to promote indoor-outdoor retail
and live/work environments through features
such as outdoor dining, roll-up doors, and
small workshops.
66 Vision Plan
Existing
Lindsey Ave.
N
Whittier Blvd.
Potential for upper
floor addition and/
or upper floor of
redevelopment
Building at the
intersection is
tapered at the corner
to provide visual
emphasis and more
sidewalk space
Parklet curb
extension for
outdoor dining
along minor street
Variety of building
materials and colors
create visual interest
along the block
Upper floor balconies
facing the street
can be recessed or
extruded from the
building face
Facades demonstrate
guidelines from Facade
Improvement Program
Architectural Theme
Guidelines
Location: Looking at the IDEA Lab at the intersection of Whittier Blvd. and Lindsey Ave.
DRAFT Final Report October 2024 67
Chapter 5 | Development Plan
Town Residential
The Town Residential zone is established to
accommodate medium density multi-unit
residential housing types, interspersed with
some ground-floor commercial uses, which
provides a walkable transition between
existing residential areas and the Town Mixed
Use neighborhood center.
Objectives
1. Establish a new residential block and/or
small area that provides a new scale and
type of housing
2. Create a transition zone between existing
residential areas and new Town MixedUse areas, which provides a larger physical scale to adjacent single-family but smaller
scale than Town-Mixed Use
Built Form Characteristics
• The physical form consists of three- to fivestory buildings that can accommodate medium density (e.g., 45-60 du/ac) standalone multi-unit residential apartments and townhome typologies. Ground-floor retail
should be periodic and is encouraged
along existing and new collector-scale
streets, while ground-floor residential
units that have individual entrances are
encouraged along the paseo network
and local streets. Vertical mixed-use
buildings are allowed at key locations.
• The mix of commercial and residential
frontages all include street trees, wide
sidewalks, and mix of small plazas and
park spaces that represent a variety of
desired daily activities within walking
distance for surrounding residents such as
playgrounds, small ball courts, and social
meeting spaces. Pedestrian pathways
between residential and Town Mixed
Use areas are oriented towards streets
with ground-floor commercial uses, while
residential pathways support a quieter
walking environment.
Precedent Communities/Districts
• Monrovia A Line Station Area
• Downtown Claremont
Snapshot of Baseline Conditions
Total Area 18 acres (9%)
Notable Existing Uses within Development Zone
• Hope Community Church
• Jackson Street Car Wash
• Chick-Fil-A
• Big 5 Sporting Goods
68 Vision Plan
Most units have
personal balconies
Landscape areas along
walking paths reinforce
serene environment
Bollard
lighting
supports
low night
light
pollution
Permeable
paving with
different
materials, colors,
and/or patterns
for different
zones
Clear primary
entries and/
or vertical
circulation for
buildings
Ground-floor is primarily residential uses
Consistent color and
material palette for
multiple buildings
creates unifying
district aesthetic
Colorful artwork
to add cultural
vibrancy and
interesting
placemaking
Location: European modern housing development
Three-bin waste
streams to divert
and capture
recyclables and
organic waste.
DRAFT Final Report October 2024 69
Chapter 5 | Development Plan
Town Residential Development Standards: Building Envelope Development Standard Categories Zone 3:
Town Residential
Height and Density
Maximum Density (du/ac) 60 du/ac
Maximum Density (FAR) 2.0
Maximum Height (feet) 50 ft
Maximum Height (levels) 4
Ground Floor Height: Nonresidential 12 ft minimum
Ground Floor Height: Residential 10 ft minimum
Setbacks
Whittier Boulevard (south side) 15 ft (or distance required to have a 25 ft wide sidewalk from back of bike lane curb to building edge)
Whittier (north side), Rosemead, and Paramount Boulevards: Residential 5 ft minimum / 10 ft maximum Whittier (north side), Rosemead, and Paramount Boulevards: Nonresidential 5 ft maximum Existing Local Streets: Residential 10 ft minimum / 20 ft maximum Existing Local Streets: Nonresidential 10 ft maximum
New Streets: Residential 5 ft minimum / 10 ft maximum
New Streets: Nonresidential 5 ft maximum
Alley: Residential 5 ft maximum
Alley: Nonresidential Zero setback, except for garage doors opening onto alley, then 2 ft minimum
Property lines (not fronting street; adjacent to properties outside Plan Area) 10 ft maximum Property lines (not fronting street; interior to Plan Area) Zero setback Step Backs
Property edges adjacent to Single-unit Residential Parcel (that is outside of Plan Area)
Maximum of 3 levels to setback within 15 ft of shared property line; 10 ft step back at level 4; 5 ft step back each additional level Property edges adjacent to Multi-unit Residential
(that is outside of Plan Area) 10 ft minimum 4th floor and above 70 Vision Plan
Town Residential Precedent Designs/Projects
Commercial uses mixed within residential street Residential building with large upper floor terrace Neo Mediterranean architectural style Typical wrap building with ground-floor commercial Wrap apartment building hiding parking Apartment building facing landscape pathway Mixture of multiple buildings with cohesive design Apartment building with large continuous balconies Apartment building facing landscape pathway DRAFT Final Report October 2024 71
Chapter 5 | Development Plan
The images to the right and on the following
page demonstrate how the Town Residential
standards, guidelines, and development
examples would apply to sites within the
designated development zone.
The Town Residential Zone is meant to provide
a transition between existing low-scale
residential areas outside the Plan Area with
new Town Mixed-Use designations along
major commercial corridors within the Plan
Area. This will be accomplished though a
wide-range of allowable building types that
are largely residential uses. Shown to the right
are multiple parcels between Rosemead
Boulevard and Target on the south side of
Whittier Boulevard where a small retail strip
plaza and surface parking currently exists.
This example shows how the strip plaza
could be redeveloped into a small, threestory apartment building, a row of attached townhouses, and a pedestrian paseo
that aligns with existing Waverly Drive. The
footprint of these new buildings are shown
to mostly occupy the current area used for
surface parking so an open space buffer can
be provided between the new buildings
and surrounding areas. The new paseo will
provide a pedestrian connection between
the adjacent neighborhoods and new
neighborhood center.
The following page demonstrates the
potential for the redevelopment at the corner
of Jackson Street and Passons Boulevard across
from the proposed PAD Park. This is a small
block and is the current site of an Autozone,
which is oriented towards surface parking lots
along Whittier Boulevard and provides blank,
unattractive walls to the existing residential
uses along Passons Boulevard. The Town
Residential Zone would provide for a mixture
of residential buildings that would orient the
front of buildings to face all bordering streets
to create attractive streets to walk along.
Buildings would respond to the scale and
types of buildings across streets: townhomes
are proposed along Passons Boulevard to
respond to existing homes while a slightly
larger apartment building is proposed along
Jackson Street where the street is wider and
there are no existing residential uses.
Conceptual Development of Town Residential
Waverly Dr.
N
Underwood St.
Parking lot CALIFORNIA
19 Whittier Blvd
Passons Blvd
Holbrook St
Holbrook St
Loch Lomond Dr
Havenwood Dr
Beverly Blvd
Olympic Blvd
Beverly Rd
West Blvd
West Blvd
Paramount Blvd
Rosemead Blvd
Durfee Ave
72 Vision Plan
No blank walls
facing streets
Individual
exterior
entrances to
ground-floor
units
Articulated
facades and
frequent
balconies
Townhomes
similar scale to
houses across
the street
Taller buildings when not
adjacent to existing residential
and/or when facing open spaces
Vehicle entrance from street leads
to parking facilities hidden behind
buildings and/or interior of blocks
Existing
N
Passons Blvd.
Jackson St.
Location: Looking north along Passons Ave. at Jackson St.
DRAFT Final Report October 2024 73
Chapter 5 | Development Plan
Town Mixed-Use
The Town Mixed Use zone is established to
accommodate medium to high density mixed
use developments, which is meant to serve
as the neighborhood center for urban public
realm life.
Objectives
1. Establish a new scale and mixture of uses
from what is present in Pico Rivera today
2. Create a vibrant, urban neighborhood
center that facilitates diverse live, work, and
play activities throughout the day and
evening
3. Create a walkable public realm connected
by a network of paseos, small urban
plazas, and green spaces.
Built Form Characteristics
• The physical form emphasizes the
most public and urban area of Whittier
Boulevard with three- to six-story vertical
and/or horizontal mixed use building
types.
• Ground-floor uses are mostly retail,
commercial, and live-work uses, with
ground-floor residential uses limited mostly
to Townhome building typologies.
• Stand-alone non-residential uses are
allowed.
• The majority commercial and maker-space
ground-floor uses are combined with a
variety of public realm typologies from
wide sidewalks with double row of street
trees, curbless streets, pedestrian paseos,
and small to medium sized plazas.
• Plazas are envisioned to be more oriented
to flexible hardscape (but still with sufficient
shading and landscape areas) plazas
that support social gathering, temporary
markets/vendors and street performances/
public art from patrons beyond the City.
• Altogether, this zone supports the vibrant
walking environment of a neighborhood
center that varies in activities during
different times of the day.
Precedent Communities/Districts
• Culver City Metro E Line Station Area
• Americana at Brand in Glendale
Snapshot of Baseline Conditions
Total Area 64 acres (37%)
Notable Existing Uses within Development Zone
• Target
• Superior Grocers
• In-N-Out Burger
• Food 4 Less
• Cincepolis Cinemas
• Casa Garcia
74 Vision Plan
Pedestrianoriented
street that
accommodates
local, service,
and emergency
vehicles
Landscape used to separate
building frontage zones (e.g., for
outdoor dining) from main circulation
Podium-level residential
amenities are visible
to/from public life on
ground-level
Balconies face out to
public areas; upper
floor levels step back
Rhythm of different step backs and facade articulations for upper levels along public vista
Upper floor
and rooftop
commercial/
restaurant uses
with outdoor
dining
Location: The Battery, Atlanta, Georgia
Three-bin waste streams
to divert and capture
recyclables and organic
waste.
DRAFT Final Report October 2024 75
Chapter 5 | Development Plan
Town Mixed-Use Development Standards: Building Envelope Development Standard Categories Zone 4:
Town Mixed-Use
Height and Density
Maximum Density (du/ac) 80 du/ac
Maximum Density (FAR) 2.5
Maximum Height (feet) 65 ft
Maximum Height (levels) 5
Ground Floor Height: Nonresidential 15 ft minimum
Ground Floor Height: Residential 12 ft minimum
Setbacks
Whittier Boulevard (south side) 15 ft (or distance required to have a 25 ft wide sidewalk from back of bike lane curb to building edge)
Whittier (north side), Rosemead, and Paramount Boulevards: Residential 5 ft minimum / 10 ft maximum Whittier (north side), Rosemead, and Paramount Boulevards: Nonresidential 5 ft maximum Existing Local Streets: Residential 10 ft minimum / 20 ft maximum Existing Local Streets: Nonresidential 10 ft maximum
New Streets: Residential 5 ft minimum / 10 ft maximum
New Streets: Nonresidential 5 ft maximum
Alley: Residential 5 ft maximum
Alley: Nonresidential Zero setback, except for garage doors opening onto alley, then 2 ft minimum
Property lines (not fronting street; adjacent to properties outside Plan Area) 10 ft maximum Property lines (not fronting street; interior to Plan Area) Zero setback Step Backs
Property edges adjacent to Single-unit Residential Parcel (that is outside of Plan Area)
Maximum of 3 levels to setback within 15 ft of shared property line; 10 ft step back at level 4; 5 ft step back each additional level Property edges adjacent to Multi-unit Residential
(that is outside of Plan Area) 10 ft minimum 4th floor and above 76 Vision Plan
Town Mixed-Use Precedent Designs/Projects
Mix of buildings with street as primary public place Large publicly accessible open space with apartments Terraced pedestrian paseo connecting streets Culver City Platform building with ground-floor retail Culver City Ivy Station open space and apartments Stand alone parking structure with architectural features Recessed ground-floor retail Typical podium building with balconies Americana open space, apartments, and ground-floor retail DRAFT Final Report October 2024 77
Chapter 5 | Development Plan
The images to the right and on the following
page demonstrate how the Town MixedUse standards, guidelines, and development examples would apply to sites within the
designated development zone.
The Town-Mixed-Use Zone is utilized for parcels
along major commercial corridors, which are
typically located on the south side of Whittier
Boulevard and have a common characteristic
of large surface parking lots serving big box
retail stores. Generally, these surface parking
lots and big box stores are proposed to be
transformed into a connected urban fabric
that resembles a traditional walkable, urban
neighborhood. Shown to the right is a concept
of how multiple individual developments
along the south side of Whittier Boulevard can
fit together to create a cohesive neighborhood
between Rosemead Boulevard and Jackson
Street.
A mixture of podium and wrap buildings
with the tallest sections at about six stories
are proposed along Whittier Boulevard,
with heights reduced further away from
Whittier Boulevard. The south side of Whittier
Boulevard is proposed for fairly continuous, but
articulated, street wall with wide sidewalks (at
least 25 feet), while internal streets have more
intimate sidewalks, plan offsets, and larger step
backs to create visual interest.
The image on the following page shows the
same Town Mixed-Use Zone applied to the
Village Crosswalk Plaza along the existing
power lines along Paramount Boulevard.
Buildings would be setback 100 feet from the
power lines and the space underneath would
become a greenway that would provide a
mixture of active and passive green spaces.
The ground-level of buildings along the
greenway would have a wide promenade
to encourage outdoor dining and seamless
interaction between the buildings and
greenway.
Separated from surrounding uses by both the
wide greenway and Paramount Boulevard,
the tallest building heights would be directly
along the greenway and would step back
moving further away. The images show a
variety of facade designs with different types,
sizes, and patterns of windows.
Conceptual Development of Town Mixed-Use
San Gabriel River
N
Whittier Blvd.
CALIFORNIA
19 Whittier Blvd
Passons Blvd
Holbrook St
Holbrook St
Loch Lomond Dr
Havenwood Dr
Beverly Blvd
Olympic Blvd
Beverly Rd
West Blvd
West Blvd
Paramount Blvd
Rosemead Blvd
Durfee Ave
78 Vision Plan
Outdoor
dining for
ground-floor
uses
Landscape and/or planters separating
outdoor dining from circulation
Articulated
facade details
to provide
visual interest
Horizontal
elements
separating
major breaks
between
levels
Large step backs for taller buildings
Frequent balconies facing public
streets and walkways
Mix of open space (open area for active
recreation, habitat as landscape buffers,
walking paths, etc.) mixed in with buildings
Existing
N
Paramount Blvd.
Location: Looking south along Paramount Blvd. from Whittier Blvd.
Three-bin waste
streams to divert and
capture recyclables
and organic waste.
DRAFT Final Report October 2024 79
Chapter 5 | Development Plan
Riverfront District
The Riverfront District is similar to a Mid Intensity
Activity Center zone and established to provide
places for medium density multi-unit housing,
mixed-use developments, and variety of
commercial uses along a sustainable riverfront.
Objectives
1. Establish a new scale and mixture of uses
from what is present in Pico Rivera today
2. Prioritize sustainable development
practices from passive energy building
design, non-toxic materials, and integration
with adjacent water resources and
floodplains
3. Promote flexibility and innovation in
development projects
Built Form Characteristics
• The physical form consists of three—to
seven-story vertical and/or horizontal
mixed use building types. Stand-alone
uses are also allowed. Medium to large
commercial buildings accommodate office,
R&D, flex uses, and vertically integrated
manufacturing and retail spaces designed
for maximum flexibility and compatibility,
along with accommodation of a range of
concentrated commercial uses.
• Buildings are encouraged to include
indoor-outdoor environments such as
small interior courtyards, campus-like quad
spaces, and common areas and pathways
along the riverfront. Building entrances are
encouraged along riverfronts.
Precedent Communities/Districts
• Downtown Los Angeles Arts District
• OC Vive, Anaheim
• Sacramento River District
• Riverwalk, San Diego
• Pearl District, Riverwalk, San Antonio, TX
• Paseo Santa Lucia, Monterrey, MX
Snapshot of Baseline Conditions
Total Area 15 acres (8%)
Notable Existing Uses within Development Zone
• A Mi Hacienda
• Clearman’s Steak ‘N Stein
• Howard Johnson Motel
80 Vision Plan
Landscape and shade trees planted
along pedestrian path A variety of seating,
circulation, and play
elements mixed
throughout public areas
Buildings set back,
but open onto the
public space along
riverfront
Different levels
and types of
pedestrian paths
Mix of natural
and built bank
stabilization
techniques
Location: San Antonio Riverwalk, TX
Variety of
architectural
styles and
forms
DRAFT Final Report October 2024 81
Chapter 5 | Development Plan
Riverfront District Development Standards: Building Envelope Development Standard Categories Zone 5:
Riverfront District
Height and Density
Maximum Density (du/ac) 75 du/ac
Maximum Density (FAR) 3.0
Maximum Height (feet) 75 ft
Maximum Height (levels) 6
Ground Floor Height: Nonresidential 15 ft minimum
Ground Floor Height: Residential 12 ft minimum
Setbacks
Whittier Boulevard (south side) 15 ft (or distance required to have a 25 ft wide sidewalk from back of bike lane curb to building edge)
Whittier (north side), Rosemead, and Paramount Boulevards: Residential 10 ft maximum Whittier (north side), Rosemead, and Paramount Boulevards: Nonresidential 5 ft maximum Existing Local Streets: Residential 10 ft maximum
Existing Local Streets: Nonresidential 10 ft maximum
New Streets: Residential 10 ft maximum
New Streets: Nonresidential 5 ft maximum
Alley: Residential 5 ft maximum
Alley: Nonresidential Zero setback, except for garage doors opening onto alley, then 2 ft minimum
Property lines (not fronting street; adjacent to properties outside Plan Area) 10 ft maximum Property lines (not fronting street; interior to Plan Area) Zero setback Step Backs
Property edges adjacent to Single-unit Residential Parcel (that is outside of Plan Area)
Maximum of 3 levels to setback within 15 ft of shared property line; 10 ft step back at level 4; 5 ft step back each additional level Property edges adjacent to Multi-unit Residential
(that is outside of Plan Area) 10 ft minimum 4th floor and above 82 Vision Plan
Riverfront District Precedent Designs/Projects
Indoor-outdoor environment for interior courtyard Mixed-use arena district along waterfront Terraced seating along Chicago Riverwalk Food court in Long Beach with pedestrian scale
entrance
Large terraced open space along waterfront Apartments integrated with river bridge and open space
Mix of building size and design along large promenade Large terraced open space along waterfront Riverfront open space framed by modern building DRAFT Final Report October 2024 83
Chapter 5 | Development Plan
The images to the right and on the following
page demonstrate how the Riverfront District
standards, guidelines, and development
examples would apply to sites within the
designated development zone.
The image to the right and the following
page show a conceptual development on the
surface parking lot of A Mi Hacienda, which
would preserve the existing restaurant. The
new development could be a large podium
building that would replace the existing
parking and provide additional parking for
new building uses and for public use to utilize
the San Gabriel River. As this site, and much of
the areas designated as the Riverfront District
Zone, are not adjacent to residential areas,
have large parcels, and/or are adjacent to the
river, taller and larger footprint buildings than
other areas of the Plan Area are appropriate
here. These buildings should incorporate
frequent step backs, plan offsets, and other
changes in depths and heights in order to
create buildings that create a lot of areas for
terraces and outdoor spaces at different levels.
This would both reduce the massing of the
building, as well as maximize outdoor space
that would take advantage of the views of the
San Gabriel River and mountains.
While larger buildings are allowed, they
should still be limited in size and design
to facilitate access between the river and
surrounding neighborhoods—i.e., creating
walkable blocks that are not larger than
about 400 feet. Another related feature is
the preservation of publicly accessible open
space between the rivers’ edge and new
buildings. The riverfront sides of buildings could
provide for commercial and flex uses such as
a brewery, restaurant, or other entertainment
uses that would take advantage of the unique
atmosphere to create a vibrant business.
Overall, the Riverfront District allows for more
flexibility and variation in building design to
allow for larger buildings and more modern
architecture while the priority is to encourage
sustainable building design and creation of
publicly-accessible open spaces in an indooroutdoor campus-like environment.
Conceptual Development of Riverfront District
Whittier Blvd.
N
San Gabriel River CALIFORNIA
19 605
Whittier Blvd
Passons Blvd
Holbrook St
Holbrook St
Loch Lomond Dr
Havenwood Dr
Beverly Blvd
Olympic Blvd
Beverly Rd
West Blvd
West Blvd
Paramount Blvd
Rosemead Blvd
Durfee Ave
84 Vision Plan
New entrance to
new San Gabriel
River Path
New multi-use path
on west bank of
San Gabriel River
Landscape river
banks to create
habitat
Use of floodplain
area during dry
summer months
Use of different heights,
plan offsets, and step backs
to reduce massing or large
buildings
Open space between
building and river edge
allowing access between
building and river
N Existing
Whittier Blvd.
San Gabriel River
Location: Looking west from the San Gabriel River Bridge.
DRAFT Final Report October 2024 85
Chapter 5 | Development Plan
Parks and Open Space
The Parks and Open Space zone is
established to provide a district for public
and private properties for parks, open space,
and recreational land uses. Open Space
areas can help protect the local environment
while providing a wide range of valuable
ecological benefits (e.g. clean the air, protect
land resources, reduce water pollution, provide
natural habitats, reduce heat stress, and
encourage ecological biodiversity), and health
benefits (e.g. promote physical activity, reduce
stress, foster social interactions, etc.)
Objectives
1. Promote growth of parks and open spaces
within the HWB Plan Area
2. Encourage a diversity of the types, scale,
program, landscape design, and users of
parks and open spaces
3. Develop parks and open spaces to be
part of a connected network, utilized
frequently by residents, and primarily
accessed through active transportation
4. Provide open space resource protection
Built Form Characteristics
• The physical form emphasizes a range of
park types (e.g. pocket parks, linear parks,
plazas etc.) that facilitate a mix of active
and passive recreation.
Precedent Communities/Districts
• Spring Street Park, DTLA
• Pasadena Del Mar Station Plaza
• Pasadena Memorial Park
• Gloria Molina Grand Park, DTLA
• Los Angeles Plaza Park
• 105th Street Pocket Park
• Blue Ribbon Garden, DTLA
• Santa Monica Tongva Park
• Ord and Yale Street Park
Snapshot of Baseline Conditions
Total Area 8 acres (4%)
Existing Open Spaces
• Water Replenishment District parcel located along the San Gabriel River
Planned Open Spaces
• Passons Active Depot (PAD) Park at the intersection of Jackson Street and Passons Boulevard that is under
development to become a public park
86 Vision Plan
Wide walking
path along
public street
Variety of
seating and
lighting
Park opens to
the street and
surrounding
buildings
Different types of
walking paths for
different activities
Open grass area
for picnics and
other activities
Terraced
seating
Water feature to provide
mood and micro climate
benefits and contributes to
wildlife restoration (bugs,
birds, fish, etc.)
Location: Tanner Springs Park, Portland, Oregon
Native landscape plants
DRAFT Final Report October 2024 87
Chapter 5 | Development Plan
Parks and Open Space Development Standards: Building Envelope Development Standard Categories Zone 1:
Village Residential
Height and Density
Maximum Density (du/ac) N/A
Maximum Density (FAR) 0.5
Maximum Height (feet) 25 ft
Maximum Height (levels) 2
Ground Floor Height: Nonresidential Not recommended to regulate Ground Floor Height: Residential NA
Setbacks
Whittier Boulevard (south side) 15 ft (or distance required to have a 25 ft wide sidewalk from back of bike lane curb to building edge)
Whittier (north side), Rosemead, and Paramount Boulevards: Residential N/A Whittier (north side), Rosemead, and Paramount Boulevards: Nonresidential 10 ft minimum Existing Local Streets: Residential N/A
Existing Local Streets: Nonresidential 10 ft minimum
New Streets: Residential N/A
New Streets: Nonresidential 10 ft minimum
Alley: Residential N/A
Alley: Nonresidential 10 ft minimum
Property lines (not fronting street; adjacent to properties outside Plan Area) 10 ft minimum Property lines (not fronting street; interior to Plan Area) 10 ft minimum Step Backs
Property edges adjacent to Single-unit Residential Parcel (that is outside of Plan Area) Not recommended to regulate, buildings will not be above 25 ft Property edges adjacent to Multi-unit Residential
(that is outside of Plan Area) Not recommended to regulate, buildings will not be above 25 ft 88 Vision Plan
Parks and Open Space Precedent Designs/Projects
Adding landscape and colors in urban plaza Center median parkway with large trees and walking path
Small sports fields integrated in housing development
Passive plaza with natural materials, shade, and
movable seating
Tongva Park in Santa Monica with seating, walking path, and large habitat landscape areas
Community garden
Small urban market plaza with farmers’ market Urban play elements incorporated into small spaces Incorporating walking paths and landscape into spaces DRAFT Final Report October 2024 89
Chapter 5 | Development Plan
The images to the right and on the following
page demonstrate how the Open Space
standards, guidelines, and development
examples would apply to various sites within
different development zones throughout the
Plan Area.
With a lack of existing parks and most of the
land being privately owned within the Plan
Area, the most significant way to increase
open space and parks will be through the
creation of open spaces as part of every
redevelopment project. Over time, this will
result in a variety of parks and open spaces of
different types, sizes, programs, and landscape
design based on best fit for each individual
project but will create a connected network of
frequent parks overall.
Furthermore, given the likely phased approach
to redevelopment and existing pattern of
built structures and parcel lines, creating open
spaces as part of redevelopments can benefit
transitions between different building scales
and utilizing small, irregular development
geometries. Additionally, as shown in the
images, the creation of frequent, smaller open
spaces is more desirable than few, larger
open spaces because it is more feasible to
be implemented for individual projects, and
best contributes to a vibrant public realm and
spreading out environmental benefits.
Larger green spaces that can provide active recreation
and connect to adjacent neighborhoods
Plaza spaces located adjacent to buildings that often
relate to building use and provide outdoor seating
A small green space at the corner of a building Example of how new pedestrian paseos could be developed on surface parking lots
Large bioswales and landscape areas are shown at
irregular areas
Rooftop green and amenity spaces at the roof and
podium levels
Active Recreation Green Spaces Large Plazas
Small Plazas Los Paseos
Landscape Areas and Bioswales Rooftop Green Spaces
Conceptual Development of Open Space
90 Vision Plan
Existing
N
Speedway Alley
Lindsey Ave.
Location: Looking east from the intersection of Lindsey Ave. and Speedway Alley.
Permeable
paving replaces
asphalt
Shade trees planted
in regular and
irregular patterns
Different materials and/
or patterns for different
zones of circulation and
outdoor dining
Surface parking lot redesigned to be a flexible
space supporting programming for people
(seating, events, playground, etc.) but can also
be occasional utilized for parking
Place-based amenities such as
gateway and wayfinding signage,
pedestrian lighting, artwork,
hydration stations, bike parking and
repair stations. etc.
DRAFT Final Report October 2024 91
Chapter 5 | Development Plan
Parking Requirements
The HWB Multimodal Plan provides the details
for an phased approach to transition Whittier
Boulevard from its auto-centric street design
into a high-quality multimodal corridor that
accommodates local residents of all ages and
abilities, while embracing complete streets as
the principal doctrine for equitable community
development and strategic economic
revitalization. The preferred design for Whittier
Boulevard increases space for pedestrian
facilities to encourage people to visit local
businesses along with proposed updates
for other local streets to provide appropriate
on-street parking and public policies for
implementing a shared parking approach for
existing off-street parking.
The Vision Plan provides parking requirements
that would govern new private development
and support the goals of the Multimodal
Plan, but does not propose changes to
already existing off-street parking (other than
allowing for shared parking). The general
approach for parking requirements is to
address multiple conditions:
• Support short-term parking needs of
residents and business visitors
• Right-size long-term parking supply that
provided excess parking from historic
minimum parking requirements through
parking maximums
• Promote shared parking strategy to
maximize on- and off-street utilization
Parking structure with public benefits, e.g., rooftop playground Flexible on-street parking; Lancaster, CA
Multimodal parking hubs; Bikestation in Downtown Long Beach • Develop the infrastructure to support EV
and micro EV charging facilities/depots
Parking is envisioned to be implemented in the
following ways through:
• Even distribution of smaller parking facilities
throughout the Plan Area rather than fewer,
larger parking structures
• Mixed-use private development buildings
(e.g., podiums) that provide publicly
available parking (e.g., 5-10% of total size)
• On-street parking updates to existing
streets
• New on-street parking on new street
typologies for redevelopment of surface
parking lots
• Stand-along parking structures and
ground-floor retail with public benefits (e.g.,
green wall, rooftop open space, etc.) as a
public or P3 development
• Increase of multimodal facilities (e.g.,
transit, shared scooters, etc.) and increase
of bicycle parking to reduce demand for
vehicle parking
• Consideration of a parking demand
management program throughout the
area by zone/district
Parking requirements shown in the table on the
following page cover private development
requirements per land use for vehicles
and bicycles, as well as design for surface,
structured, and bicycle parking facilities. Publicly
developed parking facilities can also utilize
these guidelines and ratios. 92 Vision Plan
VR: Village Residential
VMU: Village Mixed-Use
TR: Town Residential
TMU: Town Mixed-Use
RD: Riverfront District
PO: Parks and Open Space
VR VMU TR TMU RD PO
Vehicle Parking Ratios
Residential Maximum—1.5 vehicle spaces per unit Maximum—1.8 vehicle spaces per unit Maximum—1.5 spaces per unit
-
Office Maximum—3 vehicle spaces per 1,000 SF -
Commercial / Retail Maximum—2 vehicle spaces per 1,000 SF - Neo- and Light Industrial Maximum—1 vehicle spaces per 1,000 SF - Hotel Maximum—1 vehicle space per key, plus two spaces per 1,000 SF conference, restaurant, or other common space - Electric Vehicle Parking
Number or Percent of EV Vehicle
Spaces
As required by the California Green Building Standards Code, also known as “CalGreen”
5% increase
above Title 24
requirement
As required by
“CalGreen”
Vehicle Parking Design
Parking Prohibited Alleys and Paseos
Required Element(s): Parking structures shall include at least two of the following: green and/or architectural screen (50% of facade), housing wrap (50% of facade), ground-floor retail (50% of facade), publiclyaccessible open space on roof; solar panels (50% of roof area and/or 50% of facade) Bicycle Parking Ratios—If not based on CalGreen, can use the recommended ratios below Residential Indoor and covered: Minimum—0.5 bicycle spaces per unit Exterior: Minimum—0.25 per unit
Office Indoor and covered: Minimum—0.25 bicycle spaces per 1,000 sf Exterior: Minimum—0.1 per 1,000 sf; 1 common bathroom w/ shower per 10,000 sf Commercial / Retail Indoor and covered: Minimum—0.25 bicycle spaces per 1,000 sf Exterior: Minimum—0.1 per 1,000 sf; 1 common bathroom w/ shower per 10,000 sf Neo- and Light-Industrial Indoor and covered: Minimum—0.1 bicycle spaces per 1,000 sf Exterior: Minimum—0.1 per 1,000 sf; 1 common bathroom w/ shower per 10,000 sf Draft Parking Requirements for Private Development / Suggested Categories Note: Required parking is allowed as subterannean, structured (at-grade or above-grade), and/or on-street.
DRAFT Final Report October 2024 93
Chapter 5 | Development Plan
Open Space Requirements
It has been well documented that the Plan
Area and Pico Rivera are “park poor” and
suffer from many other environmental justice
issues as a result of a low levels of parks,
open spaces, and tree coverage (WND
Project Impacts, 2016 Los Angeles County Parks
Needs Assessment, Healthy Places Index,
CalEnviroScreen 4.0). As a result, increasing
the amount of trees and publicly accessible
open spaces is a top priority for the Vision
Plan. The best way to accomplish an increase
in open spaces will be ensuring requirements
for creating open spaces as part of private
developments and not allowing for open
space contributions to be replaced by financial
contributions. The Vision Plan recommends
that new developments provide the following
types of open space based on the size of the
development:
Publicly Accessible Open Space
This category refers to providing plazas,
active and/or passive recreation facilities,
habitat gardens, bioswale landscape areas,
community gardens and other similar open
spaces on the ground-level.
Paseo Network
This category refers to development of a
pedestrian paseo network that would be
similar in design and connect to the Los Paseos
network along Speedway Alley immediately
north of Whittier Boulevard.
Publicly-accessible open spaces
Pedestrian paseo network
Resident rooftop and podium amenity spaces
Resident/Retail Common Open Space
This category refers to indoor and outdoor
facilities that are utilized by residents of
buildings and/or patrons of the retail,
restaurant, office, or other uses in the building.
These facilities could include workout rooms,
pools, community gardens, active recreation
courts, and many other facilities. These should
not be located on the ground-level, except
for indoor uses like workout rooms, but should
be located on podiums, upper floor step back
areas, and rooftops.
Private Open Space
This category refers to private open space for
individual units. For apartments this can include
balconies and terraces. For live/work, groundfloor residential units, and Townhomes, this could also include rooftop and/or small front/
back yard areas.
Still to be determined by the City is the
consideration for privately-owned public space
and maintenance of publicly accessible open
spaces. These spaces could be dedicated to
the city or maintain private ownership.
Overall, projects should promote creative ways
to include open space in multi-unit buildings
in a variety of ways to create a vibrant public
realm.
94 Vision Plan
VR: Village Residential
VMU: Village Mixed-Use
TR: Town Residential
TMU: Town Mixed-Use
RD: Riverfront District
PO: Parks and Open Space
VR VMU TR TMU RD PO
Private and P3 Development
Publicly Accessible Open Space 50 sf. min per residential unit May be accomplished through
plazas, courtyards, paseos, etc.
125 sf. min per residential unit
May be accomplished through
plazas, courtyards, paseos, etc.
150 sf. min per
residential unit
May be
accomplished
through plazas,
courtyards,
paseos, etc.
-
Paseo Network (Publicly
Accessible)
If property is located adjacent to
an alley, 1% of project costs shall
be contributed to fund for alley to
paseo conversion or complete one
development incentive for public
open space facing the alley (which
does not include receiving density
bonus)
Development must include public accessible paseo
minimum 10’ wide, and must connect to adjacent
paseo if one is existing
-
Resident Common Open Space 75 sf. min per residential unit May be accomplished through
swimming pools, courtyards, rooftop
decks, gyms, etc.
150 sf. min per residential unit
May be accomplished through swimming pools,
courtyards, rooftop decks, gyms, etc.
-
Private Open Space 40 sf. min per residential unit
May be accomplished through private patio or balcony
-
Draft Open Space Requirements for Private Development / Suggested Categories DRAFT Final Report October 2024 95
Chapter 5 | Development Plan
Sustainability Design
Environmental sustainability refers to a holistic
approach to reduce negative impacts and
increase positive benefits to natural systems
and human quality of life. The HWB Vision Plan
promotes emerging green building practices,
like the International Living Future Institute
(IFLI), or how new developments can be a
positive force towards environmental health
and community well-being. In addition to
specific design recommendations, the Plan
recommends promoting sustainable design
through the development process, including:
• An integrated approach with the City of
Pico Rivera Climate Action Plan (under
development in Fall 2024) and review of
proposed projects
• Promoting flexibility in design rather than
excessive requirements in order to catalyze
redevelopment
• Promote catalyst infill developments,
which would have regional benefits to
sustainability such as reducing vehicle
commuting
• Consult with Pico Rivera Innovative
Municipal Energy (PRIME) to explore
potential partnership, incentives, costsharing, and other options to achieve sustainability goals
Following is an overview of four categories
identified to achieve specific performance
metrics. There is also a table with
recommendations for private development
requirements to achieve desired outcomes. Environmental design approaches reduce energy loads, promote passive cooling, and generate energy
Energy (Production and Passive Design)
This category refers to increasing renewable
energy production as well as reducing
energy requirements. State requirements
such as CalGreen/Title 24 already require
some renewable energy systems, such as solar
photovoltaic (PV) panels; this plan encourages
exceeding these standards and promoting
other complementary renewable energy
production (kinetic energy, wind, etc.). Energy
storage systems like batteries should be
encouraged to ensure that renewable energy
can be efficiently utilized on-site. Buildings
should prioritize passive design strategies to
reduce energy loads by optimizing natural
light, ventilation, and thermal mass minimize
reliance on mechanical systems. If mechanical
systems are used, buildings are encouraged
to exceed Title 24 energy efficiency standards
through electric and green building systems
such as heat pumps and smart building
systems that minimize energy consumption.
Carbon (Reduction)
This category refers to reducing carbon and
other Greenhouse Gas (Ghg) emissions into
the environment, which is a primary driver of
climate change. Carbon is not only considered
(and measured) during its use in building
operation—that is the carbon used to power
the energy for buildings, but the entire carbon
production through the full life-cycle of every
element from procurement, development,
shipping, use, and disposal. This category also
includes reducing carbon from dependent
systems, i.e., promoting building and
neighborhood design that reduces personal
vehicle use. Reducing carbon can be achieved
by shifting to active transportation modes,
which can be promoted though development
policies like micro EV incentives (instead of
vehicle parking, recommending a Cargo ebike
for a 1-bedroom unit), EV parking, EV chargers,
repair facilities, and other amenities.
Example of small wind turbines that can act as
wayfinding elements, public art, or placed on buildings 96 Vision Plan
Multimodal public realm with bioswales, trees, and
buildings oriented to support walking
Building with a green roof as resident amenity space
and solar panels
Materials
This category refers to the materials used for
physical development, which have an impact
from their production to final installation upon
local quality of life. The choice of materials
in building construction significantly impacts
sustainability not only through Ghg emissions,
but also the impact of toxicity and subsequent
effects upon human and natural environments.
The Vision Plan prioritizes sustainable, nontoxic, and locally sourced materials, whenever feasible. This includes the reuse of materials
such as recycled steel or reclaimed wood, and
low-carbon alternatives like rammed earth
construction. Furthermore, buildings should use
materials with low volatile organic compounds
(VOCs) to improve indoor air quality and
are non-toxic to avoid polluting soil and
groundwater. Material choices not only reduce
the environmental impact of construction but
also contribute to long-term sustainability by
enhancing the durability and efficiency of the
buildings.
Water and Habitat
This category refers to improving water
conservation and use practices as well as
habitat for natural flora and fauna. Water
conservation and habitat preservation are
crucial in California, where drought and habitat
loss are ongoing concerns. The Plan proposes
to require on-site rainwater capture, storage,
and reuse, as well as water-efficient fixtures
and systems, such as low-flow toilets, faucets,
and greywater recycling systems. Landscaping
must also use drought-tolerant plants that
require minimal irrigation. In addition, a future
Specific Plan may include requirements for the
creation, preservation, or restoration of natural
habitats, particularly along the Rio Hondo
and San Gabriel River corridors, ensuring that
development also repairs degraded natural
systems. These measures would support
water sustainability and protect biodiversity,
aligning the district with broader environmental
conservation goals.
Use of rammed earth construction for a library Apartment building in Seattle captures and stores rainwater underground for reuse
LEED Platinum building in Claremont, CA that looks like a typical apartment building
DRAFT Final Report October 2024 97
Chapter 5 | Development Plan
VR: Village Residential
VMU: Village Mixed-Use
TR: Town Residential
TMU: Town Mixed-Use
RD: Riverfront District
PO: Parks and Open Space
VR VMU TR TMU RD PO
Sustainability General
Required LEED Level** Certified Certified Certified Certified Silver - Design Process
Meet with PRIME Required Required Required Required Required Energy
Solar panel roof coverage* 30% of roof area
or less if meets
100% of building
energy needs
40% of roof area
or less if meets
100% of building
energy needs
50% of roof area
or less if meets
100% of building
energy needs
50% of roof area
or less if meets
100% of building
energy needs
60% of roof area
or less if meets
100% of building
energy needs
Carbon
Tree planting requirement (roof
or podium level)
1 tree (64 cubic
feet planter) per
5 units
1 tree (64 cubic
feet planter) per
10 units
1 tree (64 cubic
feet planter) per
15 units
1 tree (64 cubic
feet planter) per
20 units
1 tree (64 cubic
feet planter) per
20 units
Use of low carbon materials
(reclaimed wood, bamboo,
cross-laminated timber, recycled
steel, rammed earth, clay tile,
adobe)
Could be percentage requirement for exterior facade and/or a menu of options for interior Draft Sustainability Design Recommendations for Private Development / Suggested Categories The Intent of the HWB Plan Area is to be certified as a sustainability district in the future, which could include: LEED for Neighborhood Development (LEED-ND), Living Community Challenge (LCC), EcoDistrict, and Climate Resiliency District. While this Plan does not provide for district certification, all of the recommendations support eventual certification. Below are some categories and recommendations for sustainability design:
98 Vision Plan
Notes:
*CalGreen As an alternative to solar requirements above, it is recommended to default to CalGreen requirements for residential uses. **IFLI Living Building (Petal Certification) = equivalent to LEED Certified level; IFLI Living Building (Living Building Certification) = equivalent to LEED Platnium level
Three-bin waste streams to
divert and capture recyclables
and organic waste
Required
Materials
Green (planted) roof coverage
area
20% of roof area 25% of roof area 30% of roof area 35% of roof area 40% of roof area Percent of locally-sourced
materials
Could be a percentage of exterior facade and/or building construction materials; could be a menu of options for interior
Prohibited toxic materials Could be a list of specific materials, reference to another guide (e.g., ILFI Red List) and/or a list of performance metrics that are required to be met
Use of low volatile organic
compound (VOC) materials
Could be a list of specific materials, reference to another guide (e.g., ILFI Red List) and/or a list of performance metrics that are required to be met
Percent of construction waste be
diverted from landfills
Could be an overall percentage of demoltiion and/or construction waste; Could be percentages/requirements based on specific materials (e.g., soil underneath surface parking lots)
Water and Habitat
Water-efficient fixtures (toilets,
faucets, showerheads, etc.)
Required
Permeable pavement
percentage
Recommend permeable pavement for all surfaces except bicycle lanes and pedestrian crosswalks
Percent of rainwater capture Could be a required SF based on units or nonresidential SF; could be a performance metric (e.g., 100% of rainwater captured on-site)
Size of flower, habitat garden Could be a required SF based on units or nonresidential SF (between 30-75 SF per unit and 1,000 SF nonresidential land uses)
VR VMU TR TMU RD PO
DRAFT Final Report October 2024 99
Chapter 5 | Development Plan
This Vision Plan recommends that a future Specific Plan include a system of development incentives to a developer and/or property owner in exchange for public benefits. This is referred to as a Community Benefits Program (CBP) or a Development Bonus/Incentive Program. Following is a summary of a
recommended density bonus system for the HWB Plan Area.
It reviews case studies, describes a recommended process, lists potential development incentives, and includes tables listing potential public benefit elements that would result in a development incentive.
Overall Approach
The overall approach for the recommended density bonus
system is through a cumulative points system. A project would be awarded a set number of points for each individual public benefit element that is provided in a project. Overall, there would be a maximum set for the number of points that could be received for any project. There would also be a maximum set for what the development incentives would be, which would correspond to the total awarded points.
Community Benefits Program
(Development Bonus/Incentives)
1. Determine base development maximums for proposed
project
The development standards tables for each zone describe the maximum heights, density, setbacks, and other requirements.
2. Review development incentive (bonus) table
Review the development incentive table and determine if there are any public benefits that the proposed project would like to include and in return receive the corresponding number of points per public benefit
3. Count potential development bonus points
Count all of the points the project can receive based on the number of public benefits provided, up to the maximum number of points that can be received.
4. Add applicable development incentive (bonus) to base development standards
Review the development incentive (bonus) available for
the number of points received per development zone.
Those development incentives can be added to the base
development standards.
5. Develop and submit concept design to the City for review Following the normal design review process, the City will also review concept designs for correct application of development bonuses, as well as work with developers of proposed projects on concept designs to enhance desired outcomes.
Development Bonus Project Steps
100 Vision Plan
Case Studies: Community Benefit Programs
CBPs have been used in California since the early 2000’s. They are designed to ensure that development projects contribute positively to the surrounding communities. These programs often include affordable housing, local hiring, environmental protections, and other social and economic benefits. Some example programs and overall strengths/weaknesses of these programs are described below:
Hollywood Park, Inglewood
Year Adopted: 2015
• The CBP focused on affordable housing,
local hiring, and small business support
• The project represents over $5 billion
in development, with thousands of
jobs created and significant community
investment, including SoFi Stadium
Downtown Long Beach
Year Adopted: 2016
• The CBP aimed to ensure equitable
development in the city’s core; it included
affordable housing, public space
improvements, and local hiring
• This CBP has spurred hundreds of millions
of dollars in new development, including
mixed-use projects, housing, and public
amenities
Downtown Precise Plan, Redwood City
Year Adopted: 2011
• The CBP focused on affordable housing,
public open spaces, historic preservation,
and environmental sustainability.
• Since the adoption of the DTPP, Redwood
City has seen over $1 billion in new
development projects, with creation
of hundreds of new housing units and
increased investment in infrastructure
Strengths
• Empowers Local Communities: CBPs ensure that local communities have a voice in development projects, leading to more equitable outcomes and addressing specific community needs
• Promotes Sustainable and Inclusive Development: By incorporating environmental standards, local hiring, and affordable housing, CBPs help create more sustainable and inclusive developments Encourages Investment in Public Infrastructure: CBPs often result in improvements to public spaces, transportation, and other infrastructure, enhancing the overall quality of life in the community Weaknesses
• Implementation and Enforcement Challenges: Ensuring compliance with CBP agreements can be difficult, especially if there are weak monitoring mechanisms or if the agreements lack enforceability • Risk of Gentrification: While CBPs aim to benefit existing residents, they can encourage displacement with increased desirability • Varied Outcomes and Inequities: The benefits of CBPs can vary widely depending on the negotiating power of the community and the specifics of the agreement
Elco Yards development under construction Rendering of Sofi Stadium and surrounding development Promenade in Downtown Long Beach DRAFT Final Report October 2024 101
Chapter 5 | Development Plan
Illustrative CPG Project
As an example using this type of system,
developing a LEED Gold building may be
worth three (3) points and completing a
building before 2035 may be worth two (2)
points. If a project were to complete both
elements, they would receive a total of five
(5) points. A project would then review what
development incentives are available for
being awarded five (5) points. As an example,
five (5) points may be worth an extra height of
development. A project that had a maximum
base (i.e., by-right) height of four stories in the
Town Residential Zone normally would now
be allowed to build a five-story building after
receiving the development bonus for the
public-benefits provided.
Next Steps
The criteria for determining the specific
maximum points allowed, assigning the
number of points applicable to each public
benefit, determining the development
incentives appropriate for total points
received, and other specifics should be
developed based on specific needs and
development climate. The specifics of this
system will need to be developed between
the City, community, and stakeholders to
ensure they best align with the conditions
and needs of all parties.
A future CBP could be updated over time
and/or provide a model that could be
utilized throughout the entire City.
Community Benefits Program—continued
(Development Bonus/Incentives)
Summary of Recommended Program
Shown on the following pages are tables that
illustrate the recommended approach for a
density bonus system per development zone.
The tables provide a list of public benefits
across different categories such as affordable
housing, economic development, and
sustainability. The tables do not provide point
for every public benefit category; additionally,
the number of points per element is only an
initial suggestion to demonstrate the approach.
Both the list of individual elements and the
points awarded per element will need to be
developed between the City, community, and
stakeholders to ensure they best align with the
conditions and needs of all parties.
102 Vision Plan
VR: Village Residential
VMU: Village Mixed-Use
TR: Town Residential
TMU: Town Mixed-Use
RD: Riverfront District
PO: Parks and Open Space
VR VMU TR TMU RD PO
Base Envelope (Without Density Bonus)
Maximum Density (du/ac) 30 du/ac 40 du/ac 60 du/ac 80 du/ac 75 du/ac - Maximum Density (FAR) 1.5 1.75 2.0 2.5 3.0 0.25
Maximum Height (ft) 40 ft 40 ft 50 ft 65 ft 75 ft 25 ft Maximum Height (levels) 3 3 4 5 6 2
Density Bonus Available
Maximum density bonus available to
be added to base envelope
1/2 level and
5 du/ac
1 level and
5 du/ac
1 level and
10 du/ac
2 levels and
10 du/ac
2 levels and
10 du/ac
-
1 point streamline
approval
streamline
approval
streamline
approval
streamline
approval
streamline
approval
-
2 points reduced parking
or fees
1/2 level 1/2 level 1/2 level 1/2 level -
3 points 1/2 level reduced parking
or fees
1/2 level and
5 du/ac
1 level and
5 du/ac
1 level and
5 du/ac
4 points 1/2 level or
5 du/ac
1 level or
5 du/ac
1 level or
5 du/ac
2 levels or
10 du/ac
2 levels or
10 du/ac
5 points 1/2 level and
5 du/ac
1 level and
5 du/ac
1 level and
10 du/ac
2 levels and
10 du/ac
2 levels and
10 du/ac
Framework for Development Incentive Approach, Categories, and Elements The following table lists some of the base development standards for each zone, the maximum development incentive available for each zone, and the applicable development incentive available for the number of points accumulated. These development incentives represent desirable incentives based on input received by the public and stakeholders during the two-year-long process. The relationship between accumulated points and development incentives is only illustrative.
DRAFT Final Report October 2024 103
Chapter 5 | Development Plan
List of Potential Development Incentives
ID VR VMU TR TMU RD PO Notes
A Sustainability
A-1 LEED Silver Certification 2 2 2 2 - -
A-2 LEED Gold Certification 3 3 3 3 2 -
A-3 LEED Platinum of Living Building Certification 4 4 4 4 3 A-4 Fitwel Certification 2 2 2 2 2
A-5 WELL Building Certified 1 1 1 1 1
A-6 100% capture and recycling of rainwater 2 2 2 2 2
B Inclusionary Affordable Housing*
Points for the following affordable housing levels
B-1 through B-3
2 2 2 2 2
The points for inclusionary
affordable housing do not apply
to a project when a project is
utilizing state density bonus.
B-1 Extremely Low Income (ELI) 1 unit or
4%
1 unit or
4%
5% 6% 6%
B-2 Very Low Income (VLI) 1 unit of
5%
1 unit of
5%
6% 8% 8%
B-3 Low Income (LI) 1 unit or
6%
1 unit or
6%
8% 10% 10%
B-4 Each additional 1% of units of ELI above B-1 1 1 1 1 1 B-5 Each additional 2% of units of ELI above B-2 1 1 1 1 1 B-6 Each additional 3% of units of LI above B-3 1 1 1 1 1 The following tables that list potential public benefits, which would enable a development incentive to be determined, represent input on desired public benefits received by the public and stakeholders during the two-year-long process for developing the HWB Multimodal and Vision Plans. The relationship between a community benefit and awarded points is only illustrative, when shown.
NOTE: The pointes shown for sections A and B above are examples of how the points approach for a Community Benefit Program (CBP) could look; they do not represent the actual points for those categories. The City will need to determine the final points available for each of the categories that are included in a final CBP list. Sections C through I do not provide examples for points. Sections A through I represent community benefits and amenities that the public and/or stakeholders identified during development of the Vision and Multimodal Plans; this list can be modified and/or added during future planning projects.
104 Vision Plan
C Development Timeline
C-1 Completed before 2030
C-2 Completed before 2035
C-3 Completed before 2040
C-4 Completed before 2050
D Public Open Space
D-1 Each $20,000 per unit contributed to dedicated
City parks or open space fund (above required)
D-2 Every 500 SF of unprogrammed plaza (at least
50% shaded from new tree planting)
D-3 Dog park (at least 1,000 SF)
D-4 Splash Pad (at least 100 SF)
D-5 Community Garden (for every 100 SF of planting
area)
D-6 Passive Recreation Facilities (e.g., chess table)
D-7 Small Play Facility (e.g., adult swings, trampolines, etc.)
D-8 Active Recreation Facilities (e.g., basketball,
handball)
D-9 Outdoor dining located along alley/paseo
E Multimodal Improvements
E-1 Micro Electric Vehicles provided by unit type (e.g., provide a EV bike for a studio, a 4- seat micro EV
car with a 3-bed)
E-2 Bicycle Parking (every 40 spaces) and Repair
Station (exterior, covered—for public)
E-3 Bicycle Parking (every 20 spaces) and Repair
Station (interior—for public)
ID VR VMU TR TMU RD PO Notes
DRAFT Final Report October 2024 105
Chapter 5 | Development Plan
Development Incentives
ID VR VMU TR TMU RD PO Notes
E-4 Transit shelter upgrades (solar panels, green roof, etc.)
E-5 Every 100 publicly accessible vehicle parking
spaces
E-6 Inclusion of a shared parking agreement for ##
% of total vehicle parking spaces provided (see X
for more details)
F Economic Development
F-1 Every 500 SF of interior space leased for $0 to a
local first-time businesses
F-2 Every 500 SF of interior space leased for 50%
reduction of market-rate rent to a local businesses
F-3 Sourcing of construction materials from City of Pico Rivera businesses (e.g., lighting, floor materials,
etc.)
F-4 Every 25% of construction workforce that lives in
the City of Pico Rivera
G Community Facilities
G-1 Every 5,000 SF of interior space with specific
programming available for general public use
for 12 hours a day
G-2 Every 5,000 SF of interior space leased for $0 per
month to an approved non-profit organization
G-3 Community Kitchen (minimum 2,000 SF) that
includes: stoves, ovens, refrigerators, freezers, sinks, countertops, and storage cabinets
106 Vision Plan
ID VR VMU TR TMU RD PO Notes
H Historic Preservation, Arts, and Culture
H-1 Mural completed by local artist
H-2 Mural (minimum 500 square feet)
H-3 Public Art Installation (at least 0.5% of project cost) I Public Infrastructure Improvements
I-1 50% or more permeable pavement surfaces Excluded if used for sustainability certification
I-2 100% permeable pavement surfaces Excluded if used for sustainability certification
I-3 Sidewalk widening or replacement
I-4 Water line upgrades (beyond required for
servicing new development)
I-5 Sewer line upgrades (beyond required for
servicing new development)
I-6 Electric upgrades or undergrounding (beyond
required for servicing new development)
I-7 Every 200 cubic feet of bioswale
Common Exceptions/Exclusions
• Affordable housing: The points for inclusionary affordable housing do not apply to a project when a project is utilizing state density bonus. • Sustainability related topics: If a particular element was used to achieve a sustainability rating certification (e.g., LEED Silver) when that sustainability rating is used for points for a density bonus, the stand-alone points for that individual element are not applicable.
DRAFT Final Report October 2024 107
Chapter 5 | Development Plan
Permitted Use (P)
A Permitted Use (P) is allowed without
discretionary approval and subject to all
applicable provisions of this Vision Plan.
Permitted Use, Mixed-Use Development (M)
A Permitted Use (M) is allowed without
discretionary approval and subject to all
applicable provisions of this Vision Plan when
the use is provided within a mixed-use project
that includes a certain percentage of housing
for the overall building square footage.
Permitted Use, Ground Floor (G)
A Permitted Use (G) is allowed without
discretionary approval and subject to all
applicable provisions of this Vision Plan, when
that use is provided on the ground-floor of a
multi-story building.
Administrative Use Permit (AP
An Administrative Use Permit (AP) requires
discretionary approval authorized by the
Director and subject to the requirements
outlined in Chapter 8 (Implementation) of this
Vision Plan.
Conditional Use Permit (CUP)
A Conditional Use Permit (CUP), also described
as a conditionally permitted use, requires
discretionary approval in the form of a
Conditional Use Permit authorized by the
City Council and subject to the requirements
outlined in in the Pico Rivera Municipal Code.
Accessory Use (A)
An Accessory (A) use is one that is clearly
incidental to a primary permitted use. Such use
requires no additional authorization.
Not Allowed
Uses specifically not allowed in this
Specific Plan are indicated by (-). It is not
possible to anticipate every land use that
might be proposed and suitable. Where a
proposed land use is not listed in
Table 3-1 but is largely similar to one of the
listed uses, the process set forth in the
Pico Rivera Municipal Code shall apply.
Prohibited Uses
The following uses are specifically prohibited in
all land use districts within the Plan Area:
• Adult entertainment uses
• Pawn shops
• Trucking and freight related
• Drive-through facilities
Allowed Uses by Land Use Designation
Allowed land uses within the HWB Vision Plan Area are defined in the Land Uses and Permit Requirements tables on the following pages. Certain uses may be subject to special conditions regarding the location, operation, design, or special permitting requirements of the use. Following an application submittal, the Community and Economic Development Director or his/her designee shall make a determination whether the proposed use is permitted, conditionally permitted, or prohibited.
Allowable Land Uses
108 Vision Plan
Land Uses
P: Permitted by Right
AP: Administrative Use Permit
CUP: Conditional Use Permit
A: Accessory Use
-: Not Allowed
VR: Village Residential
VMU: Village Mixed-Use
TR: Town Residential
TMU: Town Mixed-Use
RD: Riverfront District
PO: Parks and Open Space
VR VMU TR TMU RD PO Additional Regulations
EATING AND DRINKING ESTABLISHMENTS
Bars and Nightclubs CUP AP AP AP AP -
Outdoor Dining P P P P P AP
Tasting Rooms AP AP AP AP AP -
Restaurant P P P P P AP
Restaurant (Drive Through) - - - - - - Existing uses can remain
ASSEMBLY USES
Places of Public Assembly CUP CUP CUP CUP CUP CUP
Places of Religious Assembly CUP CUP CUP CUP CUP -
Cultural Institutions P P P P P CUP
Education Institution, private CUP AP CUP AP CUP -
Education Institution, public N/A N/A N/A N/A N/A -
Trade Schools CUP AP CUP AP CUP -
Government Buildings and Facilities CUP AP CUP AP P CUP
MEDICAL AND PROFESSIONAL OFFICES
Medical and Dental Offices AP AP P P P -
Hospital - - CUP CUP CUP -
Medical Clinic AP AP P P P -
Professional/Administrative Office P P P P P -
Land Uses and Permit Requirements
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Chapter 5 | Development Plan
RESIDENTIAL
Live/Work AP P AP P AP -
Dwelling, Multi-unit P P P P P -
Senior Citizen Housing P P P P P -
Supportive Housing P P P P P -
Community Care Facility AP P P P P -
Emergency Shelter AP AP AP AP AP AP
Transitional Housing P P P P P -
RETAIL
Retail Store (up to 20,000 SF) P P P P P AP
Retail Store (more than 20,000 SF) - CUP P P P -
Retail Store (Restricted) - AP - P P -
Food and Beverage Sales P P P P P AP
Mobile Vending P P P P P AP
Secondhand Goods with Drop-off CUP AP CUP CUP P -
Certified Farmers’ Market AP AP AP AP AP P
SERVICE RECREATION, AND ENTERTAINMENT
Pet Boarding CUP AP P P P -
Veterinarian CUP AP P P P -
Business Support Services AP P P P P -
Financial Institutions AP P P P P -
Personal Services (General) P P P P P -
Personal Services (Restricted) - AP AP AP AP -
Theatre - - P P P -
Commercial Recreation Facility
(Indoor)
- - P P P -
Tattoo or Body Modification Parlor AP P P P P -
Child Care Center AP P P P P AP
VR VMU TR TMU RD PO Additional Regulations
110 Vision Plan
TRANSPORTATION, COMMUNICATION, AND INFRASTRUCTURE USES
Electric Vehicle Charging Station P P P P P AP
Parking Facilities CUP AP P P P -
Transit Facilities CUP P P P P -
Wireless Telecom Facility WCF WCF WCF WCF WCF - See WCF Ordinance Public Utility Facilities (Minor) CUP P P P P CUP
NEO (LIGHT) INDUSTRIAL
Active Transportation Sales with
Accessory Repair, Manufacturing,
and/or Assembly
- AP - CUP P
Breweries, Distilleries, Wineries CUP AP AP P P -
Commercial Kitchen CUP AP - AP AP -
Custom and Artisan Manufacturing CUP AP - - AP -
Lighting and Electrical Design/Build
and Production
CUP AP CUP CUP P
Metalworking - AP - CUP P
Pottery and Ceramics Studios CUP AP CUP CUP P
Textile and appareal
manufacturing
CUP AP CUP CUP P
Woodworking, furniture, and
cabinetry
CUP AP - CUP P
OTHER
Hotels - AP CUP P AP -
Motel - CUP - - CUP -
Drive-in Businesses Establishment - - - - - -
Self Storage Facility - - - - CUP -
Parks and Recreation Indoor Facility
(Private)
P P P P P -
VR VMU TR TMU RD PO Additional Regulations
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Chapter 5 | Development Plan
Land Use Definitions
Following are definitions for the land use categories from the preceding Land Use and Permits table. These definitions are taken from the Pico Rivera Municipal Code definitions when previously existing or added. They are intended to be used by the community and applicants to understand proposed land uses.
Eating and Drinking
Bars and Nightclubs: Any establishment that sells or serves alcoholic beverages for consumption on the premises as the primary use. Includes establishments that may operate as a different use during portions of the day and as a bar or nightclub during another portion of the day. Includes any connected area that is owned, leased, or rented, or controlled by the licensee. May include dancing and live amplified entertainment. Does not include stand-alone tasting rooms.
Outdoor Dining: A dining area with seats and/or tables located outdoors of a sit-down restaurant, fast food, or other food service establishment. Outdoor dining is located on-site entirely outside the walls of the contiguous structure or enclosed on one or two sides by the walls of the structure with or without a solid roof cover. It may or may not be located within public facilities such as sidewalks, on-street parking spaces, plazas, etc.
Restaurant: A facility where food is prepared and served on the premises, which may include the sales of alcoholic beverages for consumption on the premises at the same time as food is consumed. Takeout or delivery service may be provided. This use includes micro-breweries, where the sale and consumption of alcoholic beverages are accessory to on-site food service. This classification also includes catering businesses or bakeries that have a storefront retail component. Does not include “Bar and Nightclubs”, “Tasting Rooms”, or Restaurants—Drive-through”, which are defined separately.
Tasting Room: An establishment that offers wine, beer, or liquor for consumption on the premises, and those products are manufactured or rectified on the premises or at an off-site location associated with the premises. Tasting rooms may include food sales. For alcohol production, see “Breweries, Distilleries, and Wineries.” Assembly
Cultural Institutions: engaged primarily in the display or preservation of objects of interest in the arts or sciences that are open to the public on a regular basis. This classification includes buildings of an educational, charitable, or philanthropic nature; libraries; museums; historical sites; art galleries, and art studios for painters, sculptors, and other artists.
Educational Institution (Private): a school or other institution in which instruction or general academic instruction in the several branches of learning is taught, controlled and operated solely by a private agency, and may include elementary and secondary levels of academic education, colleges and universities, as may be governed by the regulations of the State Education Code.
Educational Institution (Public): the same as private educational institution, except that it is controlled and operated by a public agency.
Government Building and Facility: A building or structure owned, operated, or occupied by a governmental agency to provide a governmental service to the public; in some circumstances, government buildings and facilities may not be open to the public. Does not include government operated day cares, schools, hospitals and similar uses.
112 Vision Plan
Places of Assembly (Public): means a use of land, building and/or portion of a building used for the gathering and/or assembly of fifty or more persons for purposes such as, but not limited to, deliberation, educational instruction, entertainment, amusement, awaiting transportation, and on-premises consumption of foods and beverages (including alcoholic beverages).
Places of Assembly (Religious): means any facility operated for the principal use of worship and organized religious services by a religious organization including, but not limited to, churches, temples, mosques or synagogues. Permitted ancillary uses include business offices, multi-purpose rooms, classrooms for religious instruction and daycare centers.
Trade School: means a business conducted for profit consisting of a place for training and instruction in a specific field, skill, trade or occupation including business colleges, vocational schools and similar facilities.
Medical and Professional Offices
Hospital: means an institution specializing in clinical, temporary and emergency care services of a medical or surgical nature to human patients and injured persons, licensed in accordance with the laws of the state, providing facilities and services in surgery, obstetrics and other general medical care practices, and may include diagnostic, pharmaceutical and research facilities under the direct control of the hospital administration.
Medical and Dental Office: use providing consultation, diagnosis, therapeutic, preventive, or corrective personal treatment services by doctors, dentists, chiropractors, acupuncturists, optometrists, and similar medical professionals, medical and dental laboratories within medical office buildings but excluding clinics or independent research laboratory facilities and hospitals (see “Hospitals and Medical Clinic”), and similar practitioners of medical and healing arts for humans licensed for such practice by the State of California. Incidental medical and/or dental research within the office is considered part of the office use, where it supports the on-site patient services.
Medical Clinic: facility providing medical, psychiatric, or surgical service for sick or injured persons exclusively on an out-patient basis, including emergency treatment, diagnostic services, administration, and related services to patients who are not lodged overnight. Services may be available without a prior appointment. This classification includes licensed facilities such as blood banks and plasma centers, and emergency medical services offered exclusively on an outpatient basis such as urgent care centers. This classification does not include private medical and dental offices that typically require appointments and are usually smaller scale; see “Medical and Dental Offices.” Professional/Administrative Office: Office of firms or organizations providing professional, executive, management, or administrative services, such as accounting, architectural, computer software design, engineering, graphic design, interior design, investment advisors and brokers, insurance offices, legal offices, real estate and mortgage offices and services, and tax preparation offices, but excluding banks and savings and loan associations (see “Financial Institutions”).
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Chapter 5 | Development Plan
Residential
Community Care Facility: any facility, place, or building that is maintained and operated to provide non-medical residential care, day treatment, adult day care, or foster family agency services for children, adults, or children and adults, including, but not limited to, the physically handicapped, mentally impaired, incompetent persons, and abused or neglected children, and includes the types of facilities listed in the California Health and Safety Code Sections 1500 through 1518 (California Community Care Facilities Act).
Emergency Shelter: a facility that provides immediate and short term housing and supplemental services to homeless per-sons or families.
Supplemental services may include food, counseling, and access to other social programs.
Live/Work: an integrated housing unit and work space designed to accommodate joint residential occupancy and work/business activity. The “live” component must be a permitted dwelling unit, and the “work” component conducted by a person or persons making the dwelling unit their principle residence.
Multi-unit Dwelling: means a building designed and constructed exclusively for the occupancy by three or more families living independently of each other, and containing three or more separate dwelling units.
Senior Citizen Housing: means housing or dwelling units established for exclusive occupancy by persons sixty-two years of age or older and/or by physically handicapped persons of adult age, or by a spouse of any such person. Resident manager(s) of adult age may also reside therein.
Supportive Housing: housing with no limit on length of stay, that is occupied by the target population, and that is linked to on-site or off-site services that assist the supportive housing resident in retaining the housing, improving his or her health status, and maximizing his or her ability to live and, when possible, work in the community.
Transitional Housing: buildings configured as rental housing developments, but operated under program requirements that call for the termination of assistance and recirculation of the assisted unit to another eligible program recipient at some predetermined future point in time, which shall be no less than six months.
Retail
Retail Store (up to 20,000 SF): The retail sale or rental of merchandise not specifically listed under another use classification. This classification includes department stores, clothing stores, furniture stores, pet supply stores, hardware stores, and businesses retailing goods such as: toys, hobby materials, handcrafted items, jewelry, cameras, photographic supplies and services (including portraiture and retail photo processing), medical supplies and equipment, pharmacies, electronic equipment, sporting goods, kitchen utensils, hardware, appliances, antiques, art galleries, art supplies and services, paint and wallpaper, carpeting and floor covering, office supplies, bicycles, and new automotive parts and accessories (excluding vehicle service and installation). Retail sales may be combined with other services such as office machine, computer, electronics, and similar small-item repairs. Retail sales include spaces to make your own art (e.g., pottery, paintings, etc. that serve walk-in customers and appointment slots for groups). 114 Vision Plan
Retail Store (Restricted): Retail uses that may tend to have a potentially offensive effect upon surrounding areas and which may need to be dispersed to minimize their adverse impacts. Examples of these uses include tobacco/smoke/vape shops and pawn shops.
Food and Beverage Sales: Retail sales of food and beverages for off-site preparation and consumption.
Mobile Vending: A self-contained truck or trailer or non-motorized push cart that is readily movable without disassembling, and is used to sell merchandise, prepare and serve food and beverages, or provide other services.
Secondhand Goods with Donation Drop-off: The retail sale of secondhand goods. May also include a donation drop-off on the same premises.
Certified Farmers’ Market: Temporary but recurring outdoor retail sales of food, plants, flowers, and products such as jellies, breads, and meats that are predominantly grown or produced by vendors who sell them.
Service, Recreation, and Entertainment
Pet Boarding: commercial provision of shelter/kenneling for dogs, cats, and other household animals, including activities associated with such shelter (e.g., feeding, exercising, grooming, and incidental medical care).
Veterinarian: establishments where household animals receive medical and surgical treatment and may be temporarily boarded indoors in association with such medical or surgical treatment only. Does not include “Kennels, Pet Boarding”, which is defined separately.
Business Support Services: establishments providing goods and services to other businesses and individuals on a fee or contract basis, including printing and copying, advertising and mailing, office security, custodial services, photo finishing, including associated delivery services with two or fewer fleet vehicles on site.
Financial Institutions: establishments primarily engaged in accepting monetary deposits from the general public, lending funds, financial transactions, financial liquidations, making mortgage and real-estate loans, and change in ownership of financial assets and/or in facilitating financial transactions.
These establishments must be federally or state chartered.
Personal Services (General): establishments providing non-medical services to individual as a primary use. Examples of these uses include barber and beauty shops, clothing, rental, dry cleaners, home electronics and small appliance repair, locksmiths, fortune tellers, pet sales and grooming with no boarding, psychics, shoe repair shops, and tailors. These uses may also include accessory retail sales of products related to the services provided.
Personal Services (Restricted): personal services that may tend to have a potentially offensive effect upon surrounding areas and which may need to be dispersed to minimize their adverse impacts. Examples of these uses include check cashing stores, massage (licensed, therapeutic, non-sexual), spas for hourly rental, and tanning salons.
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Chapter 5 | Development Plan
Theatre: an indoor facility where movies or live performances are shown for public entertainment.
Commercial Recreation Facility (Indoor): establishments providing indoor amusement and entertainment services for a fee or admission charge, including bowling alleys, coin-operated amusement arcades, dance halls, clubs and ballroom, electronic game arcades (video games, pinball, etc.), ice skating and roller skating, pool and billiard rooms as primary uses.
Tattoo or Body Modification Parlor: an establishment whose principal business activity is one or more of the following: 1) using ink or other substances that result in the permanent coloration of the skin using needles or other instruments designed to contact or puncture the skin; or 2) creation of an opening in the body of a person for the purpose of inserting jewelry or other decoration.
Child Care Center: an establishment providing facilities and conducting such programs for the daytime care of children, properly licensed by the county and state, and conducted in accordance with county and state regulations applicable thereto.
Park and Recreation Facility (Private): Non-commercial parks, playgrounds, recreation facilities, trails, wildlife preserves and related open spaces, playing fields, courts, gymnasiums, public swimming pools, picnic facilities, tennis courts, and public golf courses, botanical gardens, as well as related food concessions or community centers within the facilities, which are open to the public, maintained by a public entity, and intended for neighborhood or community use.
Transportation, Communication, and Infrastructure Uses
Electric Vehicle (EV) Charging Station: a public or private parking space that is served by battery charging station equipment that has as its primary purpose the transfer of electric energy (by conductive or inductive means) to a battery or other energy storage device in an electric vehicle.
Parking Facilities: Public or private space dedicated to accommodating vehicle parking stalls, backup area, driveways, and aisles and in which vehicle parking is the primary use of the site. Includes surface parking lots and parking structures/garages.
Transit Facilities: a facility or location with the primary purpose of transfer, loading, and unloading of passengers and baggage. May include facilities for the provision of passenger services such as ticketing, restrooms, lockers, waiting areas, passenger vehicle parking and bus bays, for layover parking, and interior bus cleaning and incidental repair. Includes rail and bus terminals Wireless Telecommunication Facility: a broad range of telecommunication services that enables people and devices to communicate regardless of location, via radio frequency signals. Current wireless communication technologies include cellular communications, personal communication services (PCS) and enhanced specialized mobile radio (ESMR). These technologies all utilize a system of interconnecting geographic areas (cells), each containing an antenna. As used in this title, the term does not include radio and television signals, noncommercial antennas (such as amateur radio antennas), and noncommercial satellite dishes
116 Vision Plan
Public Utility Facility (Minor): facilities necessary to support established public utilities involving only minor structures, such as substations, pump stations, switching and relay boxes, transmission lines, poles, towers, and public underground water and sewer lines.
Neo Industrial
Brewery, Distilleries, and Wineries: an establishment, which as the primary use produces ales, beers, meads, hard ciders, wine, liquor and/or similar beverages on-site. Also includes incidental sale of beverages for on-site and off-site consumption in keeping with the regulations of the Alcohol Beverage Control (ABC) and Bureau of Alcohol, Tobacco, and Firearms (ATF). Establishments may provide food service that is subordinate to the production and sale of alcoholic beverages.
Commercial Kitchen: A food establishment where food is stored, prepared, portioned, or packaged for service elsewhere, and from which vending vehicles selling food may be serviced.
Custom and Artisan Manufacturing: any establishment primarily engaged in on-site production or fabrication of goods by hand manufacturing or artistic endeavor, which involves only the use of hand tools or small mechanical equipment, and which may include incidental instruction or direct sales for consumers. Typical uses include ceramic studios, fabric and needle working, leather working, metalworking, glassworking, candle-making shops, woodworking, and custom jewelry manufacturers.
Other
Hotel: a commercial building or group of buildings designed, constructed and used for the purpose of occupancy by transient persons, containing six or more guestrooms or suites of rooms, or a combination thereof, and which may contain other incidental commercial uses and services as may be permitted in the zone in which it is located, but excluding dwelling units.
Motel: means a commercial building or group of buildings designed, constructed and used for the purpose of occupancy by transient persons, containing separate guestrooms, suites of rooms, guest houses, dwelling units, or any combination thereof, where not more than twenty percent of the total number of facilities provided are dwelling units, and where the name and address of all guests, their vehicle make, year, license number and state of registration are obtained and recorded pursuant to the State Health and Safety Code, and where all utility services are provided by a single master metering system only.
Drive-In Business: means any business or portion thereof (other than an automobile service station) catering activities and functions directly to the occupant of a vehicle where such occupant is not required to leave the vehicle for a rendered service.
Self Storage Facility: means facilities offering enclosed storage with individual access that are rented and/or leased for personal effects and household goods, including mini-storage. A facility may contain various sized, individual compartmentalized and controlled access stalls or spaces. This use excludes workshops, warehousing, hobby shops, manufacturing, or other commercial activity.
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Chapter 5 | Development Plan
5b Alternative 2
Development Plan
Alternative Land Use Plan
An Alternative land use plan is included in the
Vision Plan as a result of ongoing oncurrent
planning, as well as to document the full range
of stakeholder input received during the Vision
Plan development process. The Alternative 2
Land Use Plan would only be allowed as an
option if the Rosemead/Lakewood BRT line is
determined to not be implemented.
Without the Rosemead/Lakewood BRT,
the HWB Plan Area would likely not be
designated as a High Quality Transit Area
(HQTA) in the near future. While State policies
would still set minimum requirements for
densities for the Plan Area they would be
lower than under a HQTA condition. At the
same time, these are only minimums. Many
of the conditions that support Land Use Plan
Alternative 1 (e.g., physical space availability,
development economic feasibility, community
desire for a mixed-use neighborhood center,
severe regional housing supply needs, and
others) would still be present without the
planned BRT and would still make Alternative
Land Use Plan 1 viable even without BRT.
In terms of the specifics guiding the alternative
land us plan, it uses the same development
zones and the same development standards
within each zone that are presented in Chapter
5. It would also use the same guidelines from
Chapter 6 and Public Realm recommendations
from the Multimodal Plan, summarized
in Chapter 7. The main difference for the
alternative land use plan is that development
densities would be less than Alternative 1. The
reduction of densities primarily occurs through
different boundaries for each development
zone, summarized here and shown on the
alternative land use map:
• Exclusion of the Town Mixed-use Zone
• Reduction of the Town Mixed-use Zone
from the recommended land use plan to
Town Residential Zone
• Majority of the north side of Whittier
Boulevard as Village Mixed-use Zone
• Expansion of the Village Residential Zone
along Durfee Avenue south of the rail tracks
Following the alternative land use map, the
conceptual rendering of a 30+ year build-out
of one block compared to existing conditions
is shown again. However, the 30+ year
build-out has been updated to reflect the
lower densities and building types from the
alternative land use plan.
118 Vision Plan
Land Use Plan: Alternative 2 - Without HQTA
DRAFT Final Report October 2024 119
Chapter 5b | Alternative 2 Development Plan
Oversupply of off-street
parking in underutilized
surface lots due to
outdated minimum
parking and zoning
code requirements
Large big box
stores that turn their
backs to residential
areas, which reduces
connections
Lack of street
trees and green
spaces resulting
in urban heat
islands
Wide local streets that
encourage speeding
and don’t provide a
comfortable pedestrian
atmosphere
Underutilized
alleys only used
for services
and attract
undesirable, illicit
activities
Whittier Blvd.
Whittier Blvd. with vehicle-oriented
design that does not encourage
local placemaking and induces
high-speed, regional traffic that
makes it 2nd most dangerous road
in Pico Rivera
Below is a typical condition (2024) for a commercial corridor identified in PR 2035, which is exemplified by Whittier Boulevard between Rosemead Boulevard and Durfee Avenue. 120 Vision Plan
Redesign of
Whittier Blvd.
as a
complete street
Lower scale
development
typology
Same development
scale as
recommended
land use plan
Preservation
of existing
retail
Parking structures to serve the
district (development size and
scale reduced)
Development
size and scale
reduced
Lower scale
development
typology
Infill
development
on north side
same scale as
recommended
land use plan Indicated different development scale/type from recommended land use plan Conceptual rendering showing the complete buildout of a block on the south side of Whittier Boulevard and key infill sites based on Land Use Plan Alternative 2 after more than 30+ years.
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Chapter 5b | Alternative 2 Development Plan
6 Design
Guidelines
This chapter provides key design guidelines for
different building typologies recommended
for the Plan Area. This chapter will serve as
a framework for shaping the aesthetic and
functional character of new developments
within the plan area, which can be expanded
in scope of design elements and/or details of
design elements based on community and
developer input.
Thoughtful building design is essential not
only to meet the community’s aspirations but
also to ensure that development aligns with
broader environmental, social, and economic
goals. This chapter begins with a list of building
types recommended for each development
zone. For each building type there are key
precedent images, as well as text that outlines
the principles, defining architectural elements,
and key guidelines for building layout, facade
articulation, doors, windows, and entries
that will govern architectural design. This will
encourage that each new project contributes
positively to the overall visual identity and
livability of the area.
These guidelines are designed to promote a
cohesive and harmonious built environment,
while also allowing for architectural creativity
and innovation. By addressing key elements
such as scale, proportion, and context, the
guidelines promote the approach to foster
development that is both aesthetically
pleasing and functionally efficient. Furthermore,
the chapter emphasizes sustainable design
practices, encouraging the use of energyefficient materials, water conservation techniques, and integration with the natural
landscape.
Inside this Chapter
» Recommended Building
Types by Development
Zone
» Design Guidelines for
Private Development by
Building Type
122 Vision Plan
Building Types
Y: Recommended
N: Not Recommended
-: Not Allowed
VR: Village Residential
VMU: Village Mixed-Use
TR: Town Residential
TMU: Town Mixed-Use
RD: Riverfront District
PO: Parks and Open Space
VR VMU TR TMU RD PO
Attached House (Townhouse) Y Y Y Y N -
Detached Multi-Unit (Duplex to Fourplex) Y Y Y N N -
Shopfront House Y Y N N N -
Stacked Flats Y Y Y Y Y -
Live/Work N Y Y Y Y -
Garden Apartment Y Y Y Y Y -
Commercial/Apartment Block N N Y Y Y -
Wrap N N Y Y Y -
Podium N N Y Y Y -
Loft N N Y Y Y -
Office (Creative Office) N N Y Y Y -
Flex/Showroom N N Y Y Y -
Kiosk/Shipping Container Y Y Y Y Y Y
Accessory Dwelling Unit (ADU, Casita, Carriage House) Reference Zoning Code - Parking Structure (Stand-alone) N N Y Y Y -
Parking Structure (Mixed-Use Building) Y Y Y Y Y -
Recommended Building Types by Development Zone
The following table provides an overview of the recommended building types for each development zone within the Plan Area. This table is designed to guide developers, architects, and planners in aligning their projects with the specific goals and character of each zone. Each building type is assessed based on its compatibility with the intended land use, scale, and design objectives of the zone, helping to ensure that new developments contribute to a cohesive and harmonious built environment. By referencing this table, stakeholders can make informed decisions that support the overall vision of the Plan Area while addressing the unique needs and opportunities of each development zone.
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Chapter 6 | Design Guidelines
Attached House (Townhome)
Description
Attached townhouses are multi-story residential
buildings that share one or more walls with adjacent
units, offering private living spaces with individual
entrances.
Levels 2-4; typically 3
Subtypes Small lot subdivision
Rowhouse
Defining Architectural Elements
• Narrow frontage with vertical emphasis
• Consistent architectural features across attached units like bay windows or gables
General Design
• Vary facade treatments between units to avoid
monotony, using different colors, materials, and
architectural details while maintaining an overall
cohesive appearance
Building Layout and Orientation
• Position townhouses to maximize natural light and
ventilation
• Provide private outdoor spaces, such as patios or
balconies, for each unit.
Building Facade and Articulation
• Use varied roof lines and façade materials to create
visual interest
• Include elements like bay windows, gables, or
dormers to break up the façade.
Entries, Doors, and Windows
• Individual ground-floor entry for each unit
• Ensure non-vehicle entrances are primary and face
the street to promote neighborhood interaction
124 Vision Plan
Detached Duplex to Fourplex
Description
Two- to four-unit residential buildings that stand alone on a single lot, providing separate living spaces for
each unit with individual entrances.
Levels2-4; typically 3
SubtypesBungalow Court
Duplex, Triplex, Fourplex
Defining Architectural Elements • Distinct yet complementary façades for each unit • Separate entrances and private outdoor spaces for each unit.
General Design • Ensure that the building’s scale, height, and massing are consistent with the surrounding
neighborhood. For instance, if the area is
predominantly single-family homes, the building
should blend in by maintaining a similar roof line
and facade width.
Building Layout and Orientation • Optimize the layout to allow for flexible interior configurations.
Building Facade and Articulation • Use architectural features like porches or verandas to add character
• Implement variations in materials and colors to
differentiate the units
Entries, Doors, and Windows • Create distinct and easily identifiable entrances for each unit
• Incorporate features like porches or stoops to
provide a transition between the public street
and the private unit DRAFT Final Report October 2024 125 Chapter 6 | Design Guidelines
Shopfront House
Description
Combines residential and commercial uses in a single
structure, often through additions or adaptive reuse. Can be with commercial space located on the ground-floor
and residential units above or commercial uses in front and residential uses behind.
Levels 1-3; typically 2
Subtypes Adaptive reuse
Defining Architectural Elements
• Large display windows for the commercial portion
• Separate entrances for residential and commercial
spaces.
General Design
• Use materials that reflect the local commercial
architecture
Building Layout and Orientation
• Orient the commercial space towards the street for
maximum visibility
Building Facade and Articulation
• Use large display windows for the commercial
portion to attract customers
• Incorporate architectural details that reflect the
building’s mixed-use nature
• Ensure the façade complements neighboring
commercial buildings.
Entries, Doors, and Windows
• Separate residential and commercial entrances for
privacy
126 Vision Plan
Stacked Flats
Description
Multi-story residential buildings with individual flats arranged vertically, often with shared access points
and communal areas.
Levels 2-7; typically 3-4
Subtypes Walk-up, Mid-rise
Defining Architectural Elements
• Modern, minimalist design with clean lines.
• Balconies or terraces for each unit.
General Design
• Incorporate communal spaces to encourage
social interaction
Building Layout and Orientation
• Optimize the layout for efficient use of space and
natural light
• Ensure each unit has access to private outdoor
areas
Building Facade and Articulation
• Use clean lines and contemporary materials for a
modern look
• Include balconies or terraces to enhance the
façade
• Vary the façade design to avoid a monotonous
appearance.
Entries, Doors, and Windows
• One common entrance to the building units
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Chapter 6 | Design Guidelines
Live/Work
Description
Live/work buildings integrate residential and
commercial functions within the same unit, allowing
occupants to live and work in the same space.
Levels 2-4; typically 3
Subtypes Loft, Townhouse, Artisan, Flex
Defining Architectural Elements
• Large windows, roll-up doors, and/or open spaces
for work areas
• Separate entrances for residential and commercial
zones.
General Design
• Use materials that reflect both residential and
commercial uses
• Incorporate noise insulation to separate living and
working areas.
Building Layout and Orientation
• Separate living and working areas for privacy and
functionality
Building Facade and Articulation
• Incorporate elements like large windows for natural
light in workspaces
• Ensure the façade reflects the building’s dualpurpose nature.
Entries, Doors, and Windows
• Design separate entrances for residential and
commercial areas
128 Vision Plan
Commercial/Apartment Block
Description
A building that typically takes up an entire small block (less than 400 ft by 400 ft), which can be entirely
residential or commercial uses.
Levels2-4, typically 3
SubtypesCommercial; Residential
Defining Architectural Elements • Typically the primary component of a neighborhood main street or downtown main
street, therefore being integral to creating a
walkable, mixed-use environment.
Building Layout and Orientation • Typically includes a main architectural feature along primary frontage such as a arcade,
forecourt and/or plaza
Building Facade and Articulation • Vertical articulation (e.g., bays, mullions, columns, piers, pilasters, recessed entries, awnings, etc.) to
visually break up the massing of the ground story
of the front and corner side facades
• Horizontal articulation is required (e.g., belt
courses, cornice lines, entablatures, friezes, awnings
or canopies, changes in materials or window
patterns, recessed entries, etc.) to distinguish the
ground story from the upper stories.
Entries, Doors, and Windows • A main entrance must effectively address the adjacent public realm and be given prominence
on the building facade.
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Chapter 6 | Design Guidelines
Garden Apartment
Description
Low-rise residential buildings surrounded by
landscaped gardens, providing residents with access to
green spaces and outdoor amenities.
Levels 2-4; typically 3
Subtypes Courtyard, Terraced, Walk-up
Defining Architectural Elements
• Integration with natural surroundings and green
spaces with a central courtyard
• Use of natural materials like wood and stone.
Building Layout and Orientation
• Orient apartments to maximize views of the garden
and natural light
• Provide private outdoor spaces, such as patios or
balconies
• Ensure common areas are accessible and
integrated with the garden.
Building Facade and Articulation
• Use natural materials like wood and stone to
enhance the garden feel
• Incorporate large windows to connect indoor and
outdoor spaces
• Use greenery and plantings on the façade to blend
with the landscape
Entries, Doors, and Windows
• Units typically have their own entrance to interior
courtyard space
• One common entrance to the building from the
street for interior units
130 Vision Plan
Wrap Building
Description
Multi-story and multi-use structures that combine
residential and commercial spaces, often with a
parking garage wrapped by residential units.
Levels 3-5; typically 4
Subtypes Full (Texas) wrap, partial, L-shaped
Defining Architectural Elements
• Parking structure hidden by apartments
• Varied materials and textures for visual interest
• Balconies and terraces for residential units
General Design
• Ensure commercial spaces have high visibility and
accessibility
• Provide communal spaces to enhance resident
interaction
Building Layout and Orientation
• Orient residential units to maximize natural light
and views
Building Facade and Articulation
• Use varied materials and textures to create visual
interest
• Incorporate balconies and terraces to enhance
the façade
Entries, Doors, and Windows
• One common entrance to access upper floor units.
• Ground-floor units can have their own entrances
to the street
• Separate vehicle entrances for residents and
commercial users
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Chapter 6 | Design Guidelines
Podium Building
Description
Mixed-use multi-story structures with a lower podium
level dedicated to commercial or amenity spaces,
topped by residential or office units.
Levels 4-8; typically 5-7
Subtypes 5 over 1, 5 over 2, 6 over 2
Defining Architectural Elements
• Distinct lower podium level with commercial or
amenity spaces
• Varied materials and architectural elements for
visual interest.
General Design
• Concrete construction for ground-floor (and
potentially second level) with wood frame above
• Above-grade, at-grade, or subterranean parking
incorporated into building design
Building Layout and Orientation
• Orient residential units to maximize views and
natural light
• Ensure commercial spaces have high visibility
Building Facade and Articulation
• Create visual differentiation between ground-floor
and upper floors
• Incorporate balconies and terraces to enhance the
façade
Entries, Doors, and Windows
• One common entrance to access upper floor units.
Ground-floor units can have their own entrances to
the street
• Separate vehicle entrances for residents and
commercial users
132 Vision Plan
Loft Building
Description
Typically converted industrial or commercial structures with open floor plans, high ceilings, and large
windows, offering flexible living or working spaces.
Levels 3-7; typically 4-5
SubtypesIndustrial/Warehouse, Artist
Defining Architectural Elements • Exposed structural elements and large windows • Open and flexible interior spaces.
General Design • Embrace industrial and modern design elements with exposed structures and open spaces
• Use materials that reflect historical building
character
Building Layout and Orientation • Optimize the layout for open-plan living and working spaces
• Ensure each unit has access to natural light and
ventilation
Building Facade and Articulation • Preserve and highlight original architectural features
• Uses exposed structural elements
Entries, Doors, and Windows • Uses large windows • Windows and other openings or reflective surfaces should be placed so that during the day,
natural light may provide effective daylighting to
at least 60% of regularly occupied interior spaces.
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Chapter 6 | Design Guidelines
Office (Creative Office)
Description
Creative office buildings are designed to foster
innovation and collaboration, featuring open and
flexible workspaces with modern design elements.
Levels 2-7; typically 3-4
Subtypes Cross-laminated timber (CLT), Creative,
Class A-C, Mid-rise, Speculative
Defining Architectural Elements
• Open and adaptable interior spaces
• Contemporary materials and large windows
General Design
• Should emphasize stairs as primary vertical
circulation element rather than elevators
Building Layout and Orientation
• Optimize the layout for collaboration and
productivity
• Ensure ample natural light and ventilation
throughout the space
• Provide private and communal work areas.
Building Facade and Articulation
• Use contemporary materials and design elements
• Incorporate large windows and open spaces to
create a sense of openness
Entries, Doors, and Windows
• Design prominent and inviting entryways
• Use energy-efficient and secure doors and windows
134 Vision Plan
Flex/Showroom
Description
Flex/showroom buildings combine office, industrial, and display functions, offering versatile spaces that can be easily reconfigured for different uses.
Levels 1-4; typically 2
SubtypesStudio, R&D, Tech, Manufacturing
Defining Architectural Elements • Open and adaptable layouts • Large display windows and professional façade.
General Design • Combine functionality with aesthetic appeal, emphasizing open and adaptable spaces
• Use materials that are durable and easy to
maintain
• Design flexible spaces to accommodate various
types of displays and work environments.
Building Layout and Orientation • Optimize the layout for easy reconfiguration and multiple uses
• Ensure high visibility and accessibility for the
showroom area
• Provide adequate storage and support spaces.
Building Facade and Articulation • Use clean lines and modern materials for a professional appearance
• Incorporate large windows and open spaces for
natural light and visibility
Entries, Doors, and Windows • Incorporate large windows for display purposes and natural light
• Utilizes sawtooth roof
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Chapter 6 | Design Guidelines
Kiosk
Description
Kiosks are small, standalone structures designed for
temporary or permanent retail or information services,
typically located in high-traffic areas.
Levels 1-2; typically 1
Subtypes Shipping container
Defining Architectural Elements
• Compact and efficient design with bold colors
• Large display windows and eye-catching graphics.
General Design
• Design with a distinct and eye-catching
appearance to attract customers.
Building Layout and Orientation
• Optimize the interior layout for maximum
functionality in a small space
• Ensure high visibility and accessibility from multiple directions
Building Facade and Articulation
• Use bold colors and graphics to create visual
interest
• Incorporate large display windows for product
visibility
Entries, Doors, and Windows
• Design secure and easy-to-operate entry points
• Use sturdy, weather-proof doors and windows
136 Vision Plan
Accessory Dwelling Unit (ADU)
Description
ADUs are secondary residential units located
on the same lot as a primary dwelling, offering
independent living space in a compact footprint.
Levels 1-2,
SubtypesCasita, Carriage House
Defining Architectural Elements • Compact, efficient design • Harmonious materials and colors with the main dwelling
General Design • Design for versatility and potential future uses Building Layout and Orientation • Orient the ADU to maximize privacy for both the main dwelling and the ADU
• Provide functional and flexible interior layouts • Ensure the ADU has access to private outdoor space
Building Facade and Articulation • Incorporate architectural details that add character and interest
• Design the façade to blend seamlessly with the
surrounding environment
Entries, Doors, and Windows • Create a distinct and accessible entrance for the ADU
• Use high-quality, energy-efficient doors and
windows
• Ensure windows provide ample natural light
while maintaining privacy
Note: guidelines and standards are subsequent to
the PR ADU Ordinance.
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Chapter 6 | Design Guidelines
Parking Structure (Stand Alone)
Description
A multi-level building dedicated exclusively to parking vehicles, typically situated near high-demand areas like commercial centers, transit hubs, or large institutions.
Levels 2-6; typically 3-4
Subtypes Flat floor, ramped, helix ramp
Defining Architectural Elements
• Open floors with minimal enclosures for ventilation
and natural lighting.
General Design
• Promote flat-floor design for future adaptive reuse
Aesthetic integration with surrounding buildings
through complementary materials, colors, and
architectural details.
• Incorporation of public art or creative lighting to
enhance visual interest and reduce the perception
of bulk.
Building Layout and Orientation
• Ground-floor activation through retail spaces or
community uses, oriented towards the street to
encourage pedestrian interaction.
• Strategic placement of green spaces or open areas
around the structure to soften its impact on the
urban landscape.
Building Facade and Articulation
• Green walls or living facades that soften the
structure’s appearance and contribute to
environmental sustainability.
• Ground-floor retail or active uses that engage
pedestrians and create a more vibrant streetscape.
138 Vision Plan
Parking Structure (Mixed-Use)
Description
A multi-level parking structure seamlessly integrated
into a mixed-use building, serving both the parking
needs and supporting other uses like residential,
retail, or office spaces within the same development.
Levels 2-4
SubtypesPodium, wrap
Defining Architectural Elements • Discreet parking levels often masked by active uses like retail, office spaces, or residential units,
creating a cohesive and visually appealing
facade.
General Design • Context-sensitive design that considers the surrounding environment and harmonizes with
the other building uses, creating a balanced and
integrated development.
Building Layout and Orientation • Vertical stacking of parking levels within the building, often located behind or above active
uses to minimize visibility from the street.
• Orientation towards main streets with the most
active uses like retail or commercial spaces facing
the public realm, while parking access is typically
located on secondary streets or alleys
• Vehicular entries carefully positioned to reduce
conflict with pedestrian traffic, often located on
side streets or within service alleys.
Building Facade and Articulation • Screening elements like louvers, decorative panels, or green walls to obscure parked cars
from view and maintain a visually appealing
exterior.
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Chapter 6 | Design Guidelines
Public Realm 7
This chapter summarizes the public realm
recommendation for the HWB Plan Area. The
full recommendations for the public realm were
developed as part of the Multimodal Plan.
The Public Realm is the heart of any
community, encompassing the streets, parks,
plazas, and other shared spaces where daily
life unfolds. In Southern California, where
diverse landscapes and vibrant communities
converge, the design and function of the
public realm are critical to fostering inclusive,
sustainable, and dynamic environments. This
plan focuses on general, comprehensive
recommendations for enhancing the public
realm, ensuring that it not only meets the needs
of today’s residents but also adapts to future
challenges and opportunities.
The approach is guided by a commitment to
creating spaces that are accessible, resilient,
and reflective of the unique character of Pico
Rivera. The recommendations are organized
into four key components: the Multimodal
Mobility Plan, which promotes safe, accessible,
and interconnected transportation options;
the Open Space Plan, which promotes new
access to parks and green spaces; the Urban
Design Plan, which guides the aesthetic and
functional aspects of the built environment;
and the Infrastructure Plan, which addresses
sustainable and resilient systems supporting the
public realm. Together, these elements aim to
improve quality of life, foster social interaction,
and ensure long-term environmental and
community well-being.
Inside this Chapter
Summary of:
» Whittier Boulevard Design
and Phasing
» Mobility Networks
» Public Realm Design
Guidelines Summary
» Summaries for Open
Space Plan, Urban Design
Plan, and Infrastructure
Plan
140 Vision Plan
Whittier Boulevard Redesign
The starting point for Whittier Boulevard, and
the other corridors identified in PR 2035, is to
rebuild the corridors from 20th century vehiclemoving roads to vibrant, neighborhoodcenter streets for all modes. Each corridor will be unique depending upon existing
land use patterns, traffic volumes, and future
transportation networks.
The Whittier Boulevard Vision and Multimodal
Plans resulted from a two-year-long, design
process to develop a preferred design
condition for wider sidewalks, protected bicycle
facilities, and extensive green infrastructure and
trees. This will support Whittier Boulevard as a
neighborhood-serving main street in the city
that connects bicycle facilities along the Rio
Hondo and San Gabriel Rivers.
Rosemead Boulevard in Temple City provides a precedent
for the redesign of Rosemead Boulevard for both the
future design condition, with a bioswale protected bicycle lane and accommodating traffic and parking.
Typical Existing Condition of Intersections along Whittier Boulevard Typical Future Condition of Intersections along Whittier Boulevard DRAFT Final Report October 2024 141
Chapter 7 | Public Realm
Vehicle Network
The vehicle network map starts with the updated design for Whittier Boulevard, which will reduce the number of lanes for multimodal improvements.
Other key elements include making a new network of pedestrian-oriented streets through redevelopment of large surface parking lots, adding pedestrian spaces and on-street parking to excessively wide roads, updating signalization at intersections, and preparing Rosemead Boulevard (and intersecting streets) for a future BRT route along Rosemead Boulevard with a station at Rosemead and Whittier Boulevards. 142 Vision Plan
Bicycle and Transit Network
The bicycle and transit network map focuses on developing a connected network of low stress and protected facilities within the HWB Plan Area and connecting to the citywide network. Primary improvements include bioswale protected bicycle lanes, protected bicycle intersections, and transit shelter islands along Whittier Boulevard. Planned north-south bicycle facilities along Rosemead, Paramount, and Durfee/Passons are proposed to connect through the plan area. Finally the new network of streets and the San Gabriel and Rio Hondo Rivers are all proposed to have bicycle facilities.
DRAFT Final Report October 2024 143
Chapter 7 | Public Realm
Phasing Strategy
There are likely to be different phasing
strategies employed for private redevelopment
and redesign and improvements made to
the public realm. This and the following page
summarizes the proposed updates to the
public realm focused on Whittier Boulevard,
while Chapter 8 discusses the phasing strategy
related to private redevelopment.
The update of Whittier Boulevard from its
existing condition to a final design is a major
project that will require detailed design,
securing of funding from multiple sources,
continued community engagement and
thoughtful construction planning based upon
unknown future conditions. Overall, the future
of Whittier Boulevard is presented to be
completed in three phases, but could occur
quicker based upon ideal conditions, such as
grant funding. Related, there is the potential for
specific design elements to be upgraded
over time.
While the advanced design conditions would
increase the amount of co-benefits created,
they also increase the costs and logistic
complexity for implementation. As a result, a
phased approach for the implementation
of the new design of Whittier Boulevard is
recommended to balance creating a safer
roadway condition in the short-term while
maximizing the quality and benefits of the
permanent design.
Phase 1: Intersections
Phase 2: Pilot Design
2025—2026
• Implementation of painted crosswalk and
intersection improvements
• Painted curb extensions
• Other targeted pilot projects for temporary
design condition as funds are available
• Retain on-street parking along Whittier Blvd.
• Explore sustainability district certification
• Initiate General Plan updates
2027—2030
• Full implementation of pilot bicycle lane
design condition to claim street right-of-way
for pedestrian and/or bicycle space
• Upgrade painted curb extensions to
advanced design conditions
• On-going monitoring of traffic volumes and
other metrics
• Refine cost estimates and 100% construction
design for final design condition
• Complete General Plan updates and CEQA
documentation
Existing Condition 2024—2025
• Approval of Vision Plan and Multimodal
Plan
• Secure funding (grants and/or other sources)
• Develop construction designs for Phase 1
and Phase 2 projects
• Detailed design for Rosemead / Whitter
intersection with BRT station
• Targeted pilot projects for temporary design
condition as funds are available
Final Design Options (pg. 145)
144 Vision Plan
Phase 3: Advanced Design
2030+
• Construction of permanent design elements
• Creation of dedicated bicycle lane
protected by a bioswale at street-level
• Raise pedestrian crossings to sidewalk level
across minor streets and parking entrances
• On-going monitoring of traffic volumes and
other metrics
• Optional updates based upon future trends,
travel behaviors, and needs such as a
scramble crosswalk condition
Phase 3: Alternative Design
2030+
• Construction of permanent design elements
• Expanded sidewalks to replace on-street
parking on north side of Whittier Blvd.
• Dedicated zones for outdoor dining and
clear zone for circulation
• Implementation of bioswale protected
bicycle lane on south side of Whittier Blvd.
• Raise pedestrian crossings to sidewalk level
across minor streets and parking entrances
• Optional updates based upon future trends,
travel behaviors, and needs such as a
scramble crosswalk condition
Phases 1 and 2 (previous page) focus on
short-term improvements. Depending upon
implementation specifics (e.g., grant funding and
complementary projects) Phases 1 and 2 could be
completed successively or together. A key element
of Phase 2 is using the buffered bicycle lane to
claim right-of-way needed for the final design
condition.
Phase 3 is shown with two options, an advanced
and alternative design. Both options are
shown at this time due to future unknown inputs
towards a final design from physical conditions,
funding availability, and community input. Both
designs work within the same right-of-way (i.e.,
established in Phase 2), but provide options for
different sidewalk zones, landscape approach,
and other features.
It is also worth noting there may be some
duplicative costs with the implementation of three
phases. For example some individual elements
may need to be rebuilt (e.g., curb ramps)
depending upon changing overall design
conditions.
The updated design of Whittier Boulevard
will capture much of the attention and costs of
updates within the Specific Plan Area. It is also the
most important project due to the transformation
it can create for the street and surrounding area.
Other projects within the Multimodal Plan are
able to be implemented independently of the
Whittier Boulevard, but will ultimately benefit from
a redesign for Whittier Boulevard.
DRAFT Final Report October 2024 145
Chapter 7 | Public Realm
New Street Typologies
A key element of the public realm plan is to implement
new street typologies to transform surface parking lots into pedestrian-oriented streets, as exemplified in the images below. This would occur as part of redevelopment projects of large surface parking lots. Three different typologies reflecting different existing conditions and proposed designs are shown to the right.
EXISTING | Parking lot entrance, with sidewalk
50 ft right-of-way
New Street Typology #1
No sidewalks, only
landscaped areas
Parklet
Stormwater Capture
Enhanced Sidewalks
EXISTING
PROPOSED
PROPOSED | Local street with sidewalks, on-street parking and parklets
50-55 ft right-of-way
146 Vision Plan
No sidewalk, only
landscaped areas
Bicycle Lane Stormwater Capture
Enhanced
Sidewalks
Flex Parking/
Bioswale/
Parklet
Zone
No sidewalk, only
landscaped areas Sidewalk present along the entrances of businesses Stormwater Capture
Cycle Track
Flex Parklet
/ Parking / Bioswale Zone
EXISTING | Parking lot entrance with 3 lanes
& no sidewalk
60-65 ft right-of-way
New Street Typology #2
EXISTING | Parking lot storefront drive aisle with partial sidewalk and/or partial landscape
70+ ft right-of-way
New Street Typology #3
PROPOSED | Local street with sidewalks, bicycle lanes, landscape parkway, on-street parking and/or parklets
60-65 ft right-of-way
PROPOSED | Local street with wide sidewalks, cycle-track, on-street parking and/or parklets
70-75 ft right-of-way
DRAFT Final Report October 2024 147
Chapter 7 | Public Realm
Multimodal Design Guidelines
Design guidelines for individual elements
within the public realm are provided in the
HWB Multimodal Plan for the following
categories:
• Sustainability
• Pedestrian facilities
• Bicycle facilities
• Transit facilities
• Vehicles / Streets
• Parking
• Curbside Management
• Streetscape and Placemaking
• Lighting
• Green Infrastructure
• Materials and Landscape
A sample of some key design guidelines is
included below:
Road Design
The City should follow National Association
of City Transportation Officials (NACTO) Urban
Street Design Guidelines as the default
design condition for Whittier Boulevard and
other roadways, which provide pedestrianoriented street designs approved by engineers
Bicycle Protection / Barriers
For temporary and permanent conditions,
barriers should be durable and strong
enough to protect from vehicles—e.g., plastic
bollards not recommended; movable
planters are recommended
Example of how the same area of a curb extension can
be designed to accommodate different uses based on
needs of specific locations.
Bus Stops
• Bus stops should be relocated to be on
the far-side of all intersections
• All bus stops should include a shade
shelter, seating, and three-bin waste
stream receptacles
Curb Extensions
There will be a variety of curb extension
design typologies (e.g., bioswale, community
garden, outdoor dining, etc.), which the
local neighborhood should have a voice in
determining the design (shown to the right)
Lighting
• Prioritize frequent spacing of lighting
rather than larger lights spaced further
apart; maximum distance between
lighting should be approximately 20 feet.
• All lighting shall be LED or OLED.
Materials
• Asphalt is not recommended to be used
for any application
• Permeable pavement is recommended
to be used, except for bicycle pathways
On-Street Parking
Paid parking should be variable rate based
upon time-of-day and demand to create
about 10-15% supply availability per block
Safety and ADA Accessibility
All physical design improvements will
encourage universal accessibility to support
people of all ages and abilities 148 Vision Plan
Multimodal Concept Plans
Proposed New On-Street Parking Site Plan #6: 30% Concept for San Gabriel Preferred Design Design Considerations:
• Parking stall width (10’+ wide)
• Provide access from parking to pedestrian path along the center median (e.g., unloading kids)
• Recommend 45 degree parking angle
• Maintain emergency vehicle access through the use of rolled curb Design Recommendations
• Prioritize the planting of shade trees and incorporation of green infrastructure along the length of the center median
• Prioritize micro parks and plaza spaces at either end of the center median Durfee Avenue and Jackson Street between
Whittier Boulevard and Passons Avenue have
excessive roadway widths. Overall, this road
section is confusing to drive even though it
only includes only two travel lanes, but it has
a street right-of-way that varies between 40
and over 60 feet wide, multiple curb cuts, and
limited on-street parking.
San Gabriel Place is recommended to be updated to include a center landscape median that could also include a walking path like shown below. Instead of parallel parking on the outside, angle parking along the center median is also an design option as a way to replace the parking within the current parking lots along Speedway Alley.
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Chapter 7 | Public Realm
Open Space Plan
Chapter 5 of the Vision Plan describes many
of the objectives, standards, and guidelines
for the development of open space within
the Plan Area. As previously described, the
majority of new open space in the Plan Area
will result from open space requirements for
private and/or P3 developments due to a
lack of existing open spaces and that most
land is privately-owned. Within the existing
public realm, there are a few opportunities for
creating open spaces, which are described
following. These strategies mostly focus on
redesigning underutilized vehicle spaces for
pedestrians, small and micro park spaces, and
creating connections throughout the Plan Area.
Existing Parks
The Water Replenishment District and PAD
park parcels are both proposed for public
parks that will undergo final design. They will
represent medium size parks.
Greenway
The power lines parallel to Paramount
Boulevard are not proposed to be altered
or updated in the future. As they limit
development, it is proposed to turn the area
underneath the power lines into a public
greenway.
Parklets
With the redesign of Whittier Boulevard and
excess vehicle space along parts of Durfee
Avenue and other local streets, there is an
opportunity to create a network of parklets
throughout the Plan Area, which could provide
a variety of micro park spaces with different
designs and functions.
Multi-Purpose Plaza Spaces
There are a few publicly-owned parking
lots that are proposed to be redesigned to
accommodate multiple uses. At times these
spaces could continue to accommodate
parking, but they could also be used as public
plazas, for events, and/or a portion of the
spaces be used for playgrounds or similar
facilities. Key updates would include new
pavement materials and tree/landscape
plantings.
Alleys (Paseos)
Speedway Alley within the Plan Area is
proposed to be transformed into a pedestrianoriented paseo. The transformation is shown on the following pages and would include
new pavement materials, drainage and utility
updates, shade trees, and small pedestrian
activities such as swings and similar elements.
Fitting active recreation facilities into small areas
A parklet with trees, shrubs, and flowers
Example of a plaza from a former parking lot
150 Vision Plan
Pedestrian and Open Space Network
DRAFT Final Report October 2024 151
Chapter 7 | Public Realm
PRIVATE
POCKET/
MICRO
AGRICULTURE
NEIGHBORHOOD
(LARGE) TOWN
CENTER
REGIONAL
PARK
BIKE NETWORK
PARKWAYS
RESIDENT
COMMON
SPACE
2 MIN
5 MIN
10 MIN
15 MIN
7 MIN
20 MIN
7 MIN
NEIGHBORHOOD
(SMALL)
URBAN
PLAZA
The diagram below demonstrates how parks of different sizes, types, and landscape design can act together to become part of a citywide park network. As a Vision Plan and given that much of the Plan Area is privately owned, there are few opportunities for identifying specific sites for open space. Rather, as open spaces are developed as part of private redevelopment, each new open space should be considered as part of an open space system, which also interacts with other systems (e.g., streets). Essentially, parks and open space should be part community life; small parks utilized daily while larger parks further away are used less often; and all connected through a green, active transportation network. 152 Vision Plan
Speedway Alley at Lindsey Avenue
EXISTING
PROPOSED
New plaza space
Raised
pedestrian
crossing /
speed hump
Permeable
paving and
drainage
channel
New development with
integrated outdoor dining
Paseo branding
New shade
trees
One location where open space can be specifically
identified are the existing alleys within the Plan Area.
An example of the transformation of Speedway
Alley into Los Paseos at the IDEA Lab (east of Lindsey
Avenue) is shown to the left. While designs may vary
by block, and final designs are still to be determined, they are proposed to be transformed into pedestrian
paseos that promote the following:
• New permeable paving materials that enable
water filtration into the soil and reduce heat
island
• Modular paving system that allows for the
planting of shade and ornamental trees
• Enable circulation of vehicles, particularly service, emergency, and local vehicles
• Encourage active uses facing the paseo
• Serve as a “stress free” route for all abilities and
types of active transportation users throughout
the Plan Area
• Transform underutilized, irregular, and small
excess spaces (e.g., small surface parking lots)
into multi-use spaces that can provide small park
elements.
In promoting all of those elements, Los Paseos
embody the bike (active) and parkway network
shown in the diagram for creating a park and open
space network.
Finally, it is intended that private and P3
redevelopments will connect and add to Los Paseos
throughout the Plan Area.
DRAFT Final Report October 2024 153
Chapter 7 | Public Realm
Urban Design Plan
The urban design recommendations of the
Vision Plan are most focused on the details
of individual elements. There is less emphasis
placed on where particular elements are
recommended to be located within the Plan
Area. Following are guidelines for urban
design elements:
Design Everything at Human Scale
A built environment that is built at the scale for
people encourages active participation and
vibrant community life. It includes elements from
the ratio of the right-of-way to building heights
and how large public spaces are within their
context.
Provide Frequent and Variety of Seating
Seating should be placed frequently along
pathways, parks, and plazas to encourage rest
and social interaction. Varied seating options,
including benches, chairs, and ledges, cater
to different needs and preferences, fostering
inclusivity and enhancing the public realm’s
usability.
High-Quality Materials and Elegant Design
for Final Conditions
Materials should be chosen for their longevity,
sustainability, and ability to enhance the
local character. Attention to craftsmanship,
refined detailing, and cohesive design
elements ensures a timeless, elegant outcome
that elevates the public realm, fosters civic
pride, and harmonizes with the surrounding
environment.
Access Now, Enhance Later
These projects utilize low-cost, temporary
interventions to test and improve public spaces.
Emphasizing quick implementation, iterative
design, and community feedback, they
enable cities to respond to changing needs,
fostering innovation and inclusivity in the urban
environment.
Diagram showing relationship between activities, open
space size, and urban fabric frame
People utilizing a variety of seating types and heights for various purposes
Tactical urbanism project to create colorful curb extensions Simple, elegant design of seating and landscape for a
small parklet
154 Vision Plan
Intentional Design
Urban design principles emphasize
intentionality in all physical design elements,
ensuring that every feature serves multiple
functions. For example, a slightly depressed
bicycle parking area enhances sidewalk
visibility and can double as a stormwater
collection point, demonstrating how thoughtful
design improves both aesthetics and
functionality, creating more efficient, safe, and
sustainable urban environments.
Utilize Small Spaces
Even limited areas can be transformed into
valuable public spaces, such as butterfly
gardens or urban swings, fostering biodiversity,
play, and relaxation. By repurposing
underutilized spaces for pedestrian-friendly
amenities, cities can enhance the public realm,
promote well-being, and create vibrant,
inclusive environments that enrich urban life
and encourage social interaction.
Design for the Senses and Overall
Happiness
Urban design principles that focus on human
senses and promoting happiness emphasize
creating environments that engage all the
senses, fostering a deep connection to the
surroundings. Incorporating green walls of
fragrant flowers, soothing water features, and
diverse textures appeals to sight, smell, sound,
and touch, creating spaces that evoke positive
emotions. Natural light, vibrant colors, and the
strategic placement of seating and gathering
areas further enhance the experience, making
public spaces more inviting. By prioritizing
sensory-rich elements, urban design can
reduce stress, encourage social interaction,
and promote a sense of well-being, ultimately
contributing to a happier, more vibrant
community.
Swings used by all ages along the sidewalk edge
Subtle depression of bike parking area provides multiple benefits such as preserving sight lines to the station Flowers on building facades
DRAFT Final Report October 2024 155
Chapter 7 | Public Realm
Infrastructure and Utilities Plan
Image of typical existing surface condition along Whittier Boulevard with a range of pavement and utilities
Whittier Boulevard is formerly a County- and
Caltrans-owned road that has existed over 100
years. As such, the existing service infrastructure
for sanitary sewer, stormwater, water, and
electric power are likely inadequate to support
the 30-year redevelopment potential of the
corridor. The age of infrastructure dictates
that updates and capacities be updated
as climate change and modern behaviors
have created different baselines for models
(e.g., size/frequency of 100-year events). More
importantly, much of the current infrastructure
does not support the design conditions
desired by the community, as well as that
promoting best practices for economic and
environmental sustainability. For example,
existing grey infrastructure systems direct water
to channelized rivers and the Pacific Ocean,
instead of green infrastructure systems that can
resupply local aquifers and create micro public
green spaces that reduce heat island effects.
Key infrastructure considerations resulting from
the development of the Specific Plan are
summarized in the remainder of this Chapter.
Access Now, Enhance Later
This strategy allows for immediate
implementation of essential infrastructure while
providing flexibility for future improvements.
This tactical urbanism strategy ensures timely
accessibility and functionality, adapting to
evolving needs and opportunities. It fosters
community engagement and incremental
upgrades, optimizing resources and adapting
to changing urban dynamics effectively.
Dig Once Approach
Streamlines infrastructure development
by coordinating all necessary utilities and
services during a single excavation. This
strategy minimizes disruptions, reduces longterm costs, and avoids redundant digging, leading to more efficient use of resources and
improved project timelines. It supports a more
cohesive and sustainable approach to urban
infrastructure planning.
Consistency with Capital Improvement Plan
This would ensure that infrastructure projects
align with current needs, future growth, and
budgetary constraints. Regular updates to
the CIP facilitate priorities, enhance resource
allocation, and integrate new developments,
fostering efficient and effective infrastructure
development that supports community goals
and sustainable urban growth.
Complete Infrastructure Capacity Analysis
This analysis would ensure that infrastructure
can accommodate the full buildout of the
HWB Vision Plan based on the recommended
development zones and development
standards. It would also prevent overloading
and inefficiencies. It enables precise planning,
optimizes resource allocation, and supports
sustainable development, ensuring that
infrastructure investments meet the community’s
needs and foster long-term growth.
156 Vision Plan
Whittier Blvd. Redesign—Phase 1 $5 M
$7 M
$28-38 M
$40-50 M
Whittier Blvd. Redesign—Phase 2
Whittier Blvd. Redesign—Total
Whittier Blvd. Redesign—Phase 3
Underground capacity upgrades
and/or under-grounding utilities $ 20-50 M
Example of permeable paving, curbless street
reconstruction with underground utilities and bioswales Utility Relocation and Undergrounding
Underground utilities capacities along Whittier
Boulevard likely need to be increased
and updated, but may also be relocated
depending upon final design condition
(e.g., location of lighting and street trees).
Additionally, overhead electric wires are
proposed to be undergrounded along
Speedway Alley (proposed as Los Paseos. The
undergrounding could occur in coordination
with other infrastructure projects.
Pavement Materials
Permeable paving is recommended for most
pedestrian areas in the Plan Area, which
would complement street trees and/or flowthrough planters in stormwater runoff, as well as areas where underground utilities are located
to facilitate easier maintenance and upgrades.
Pavement materials should also prohibit
asphalt use to move away from petroleumbased materials for locally sourced and/or carbon-sequestering materials.
Expanding Sidewalks and Street Grade
There is excess space for vehicles and limited
space for pedestrian on existing streets.
However, extending sidewalks may have
implications for stormwater runoff because
sidewalks will reduce the distance for the cross
slope of the roadway. Streets would need to
be regraded and/or new green infrastructure
treatments will be needed to accommodate
stormwater flows.
Cost Estimates
Some initial cost estimates completed during
the Multimodal Plan for improvements are
shown below:
Note: Costs based on Q1 2024
DRAFT Final Report October 2024 157
Chapter 7 | Public Realm
8 Implementation
Inside this Chapter
» Integration with Other City
Planning Projects
» Phasing Strategy
» Economic Development
and Financing Strategies
» Action Project List
This Vision Plan and the accompanying
Multimodal Plan identify transformation of
Historic Whittier Boulevard into an official
“Uptown” district with a public realm updated
for reduced traffic speeds and improved
pedestrian connections along a mixed-use
neighborhood main street corridor and
into surrounding neighborhoods. For this
transformation to occur, the City will need to
create the implementing regulatory framework
to guide physical improvements according
to the recommendations of the Vision and
Multimodal Plans and secure funding for
planned roadway, parking and open space
changes, catalyze private redevelopment,
and leverage private investment through
partnerships.
The first step will be to update the General
Plan to allow the land use types and
densities/intensities described in this Vision
Plan, and to reflect the redesign of Whittier
Boulevard described in the Multimodal Plan.
To implement the land use vision, the City
anticipates adapting this Vision Plan into a
Specific Plan upon completion of a General
Plan update.
Implementation of this Plan will depend on
the inputs from multiple parties. Transformation
will require significant private investment.
There needs to be strong public sector
leadership. It will be essential for City staff to
meet with partners to provide transparency
and guide them through new processes and
planned projects to continue building trust
and complementary projects. Finally, building
upon the community engagement that was
completed during the planning process,
particularly with the Youth Ambassadors
Program, the community will need to continue
to champion implementation of the Vision Plan.
158 Vision Plan
Land Use Map from the 2013 General Plan
Rendering used during the HWB Vision Plan and
Multimodal Plan planning process.
General Plan Update
The first step for implementation of the Vision Plan will be to complete a General Plan update to align with recent and future emerging conditions. An update of all elements will need to occur, but the Land Use, Circulation and Environmental Justice Elements should be prioritized to be completed first. Along with the General Plan update to elements will require applicable CEQA documentation to allow for the public and private development recommendations for the Vision Plan. CEQA documentation should be used as a tool to catalyze development in the most cost efficient approach (e.g., entitling development potential through a Program EIR so individual projects do not need to complete CEQA).
Update of Vision Plan and Adoption as a Specific Plan
Following updates to the Land Use and Circulation General Plan Elements, the Vision Plan can be adapted to a Specific Plan based upon the recommendations of this Vision Plan. There will need to be some minor additions and updates to this Vision Plan to provide all the administrative details of the plan that best align with City implementation practices as well as updates analysis related to infrastructure improvements, but there may also want to be further refinement of development policies (e.g., standards and/or guidelines) with stakeholders and/or the community.
The following pages summarize other current planning projects that may suggest future updates to this Vision Plan before adoption as a Specific Plan.
Short-term Development Projects
Prior to adoption of the necessary General Plan amendments and Specific Plan preparation, developers may come forward with projects, which could align with existing General Plan and Zoning Code requirements or are consistent with this Vision Plan. The Pico Rivera City Council endorses the development vision, guidelines, and standards in this Vision Plan to inform all future development in the HWB Plan Area. To facilitate development of such projects, the City can use regulatory tools such as a Development Agreement or Planned Development application to facilitate new development according to the Vision Plan. It will be essential for City staff to meet with individual developers to guide them through short-term options in the development process (e.g., General Plan Amendments) to continue building trust with the development community and facilitate short development timelines.
DRAFT Final Report October 2024 159
Chapter 8 | Implementation
Online dashboard Architectural rendering from the Facade Improvement Program
Concept Plan for the PAD Park
Facade Improvement
Program
During development of the Vision Plan,
the City initiated a Facade Improvement
Program for Whittier Boulevard and Durfee
Avenue from Lindsey Avenue to Beverly
Boulevard. The purpose of the program is
to provide grant funding to business and
property owners to improve buildings facades
to support economic development and
continued revitalization of the corridor. The
guidelines are documented in the Architectural
Theme Guidelines document and should be
incorporated and/or cross referenced with any
architectural design guidelines for the Vision
Plan.
Branding, Furniture,
Wayfinding Master Plan
The City of Pico Rivera is developing a
City Branding, Signage, and Furniture
Master Plan. This comprehensive plan
will encompass various topics, including
branding development, inventory assessment,
identification of design elements, an
implementation action plan, and more. Public
realm and private development elements
(e.g., parking signage) related to branding,
furniture, and wayfinding should default to the
recommendations of this master plan when
completed.
Passons Active Depot (PAD)
Park
The City plans for the PAD Park will transform
the currently underutilized and blighted bus
depot on Passons into a colorful and vibrant
neighborhood park. The designs for the
PAD Park features canopy trees and drought
resistant native landscaping, a grassy knoll and
performance amphitheater, creative solar panel
shade structures, community based artwork,
children’s play areas, free Wi-Fi hot-spot and
architecturally designed shipping containers to
be used as flexible community space. The City
was awarded a $1 million grant by LA County
for the acquisition of the property at Passons
Blvd. and Jackson St. As the park and Plan Area
develop in Phases, there may be opportunities
to adjust some park features during final design.
160 Vision Plan
Proposed route of the Rosemead/Lakewood BRT line
from east Pasadena to Long Beach through Pico Rivera.
Rendering of revitalization of the Los Angeles River; the restoration and revitalization of the Rio Hondo and Sang Gabriel River corridors is intended to feature many of the same elements to achieve similar goals.
River Revitalization Program and Trail Connections
Revitalizing the Rio Hondo and San Gabriel Rivers will promote lively and responsible riverfront development, enhance the natural ecosystem, increase access to park space and recreational opportunities, and contribute to regional active mobility. Holistically, the city will strategically identify opportunities to introduce new, non-traditional parks such as micro parks, parklets, paseos, dog amenities and outdoor furniture into the urban setting with all new developments in the HWB Plan Area, which would provide a complement to the River corridors.
The City of Pico Rivera is completing a feasibility study, alternatives analysis, and developing conceptual designs for a new and iconic Class-I bicycle and pedestrian bridge adjacent to the Historic Camino Real (State Route 72 – Whittier Boulevard). The project will span the San Gabriel River thereby connecting the Paseo del Rio trail network and the San Gabriel River Class-I regional bike path. The project will also connect the Pio Pico State Historic Park via the Pio Pico Bikeway Extension Project and the Rio Hondo Class-I Bike Path via the Mines Ave. Regional Bikeway Project. This projects supports the overall vision to have the Whittier Boulevard become an active transportation and open space connection between the Rio Hondo and San Gabriel River corridors.
Rosemead/Lakewood
Complete Corridor Study
The City of Pico Rivera is acting as the lead
agency for the planning of a 28-mile, northsouth multi-modal corridor that integrates high-quality active transportation (ATP) facilities,
bus rapid transit (BRT), and transit-oriented
development (TOD). This corridor will intersect
with Whittier Boulevard and a BRT station is
planned at that location. Detailed schematic
and construction designs will need to be
integrated across both projects to ensure that
designs are complementary to the goals of
both projects. Feasibility and concept planning
is anticipated to begin in late 2024 or early
2025 and completed in 2026.
DRAFT Final Report October 2024 161
Chapter 8 | Implementation
Phasing Strategy
During the HWB program planning process,
the interdisciplinary project team modeled
redevelopment potential in an iterative process
with City staff and the public based upon
the level of development desired, economic
feasibility, and sustainable and urban design
approaches. Shown below is a model of the
redevelopment potential along the Whittier
Boulevard corridor at the building envelope
massing model level using typical building
typologies for townhomes, garden apartments,
wrap, podium, and office buildings. The
total redevelopment potential is shown in
different development phases, which account
for input from business/property stakeholder
conversations, existing leases and building
conditions, catalyst development sites, and
other feasibility factors such as absorption rates.
This model and approach were successful in
demonstrating the preferred redevelopment
potential for a number of key considerations
that development could occur:
• At densities/heights that were economically
feasible and still scale down to
complement existing adjacent residential
areas.
• Through phasing of individual buildings
that would accommodate current and
future parking needs for the whole corridor.
• To preserve key existing uses and visibility
and access to those uses are planned.
Existing Conditions
Large surface parking lots serving big box
retail and strip retail uses is the predominate
condition along the south side of Whittier
Residential Commercial Office Parking Open Space
Existing Conditions Phase 1
Boulevard and represent the largest
opportunity to transform the corridor. In the
short-term, smaller parking and underutilized
parcels on the north side are likely the best
candidates for catalyst infill redevelopment.
Following is a short description of
considerations for the hypothetical phasing of
development.
Phase 1: 0-10 Years
This phase proposes first replacing the oldest
and smallest strip retail plaza first as it is
likely producing the lowest current revenues.
Redevelopment of this site allowed for
creation of a wrap building that provides
parking above what is needed in order to
accommodate parking needs of subsequent
projects on surface parking lots. On the north
side, three-story buildings with ground-floor
162 Vision Plan
Residential Commercial Office Parking Open Space
Phase 2 Phase 3
retail and upper floor apartments are possible
on City- (e.g., IDEA Lab) or privately-owned
parcels.
Phase 2: 10-20 Years
This phase concentrates development along
Whittier Boulevard at key location such as
intersections and locations where public open
spaces could be developed to increase the
use and reputation of the district as a walkable
neighborhood center. Visibility from Whittier
Boulevard to key retail stores is preserved as
appropriate new buildings are prioritized
next to phase 1 buildings, which also allows for
implementation of shared parking.
Phase 3: 20-30 Years
This phase combines buildout of surface
parking lots along Whittier Boulevard and
some smaller infill sites. The last parcels to be
developed are likely the surface parking lots in
front of large retailers; at this stage the visibility
from Whittier Boulevard is less important as
by this time a thriving walkable district would
be developed. Further infill development
of smaller parcels would be made feasible
through increasing land values and desirability
of the area.
Build-out Potential
The model focused on redevelopment
potential of large surface parking lots on
the south side of Whittier Boulevard from
Paramount Boulevard to Passons Avenue,
including the Village Walk Plaza and key
properties on the north side of Whittier
Boulevard. This represents the sites most likely
for eventual redevelopment and a majority of
the redevelopment potential of the corridor.
Complete buildout of the entire Plan Area (i.e.,
every parcel including those west of the rail
bridge west of Paramount Blvd.) would result
in higher development numbers, but is not
expected within the planning horizon of this
document. Total projected development in the
Plan Area from this model projects:
Residential:
2.5 million SF
2,200 units (900 SF average unit size)
Retail:
400,000+ SF existing retail to remain
260,000+ SF new ground-floor retail
Office:
200,000+ SF new office space
Parking:
5,400 parking stalls
DRAFT Final Report October 2024 163
Chapter 8 | Implementation
Of particular importance to implementation
of the Vision Plan will be parking for vehicles.
It is key for implementation for a few notable
factors:
• A topic of interest expressed by the public,
City staff and decision-makers, and the
development community
• Provides one of the highest costs for a
development of any land use
• Is necessary to allow residents and visitors
to visit and patron uses along the corridor,
which is key to increasing economic
development
• Is connected to how private automobiles
are utilized in the city and region, which is
the largest contributor of Ghg emission in
California (i.e., transportation) and is part
of local, State, and National public policy
goals to improve sustainability
Parking Existing Conditions
Large surface parking lots serving big box
retail and strip retail uses is the predominate
condition along the south side of Whittier
Boulevard and represent the best candidates
for redevelopment. Furthermore, a Pico Rivera
Parking Study (2019) and Baseline Conditions
Analysis, these parking lots typically have a
60-70% utilization rate. This utilization rate,
which is typically for communities in the region,
demonstrates there is an oversupply of parking
in total that can be used as sites for new
housing and mixed-use neighborhood centers.
At the same time, there are concentrations of
parking that is fully utilized and desire to make
parking convenient and accessible as possible.
Redevelopment of the HWB Plan Area
should focus on short-term parking needs in
early projects that accommodate parking
needs and setup the corridor for its holistic
transformation.
Case Study: Old Town Pasadena
The City of Pasadena provides a successful
example of how a coordinated strategy between
vehicle parking, public realm improvements,
private redevelopment, and ongoing
maintenance worked together to revitalize Old
Town into one of the premier city-centers in the
region. Over a period of 15 years, the city built six
public parking garages, costing approximately
$70 million and providing around 1,500 parking
spaces. Parking fees were managed under a
demand-based pricing strategy to maximize
parking in structures rather than on-street. The city
reinvested nearly all parking revenue—$3 million
annually—into ongoing district improvements
such as lighting, landscaping, and public safety
enhancements. The city’s Parking Management
District Plan oversaw operations, creating a
sustainable revenue model. This included privatepublic partnerships for parking operations and a shared-parking strategy with private garages,
ensuring high efficiency across the district.
Whittier Blvd.
In ‘n
Out
Target
Paramount Blvd.
Rosemead Blvd.
Durfee Ave.
Passons Blvd.
San Gabriel River
Existing off-street parking supply and utilization rates (combined from 2019, 2023) by block within the HWB Plan Area. 164 Vision Plan Short-Term Strategies
While there are measures that need to
be taken to ensure its success, a parking
structure(s) in key location(s) would provide
the supply, visibility, and public perception
to accommodate current parking behaviors
as well as setup subsequent redevelopment
projects. There are multiple options; such a
parking structure could be a stand-alone
structure or incorporated into a mixed-use
project; the structure could be developed/
owned by the City, a private developer, or
through a public-private partnership (P3). There
are pros and cons for each condition, which will
depend upon specific conditions of individual
opportunities (e.g., development timeline,
splitting of costs/revenues, etc.). As such, the City
should be open to exploring all design, build,
own, operate, and maintain scenarios.
Along with a key parking structure, other
projects would complement the parking
supply and distribution along the corridor,
as well as improve the pedestrian realm.
Two projects include redesigning Jackson
St. and San Gabriel Pl. to utilize excess street
widths for wider sidewalks, landscaping and
on-street parking. Both short-term structured
and on-street parking should also advance
sustainability and placemaking metrics.
Summarized in the next section and detailed in
the Multimodal Plan.
Example of a public parking structure with a rooftop playground that provides open space by being accessible to the public via an exterior staircase that also encourages exercise.
Long-Term Strategies
Assuming the eventual condition of the Plan
Area as a walkable, mixed-use neighborhood
there will be a different approach to parking
then existing today. A few key approaches
include:
• Over time, the supply of vehicle parking will
evolve to be resonsive to market conditions
and utilization rates rather than minimum
parking requirements
• Parking will evolve from existing primarily
as surface parkings lots to being located in
parking structures
• Surface and on-street parking will be
prioritized for disability, short-term, and
loading zone parking
• Parking structures would have a sharedparking strategy within the Plan Area and be distributed regurarly thoughout the Plan
Area
Parking Design Considerations
While costs are a key factor in the ultimate
design, development of key and highlyvisible parking structures in the short-term would provide the highest benefit if they
incorporated design features that contribute
to the public realm, energy production, and/
or usable open space for the community.
Some key features for parking (structured and
on-street) include:
• Increase electric vehicle infrastructure, which
can be powered on-site with solar panels
• Prioritize stormwater infrastructure to direct
all water to natural groundwater recharge,
as well as provide features that contribute
to placemaking or small habitat gardens
• Publicly accessible open spaces on the roof
• Facade treatments that provide
placemaking (e.g., architectural screen
and/or public art) and sustainability
DRAFT Final Report October 2024 165
Chapter 8 | Implementation
Economic conditions provide another primary
consideration to implementation. The City
recognizes that locally lower development
values due to current regional/trade area
market conditions are out of sync with the costs
of redevelopment and access to capital. The
development standards recommended in the
Vision Plan provide a balance between creating
an attractive environment for developers and
ensuring funding and fair partnerships for
infrastructure and public realm improvements.
The severe need for housing throughout
California and the Los Angeles region makes
housing the primary redevelopment catalyst
for the Plan Area. While home values and rents
are slightly below the County average, which
can mean lower land acquisition costs, the City
of Pico Rivera is also missing a mixed-use town/
neighborhood center (e.g., Uptown Whittier)
and high-quality transit (HQT) that have driven
increasing value of neighborhoods in other
parts of the region during the last 20 years.
With multiple HQTA projects coming to the City
and the Vision Plan creating the conditions
for a mixed-use town center, the inputs for
economically valuable projects are present.
Following is a summary of key economic and
financing strategies and considerations for
implementation.
Economics and Financing
Whittier Dam Modification Project
In 2016, the US Army Corps of Engineers
placed Whittier Narrows Dam in the
agency’s highest risk category, “very high
urgency,” when critical structural issues were
discovered. The Whittier Narrows Dam Safety
Modification Study was completed in June
2019, and work has been initiated, which will
result in multiple impacts to the City of Pico
Rivera around the dam, including loss of
access to the Pico Rivera Sports Arena, golf
course, and 57% of the City’s parks. This was
one of the forces that drove the creation of
Pico Rivera 2035 to proactively address these
impacts and best leverage public funding
opportunities.
The City has calculated that the total economic
impact upon the City could be $125 million.
PR 2035 proactively addresses this impact
through an overall strategy to secure federal
funding and other grants to offset those losses.
Those funds are proposed to be redirected
to the planning and implementation of
transportation, infrastructure, open space, and
public-private partnerships (P3) development
projects throughout the City, particularly within
the PR 2035 priority areas such as in the HWB
Plan Area along Whittier Boulevard.
166 Vision Plan
Economic Development Strategies
Infrastructure funding and financing options
currently available in California fall into four
categories:
1. Public Revenue Sources
2. Grants
3. Special Taxes and Assessments
4. Development-Supported Sources
Typically, development-supported funding
sources— such as development impact
fees, project-specific exactions, and private
financing—and special taxes and assessments
(that allow for issuance of debt) are the
primary tools for funding new infrastructure
that supports future development. These
sources may be layered or augmented with
public revenue sources and grants that offer
“bridge” financing and/or provide funding for
specific infrastructure projects. However, given
current market conditions, the Plan Area status
as “Disadvantaged Community, and impacts
from the Whittier Narrows Dam, public revenue
sources and grants should be considered as a
higher priority for the short-term phasing buildout (0-10 years) of the Plan Area.
Particularly, with the planning of the
Rosemead/Lakewood BRT station and Vision
Plan setting up development for a mixeduse town center along HWB, a value capture mechanism (described following) should be a
key strategy for capturing the rising property
value of the corridor for public improvements.
Enhanced Infrastructure Financing District (EIFD) In the absence of Redevelopment, EIFDs provide a new form of tax increment financing (TIF) available to local public entities. Cities and other local agencies may establish an EIFD for a given project or geographic area to capture incremental increases in property tax revenue from future development and assessed value appreciation. Revenues generated by an EIFD may be used to provide funding and financing for a broad range of infrastructure projects, provided those projects have a useful life of 15 years and are of “community-wide” significance. While there is no limit to the size of an EIFD and the district boundaries may be non-contiguous, the required Infrastructure Financing Plan (IFD Plan) must also include a fiscal impact analysis to show no adverse impact on the city’s general fund.
An EIFD requires approval by elected officials from every local taxing entity that will contribute its property tax increment to set agreed share of property tax revenue. These entities most often include the city, the county, and in some cases, special districts. Pico Rivera receives approximately 7 percent of the one percent ad valorem property tax collected in the City while Los Angeles County receives about 28 percent. Given the low property tax allocation for the City, a partnership with the County in establishing an EIFD would likely be critical to generate sufficient funding. Los Angeles County has an official policy outlining requirements for County participation in EIFDs.
For the City, an EIFD should be considered with other existing tax structures with other entities including California Redevelopment Successor Agency, which are currently collecting tax revenues. Generally, the City would benefit from tax revenues to be used locally for public realm improvements and an new EIFD may be appropriate in the future.
Lease Back Financing Cities can finance major new or renovated public facilities, such as a potential public parking structure, through credit instruments backed by long-term lease agreements. Under this structure, a city executes a long-term lease agreement for a facility which will be privately developed, owned, and operated. The agreement is backed by the city’s full faith and credit as a public agency, which serves to underwrite a bond or similar financial instrument to finance the facility’s development. An example of lease-back financing includes certificates of participation (COPs), a mechanism that Pico Rivera currently employs to fund its Pavement Management Plan.
Voter Approved Sales Tax The City of Pico Rivera is currently at the maximize sales tax rate; it is not recommended to rely upon a voter approved sales tax in the City.
Public Revenue Sources
DRAFT Final Report October 2024 167
Chapter 8 | Implementation
Grants Special Taxes and Assessments
Grant funding will be a primary path for public infrastructure projects and supporting private redevelopment as a result of the City’s current Disadvantaged (CES 4.0) and Park Poor (less than 1 acre per 1,000 residents) designations and Whittier Narrows Dam impacts. Additionally the City has been successful in supporting grant opportunities, including introducing legislative language in the State that prioritizes $400M of $700M to park poor communities and communities experiencing loss of park space due to State and Federal infrastructure projects. The City should also continue to develop and support legislation that relates grant funding with RHNA obligations.
Below is a list of awarded grant funds for planning and implementation of major projects within the HWB Vision Plan:
Project Grant Agency Grant Program Fiscal Year Request Match Status Historic Whittier Bl.
Multimodal
Transportation Plan
Caltrans
Sustainable
Transportation
Planning Grant
21/22 $332,000 $43,015 Awarded
The PAD (Passons
Active Depot) LACROSD Measure A - Land
Acquisition Program 21/22 $1,000,000 $200,000 Awarded
Median & Parkway
Landscaping &
Irrigation
Urban Greening
Urban
Greening Grant Progr
am
22/23 $2,429,328 $- Awarded
Major Corridors
Median & Parkway
Beautification
Project
Caltrans Clean CA
Local Grant Program 22/23 $4,216,167 $5,621,557 Awarded Whittier Blvd.
Bike/Ped Bridge
Study
RMC
Prop 1/68 -
Small Grants Progra
m
21/22 $244,100 $12,000 Awarded
Pio Pico Bikeway
Extension RMC
Prop 1/68 -
Small Grants Progra
m
21/22 $143,100 $10,000 Awarded
The PAD (Passons
Active Depot) US Rep. Sanchez Community Project
Funding 22/23 $1,050,000 $1,514,000 Awarded
Active
Transportation
Master Plan
Caltrans
CA Active
Transportation
Program -
Resubmitted under
Cycle7
23/24 $411,000 $100,000 Awarded
HWB Paseo Project Rep. Sanchez Community Project
Funding 22/23 $1,500,000 NA Awarded
Citywide
Comprehensive
Safety Action Plan
US DOT Safe Streets and
Roads for All 2023 $300,000 $75,000 Awarded
Los Paseos Mural
Pilot La Plaza Eastside Arts
Initiative 2024 $10,000 $70,000 Awarded
Mello-Roos Community Facilities District (CFD) enables the formation of a CFD by local agencies for the purpose of imposing special taxes on property owners (authorized by Section 53311 et. seq. of the Government Code). The resulting special tax revenue can be used to fund capital costs or operations and maintenance expenses directly, or they may be used to secure a bond issuance, the proceeds of which are used to fund capital costs. Establishment of a CFD required two-thirds voter approval of registered voters within the district boundaries. A CFD in particular provides a well-established method of securing relatively lowcost tax exempt, long-term, fixed rate, fully-assumable debt financing.
The owners or users of real estate pay assessments or special taxes that are recorded on the property. While land-secured financing has been widely used in greenfield development where landowner approval is the norm, achieving a two-thirds voter approval in infill areas with numerous property owners is typically a barrier to use of the tool. Therefore, it may be challenging to pursue in the context of the Plan Area.
Property and Business Based Improvement District (PBID) Through the formation of special benefit districts, the City has opportunities to generate revenues specifically in support of sub-area improvements and services.
Formation of these districts and approval of special benefit assessments are subject to property owner vote but revenues generated are invested directly in service and improvements in the district. As such, they offer a “return-to-source” funding technique that may generate needed support and can serve to improve the neighborhood and ability for the corridor to attract additional investment.
A successful case study of long-term implementation of a PBID with a clear vision is the revitalization of Old Town Pasadena. Along with revenues from Parking structures, funds were used to create/maintain parking facilities and enhance public spaces, making Old Town more accessible and attractive to visitors, boosting economic activity and business growth.
The City of Pico Rivera has started exploration of a PBID, which should be continued with redevelopment of the corridor.
168 Vision Plan
Development-Supported Sources General Economic Strategies The following funding tools are tied to development activity and as such would be generated over time as new projects are entitled and/or building permits/certificates of occupancy are issued. Because these sources are typically paid for by developers, and thus affect financial feasibility of development, they should be prudently deployed to ensure they do not deter investment.
Development Impact Fee is an ordinance-based, one-time charge on new development designed to cover a “proportional-share” of the capital cost of necessary public infrastructure and facilities. For their implementation, impact fees require a nexus study and City Council approval. Currently, Pico Rivera charges a Public Image Enhancement Fee and a Park Development Fee.
The City is currently completing a study for updating development impact fees; additional fees should consider the City’s competitive position (i.e., lower costs) within the real estate market.
Incentive Zoning Community Benefit Incentive Zoning (CBIZ) programs are founded on the concept of “value capture.” Public entities commonly create value with investments in public facilities and services (e.g., transit and utilities upgrades) as well as through changes to zoning code that increase the value of land. Typically, when the public sector creates value in these ways, landowners enjoy a financial gain. Value capture occurs when the public sector reclaims some of the value created by its activities. The State of California’s Affordable Housing Density Bonus Law is an example of a CBIZ value capture program.
The development standards recommended in the Vision Plan include development bonus incentives and represent this approach.
Development Agreement (DA) is a voluntary and legally binding agreement between a local government and developer authorized by State statute (Section 65864 et seq.). These contractual agreements allow developers to secure entitlements for a particular project that would not be obtainable through the normal conditions or zoning, in exchange for special contributions, generally including infrastructure improvements, amenities, or other community benefits.
Overall, supporting increasing socioeconomic equity for existing residents, particularly lower-income residents, is a key policy for the Vision Plan. This could include strategies such as encouraging new ownership opportunities. The following are other key considerations for leveraging the City’s greatest areas of opportunity to promote economic stability and development in the HWB Plan Area.
Support Business Community One of the Plan Area’s most vital assets is its existing economic base, representing approximately 38 percent of the City’s total retail inventory, and is also its second largest employment cluster. Supporting existing businesses in the area so that they can thrive, grow, and adapt to changing economic conditions will not only help those businesses and their employees, but also demonstrate to other businesses that the City is a desirable place to locate.
Identify and Prioritize Strategic Sites with Redevelopment Characteristics The improvements of the Vision Plan would take many years to be fully realized. In the shorter-term, the City should identify opportunity sites that have advantageous characteristics for redevelopment, such as sites that are vacant or underutilized, or are strategically located along the corridor.
Encourage Mixed-Use Development Major commercial activity corridors, such as Whittier Boulevard, have the potential to drive economic diversification, anchor business activity, and generally open the City to increased economic opportunity. By promoting the development of denser, mixed-use projects that blend residential with complementary retail and office uses, Pico Rivera can create live/work/play locations along Whittier Boulevard and broaden and deepen economic activity.
DRAFT Final Report October 2024 169
Chapter 8 | Implementation
Specific Actions Timing Responsible Party Potential Funding Sources
ADMINISTRATIVE ACTIONS
1. Determine Management Structure for Plan Implementation.
Determine the ongoing management, structure to implement the Specific Plan. Establish adequate staff and form partnerships needed for implementation.
Upon Approval Community and Economic
Development Department General Fund
2. Initiate and Complete General Plan Update. Complete updates to the Land Use, Circulation, and Environmental Justice Elements, including required CEQA documentation that would support build-out of the HWB Vision Plan based upon recommended development zones and standards.
Upon Approval Community and Economic
Development Department General Fund, Grants
Implementation Action Plan List
The Implementation Action Plan on the following pages lists the specific actions to be taken by the City of Pico Rivera, in coordination with local businesses and partner agencies, to fully implement the vision outlined in the HWB Vision Plan. The Implementation Action Plan presents actions by topical area and provides a priority time frame, primary responsibilities and partners, and potential funding sources. This information is based on funding sources available in 2024. The Implementation Action Plan will be used by the City throughout the life of the HWB Vision Plan, and as such should be periodically reviewed and updated by the City to reflect conditions as they change over time.
Timing
Upon Adoption—Upon adoption as a Specific Plan
Short-term—1-2 years
Mid-term—3-5 years
Long-term—6-10 years
Notes
* See HWB Multimodal Plan for full Mobility Action Plan List Implementation Action Plan
170 Vision Plan
LAND USE AND ZONING ACTIONS
1. Allow Recommended Development. Until the HWB Vision Plan is adopted as a Specific Plan, allow the recommended development zones and development standards to inform desired development within the Plan Area.
Ongoing Community and Economic
Development Department
Private Developers;
Grants
2. Certified FEIR. Along with a General Plan update, complete CEQA documentation to enable consistency with the HWB Vision Plan; a Final EIR must be certified by the City of Pico Rivera.
Short
Community and Economic
Development Department;
City Council
General Fund
3. General Plan Amendment. If necessary, implement any concurrent General Plan Amendment to ensure consistency between the HWB Specific Plan and the General Plan.
Upon Adoption
as Specific Plan
Community and Economic
Development Department General Fund
ECONOMIC DEVELOPMENT ACTIONS
1. Special Events/Programming. Work with property and business owners to identify prospective partners and flexible sites to host events that will draw visitors and energize the Specific Plan Area. Sites may include:
• Private surface parking lots
• City-owned surface parking lots
• Temporary street closures
Ongoing
Community and Economic
Development Department;
Property Owners
General Fund; P3
2. Strategic Attraction Business Plan. Development Plan/Strategic Attraction Business Plan. Place key mixed-use and commercial opportunity sites (to be identified) on the City’s Strategic Attraction Business list.
Ongoing Community and Economic
Development Department General Fund
3. Los Paseos Mural Program. Partnership with professional and local artists to paint murals Short TBD Grant; P3; General Funds
Specific Actions Timing Responsible Party Potential Funding Sources
DRAFT Final Report October 2024 171
Chapter 8 | Implementation
4. Flexible Business Operations and Regulations. Implement flexible administrative procedures and use regulations that allow businesses in the Specific Plan Area to make operational changes with minimal discretionary City approval, recognizing that business operations need to adapt to market conditions and changes in technology.
Short-Range;
Ongoing
Community and Economic
Development Department;
City Council
General Fund
5. Establish Ongoing Funding Mechanisms. Include any operationsand maintenance-related financing actions in conditions of approval or Development Agreement terms for new development projects, as applicable.
Ongoing
Community and Economic
Development Department;
City Council; Private
Developers
General Fund
6. Acquire Grant Funding. Research an apply for federal, state, and regional grant funding programs that offer funding improvements required in the Specific Plan Area.
Ongoing
Community and Economic
Development Department;
City Council
Federal; State; SCAG;
Los Angeles Metro;
and Grants
7. Implementation of the Facade Improvement Program. TBD. Ongoing Community and Economic Development Department Grants; General Fund
STREETS AND PUBLIC SPACE ACTIONS*
8. PAD Park Phase 1. Complete design and construction of phase 1 of the PAD Park. Short Parks and Recreation Department
Grants; State;
General Fund
9. Los Paseos Phase 1. Complete design and construction of phase 1 of Los Paseos. Short
Innovations and
Communications; Public
Works; Parks and Recreation
Grants; State;
General Fund; P3
10. Whittier Boulevard Redesign Phase 1. High-visibility crosswalks, painted curb extensions, and parklets. Short Public Works State; SCAG; Caltrans; and Grants
11. Durfee/Jackson Street Redesign. Angled parking and sidewalk widening; potential for public improvement contribution from redevelopment project
Mid Public Works
Grants; State;
General Fund;
Developer Fees
12. San Gabriel Place Redesign. Installation of angled parking and center median with landscaping and shade trees Mid Public Works Grants; State;
General Fund;
Developer Fees
Specific Actions Timing Responsible Party Potential Funding Sources
172 Vision Plan
Specific Actions Timing Responsible Party Potential Funding Sources
13. Pio Pico State Park Trail Connector. Multi-use trail connection between the San Gabriel River Bike Path and Pio Pico State Historic Park
Mid Public Works Federal; State; SCAG;
MRCA; and Grants
14. Los Paseos Parking/Plaza #1 (4944 Lindsey Ave) and #2 (4940 Deland Ave). Targeted beautification improvements including shade trees, landscaping, decorative lighting, murals and art, and furniture; introduce flexible uses for community events
Short Parks and Recreation
Department
Grants; State;
General Fund;
Developer Fees
INFRASTRUCTURE ACTIONS
15. Infrastructure Capacity Analysis. Complete an infrastructure capacity analysis based upon the full build-out of the HWB Plan Area based on the recommended development zones and development
standards.
Short Community and Economic
Development Department General Fund
16. Capital Improvement Plan Integration. Identify applicable capital improvements from this Specific Plan in the Capital Improvement Program (CIP) and update based on priorities outlined in this Implementation Plan with each budget cycle.
Short Community and Economic
Development Department General Fund
17. Undergrounding Los Paseos Electric Lines. Undergrounding of electric utilities along Speedway Alley (Los Paseos) in a phased approach combined with other streetscape improvements.
Short to Long Public Works
Funding approach
and partnerships TBD,
but could include
a combination of
grants, SoCal Edison
financing options,
and P3 partnerships
based on future
contributions.
DRAFT Final Report October 2024 173
Chapter 8 | Implementation
With: Fehr & Peers,
EPS, JMD
Project Sponsors Project Management + Outreach Technical Consultants Chapter |
MULTIMODAL PLAN
HISTORIC WHITTIER BLVD Final Plan
Approved: 23 April 2024
With CivicWell, Fehr & Peers, EPS, DayOne, & JMD
ENCLOSURE 2
14b
ii Multimodal Plan
Dear Residents of Pico Rivera,
I am delighted to introduce the Historic Whittier Boulevard (HWB) Multimodal Plan, a transformative guiding document that lays the foundation for an accessible, sustainable, and vibrant future along Historic Whittier Boulevard in our beloved city. As the City Manager of Pico Rivera, I am thrilled to share the extensive efforts and collaborative input that have culminated in this forward-thinking plan. The HWB Multimodal Plan represents a comprehensive approach to addressing the transportation and mobility needs of our community, both in the near and long term. It is not merely a static document but a dynamic framework that will evolve and adapt to changes in technology, policy environments, industry best practices, and most importantly, community priorities. This plan embodies our commitment to safer streets, reducing air pollution, , and embracing a multimodal future for residents of all abilities.
One of the most remarkable aspects of this plan is the level of public outreach and community engagement that has shaped its development. From the onset, we recognized the importance of involving our residents, businesses, stakeholders, and regional partners in the decision-making process. Over the course of numerous events, workshops, charrettes, and virtual meetings, we have engaged with over 6,000 stakeholders and community members. Your invaluable feedback has been instrumental in designing a future that reflects the desires and aspirations of our community.
The HWB Multimodal Plan will serve as a vital tool for city decision-makers, providing essential guidance for budgeting, capital projects, programs, and development proposals. It will also empower our residents, property owners, and businesses to understand and actively contribute to our collective vision for this corridor and key policies for achieving our shared goals. This plan encompasses a wide range of elements aimed at enhancing safety, promoting economic development, fostering environmental sustainability, and improving the overall quality of life along Historic Whittier Boulevard. From concept designs and streetscape guidelines to parking recommendations and public-private partnership elements, every aspect has been meticulously crafted to create a vibrant and inclusive corridor. The Plan also features design elements for Los Paseos de Historic Whittier Boulevard, which has been identified as an early action project. Furthermore, the HWB Multimodal Plan is not an isolated endeavor but aligns seamlessly with our broader community revitalization efforts outlined in the Pico Rivera 2035:
Community Revitalization Program. It represents one of the first steps in our citywide program designed to stimulate holistic, smart, equitable, and sustained long-term development and growth.
Letter from the City Manager
As we embark on this journey toward a more connected, resilient, and thriving Pico Rivera, I extend my heartfelt gratitude to everyone that contributed to the shaping of this transformative plan. Your dedication, enthusiasm, and unwavering commitment to our community are truly commendable. Together, let us continue to build a future that we can all be proud of—a future where Historic Whittier Boulevard serves as a vibrant destination that is safe, reliable, and accessible to all members of our community.
With warm regards,
Steve Carmona
City Manager, Pico Rivera
Final Plan l April 2024 iii
Chapter |
Acknowledgments
Pico Rivera City Council
Andrew C. Lara, Mayor
John R. Garcia, Mayor Pro Tem
Gustavo V. Camacho, Council Member
Dr. Monica Sanchez, Council Member
Erik Lutz, Council Member
Pico Rivera City Staff
Steve Carmona, City Manager
Javier Hernandez, Director of Innovation and
Communications
Jesus Garcia, Analyst of City Manager’s Office
CivicWell
Josh Meyer, Principal
Cayla McDonell-Encina, Senior Project Manager
Diana Voss-Gonzalez, Project Manager
DayOne
Christy Zamani, Executive Director
Angelique Lopez, Equity Coordinator
Mario Mendoza, Equity Coordinator
MIG
Rick Barrett, Principal
Ryan Kucinski, Project Manager
CJ Davis, Visualizations
Jackie Martinez, Planner
Sara Perez Rojas, Planner
Alfonso Ramirez, Planner
Fehr & Peers
Miguel Nunez, Principal
Marta Polovin, Transportation Planner
Karina Carranza, Transportation
Engineer
Economic & Planning Systems
Jason Moody, Principal
Julie Cooper, Principal
Chinmay Damle, Economist
JMD
Juan Diaz, President
The project team would like to thank everyone who participated in the development of this Plan, which includes everything from participating in public meetings, individual interviews, and working group meetings to reviewing and providing comments on technical materials.
The Plan recognizes the long histories of the Native
Peoples and Nations that lived and stewarded the
land and water that now include the City of Pico
Rivera. This Plan seeks to further progress towards an
inclusive and sustainable future that honors that past.
Community Groups and Others
Chamber of Commerce
Boys and Girls Club
El Rancho Unified School District
University of Southern California
SoCal Edison
City of Montebello
City of Orange
Temple City
City of Pasadena
This plan was generously
funded by Caltrans through
the Sustainable Communities
Transportation Grant program.
iv Multimodal Plan
Glossary of Terms and Abbreviations
» Active Transportation: All types of travel modes that people use by relying on their own abilities and (with the exception of walking) traveling at relatively similar speeds. Specific types of movements include: walking, bicycling, scootering, rollerblading/skating, skateboarding, and personal
mobility devices such as wheelchairs. Note: throughout the Multimodal Plan bicycling is often used as a short-hand reference for all active transportation modes.
» ADT: Average Daily Traffic. The amount of vehicles that drive through a specific point.
» BRT: Bus Rapid Transit. A higher-quality bus-based transit system that delivers fast and efficient service that may include dedicated lanes, busways, traffic signal priority, off-board fare collection, elevated platforms and enhanced stations.
» CEQA: California Environmental Quality Act (1970). Requires state and local agencies within California to follow a protocol of analysis and public disclosure of environmental impacts of all proposed projects.
» COG: Council of Governments.
» GC: Gateway Cities sub-region in Los Angeles County.
» HWB: Historic Whittier Boulevard.
» LOS: Level of Service - a qualitative measure used to analyze roadways and intersections by categorizing traffic flow or congestion and assigning letter grades. No longer used by CEQA to determine transportation impacts (see VMT).
» Multimodal: All modes of travel that include: walking, transit, rail, cars, trucks, ride share services, personal mobility devices like electric wheelchairs, and active transportation like bicycles, scooters, rollerblades, skateboards, and others.
» SCAG: Southern California Association of Governments
(Imperial, Los Angeles, Orange, San Bernardino, Riverside, and Ventura Counties)
» SGV: San Gabriel Valley sub-region in Los Angeles County. » Sustainability Premium: Potential additional costs for physical elements and/or processes that could result from things like higher quality of materials, longer design process, etc. » VMT: Vehicle Miles Traveled - a quantitative measure for number of miles traveled by a motor vehicle, often referenced for commute trips. Now used to measure transportation
impacts under CEQA.
» VRU: Vulnerable Road Users - someone who is not in a
motor vehicle, including children/youth, seniors, people with disabilities, pedestrians, cyclists, etc.
Final Plan l April 2024 1
Chapter |
Table of Contents
1. Introduction
2. Engagement & Alternatives Process
3. Existing Conditions
4. Planning Framework
5. Multimodal Network
Pedestrian Network
Bicycle Network
Vehicle Network
Whittier Blvd. 30% Concept Designs
Parking Strategies
6. Policy & Design Guidelines
Sustainability
Streetscape
Landscape
7. Implementation Plan
Phasing and Prioritizing Projects
Cost Estimates and Funding Strategies
Action Implementation List
2 8
16 28
40 86
118
1. Draft Multimodal Plan Public Comments
2. Engagement Summary
3. Community Engagement Photos
4. Transportation Data
Report Appendix
2 Multimodal Plan
Plan Purpose
The Historic Whittier Boulevard (HWB)
Multimodal Plan is part of a holistic urban
planning and public policy approach that
will articulate a vision for a revitalized Whittier
Boulevard. Two documents:
1. HWB Multimodal Plan, and
2. HWB Specific Plan
are being developed concurrently to
integrate and maximize the value of different
disciplines (e.g., architecture, urban planning,
civil engineering, etc.), which aligns with
best practices. More importantly, this process
represents a strategic planning approach that
is community-led: to formally embrace and
reflect the rich history, culture, and diversity of
Pico Rivera while cultivating a people-oriented
and equitable place where all communitymembers thrive.
Key Elements of this Chapter:
• Relationship of the two documents—1) the
HWB Multimodal Plan and 2) the HWB
Specific Plan—and how they will provide
the specific guidelines and standards to
implement the HWB vision.
• Introduction to the future vision of Whittier
Boulevard
• How this plan will focus on providing
a multimodal circulation strategy that
supports the community’s vision for the
future (Pico Rivera 2035) and can better
serve the future needs residents, businesses,
and visitors (emerging mobility)
Introduction 1
Final Plan l April 2024 3
Chapter 1 | Introduction
The HWB Multimodal Plan is a comprehensive
guiding document that addresses the
near- and long-term transportation and
mobility needs of the Pico Rivera community
under one unifying vision. The plan may
be updated periodically as projects are
added or completed and reflect changes
in technologies, demographics, industry
guidance, and community priorities. It also
presents policies and strategies to not just meet,
but exceed State goals pertaining to Complete
Streets, Safe Routes to School, GHG emissions,
VMT reductions, and a multimodal future.
The plan serves as the formal transportation/circulation element of the Specific Plan.
How will this plan be used? The plan establishes a framework for decision-making processes and collaborative opportunities with community members, regional partners, and others. • City Decision-Makers, such as the City Council and Planning Commission, will use this plan to inform budgeting, capital projects, programs, and development proposals. • Regional Partners will use the plan to evaluate the implementation of regional and local multimodal projects that help achieve the vision outlined in the plan. • Community members, property owners, and businesses will use the plan to understand the policies and programs for achieving the community’s transportation vision.
Allowable Land
Uses and Building
Types
New Street Designs
to Improve Safety &
Mobility for All Users
Climate Resilience,
Environmental
Sustainability,
Equitable Community
More Parks, Open
Space, Trails,
& Recreation
Facilities
More Quality
Jobs +
Economic
Growth
Elements of the Plan:
Recommendations for the Multimodal and Specific Plans were organized into one of the five categories below. Specific elements that can be found within the Multimodal Plan are listed below, while elements that will be found in the Specific Plan are not shown or grayed out.
What is the HWB Multimodal Plan?
• Concept design for
Whittier Boulevard
• Multimodal Facilities
Design Guidelines
• Streetscape and
landscape guidelines
• Ideal location and
concepts for parklets
• Parking
Recommendations
• Public-Private
Partnership Elements
• Enable & support
outdoor dining
• Policies for emerging
transportation
technologies (ride-share,
electric vehicles, etc.)
• Sustainability District
• Active community
engagement
• Included in the
Specific Plan, not in the
Multimodal Plan.
4 Multimodal Plan
Vision
Historic Whittier Boulevard is a vibrant destination that is safe, reliable, accessible, and inclusive to all members of the community across abilities, ages, races, identities, and cultures. It is well connected to neighborhoods and regional transportation networks. New designs improve safety, public health, climate resilience, and quality of life while contributing to economic development.
Final Plan l April 2024 5
Chapter 1 | Introduction
Typical Existing Condition for
Whittier Boulevard
Proposed Advanced Design
for Whittier Boulevard
• Dedicated spaces for all modes of travel -
pedestrians, active transportation, and transit
• Human-scaled urban design elements (e.g.,
lighting)
• New street trees and green infrastructure
• New spaces for outdoor dining and promoting
business growth
• Road design and wide travel lanes to prioritize
moving vehicles as quickly as possible
• Vehicle scaled roadway elements (e.g., lighting)
• Lack of street trees
• Lack of placemaking, opportunities for new
businesses, and business supportive amenities
6 Multimodal Plan
Commuter Rail Station
River Master Plans
1 Downtown Specific Plan
Rosemead/Lakewood
Boulevard Complete
Corridor Project
2 3
4 Note: Images above are to designed to
illustrate the intent of each project and
do not represent a final decision. Each
project is subject to further community
engagement and input.
Relationship to Pico Rivera 2035 (PR 2035)
In 2020, the City of Pico Rivera developed
a community and economic recovery
framework to proactively address major
challenges introduced by COVID-19, the
economic downturn, climate change,
impacts from the Whittier Narrows Dam
Safety Project, and multiple unfunded
State and Federal mandates. After further
refinement, the framework evolved into
what is now the Pico Rivera 2035:
Community Revitalization Program
(PR 2035), a modern-day renaissance
designed to stimulate holistic, smart,
equitable, and sustained long-term
community development and economic
growth. This program integrates all types
of projects from community planning to
individual private projects.
The Historic Whittier Boulevard (HWB)
Multimodal Plan and Specific Plans are
one of the first planning projects within
the City that will support that Citywide
Program. Generally, the Multimodal Plan
follows the same approach of PR 2035
to be holistic and forward-thinking about
improving a community. The Multimodal
Plan also incorporates some of the
specific projects that are envisioned into
the recommendations of the multimodal
networks.
Final Plan l April 2024 7
Chapter 1 | Introduction Emerging Mobility
A key component to the holistic and proactive
approach of PR2035, and thus the Multimodal
Plan, is leveraging contemporary best
practices and emerging opportunities. It has
been well documented across all media,
academic reports, and policy analysis that the
introduction of new and future technologies
within transportation will have a profound
effect on how people move, as well as on the
character of cities and neighborhoods. These
types of technologies include: • Electric vehicles (EVs) • Autonomous vehicles (AVs) • Shared mobility services (e.g., Uber, scooters, etc.)
•
Micro transit and on-demand transit
services
•Personal mobility devices
•
First-last mile deliveries
• Smart city infrastructure and data
analytics
The City of Pico Rivera seeks to embrace this
evolution of transportation as a way to best
leverage benefits for its residents. This includes
determining design guidelines for infrastructure
updates that improve placemaking; making
the City competitive for future funding
opportunities; ensuring the City is prepared
to apply new technologies appropriately;
becoming a model for the application of new
technologies to attract future investment; as
well as becoming a leader in the production
of new technologies to provide new economic
sectors and opportunities for residents. As part
of this effort, the City has already identified a
future growth area in Downtown Pico Rivera for
a Micro EV Nucleus Master Plan Area (shown
in yellow to the right). This district would be a
hub for EV technology and involve everything
from the manufacturing of new transportation
technologies to the implementation of physical
infrastructure.
The Multimodal Plan is the first planning
document in the City that considers all
aspects of today’s transportation technology
revolution - where technologies for different
modes are appropriate and how physical
infrastructure should be designed to support
new technologies. This Multimodal Plan will
serve as a guide for the long-range and
detailed planning for different areas of the
city. It can also be updated based upon new
information and lessons learned from the
implementation of the Multimodal Plan along
Whittier Boulevard and other areas of the City.
Though incorporating and leveraging
emerging mobility solutions is important,
technology is a complement to the physical
and policy changes that provide the
foundation for a safer, more equitable, and
more enjoyable mobility network.
8 Multimodal Plan
Engagement 2 Summary & Process
Inform Build Collect
both community leaders
and the public of the
HWB project and
planning process
awareness of the project
and urban planning
through the networks of
community leaders
input from the entire
community and
showcase the potential
of the IDEA Lab
The HWB Multimodal Plan is a communityled plan, which means the community has informed direction of the project at every
stage from the existing conditions analysis to
final recommendations. All the events, and the
Multimodal Plan itself, support a primary goal
of the project: to educate and empower the
public to actively participate throughout
the decision making process.
Key Elements of this Chapter:
• Graphic summary of all engagement
events
• Representative images of engagement
events and platforms
• Sample of community input
• Overview of alternatives analysis for
Whittler Boulevard design
The overall process combined continuous
engagement with the community through
events such as online surveys, weekly popup booths at the Farmer’s Market, and stakeholder events, with major week-long
events called Community Design Charrettes.
The first charrette took place in May to kick-off
alternatives analysis, and the second charrette
in October confirmed the preferred design with
the community.
Create
a brand and energy for
the project
Final Plan l April 2024 9
Chapter 2 | Engagement Summary & Process
Decision-maker meetings
Stakeholder events
Pop-up events
Online Engagement
City staff meetings
Advisory group meetings
IDEA Lab
Community Design Charrettes
Draft Plan workshop
Community Engagement Summary
Pico Rivera Youth Ambassadors
USC Urban Planning
Jan 2023 May 2023 Oct 2023 March 2024
Purchase IDEA Lab Building Minor Renovations + Open House Events Designs for Major Renovations Survey #1 Virtual Open House + Story Maps Survey #2
Orange Tour Temple City and Pasadena Tour
Easter Eggstravganza + Pico Rivera Farmers Market
Recruit Students Train Students Students Assist Events
Technical Advisory Group Blue Ribbon Commission Chamber of Commerce Stakeholder Advisory Group Business Interviews
MUP Site Planning Class MUP Capstone Class
Design Charrette Week #1 Design Charrette Week #2
Community Development and Housing Economic Development Public Works Public Workshop Review Period
Project Introduction Briefing City Commissions (5) Review Anticipated City Council Approval Completed over 75 events and engaged with over 6,000 stakeholders and community members The timeline above provides a summary of the types of engagement events and when they were completed. 10 Multimodal Plan
Community Engagement Events
Touring the IDEA Lab during project kick-off.
Sharing project materials in initial IDEA Lab opening.
Stakeholder field trip to City of Orange via Metrolink. Charrette with USC graduate students and Youth Ambassadors.
Walk audit with Youth Ambassadors. Presentation to the Chamber of Commerce at Brewjeria.
Pop-up booth at Pico Rivera Farmer’s Market. Open house during Community Design Charrette #1 in partially renovated IDEA Lab.
Working session at IDEA Lab with City staff and staff of local elected officials.
Final Plan l April 2024 11
Chapter 2 | Engagement Summary & Process
Data from the number and type of respondents to the online survey that was published between May and September 2023.
Concept design for Chase Bank block from a student from USC PPD623, in partnership with HWB planning.
Image of the virtual open house that shares all project materials and in-person engagement events online.
Another online tool, ESRI Project Story Map, which
provides information on the City, planning process, and proposed recommendations.
ENGAGEMENT SUMMARY
HWB Specific Plan Phase 1: November 2022 - June 2023
30+ Events
City Tours, Farmer’s Markets, City
Council Meetings, Town Halls,
and City Festivals. Including
regular posts, comments, and
responses on social media
& public broadcast channels
App roxima tel y
2,000 p eopl e
engaged!
Outreach & Engagement
Overview
Fun and vibrant “uptown” area with
diverse shopping, dining, and entertainment
More parks, trails, open and natural spaces,
recreational opportunities and public events
Safer and more convenient roads and
sidewalks for vulnerable road users.
Unique branding, signage, cultural
elements and public art for a strong sense
of community pride
Diversity in architecture and landscaping can
enhance community character and make the
built environment more interesting
More housing types are needed to accomodate
a wide range of incomes and living situations
Any new development and infrastructure
should contribute to a more sustainable and
resilient environment
Parking supply could be better managed to
improve availability
Technology and innovation should be
integrated where possible to ensure a safer,
smarter, more effective, and more efficient
environment
Over 80% of feedback has been
POSITIVE to the HWB Project
and creating a new vision
Community Feedback on Desired Improvements & Placemaking:
Spanish Art Deco Beaux Arts Modern Traditional Mid-Century 1-2 stories 6-7 stories 3-5 stories
Residential Mixed USe Commercial
Historic Mix of Both Modern
Community
Gardens
Habitat and
Pollinator
Plantings
Small
Plazas
Outdoor
Dining
Connected
Park
Spaces
Renewable
Energy
Passive/Natural Mix of Passive/Active Active/Urban
Curb
Extensions
Lighting
and
Gateway
Elements
Pedestrian Plazas
40%
40%
35%
25% 30% 30%
Circulator
Trolley/
Shuttle
Protected
Bicycle
Facilities
Wider Sidewalks
/ Walking Promenade
Parking Structures Mix of Both Surface Parking
Other Elements with low votes: interactive art, urban play elements, small playgrounds
DEVELOPMENT AND ARCHITECTURE
OPEN SPACES AND RECREATION
MULTIMODAL TRANSP O RTATION
Online Survey #1
BRANDING AND PLACEMAKING
Old Town
Pasadena
Uptown
Whittier
Uptown
Orange
La Condesa.
Mexico City,
Mexico
Arts
District,
Los Angeles
Tlaquepaque,
Guadalajara,
Mexico
Public Art
for Unique
Placemaking
Pedestrian
Paseos and
Street Activities
Green
Elements
Variety of Heights
and Uses
(Commercial &
Residential)
Mix of
Materials
and Colors
Max
Building
Height
(4-6 stories)
Outdoor
Dining
Wide
Sidewalks
Street
Furniture
Pedestrian
Lighting as
Placemaking
and Branding
Natural
and Urban
Features
Tables and
Benches
Plaza
Spaces with
Lighting
Small Plaza
Space
Multimodal
Street
(Vehicles
and Bikes)
Preference for Parking:
Intersection Improvements Updating Whittier Blvd.
Preference for Character of Open Space
Preference for Specific Elements
Historic vs. Modern
Density
Land Uses
Architecture Style
Good Precedent for “Uptown” Pico Rivera / Whittier Blvd.
Buildings and
Trees Frame
Public Space
Colorful and
Interesting
Buildings
Feedback to
Design Themes
Feedback to
Design Themes
Feedback to
Design Themes
Feedback to
Design Themes
STRONGLY
AGREE
STRONGLY
DISAGREE
NEUTRAL
Questions were
on a agree /
disagree scale: AGREE DISAGREE
166 Completed
Responses
General Preferences for Implementation
ENGAGEMENT SUMMARY
HWB Specific Plan Phase 2: July 2023 - October 2023
Community Feedback on Desired Improvements & Placemaking:
What Name do you like best?
Green screen
or landscape wall
Artistic and
dynamic lighting Public art Includes solar
panels
Favorite Design for Parking Structures
1 2 3 4
Types of Public Space Amenities
Seating, lighting,
signage, art,
decorative paving
Street
trees
Wide sidewalks
for ADA, dining,
and strolling
Planting areas,
landscaping,
and rain capture
1 2 3 4
Elements in New Developments
Public open
spaces
Active ground
floor retail and
restaurants
Consistent
architecture with
some variations
Walking paths
and paseos
between
developments
1 2 3 4
Maximum height on NORTH
side of Whittier Blvd
Maximum height on SOUTH
side of Whittier Blvd
3 Stories 5, 6, or 7
Stories
Pio
Promenade
Mercado
Norte
Pico Rivera
Plaza
Pico Rivera
Paseos
Ranchito
Paseos
Pico Rivera
Cultural District
(PRCD)
El Camino
de Rios
Historico
Pico Rivera
I don’t like
any of these
Improve safety
for vulnerable
populations
Allowing flexibility
that promotes
business diversity
Development that
contributes
to environmental
sustainability
Create an
attractive
destination
1 2 3 4
Safety
15+ Events
City Tours, Fiestas Patrias,
Farmer’s Markets, City Staff
and Council Mtgs., Advisory
Groups, Summer Concerts
& Youth Ambassadors.
Over 5,000 people engaged!
Outreach & Engagement
Overview
Survey #2
Open from Aug. to Oct:
630 surveys completed
+
BRANDING AND PLACEMAKING
DEVELOPMENT AND IMPLEMENTATION
OPEN SPACES AND RECREATION
MULTIMODAL TRANSP O RTATION
Existing Condition
On-Street Parking and Parklets
Protected Bike Lane
Mix of Bike Lanes, Parklets, & Transit Islands
Bus Only Lane
#2
#1
#3
#4
#5
Acessible Enjoyable Online Survey
#1 #3 #2 #2
Overall
Public
Ranking
Safety Acessible Enjoyable Online Survey
#2 #1 #1 #1
Safety Acessible Enjoyable Online Survey
#3 #2 #3 #3
Safety Acessible Enjoyable Online Survey
#4 #4 #4 #5
Safety Acessible Enjoyable Online Survey
#5 #5 #5 #4
Fu tu re De sign o f
Whittier Boulevard:
Pico Rivera Grove / PR Grove
Other Suggested Names:
Uptown Pico Rivera
Pico Rivers Plaza
Paseo PICO (Pedestrian,
Innovative, Community, Oasis)
Pico Promenade
Top 4:
Top 4:
Top 4:
Top 4:
Examples of posters created showing how public feedback translates to alternatives exploration, precedent projects, and potential recommendations (see appendix for posters). 12 Multimodal Plan
Alternatives Analysis
Following the existing conditions
analysis and initial visioning phase with
the community and stakeholders, the
project team developed multiple design
options for Whittier Boulevard. Final
alternatives were analyzed through public
engagement events, quantitative metrics,
and discussions with City staff and decision
makers in order to arrive at a preferred
updated design for Whittier Boulevard.
The alternatives shown on this and
the following page were the final five
alternatives that the community were
asked to rank. The community was asked
to pick an alternative that they thought
would perform best in three categories:
safety, accessibility, enjoyment. The table
also provides a high-level summary of
other topics that were given consideration
among City staff and technical experts.
Ultimately, the preferred design is one that
prioritizes pedestrian-oriented features,
bicycle facilities, business benefits, and
transit amenities. A protected bicycle lane
was determined to be the best base
condition for design, while other elements
like expanded sidewalks, parklets, etc.
would be included where feasible based
on physical feasibility of specific locations.
Funding
Opportunities Community Feedback Cost &
Flexibility
Safety Benefits
Mix of Bike Lanes, Parklets, & Transit Islands
#1 Overall
Ranking
#2
#1
#1
Safety
Accessible
Enjoyable
Highest $$$$
Traffic
Considerations
Highest • Accommodates
current traffic
• Potential for some
on-street parking
to be preserved
• Aligns with
neighboring cities
along the corridor
• Offers
incremental
implementation
approach.
• Can experiment
with lowercost, temporary
options
• Improves visibility of
bike/ped
• Provides protective
barriers
• Funding sources
prioritize “Complete
Streets” features
• Projects that
prioritize safety for
vulnerable road
users are more
competitive.
Final Plan l April 2024 13
Chapter 2 | Engagement Summary & Process
Rank #5: Existing Condition
Rank #3: On-Street Parking and Parklets
Rank #2: Protected Bike Lane
Rank #4: Bus-Only Lane
#1
#3
#2
#3
#2
#3
#4
#4
#4
Safety
Accessible
Enjoyable
#5
#5
#5
Safety
Accessible
Enjoyable
Safety
Accessible
Enjoyable
Safety
Accessible
Enjoyable
High
Medium
Medium
Low
$
$$
$$
$$$
High
Low
Medium
Low
• Accommodates
current traffic
• Encourages use
of other modes
(potentially
reducing traffic)
• Accommodates
current traffic
• Preserves onstreet parking
• Accommodates
current traffic
• Would require
bus-only
lanes added
in other cities
along Whittier
Boulevard
• Provides excess
capacity for
current traffic,
which can
encourage more
driving in the
future
• Pilot condition
can be tested
with paint and
bollards
• A lot of flexibility
for curbside
condition:
parking, parklets,
loading, ride
share, etc.
• Bus-only
lane could
become bike or
pedestrian space
if not utilized
enough
• Minimal
Flexibility
Funding
Opportunities Community Feedback Cost &
Flexibility
Safety Benefits Traffic
Considerations
14 Multimodal Plan
Multimodal Plan Preferred
Recommendations Workshop
9 December 2023:
With selection of a preferred design alternative
for Whittier Boulevard, further details and
related multimodal elements were advanced
in order to present the full range of initial
multimodal recommendations to the public
for their confirmation. A Recommendations
Workshop for the Draft Multimodal Plan
was held on Saturday, December 9th, from
10:00 am to 12:00 pm, at the Senior Center
Auditorium. A total of 50 participants attended
the meeting, and the input received helped
refine the early concepts. This was also an
opportunity for residents to learn about the
processes and technical analysis that informed
the development of the plan.
Draft Multimodal Plan Public Workshops
City staff presenting recommendations (top); public and youth ambassadors giving feedback (middle); youth
ambassadors documenting feedback (bottom).
Looks more beautiful.
Likes the number of trees
and sidewalks at Taco
Bell entrance.
Entryways are inclusive;
trees make Pico look
greener.
Colors on bike lanes make
cars more aware of bikers
and less accidents
I like the protected
bikeways because I
want more areas that
are safe to bike and
walk with my friends.
Comments Shared by
Community Members:
Final Plan l April 2024 15
Chapter 2 | Engagement Summary & Process
Multimodal Plan Public Draft Stakeholder
Review Meeting
15 February 2024:
Following the workshop on December 9th, the City
of Pico Rivera released the Draft Multimodal Plan
for a public review period beginning on Monday,
February 5th through Thursday, February 29th.
The Draft Plan was featured on the City’s website,
and an online survey was created to support
reviewers in capturing their feedback. Additionally,
a Stakeholder Review Meeting was held on
February 15th, from 5:00 pm to 7:00 pm, at the
Senior Center Auditorium. During this meeting,
representatives from City, MIG Inc., and CivicWell
provided a comprehensive overview of the goals
and recommendations included in the Multimodal
Plan, addressed questions and concerts from
participants, and captured input to inform the
Final Multimodal Plan. Over 50 attendees
representing the Chamber of Commerce, the
Project Advisory Group, the Planning Commission,
the Sister City Commission, the Parks and
Recreation, the Commission Veterans Commission,
City Staff, and the Pico Rivera Youth Ambassadors
participated in the Stakeholder Review Meeting.
City staff and Mayor presenting (top); stakeholders
viewing Draft Plan presentation (middle); stakeholders
providing feedback to City staff (bottom).
Great! Let’s do it.
Will add value to our city.
Looking into the
future. Very excited
to see improvements
on Whittier Blvd and
surrounding area.
What is the average
distance from new
parking areas to
destinations? Where will the kids
play?
Comments Shared by
Community Members:
16 Multimodal Plan
Introduction
Located south of the Whittier Narrows Dam in
southeastern Los Angeles County, the City of
Pico Rivera has developed into its own unique
community over time, boasting a rich history
and vibrant culture. Originally, the rich and
abundant land along the Rio Hondo and San
Gabriel Rivers attracted agricultural settlers,
and the area remained primarily rural until
the post-World War II housing boom. In 1958,
the communities of Pico and Rivera officially
merged, marking modern-day Pico Rivera.
The City and the Specific Plan area can be
generally characterized today as a typical
suburban community as a result of that recent
history. It includes many auto-centric street
designs and land uses—such as big box
retailers and large surface parking lots—and
the largest residential uses are detached
Minimal pedestrian access points to shopping centers on the south side of Whittier Boulevard.
Existing 3 Conditions
single-family homes. Hand in hand with how
Whittier Boulevard and the Specific Plan area
exemplify 20th Century development patterns,
the existing conditions do not currently account
for future technologies and emerging trends in
transportation.
Through creative streetscape design, this plan
will try to redefine the existing built environment
to one that prioritizes the safety of vulnerable
road users while promoting a more walkable,
bikeable, and transit-friendly community.
Within the existing conditions analysis, there
are a few major trends and characteristics
that stand out in relation to the needs and
opportunities to update the mobility network
with the Specif Plan Area, summarized on the
following page:
Note: the Multimodal Plan references bicycles
throughout the document. However, as times
change, many other modes can be, and are now
used, as complements to bicycling because they
travel at similar “slow” speeds between walking
and vehicles. These include things like: electric
wheelchairs, scooters, skateboards, rollerblades,
and others. Altogether, these can be referenced
as active transportation, but are also grouped
under “bicycles” and “bicycling” for simplicity.
Final Plan l April 2024 17
Chapter 3 | Existing Conditions
Health, Equity, and Climate Change
• Census tract 5004.02 is in the 93rd percentile of disadvantaged communities, represents pollution and population characteristic burdens Citywide • A lack of trees and open spaces increase elements like heat island effect that reduce quality of life and worsen climate change impacts.
Economic Development
• The Plan Area has many retail stores and retail jobs, but provide incomes below what is need for City housing prices; most residents leave the City for professional jobs • Large surface parking lots are underutilized, which may be an opportunity to improve property values.
Population Trends
• The city has many long-term residents and an aging population. • Younger families have difficulty finding housing that is available and affordable Traffic Patterns and Road Design
• Sixty percent of traffic on Whittier Boulevard does not stop or start in the city. • Current design encourages more traffic.
• Traffic today can be accommodated in fewer travel lanes.
Key Findings
Safety
• Whittier Boulevard is the 2nd most dangerous roadway in the city for crashes. • Three percent of traffic is related to large vehicles (i.e., trucks and buses) • Narrow sidewalks, vehicle-oriented lighting, and wide street crossings with large corner radii contribute to unsafe conditions for vulnerable users.
Design Whittier to serve local
residents and businesses, not passthrough traffic
Introduce vehicle traffic calming;
prioritize streets that support
vulnerable users: children, seniors,
pedestrians, bicyclists, and people
with disabilities
Provide shade, capture rainwater,
add small open spaces that
improve the environment and
quality of life
Encourage 8-80 City principles,
which supports seniors and
children; provide public-realm
improvements that support a
range of new housing types
Design for people, not cars, as a
key tool for attracting investment
and creating new jobs
2. Are not setup to respond to
future trends and challenges.
1. Do not promote the highest
quality of life possible.
3. Do not align with funding
opportunities.
Overall, all the existing conditions create three primary issues related to mobility and the future of the City. When considered together, they... 18 Multimodal Plan
IDEA Lab Façade Improvement Program
Utility Art Box Program Corridor Branding Signage & Furniture Plan Landscape Median Project Los Paseos Project Pio Pico State Historic Park Trail Connector PAD Park 3 4
5 6 7
8 9 10
Turn a vacant building into an innovation studio
and community empowerment lab
Make grants available for façade improvements.
Transform alleys into pedestrian spaces. Connect San Gabriel River bike path to Pio Pico State Park. Create new public park at former bus depot site.
Incorporate local artists’ work into community spaces. Form organization to support business growth. New drought-tolerant landscaping (Completed 2023) HWB Program
The starting point for existing conditions was
coordinating with on-going planning and
other ideas in the Plan Area. The Multimodal
Plan and Specific Plan are the first two
projects of the HWB Program. The following
individual projects were also grouped into
an overarching HWB program, so all projects
would complement each other in design and
implementation.
Final Plan l April 2024 19
Chapter 3 | Existing Conditions HWB Program Related and Concurrent Projects
5. Los Paseos Project
9. Corridor
Branding Signage
& Furniture Plan
8. Utility Art Box
Program
1. Specific Plan
6. Pio Pico State Park
Connector Project
A map showing the boundaries of the Multimodal and Specific Plan Area, along with related projects. 20 Multimodal Plan
74’
P P
10’ 10’
94’
11’9’ 10’ 14’ 10’ 11’ 9’
Road Design
As shown to the right, there are different rightof-way widths for sidewalks and travel lanes, as well as different configurations of Whittier
Boulevard as one drives from East Los Angeles,
Montebello, Pico Rivera and Whittier. Whittier
Boulevard in Pico Rivera between Paramount
Boulevard and Gregg Road has the widest
right-of-way and the most travel lanes along
the corridor.
The additional travel lanes in Pico Rivera do
not contribute to additional capacity along
the entire corridor. Rather, the additional
travel lanes in Pico Rivera contribute to
concentrated traffic congestion in Pico Rivera at
locations where the road design changes.
56’
P P
10’-12’ 10’
~80’
Section B-B’ - Montebello and East LA
Section C-C’ - Whittier
12’12’ 11’ 14’ 11’ 12’ 12’
10’8’ 10’ 10’ 10’ 8’
A
A’
B
B’
C
C’
Section A-A’ - Pico Rivera
A map showing the location of the three sections of Whitier Boulevard in the cities of Montebello, Pico Rivera, and Whittier (above).
Final Plan l April 2024 21
Chapter 3 | Existing Conditions Parking
Pico Rivera is typical of every American
community that utilized minimum parking
requirements for each land use (e.g., each
building) to calculate parking required. A
simple version of the formula for parking using
minimum parking requirements is:
On-street Parking Supply
Off-street Parking Supply
This led to the condition where it was highly
unlikely that all parking spaces were fully utilized
because each land use was providing enough
parking for everyone, at the same time. For
example, in Los Angeles County there are over
18 million parking spaces and a population of
only 10 million people. There are two spaces
for every resident, including children and 3.3
parking spaces for every car. There is never
an under supply of parking within an overall
area, but there are specific locations where
parking is always in demand.
The maps below show the amount of
parking supply and utilization rates within the
plan area in 2019. An additional qualitative
review of parking conditions was performed
in February 2023 from 2 to 3pm. Generally,
it was found there was a 40-75% occupancy
within the parking lots. Altogether, there was
generally ample parking available at the
time of observations.
Each use
provides
its own
parking
Parking
needed for
busiest day
and time
Total
parking
supply in
an area
+ =
Whittier Blvd.
In ‘n
Out
Target
Paramount Blvd.
Rosemead Blvd.
Durfee Ave.
Passons Blvd.
San Gabriel River
Whittier Blvd.
In ‘n
Out
Paramount Blvd.
Rosemead Blvd.
Durfee Ave.
Passons Blvd.
San Gabriel River
22 Multimodal Plan
24-Hour Vehicle Counts
16,055 14,019
eastbound to Whittier eastbound to Whittier
Whittier Blvd / Passons Blvd Whittier Blvd / Lindsey Ave westbound to Montebello westbound to Montebello 15,602 14,026 Average Daily Traffic Range: 28k - 32k
2019 2023 Change
Whittier / Olympic 35,669 - -
Whittier / Durfee 29,225 28,045 -4.2 %
Whittier / Passons 35,669 31,657 -12.7 %
Durfee 12,020
to
SGV
to
DTLA
to
OC
Traffic
The Multimodal Plan reviewed traffic counts
from 2019 and conducted new traffic counts
along Whittier Boulevard in February 2023.
The traffic counts and percent change at select
locations is shown in the chart below, as well as
located in the full Existing Conditions Report.
While it may anecdotally seem like traffic is
increasing, it is shown to be slightly less in 2023
than 2019. Traffic congestion during peakcommute hours can account for this perception of increasing traffic.
Furthermore, the amount of traffic volumes
on Whittier Boulevard varies between
approximately 28,000 to 35,000 vehicles a
day. The larger volumes are found closer to
I-605 and generally traffic is equal heading
east and west. These daily traffic volumes
can be supported by only four lanes of
traffic without causing congestion. As shown
on the previous page the cities of East LA,
Montebello, and Whittier all only have four
travel lanes.
Additionally, the Multimodal Plan conducted
an analysis of Citywide and regional traffic
patterns to learn where cars driving on Whitter
Boulevard were starting and stopping during
their trips. This analysis found that 60% of
vehicles along Whittier Boulevard do
not start or stop in the City of Pico Rivera.
Furthermore, there are multiple streets (Beverly,
Washington, Slauson, and Telegraph) and
highways (SR-60, I-10, I-5) that travel similar
east-west routes, as well as have road space
to handle additional vehicle capacity.
Beverly
Washington
Slauson
Telegraph
Slauson
N
The map above highlights the streets (blue) and highways (dark blue) that are parallel to Whittier Boulevard (orange).
Final Plan l April 2024 23
Chapter 3 | Existing Conditions
60%
of vehicles along
Whittier Boulevard
pass through the
City
30k
middle of the
range for average
daily traffic along
Whittier Boulevard
18k
Approximate vehicles
per day actually
stopping/starting on
Whittier Boulevard in
Pico Rivera
4 lanes w/ left-turn
accommodate 36,800 vehicles
per day and Pico Rivera has less
vehicles than that on Whittier
Boulevard.
x =
Based on Level of Service (LOS)
thresholds in HCM 6th Edition:
Three elements below show how Whittier Boulevard can be redesigned based on the opportunity to reduce the number of travel lanes for Whittier Boulevard in Pico Rivera without impacting traffic:
1 A before-after diagram from NACTO (National Association of City Transportation Officials) shows how reducing travel lanes and making road space more clear for everyone improves traffic because everyone understands how to navigate the road better. 3 Traffic Volumes 2 Prioritizing Local Traffic
Best Practices in Street Design
24 Multimodal Plan
Population Trends
Demographic indicators reveal a slight
decrease in the local population and the
Trade Area since 2010. Despite this decline,
there is an increase in households coupled
with a decrease in household size, indicating
a sustained demand for housing. Notably, the
population in the city is aging, and there’s a
decline in the school-age population. These
demographic shifts pose considerations for
the community’s future needs and services,
especially in the context of housing and
support for an aging demographic.
In 2021, the City had a median income of
$78,056, which was 10 percent lower than the
County’s overall median income. However,
within the Specific Plan Area, the median
income of $58,018 is considerably lower than
that of the overall City. This, combined with an
aging population, contributes to a segment of
the community relying on fixed and reduced
incomes, resulting in decreased purchasing
power. Addressing economic disparities within
the city is crucial for ensuring the well-being of
all residents and maintaining a diverse and
resilient community.
The City’s population once peaked at around
63,000 in the early 2010s but has since shifted.
As of 2022, the City’s population sits at 62,088,
a 0.2 percent decrease compared to 2020.
These subtle changes in population can be
attributed to a wide range of factors such
as increasing housing costs and job market
fluctuations.
Employment in Pico Rivera is equally as diverse
as its population, with the top employment
sectors including: Manufacturing, Retail Trade,
Health Care & Social Services, Transportation
Specific Plan
Area
City of Pico
Rivera Trade Area LA County
2022 1,246 60,915 833,320 9,992,643
% Change from 2010 -7.0% -3.2% -2.0% 1.8%
2022 403 16,973 240,749 3,425,790
% Change from 2010 1.0% 1.4% 3.3% 5.7%
2022 3.05 3.60 3.43 2.86
% Change from 2010 -7.9% -4.5% -5.2% -4%
Housing Units -- 17,217 248,038 3,642,047
% Owner / % Renter -- 67% / 31% 50% / 47% 47% / 53%
Median HH Income $58,018 $78,042 $71,689 $81,426
Average Age -- 35.1 34.9 36.7
% Population Under 5 -- 4.3% -- 5.3%
% Population Over 65 -- 14.4% -- 15.2%
% Hispanic or Latino -- 89.9% -- 49.1%
Demographic Trends
Total
Households
Total
Population
Household
Size
2022
Demographics
Housing
and Warehousing, and Education.
Between 2010 and 2022, Pico Rivera
experienced notable employment growth,
among the various employment sectors, with
a particular surge in retail and manufacturing
jobs. These increases were largely due to
new shopping centers, an increase in local
businesses, and increased consumer spending.
Negative Trend/Comparison Positive Trend/Comparison
Notes: information in the table above is based on US Census data and represents data collected in 2022, unless other dates are specified. The Multimodal Plan and Specific Plan areas have the same geographic boundaries, as shown in the map on page 19.
Final Plan l April 2024 25
Chapter 3 | Existing Conditions
Inflow / Outflow Job Analysis by Industry
Jobs and Commuting
Residents in Pico Rivera, like the majority
of Los Angeles County, exhibit a strong
dependence on cars for both daily errands
and commuting. Commuting patterns indicate
that a large portion of the population travels to
various parts of Los Angeles County, particularly
downtown Los Angeles and neighboring cities
like Whittier and Norwalk, which demonstrates
the city’s location near major employment hubs,
and immediate access to major highways such
as the I-10 and I-405.
Residents in the city have access to some bus
and shuttle services such as Metro and Diala-ride, as well as other private ridesharing services. However, long-distance travel is
primarily facilitated by personal vehicles or
carpooling, likely due to limited bus service
frequency. Bus service headways during
weekday peak periods are typically 1-hour.
Pico Rivera has 16,294 jobs and the Plan Area
contains about 10 percent of that total. The
Plan Area is the second densest employment
cluster in the city. However, the industries in
which a majority of city residents work are
underrepresented in the City’s economy, such
as healthcare, administration, and professional
services. Residents of Pico Rivera exhibit a trend
of earning higher wages than the local job
market typically offers. Forty-seven percent
of Pico Rivera residents make more than
$40,000 in annual earnings in comparison to
44 percent of workers in Pico Rivera with the
same annual earnings. This misalignment
between resident income and job
market compensation reflects an industry
“mismatch,” with underrepresented sectors
coincidentally being those that tend to be
higher paying. In terms of employment
dynamics, the city is experiencing a
significant outflow of residents, particularly
in key sectors such as healthcare,
administration, and professional services.
This trend raises concerns about retaining
local professionals and maintaining a skilled
workforce within the city limits. The departure
of residents from these critical fields shows a
need for strategic initiatives aimed at creating
a more attractive and supportive environment
for professionals in these sectors.
Commuting Patterns—Employee Inflow and Outflow
NET EXPORT
OF RESIDENTS
NET IMPORT
OF WORKERS
26 Multimodal Plan
Safety Conditions
The City’s 2023 Local Roadway Safety Plan
has identified Whittier Boulevard as a critical
focus area due to its placement on the
High-Injury Network, ranking among the
top 10 highest-injury corridors in the city. This
designation is underscored by the presence
of two of the highest-injury intersections in
the entire city, namely Rosemead Boulevard
& Whittier Boulevard and Gregg Road
& Whittier Boulevard. Data collected
between 2016 and 2021 reveals a total of
126 collisions resulting in injury within
the Plan Area, emphasizing the need for
targeted safety measures.
There were six fatalities on Whittier
Boulevard with one occurring on Durfee
Avenue—and of these fatal crashes, five of
them involved pedestrians. The prevalence
of pedestrian-involved crashes in the Plan
Area is significantly higher than the citywide
average, constituting 83% of fatal crashes
as opposed to the overall City statistic of
38%. These statistics underscore the need
for comprehensive safety interventions to
mitigate risks and improve the overall safety
of Whittier Boulevard and its intersections,
particularly for vulnerable road users such as
pedestrians.
CALIFORNIA
19 605
Pico Park
Veterans & Ladies
Auxiliary Park
Amigo
Park
San Gabriel River
San Gabriel River Bike Trail
Rio Hondo Channel
Pio Pico
State Historic
Park
Whittier Blvd
Passons Blvd
Holbrook St
Holbrook St
Loch Lomond Dr
Havenwood Dr
Beverly Blvd
Beverly Rd
West Blvd
Paramount Blvd
Rosemead Blvd
Durfee Ave
Figure 6: Pedestrian & Bicycle Collisions
Project Boundary
Base Map Features
City Boundary
Railroads
Source: City of Pico Rivera, 2023.
Date: February 2023
Parks/Open Space
Water Bodies
0 300 600 1,200 1,800
Feet
Collision Type, 2016 to 2021
Pedestrian-Involved
Cyclist-Involved
Walkshed from Community Center
5, 10 & 15 Minute Walkshed
Community Center
Pedestrian & Bicycle Collisions
Pedestrian-Involved Collisions
2016-2021
5 0 8 = 13
fatalities severe
injuries
other
injuries
total
Bicyclist-Involved Collisions
2016-2021
0 0 10 = 10
fatalities severe
injuries
other
injuries
total
Severe injuries are any
injuries that result in
paralysis; unconsciousness;
significant burns; broken
extremities; skull; chest; or
abdominal damage; or
severe laceration.
Other injuries are any
injuries (other than severe
or fatal) that result in
lumps on the head;
abrasions; bruises; or minor
lacerations.
Final Plan l April 2024 27
Chapter 3 | Existing Conditions
CalEnviroScreen 4.0
Pollution and Population Characteristic Indicator Percentiles Census
Tracts
Pollution
Score
Population
Score
Toxic
Release
Inventory
PM 2.5 Cardiovascular.
Disease Diesel PM Low Birthrate
5004.02 87 89 84 77 88 88 86
5009 73 63 84 79 89 59 25
5007 91 71 85 85 88 52 71
5006 93 74 84 78 89 58 49
The Plan Area is significantly affected by and vulnerable to burdens:
Freight and Highway Network
Transportation Activities
Historic and Current
Industrial Uses
Particulate Matter (PM 2.5) over
77% for each census tract; Diesel
PM over 55% for each census tract.
Toxic release over 85% for
each census tract; Solid Waste
exposure over 88% north of
Whittier Blvd.
Low proportion of
Active Transportation
Minimal shade
From Trees
Lower than the City of Pico
Rivera.
Park access and tree
canopy less than the
City of Pico Rivera.
Health, Environmental Justice, and Climate Change
According to CalEnviroScreen 4.0, all Census tracts in the Plan area, except for one, qualify under the State’s definition of a Disadvantaged Community. Pollutants in the Plan Area are largely related to transportation activity, industrial uses, and lead exposure related to an older housing stock. Additionally, all Census tracts in the Plan Area have a high incidence of cardiovascular disease and low educational attainment, which are conditions that make individuals more vulnerable to pollution impacts. Furthermore, residents citywide lack access to parks and open space, which support better health outcomes. Only 52% of residents citywide live within a half-mile (or 10-minute walk) from a park.
Park Walkshed
Percent of Statewide Census Tracts (higher = more polluted) Top 20% 20-40% 5004.02
5006
5009
5007
28 Multimodal Plan
Introduction
The Multimodal Plan Framework responds to existing
conditions, community input, and opportunities to provide the goals, policies, and actions to define long-term
mobility and infrastructure direction and investments. The framework will guide future public agency decisions
related to mobility, street design, and infrastructure.
The diagram to the right was a tool used throughout
community engagement events to introduce a holistic
public policy and planning approach. The elements in
blue text around the edges of the circle describe how
actions of the Multimodal Plan contribute to achieving
a healthier and more sustainable community, which
aligns with State and Federal goals for GHG and VMT
reductions, as well as supports and builds upon best
practices in planning such as Vision Zero.
Key Elements of this Chapter:
• Vision Statement
• Plan Goals and Objectives
• Sustainability District
Planning 4 Framework
Allow people of all travel modes &
abilities to access Whittier Boulevard
Develop
recommendations
based on hundreds
of public inputs
Adopt/apply a
universal design
approach
Promote active transportation modes
that reduce GHG emissions
Update policies
& infrastructure
to promote
placemaking
(i.e., investments)
Promote
Environmental
Justice in mobility
facilities
Utilize best
design practices,
high-quality
materials &
innovative
designs
Create new
linkages
between Whittier
Boulevard,
adjacent
neighborhoods &
river pathways
Final Plan l April 2024 29
Chapter 4 | Planning Framework
Vision
Historic Whittier Boulevard is a vibrant destination that is safe, reliable, accessible, and inclusive to all members of the community across abilities, ages, races, identities, and cultures. It is well connected to neighborhoods and regional transportation networks. New designs improve safety, public health, climate resilience, and quality of life while contributing to economic development.
30 Multimodal Plan
1. Promote healthy
lifestyles & safer
streets for all
Plan Goals
Goal MM-1: Provide Safe Streets
for All Users
Create a mobility network that provides a
balance between all modes but prioritizes
safety for the most vulnerable road users.
Goal MM-2: Employ
Environmental Design
Residents and the natural environment are
healthier and more resilient through the
provision of low-emission mobility options,
green infrastructure, and sustainable design
approaches.
Goal MM-3: Ensure Connectivity
and Accessibility
The street network provides safe and
convenient connections to local and regional
destinations and activity centers. People of
all ages and abilities can freely choose from
mobility options that are accessible, affordable,
and best meet their needs.
2. Cultivate a
more sustainable
environment
3. Improve access
to parks, open &
recreation space
Six goals were developed at the start of the
Multimodal Plan, which were based upon past
community engagement, promoting PR 2035,
and the scope of improvements that could
potentially be accomplished.
These goals facilitated initial input and
confirmation from the community. Once
confirmed, the goals provided initial guidance
for the existing conditions analysis, case studies
research, and design alternatives exploration.
Now, with a preferred design concept for
Whittier Boulevard and other complementary
design improvements, those goals have been
updated to support implementation of this
Multimodal Plan.
Final Plan l April 2024 31
Chapter 4 | Planning Framework
Goal MM-5: Create Opportunity
for Economic Sustainability
Streets can improve economic conditions in
multiple ways: good design can create new
economic opportunities and attract investment;
multimodal streets can promote the use of
affordable transportation options; and efficient
use of resources in construction and ongoing
maintenance can benefit cities.
Goal MM-6: Integration with
Future Planning
The City coordinates with other citywide
and regional planning efforts to support
implementation.
6. Empower people to
participate in the process 4. Integrate art, culture technology, & style
5. Stimulate economic
growth & community prosperity
Goal MM-4: Encourage
Placemaking
Promote the approach that streets are not just
for moving vehicles but also a valuable part
of the public realm, so streets complement
land uses, promote community interaction,
and create a sense of joy.
Each goal of the Multimodal Plan is presented
as Goal MM-#. Each goal has a dedicated
page that contains high-level objectives and
policies for achieving that goal.
More specific details are found in Chapter
7 - Implementation Plan, including specific
actions that can be taken by groups such as
community members, design consultants, and
decision makers.
Please see Chapter 7 for more details
regarding the phased implementation
strategy.
32 Multimodal Plan
Objective 1.1
Transportation policies and physical
infrastructure will utilize Complete Streets
policies and designs that facilitate safe travel
for everyone and all modes.
Goal MM-1: Provide Safe
Streets for All Users
The mobility network provides a balance
between all modes of travel but prioritizes
safety for the most vulnerable road users.
Objective 1.2
Safe routes will be identified and designated
that specifically cater to the mobility needs
of vulnerable road users, such as children,
seniors, and people with disabilities.
Policy 1.11
Redesign streets as complete streets to
accommodate facilities for all modes of travel.
Policy 1.12
Develop a citywide Vision Zero policy.
Policy 1.13
Design the public realm to minimize traffic
collisions, especially those resulting in fatalities
and serious injuries.
Policy 1.14
Set context-sensitive traffic calming measures as
the transportation network is built out.
Policy 1.15
Conduct a traffic safety educational campaign
to educate the public about traffic safety
and how to interact with new bicycle,
pedestrian, transit infrastructure, and emerging
transportation technologies.
Policy 1.16
Improve safety at intersections by
implementing high visibility treatments for
crossings, signage, etc.
Policy 1.21
Prioritize protected bicycle facilities wherever
feasible to maximize safety.
Policy 1.22
Install additional safety infrastructure that is
accessible for all, particularly people with
disabilities (e.g. audible pedestrian signals,
tactile pavement markings, and well-lit
crosswalks).
Policy 1.23
Collaborate with local schools, community
organizations, and transportation agencies
to implement educational programs on safe
pedestrian and cycling practices, targeting
both children and adults.
Policy 1.24
Utilize reduction in posted speed limits and
permeable pavements to reduce vehicle
speeds
Policy 1.25
Require new development and
redevelopment projects to incorporate and
prioritize safe and convenient pedestrian
circulation.
Final Plan l April 2024 33
Chapter 4 | Planning Framework Goal MM-2: Employ
Environmental Design
Residents and the natural environment are
healthier and more resilient through the
provision of environmentally friendly mobility
options, green infrastructure, and sustainable
design approaches.
Policy 2.11
Prioritize the considerations of sustainability and
human health in policies and design decisions.
Policy 2.12
Expand the tree canopy and shade infrastructure
to reduce heat island effect and sequester carbon.
Policy 2.13
Design all new parkway planters as bioswales or
flow-through planters.
Policy 2.14
Prioritize planting native species in green spaces to
enhance carbon storage, biodiversity, and natural
habitat restoration.
Policy 2.15
Require water-efficient design principles for new
buildings, landscaping, and infrastructure (e.g.
use of drought-tolerant plants, efficient irrigation
systems, water-saving fixtures, etc).
Objective 2.2
Environmentally-friendly mobility options
that reduce air pollution will be encouraged
and supported.
Objective 2.1
Green infrastructure and sustainable elements
will be incorporated into design principles
to reduce impacts and create positive
improvements for residents and the environment.
Policy 2.21
Continue to evaluate and implement
policies that encourage mode shift towards
walking, biking, and transit to reduce
greenhouse gas emissions and other
transportation related pollution burdens.
Policy 2.22
Incorporate green infrastructure wherever
feasible, especially along pedestrian,
bicycle, and transit facilities (e.g. curb
extensions, plazas, sidewalks, etc.) to
maximize efficient use of space. See also
Chapter 5: Multimodal Network.
Policy 2.23
Work with new residential and commercial
developments to encourage mode shift
by providing residents and employees
incentives, such as dedicated bike parking
and repair facilities, micro ride share
options, EV charging ports with all new
parking units, etc.
34 Multimodal Plan
Goal MM-3: Ensure
Connectivity and
Accessibility
The street network provides safe and
convenient connections to local and
regional destinations and activity
generators. People of all ages and abilities
can freely choose from mobility options that
are accessible, affordable, and best meet
their needs.
Objective 3.1
A complete and continuous transportation network will be built that includes transit routes, sidewalks, paseos, and bicycle facilities.
Policy 3.16
Design all street elements to exceed basic ADA
requirements and be accessible to people of
all abilities, (e.g. ample maneuvering space
for wheelchairs and strollers, sensory ques for
visually impaired, etc.) cognitive abilities, and
ages.
Policy 3.17
Install transit amenities such as accessible bus
shelters with adequate seating, protection
from weather elements, real-time bus arrival
information, digital displays, etc.
Policy 3.11
Integrate the vehicular street network with local
and regional bike paths, pedestrian paseos,
transit routes and stops, multi-use trails, and
private redevelopment circulation elements.
Policy 3.12
Incorporate universal design principles and
modern best practices to design and maintain
a street network that accommodates the
diverse needs of all users, regardless of age or
ability, promoting inclusivity and accessibility.
Policy 3.13
Implement the transportation network
described in Chapter 5: Multimodal Network.
Policy 3.14
Coordinate with LA Metro to implement first/
last mile infrastructure to connect to major transit
lines.
Policy 3.15
Develop and implement a wayfinding
signage program to create directional
connectivity to local and regional destinations.
Final Plan l April 2024 35
Chapter 4 | Planning Framework
Goal MM-4: Encourage
Placemaking
Streets are designed not just for moving
vehicles but are also a valuable part of
the public realm, complement land uses,
promote community interaction, and create
a sense of joy and pride.
Policy 4.11
All lighting should be at pedestrian scale and
down-lighting to promote dark night skies.
Policy 4.12
Develop and apply a unique branding
scheme for signage, furniture, landscape and
new developments that commemorate the
historic significance of Whittier Boulevard and El
Camino Real.
Policy 4.13
Design of streets to complement surrounding
land uses and include frequent, small open
space areas for public use.
Policy 4.14
Install parklets in areas with high visibility
and that do not obstruct traffic or emergency
vehicles.
Objective 4.1
The design of streets will promote community
gathering and interactions, contribute to local
business activity, and contribute to a good
quality of life and overall happiness.
Objective 4.2
Community members will be actively
involved in the planning, design, and
activation of public spaces, fostering a sense
of ownership that resonates with local values
and aspirations.
Policy 4.21
Create a parklet implementation program that
encourages local businesses or business districts
to sponsor, manage, and maintain parklets
that provide a direct benefit.
Policy 4.22
Allow a variety of parklet typologies so
parklets complement adjacent uses such as a
restaurant, retail store, community center, offices,
or residential areas.
Policy 4.23
Make pedestrian amenities frequent
throughout the corridor, such as: benches,
maps, digital readers, shade structures, creative
lighting, and lifestyle supportive amenities (dog
waste stations, emergency blue light boxes,
security cameras, bike fix it stations, hydration
stations, etc.)
36 Multimodal Plan
Goal MM-5: Create
Opportunity for
Economic Sustainability
Streets improve economic conditions in
multiple ways - good design creates
new economic opportunities and attracts
investment; multimodal streets promote
the use of affordable transportation
options; and the efficient use of resources
in construction and on-going maintenance
provides sustainable economy for the City.
Policy 5.11
Support local public policies that preserve
affordability of Pico Rivera for existing residents
Policy 5.12
Implement flexible land-use policies that
encourage the integration of commercial uses,
promoting vibrant and economically active
streets.
Policy 5.13
Facilitate the use of temporary or pop-up
spaces for events, markets, and local businesses
to experiment with new ideas
Policy 5.14
Encourage the adaptive reuse of vacant or
underutilized spaces
Policy 5.15
Identify revenue generating opportunities such
as advertising districts, parking meters, business
improvement districts, etc.
Objective 5.2
Policies will be developed and
implemented that prioritize multimodal
accessibility to promote the use of
affordable transportation options and
reduce dependence on private vehicles.
Objective 5.1
Transportation policies and infrastructure designs
will support: increasing tax base, attracting
and diversifying industries, redeveloping
surface parking lots, maximizing efficiency of
maintenance costs, and increasing grant funding
competitiveness.
Policy 5.16
Design streetscapes with wide sidewalks,
outdoor seating areas, and green spaces to
enhance the appeal of commercial areas.
Policy 5.21
Continuously monitor and address mobility
gaps by implementing the latest micro-mobility
technologies and shared mobility solutions,
such as scooter share, micro-transit, bike-share,
car-share, etc.
Policy 5.22
Provide and promote subsidies to reduce the
cost burden of non-vehicle modes.
Policy 5.23
Provide incentives for businesses to offer bikefriendly facilities (e.g. bike racks and changing facilities) to promote cycling as a viable
commuting option.
Policy 2.24
Partner with local organizations to host car-free,
open street community events that support
local businesses.
Final Plan l April 2024 37
Chapter 4 | Planning Framework
Policy 6.11
Coordinate with the LA County Department of
Public Works to develop master plans for the
adjacent Rio Hondo and San Gabriel Rivers.
Plans should study the feasibility of providing
access to river bike paths from every street that
crosses or ends at the rivers.
Policy 6.12
Support regional and state public policies that
preserve affordability for existing residential
communities
Policy 6.13
Complete a future study for the Bus Rapid
Transit Route along Rosemead Boulevard to
determine alignment feasibility. Depending
upon alignment, complete a detailed design
of the Rosemead/Whittier Intersection.
Policy 6.14
Coordinate creating connections to existing
and future transportation projects, such as the
Rosemead Boulevard BRT project and Metro
Eastside Transit Corridor Phase 2 Light Rail
project.
Goal MM-6: Integration
with Future Planning
The City coordinates with other citywide
and regional planning efforts to support
implementation.
Policy 6.21
Implement quick-build pilot projects using
temporary materials (e.g. painting and
bollards) to test design conditions, improve
safety, and encourage further investment.
Policy 6.22
Annually evaluate the effectiveness of traffic
calming measures and new transportation
facilities.
Policy 6.23
Conduct a citywide study to update truck routes
as this plan recommends removal of trucks
(except local deliveries) along Whittier Blvd.
Policy 6.24
Conduct a study to determine a micro transit
route connecting Whittier Boulevard to the
future transit stations along Washington
Boulevard, as well as other nearby transit
stations.
Policy 6.25
Develop a citywide electric vehicle master
plan.
Objective 6.1
A comprehensive inter-agency collaboration
framework will be developed that facilitates
coordination between the City and other
relevant agencies involved in citywide and
regional planning efforts related to mobility.
Objective 6.2
The City will build upon the recommendations
of the HWB Multimodal Plan through further
planning studies and design of infrastructure.
38 Multimodal Plan
The HWB Plan area is envisioned to be a
holistic neighborhood that encourages a
vibrant and healthy community. Key to that is
developing the built environment sustainably.
This aligns with the community vision, needs
and opportunities from the existing conditions
analysis, and aligns with future funding
opportunities and ongoing maintenance
requirements. The best way to implement this
will be following the criteria and approaches
of a sustainability district certification. The HWB
Multimodal and Specific Plans are not pursuing
a sustainable community certification as part of
this plan, but it is being developed to support
eventual certification. This Plan provides two
elements related to a sustainability district:
1. Information on future certification pathways
2. Design and policy recommendations
that are based on the elements and
approaches employed by sustainable
community certifications
The primary options for sustainability
certification include:
LEED Neighborhood
SITES
International Living Future
Institute
Just Communities
Eco Districts
Envision
Review of the options for sustainability district
certification identified common categories and
design approaches that were incorporated into
this plan, and should be implemented in the future.
Those elements include:
1. Reducing Greenhouse Gas (GHG) emissions
2. Creating and expanding a tree canopy
3. Shifting vehicle trips to active transportation
and zero emission modes
4. Using materials that are made of non-toxic
materials and have low embodied energy to
develop and source
5. Reducing energy use (e.g., LED lighting)
6. Renewable energy production (e.g.,
incorporating solar panels)
7. Maximizing green infrastructure rather than
expanding and/or replacing grey infrastructure
systems
8. Harvesting rainwater
9. Creating urban habitat for flora and fauna
Sustainability District
Final Plan l April 2024 39
Chapter 4 | Planning Framework Consistent with the approach throughout the HWB process, strategies for one topic (e.g., sustainability) should also integrate with other disciplines to
create efficiencies and co-benefits. Equity and
economic development are key complements to
sustainability because of these topics integrate and
reinforce one another. However, these disciplines
cover a wide-range of topics and potential
improvements. Shown to the right are four primary
elements that were identified for each discipline of
equity, sustainability and economic development,
which should be considered for all policy and
design recommendations.
• Sustainability considers not just the potential
for reducing greenhouse gas (GHG) emissions,
but how the quality of the natural environment
can be improved (for people and flora/fauna)
through water quality and habitat, the impact
of materials, and how energy loads can be
reduced or renewable energy production can
be created.
• Equity considers how physical access could be
improved to neighborhoods, improvements in
public realm to meet all mobility needs, and well
as expanding cultural inclusiveness, economic
development and considering the unintended
consequences of public realm improvements.
• Economic development ranges from local
to national scales by considering how new,
small, local businesses could be developed and
grown, as well as how major economic drivers
from real estate and large business attraction
performed.
Carbon
(Ghg)
Water and
Habitat Materials
Energy
Incubating
Existing
Businesses
New Small
Business
Opportunities
Real Estate
Development
New
Business
Attraction
Neighborhood
Access
Cultural
Inclusiveness
Mobility for
All
Economic
Support
SUSTAINABILITY
EQUITY
ECONOMIC DEVELOPMENT
The diagram above highlights how some key elements within the topics of Equity, Sustainability, and Economic Development can relate to other topics. For example, improving multimodal access to disadvantaged neighborhoods from an equity lens, can also have benefits for reducing carbon through reduced Ghg emissions. 40 Multimodal Plan
Introduction
This Chapter presents the preferred design
concept for Whittier Boulevard, as well as
other location-specific physical improvements
to the existing transportation network on and
surrounding Whittier Boulevard.
The recommendations in this Chapter were
identified and evaluated through an analysis
of the four primary modes of transportation:
cars, active transportation (bicycles, scooters,
skateboards, personal mobility devices, roller
blades, etc.), pedestrians, and transit. The
analysis took into consideration how each
mode interacted and complemented one
another to achieve a complete and wellconnected multimodal transportation network.
Key Elements of this Chapter:
Network Maps
Network maps for each mode to ensure
consistency in access and connectivity within the
overall transportation network.
Capital Projects
Capital projects along key corridors and
intersections to implement the network maps
and improve safety. Projects include traffic
calming measures, such as curb extension and
raised intersections, as well as bicycle lanes
and off-street parking improvements.
Preferred Design Concepts
Thirty percent design concepts for roadway
segments and intersections, including:
• Whittier Boulevard
• San Gabriel Place
• Durfee Avenue / Jackson Street
Visualizations
Before and after visualizations of key projects
and locations.
Parking Approach Recommendations
Policy and design guidelines to provide
recommended, but not required, urban design
guidance on parking strategies.
Multimodal 5 Network
Final Plan l April 2024 41
Chapter 5 | Multimodal Network
Inspirational imagery of various multimodal projects.
42 Multimodal Plan
Pedestrian Network
The recommendations for the pedestrian
network focus on enhancing safety and
creating more public gathering spaces. The
network identifies:
• Pedestrian-oriented intersection
improvements
• New sidewalk and parkway locations
• New open space/park opportunities
• New pedestrian pathways referred to as
paseos
A key element of the pedestrian network
is the transformation of Speedway Alley
into a pedestrian paseo that improves
safety, contributes to economic activity and
maintains servicing loading. Initial phase of the
pedestrian paseo is proposed along Lindsey
Avenue to the alley between Durfee and
Deland Avenues. The initial phase will focus on
introducing tactical urbanism improvements
(such as painting), planting of “decorative
street” trees, and engagement with adjacent
businesses to develop outdoor spaces for their
business operations.
The approximately 1,000 foot area west
of Paramount Blvd. that begins the third
eastbound travel lane is recommended
to be removed as a travel/right-turn lane
and become a flexible pedestrian space
that could be a painted extension, parklet
spaces, and/or food truck parking.
Precedents
Pedestrian paseos
Wider sidewalks for different uses and placemaking
Better crossings and buffers from vehicles on busy streets Tactical urbanism curb extensions and placemaking
Raised intersections on local streets Pedestrian-oriented streets and extensive street trees Final Plan l April 2024 43
Chapter 5 | Multimodal Network Pedestrian Network
44 Multimodal Plan
Speedway Alley at Lindsey Avenue
EXISTING
Final Plan l April 2024 45
Chapter 5 | Multimodal Network
PROPOSED
New plaza space
Raised
Pedestrian
Crossing /
Speed Hump
Permeable
Paving and
drainage
channel
New development with
integrated outdoor dining
Paseo Branding
New shade
trees
46 Multimodal Plan
Bicycle and Transit Network
As is the case in most communities, pieces of
bicycle networks have been implemented
based on factors like community input,
available funding, and phasing of roadway
projects. This leaves gaps in a high-quality
bicycle network that reduces its use. The
Multimodal Plan recommends build-out of
existing proposed bike facilities, as well as
expansion of the bicycle network - particularly
through separated bicycle facilities and
creating new connected routes through
redeveloped surface parking lots.
Bicyclists, transit vehicles, and pedestrians
accessing transit often interact due to space
limitations. Interactions between these modes
at times be uncomfortable because of unclear
directions and lack of separated spaces. For
this reason, the recommendation presented
in this plan focus on interventions that help
make the interactions between transit vehicles
and bicyclists safe, comfortable, and efficient.
The recommendations also call for creating
regional bikeway connections and improving
the transit user experience through enhanced
transit amenities. The network identifies:
• New bike facilities and regional
connections
• Bicyclist-oriented intersection
improvements
• New transit shelter islands
Precedents
Protected Intersections with one-way protected bicycle
lane
Two-Way Cycle Tracks
Creating connections to riverfront bicycle paths Transit Shelter Island with bicycle lane behind Bioswale protected bicycle lanes Supporting all active transportation modes together Final Plan l April 2024 47
Bicycle and Transit Network
Future Treatment TBD
Chapter 5 | Multimodal Network
48 Multimodal Plan
Looking South from Whittier Boulevard along Paramount Boulevard
EXISTING
Final Plan l April 2024 49
PROPOSED
New passive green space
Natural
landscape
buffers
New paseo
lined with
outdoor dining
and green
space
New development with
integrated ground-floor retail
New bicycle path parallel to
Paramount Boulevard connecting
Whittier Boulevard to the Rio
Hondo Spreading Grounds
Chapter 5 | Multimodal Network
50 Multimodal Plan
Vehicle Network and Parking
Precedents The recommendations for the vehicle network
focus on balancing existing vehicle space to
accommodate all road users, improve traffic
flow, and prepare for future regional transit
projects. The network identifies:
• Where lane reductions will occur
• The location of new angled parking and
where on-street parking will be removed
• Traffic signals to be updated with the
new signal timing and the location of
new traffic signals
• Internal circulation network associated
with future redevelopment efforts
Note that changes to Whittier Boulevard
end about 1,000 feet west of Paramount
Boulevard. Starting here and continuing
west, there is not adequate road with
for a protected bicycle facility due to the
freight rail bridge. If in the future the rail
bridge will be reconstructed (similar to
the Durfee Avenue rail bridge that was
recently completed), it is recommended to
create adequate right-of-way for Whittier
Boulevard to extend the proposed design
of Whittier Boulevard all the way to the
western edge of the City.
Curbside Management
Integrating Landscape in Parking Lots
Complete Streets
Flexible and Pedestrian-Oriented Streets
Internal Circulation
Private developments often need to update existing roads and circulation paths to accommodate access to new buildings. While the redesign of Whittier Boulevard and other public streets is proposed to be completed, updates to the circulation within surface parking lots is only recommended as design guidance. The implementation of the internal circulation will be part of individual private and public-private partnerships as redevelopment occurs.
Final Plan l April 2024 51
Vehicle Network Chapter 5 | Multimodal Network
52 Multimodal Plan
Whittier Boulevard at Rosemead Boulevard
EXISTING
Final Plan l April 2024 53
PROPOSED
Protected Active
Transportation Lane
Unique corridor
branding
Bioswale
Buffer with
Shade Trees
New drought
tolerant
landscaping and
connection to
businesses
Updated sidewalks
New development potential
Chapter 5 | Multimodal Network
54 Multimodal Plan
Existing Condition | Lindsey & Whittier Intersection
Diagonal Curb
Ramp No ADA Tactile
Strips
Incomplete Curb
Ramp
No Crosswalk Unclear
Curbside
Management
Vehicle Scale
Lighting
Wide Travel
Lanes
Lack of Street
Trees
No Buffer Between
Vehicles and Sidewalk
Lindsey Ave.
No Sidewalks or Walk
Path to Businesses
Whittier Blvd.
IDEA
Lab
Final Plan l April 2024 55
Alignment with Local, Regional, State, Federal Goals
The multimodal networks and the preferred
design for Whittier Boulevard were developed
in response to the key findings of the existing
conditions analysis on pg. 17. Namely, the new
design of Whittier Boulevard and surrounding
multimodal network will now support the goals
and best practices, adopted plans and policies,
as well as funding sources at every level of
government.
The Multimodal Plan creates this alignment both
through the specific designs, general strategies,
and public policies that encourage more trips by
walking, biking, and transit that support VMT and
GHG reduction goals. These elements can be
found planning documents such as Vision Zero,
Bicycle Master Plans, and First-Last Mile Plans.
The Plan also builds upon existing plans and
policies such as the SGV Greenway Network
to expand the bicycle network, as well as nontransportation plans and policies so multiple benefits can be provided simultaneously,
like improving the local natural environment.
Furthermore, as the multimodal plan is
implemented over time in phases, benefits from
individual projects will compound and scale with
other projects to accomplish more robust benefits
over time. Altogether, this strongly positions the
Multimodal Plan to be as aligned with funding
sources as much as possible.
Goals and
Best Practices
Plans and
Policies Funding Sources
Local
Regional
State
Federal
• Regional - SGV
Greenway Network
• State - CA SB 32,
reducing emission
by 40% below 1990
levels by 2030
• CA Air Resources
Board (CARB)
Scoping Plan for
VMT reductions
• AB 1358 - Complete
Streets Act means all
cities and counties
are required to
include complete
streets policies.
• Local - encourage
the success of local
business and grow
tax revenue
• Regional - Vision
Zero Plans
• State - Governor
Newsom 30 by
2030 Executive
Order conservation
goals
• Federal - National
Climate Task Force
Goals
• NACTO Design
Guidelines
• State - SB 1 directs
$100 million
annually to the
Active Transportation
Program
• Federal -
Infrastructure
Investment and
Jobs Act directs $110
billion for investment
in infrastructure with
dedicated funds for
climate adaptation
Chapter 5 | Design Concepts
56 Multimodal Plan
Proposed Phase 1: Early Intersection Improvements and Other Projects Lindsey Ave.
Whittier Blvd.
IDEA
Lab
Retain existing
diagonal curb
ramps
Temporary and
movable planters as
protection for curb
extension
Updated lane striping and
stop bars
Keep existing tactile strips
Painted
Curb Extension
Updated signals and push buttons for new crosswalks
High visibility
crosswalk updates
New high visibility crosswalk
where currently missing
Final Plan l April 2024 57
Example of painted crosswalks and/or curb extensions
that could be completed in Phase 1.
Chapter 5 | Design Concepts
Phase 1 Projects: 1-2 Years
ID Project Project Description
1 Los Paseos - Phase 1
Targeted beautification improvements including shade
trees, landscaping, decorative lighting, murals and art, and facade improvements
2 Facade Improvement Program Small business grant program to improve facades (Whittier Blvd., Durfee Ave, and Los Paseos) and corridor aesthetic 3 Los Paseos Mural Program Partnership with professional and local artists to paint murals
4 Los Paseos Parking/Plaza #1
(4944 Lindsey Ave) - Phase 1 Targeted beautification improvements including shade trees, landscaping, decorative lighting, murals and art, 5 and furniture; introduce flexible uses for community events Los Paseos Parking/Plaza #2 (4940 Deland Ave) - Phase 1
6 IDEA Lab - Phase 1 Facade improvements and interior remodel 7 Electrical Art Box Program -
Phase 2
Continuation of Phase 1 program; installation of local artist murals
8 PAD Park - Phase 1 Demolition of existing structures, grading, and turf planting 9 High-Visibility Crosswalks Update crosswalks with high-visibility decorative treatments 10 Painted Curb Extensions
Decorative painted curb extensions and movable barriers at key locations including at intersection of Lindsey Ave./ Whittier Blvd.
11 Durfee Ave. /Jackson St.
Redesign
Angled parking and sidewalk widening; potential for
public improvement contribution from redevelopment
project
12 San Gabriel Pl. Redesign Installation of angled parking and center median with landscaping and shade trees
13 Pio Pico State Historic Park Trail
Connector
Multi-use trail connection between the San Gabriel River Bike Path and Pio Pico State Historic Park
14 Parklet Design Implementation
Plan
Develop design guidelines for the implementation of
parklets, treelets, and other micro-park spaces
15 Branding, Signage, and
Furniture Improvements
Implementation of the Branding, Signage, and Furniture
Master Plan
The table below provides a potential breakdown of how projects could be accomplished individually (and is repeated for each phase). These represent projects for updates to Whittier Boulevard, as well as other complementary projects in the plan area. 58 Multimodal Plan
Proposed Phase 2: Pilot Design
Lindsey Ave.
Whittier Blvd.
IDEA
Lab
New directional
curb ramps with
tactile strips
Protected
bicycle lane
Space for bus stops and
boarding across bike lane
Painted protected bicycle buffer
with vertical barrier (e.g., bollards,
movable planters)
Narrowed inside
travel lane
Curb extension upgrade
to permanent design
Green painted bicycle
lane within conflict
zones New sidewalks
Realign highvisibility crosswalks
(if necessary)
Final Plan l April 2024 59
Chapter 5 | Design Concepts
Example of painted protected bicycle lane in a pilot
condition with planters as a buffer from moving vehicles.
Example of permanent curb extension with a bioswale,
street tree, and pedestrian seating, which could be
upgraded from a painted curb extension completed in
Phase 1
Phase 2 Projects: 3-5 Years
ID Project Project Description
16 Protected Bike Lanes - Pilot Condition Striped buffered/protected bike lanes from Paramount to San Gabriel River
17 Paramount Blvd. Greenway
Develop a bike path connection between
Whittier Blvd. pilot condition bike lanes and the
Rio Hondo Spreading Grounds trail network
18 Paramount Blvd. to Rio Hondo Bike
Lanes
Coordinate with City of Montebello to plan and
design pilot and permanent conditions for bike
connection from Paramount Blvd. to Rio Hondo
River
19 Los Paseos - Phase 2
Further beautification improvements such as street
trees, lighting, public art, etc., as well as major
updates to new permeable pavement material,
drainage, and undergrounding utilities
20 PAD Park - Phase 2
Implementation of final design TBD - updates
to park landscaping and construction of built
structures
21 Update Curb Extensions to Advanced
Design Condition
Convert painted curb extensions to a permanent
curb extension and creation of micro open
spaces (e.g., bioswale, outdoor seating,
community garden, etc.) based upon local
community engagement
22 Jackson / Durfee Raised intersection
Reconstruction of the Durfee and Jackson
intersection to a raised intersection, curb
extension, high visibility crossings, lighting and
landscaping
23 Passons / Jackson Raised Intersection
Reconstruction of the Passons and Jackson
intersection to a raised intersection, curb
extension, high visibility crossings, lighting and
landscaping
24 Surface Parking Lot Entrance Upgrades
As potential circulation updates required for
potential redevelopment projects on the South
side of Whittier Blvd., update existing entrances to
surface parking lots from Whittier Blvd. with new
sidewalks and raised pedestrian crossing.
60 Multimodal Plan
Proposed Phase 3: Final Design
Lindsey Ave.
Whittier Blvd.
IDEA
Lab
Pedestrian
Scale
Lighting
Transit
Shelter
Island
High Visibility
Crosswalks
Raised crossing (speed
hump) for bicycles and
pedestrians at parking
lot entrances
Scramble Crosswalk
(Optional)
Directional
Curb Ramps
Aligned with
Sidewalk
Bioswale protected
bicycle lane with
bollard lighting and
drought-tolerant
landscaping
Curb Extension
with bioswale to
accommodate
drainage needs
Street Trees
with larger
canopy
Bioswale Trees
(smaller tree
canopy)
Raised
Sidewalk and
Bike Lane/
Speed Hump
Protected
Bicycle
Lane
Pedestrian
Seating and
Amenities
New Outdoor
Dining (Private
Redevelopment)
Final Plan l April 2024 61
Chapter 5 | Design Concepts
Example of scramble crosswalk in Pasadena, which
could be an upgrade of the high visibility crosswalks
completed during Phase 1.
Example of bioswale protected bicycle lane along
Rosemead Boulevard in Temple City, which provides
a case study for the development of the same facility
along Whittier Boulevard due to similar roadway
designs, traffic volumes, and adjacent land uses.
Phase 3 Projects: 5+ Years
ID Name Project Description Related Project
25 San Gabriel River Trail
(West Bank) - Phase 1
Open a bike trail on the west bank of the
San Gabriel River using the existing service
road. Other improvements such as lighting
and landscaping to occur with adjacent
redevelopment.
26 26 Whittier Boulevard
Advanced Design
Implementation of the advanced design
condition for Whittier Blvd., which replaces
the pilot design condition. Includes bioswale
protected bicycle lanes, new lighting and
landscaping, updated crossings, and other
design features.
16, 17, 18
27 Paramount Blvd.
Greenway - Phase 2
Implement elements of the advanced design
condition for Whittier Blvd. for the Paramount
Greenway; which will depend upon
adjacent redevelopment.
24; adjacent
redevelopment
28 Targeted Intersection
Updates
Update of key intersections to a scramble
crosswalk design based upon future travel
volumes (pedestrian and vehicle), safety
enhancements, and community engagement
9, 10
29 Business Improvement
District (BID)
Develop a BID or similar structure to
implement and manage reinvestment of
private redevelopment into public realm
facilities.
16, 24 and private
redevelopment
30 San Gabriel River Bike/
Ped Bridge
Update the San Gabriel River Bridge and/or
provide a new pedestrian and bicycle only
bridge across the San Gabriel River.
Pending current
planning
31 Los Paseos - Phase 3
Implement design elements of Los Paseos -
Phase 1 for existing alleys along Durfee Ave.
North of the rail corridor.
62 Multimodal Plan
Phase 3: Final Design Alternative
Lindsey Ave.
Whittier Blvd.
Scramble Crosswalk
(Optional)
Pedestrian Scale
Lighting
Bioswale protected bicycle
lane with lighted bollards
and landscaping
New sidewalks
(Optional)
Redevelopment
Potential and
Sidewalk Dining
Street
Trees
Raised bike and
pedestrian crossing
into parking lot
Transit Shelter
Island
Sidewalk
Clear Zone
Transit Shelter with
solar panel roof
Curb extension upgrade
to permanent design
with bioswale
Sidewalk
Frontage
Zone
Directional
Curb Ramps
Aligned with
Sidewalk
Raised Sidewalk
Speed Hump Sidewalk
Edge Zone
New Outdoor
Dining (Private
Redevelopment)
Final Plan l April 2024 63
Chapter 5 | Design Concepts
2nd Street in Austin, Texas provides a wide sidewalk
area with different zones for walking, outdoor dining,
and amenities, with a double row of trees.
A block of the Indianapolis Cultural Trail demonstrates how different pavement materials indicate different uses for the street right-of-way and integrates with adjacent buildings to create attractive outdoor dining spaces.
The final design alternative shows a variation of the recommended design condition for Phase
3. It also shows the transition of painted right-of-way spaces to permanent improvements and depends upon grant funding levels. All of the individual projects listed in Phase 2 and Phase 3 (pages 59-61) are still applicable to this option, with expanded sidewalks substituted for the bioswale protected, street level bicycle lane design on the north (westbound) side of Whittier Boulevard. The alternative rendering provides a conceptual design of elements, which will need to be refined during subsequent design phases and will have an impact upon final costs. A few key considerations for design and costs are described below:
Extending the sidewalk to the proposed
bioswale outside curb edge in Phase 3
may have implications for stormwater runoff
because it will reduce the distance for the cross
slope of the roadway. A hydrology study will
need to be completed, which could result in
the need to regraded and/or add new green
infrastructure treatments to be necessary to
accommodate stormwater flows.
Design Considerations
Street Grade / Stormwater
There are currently underground utilities along
Whittier Blvd., which may want to be relocated
depending upon final design condition
(e.g., location of lighting and street trees). The
movement of the curb line into Whittier Blvd.
will likely result in the lowering of the street
which may expose facilities including utilities,
which may be too shallow and require
profile adjustments to meet existing cross
streets and bridges. Permeable paving is also
recommended for areas where underground
utilities are located to facilitate easier
maintenance and upgrades.
Utility Relocation
The extended sidewalk should create at least
three clear sidewalk zones: 1) building frontage
zone, 2) circulation clear zone, and 3) street
edge/amenity zone. The circulation clear
zone should be at least six feet wide and be
clear of any elements (e.g., furniture, lighting,
signage, etc.) to facilitate clear movement. It is
recommended that outdoor dining be located
in the building frontage zone.
Sidewalk Zones
A primary difference between this alternative
and Phases 2/3 is the increase in new paving
material for the extended sidewalk area.
This option would benefit from using different
materials to delineate different sidewalk
zones. Permeable paving is recommended
for the sidewalk amenity zone, which would
complement street trees and/or flow-through
planters in stormwater runoff. The sidewalk
clear zone is recommended for a concrete
treatment that would promote easy circulation
for all users.
Pavement Materials
64 Multimodal Plan
ADA Accessibility
All recommended physical improvements and
policy updates are not just intended to meet all
requirements of the Americans with Disabilities Act
(ADA), but to encourage the implementation of a
Universal Design approach. For example, rather
than building an ADA ramp separate from stairs, is
integrating an ADA ramp into the design of stairs, and
any other spaces, to enhance the overall performance
and aesthetic of a place. Specific designs should first follow design guidance from NACTO Guidelines (see
Chapter 6), but should also reference the following
policies and requirements as applicable:
UNIVERSAL DESIGN:
The design and composition of an
environment so that it can be accessed,
understood, and used to the greatest
extent possible by all people, regardless
of their age, size, ability or disability.
Federal Transit Administration (FTA) ADA Requirements: They enforce ADA requirements for transportation facilities and infrastructure that receive federal funding - Parts 27 and 37 of FTA ADA Regualtions: https://www.transit.dot.gov/regulations-and-guidance/civil-rights-ada/ada-regulations.
California Building Code (CBC): The California Building Code outlines accessibility requirements for new construction and alterations to buildings and facilities in California. It includes provisions related to transportation facilities such as train stations, bus stops, and related infrastructure.
California Disabled Persons Act (CDPA): This act provides additional protections and requirements for accessibility, including transportation facilities.
California Department of Transportation (Caltrans): Specific policies and guidelines related to ADA requirements for transportation infrastructure, particularly for highways and major roadways: MUTCD, Engineering Manuals, Accessibility Unit California Public Utilities Code: This code may contain regulations and requirements related to transportation facilities and infrastructure, particularly those operated by public transportation agencies.
Los Angeles County Metropolitan Transportation Authority (Metro): Access for All is a state funding program authorized in 2018 by Senate Bill 1376; Los Angeles County Department of Public Works: Design Manuals Pico Rivera Municipal Code.
Final Plan l April 2024 65
Chapter 5 | Design Concepts
Concept Plan Locations
Pages 60 - 67 provide preliminary (30%
concept) designs for specific segments and
intersections of Whittier Boulevard. The designs
show the pilot design condition (Phase 2) of
the Multimodal Plan. Both design alternatives
for the advanced design condition in Phase
3 would use the same overall geometries
shown. The painted buffered bicycle area
could become a bioswale area or a
30% Concept Designs
permeable paving sidewalk zone depending
upon the final design, which will need to be
developed separately. Furthermore, schematic
and construction designs for the advanced
design condition will be able to benefit from
the lessons learned from the implementation
and operation of the pilot design condition.
The specific locations of the concept design
segments for Whittier Boulevard are shown in
the map below.
66 Multimodal Plan
Site Plan #1: 30% Concept Design San Gabriel to Lindsey Final Plan l April 2024 67
Chapter 5 | Design Concepts
68 Multimodal Plan
Site Plan #2: 30% Concept Design Lindsey to Durfee
Final Plan l April 2024 69
Chapter 5 | Design Concepts
70 Multimodal Plan
Site Plan #3: 30% Concept Design: Passons to Church
Final Plan l April 2024 71
Chapter 5 | Design Concepts
72 Multimodal Plan
Site Plan #4: 30% Concept Design Gregg to San Gabriel River Note: the designs are a result of a collaboration with BKF engineers, who are contracted for the Pio Pico State Historic Park Connector Project.
Final Plan l April 2024 73
Chapter 5 | Design Concepts
74 Multimodal Plan
Parking is a key element of the mobility
plan that requires balance between current
expectations, perceptions, and needs of the
public; existing conditions; and future conditions
and best practices that will enable shifting the
Specific Plan area and City away from vehicle
(including parking) dependency.
Today, because most cities and
neighborhoods are car dependent people
need to drive and park for accessing
destinations. However, most people expect to
be able to park as close as possible to their
destinations, which leads to perceptions that
parking is limited.
One of the Plan Areas most prominent
characteristics is the abundance of parking,
which is currently approximately 50-60%
utilized throughout the entire study area.
To support a more multimodal future,
parking supply needs to be right-sized and
redistributed to meet current demand, and
then gradually encourage shifting to other
modes (walking, biking, transit) paired with
other multimodal improvements.
Key parking management strategies as well
as some specific projects are shown on the
following pages. They are organized from the
short-term to long term strategies and policies.
Parking General Strategies / Approaches
The overall parking approach will generally include small individual projects so that successive changes will build upon previous projects. The recommendations for managing parking focus on the following:
Maintain exiting
parking and slowly
right-size supply
over-time
Develop targeted
projects that create
the opportunities for
redevelopment to
occur
Well balanced
throughout the
Plan Area to meet
the needs of all
businesses and
residents
Existing Conditions
Multimodal
Future
Transition
Final Plan l April 2024 75
Chapter 5 | Parking
Maintain Needed Supply; Move to Parking Maximums; Develop Shared-Use Agreements Approaches for Solutions:
1. Retain existing parking supply (between
on-street and off-street parking) within a
2-block area where parking is over 75%
utilized
2. Create new parking for lost parking in
utilized areas
3. Implementation of parking maximums
within the Specific Plan to limit new parking
that is created
4. Enable shared-parking approach for
off-street parking to give businesses and
property owners flexibility to share parking
supply and generate additional revenue
5. Create flexible spaces that can be utilized
both as plaza spaces as well as parking
Short-Term
Challenges:
1. Removal of approximately 100 on-street
space along Whittier Boulevard
2. There are acute locations where parking is
heavily utilized and desired
3. Overall there is an oversupply of parking,
which limits redevelopment potential and
creates a cycle of driving
4. Existing regulations mandate the
development of excess parking (i.e.,
minimum parking requirements)
5. There is not enough flexibility for businesses
to test new parking alternatives and ideas
Recommended Projects:
1. Create angled parking along Jackson
Street and Durfee Avenue (between
Whittier and Passons - see page 67)
2. Update ground material of City-owned
public parking lots along Speedway Alley
and include new trees
3. Develop a set schedule for use of the
Speedway Alley (Los Paseos) parking lots/
plazas to allow parking during day hours
and plaza space for evenings and events
4. Introduce flexible use of existing public
parking lots to be used a hybrid plazas
during off-peak hours to support
community events and business activity
Example of how existing Speedway alley parking lots can be updated with new pavement materials to be flexible plaza/parking areas. One Colorado Plaza in Pasadena is the same size as existing Speedway Alley parking lots.
76 Multimodal Plan
Regular Monitoring of Parking Utilization Levels; Development of Publicly Accessible Parking Structure(s) Approaches for Solutions:
1. Monitoring parking utilization based on
future development
2. Pursue development of a publiclyaccessible parking structure
3. Develop financial and other incentives that
could be used by developers to building
parking structures and/or build structures
through a public-private partnership (P3)
4. Targeted redistribution of public
parking throughout the plan area as
redevelopment occurs (e.g. Speedway
Alley).
5. Develop policies for reinvestment of
parking fees to improve streets, sidewalks,
and/or businesses
Mid-Term
Challenges:
1. As small changes to parking supply and
destinations occur, monitoring is needed
to ensure that everyone has appropriate
access to and supply for parking
2. There is not enough room to provide
surface parking for new developments
within the Specific Plan area
3. Current land values and development costs
make redevelopment difficult
Example of a public parking structure with a rooftop playground that is accessible to the public via an exterior staircase that also encourages exercise.
Recommended Projects:
1. Create angled parking along San Gabriel
Place (see page 66)
2. Formalize incentives and land use
development standards as part of the
Specific Plan (2024).
3. Develop a parking structure on the south
side of Whittier Boulevard between Durfee
Avenue and Paramount Boulevard. This
could be a stand alone parking structure
or as part of a mixed-use redevelopment.
The location of the first parking structure
needs to be within walking distance for
multiple destinations.
Final Plan l April 2024 77
Updated On-street Parking Regulations; Right-sizing Parking Supply Approaches for Solutions:
1. Potentially implement parking policies
to ensure that residents have a place to
park in their own neighborhoods, and
affordable parking options in the City
2. Reduction of on- and/or off-street parking
spaces
3. Have the community to be partners in
the conversations for advancing more
transformation parking projects (e.g., if the
community wants to keep the Los Paseos
parking/plaza spaces permanently as
plaza spaces)
Long-Term
Challenges:
1. As parking structures are developed, onstreet parking needs to be updated to ensure that parking structures are utilized -
ensuring that they are economic assets
2. As redevelopment occurs and Whittier
Boulevard becomes a destination, there
may be higher demand for parking
3. Keeping a good balance between
demand and supply as parking (either
overall supply or relative supply) is reduced
in order to enable and complement shift to
multimodal transportation network
4. Maintaining engagement with the
community to be regularly updated with
projects/policies that are successful and/or
creating challenges
Potential Projects:
1. Permanent conversion of Los Paseos
parking/plaza spaces to plazas
2. Additional publicly-accessible or P3
parking structures
3. Updates to parking standards within the
Specific Plan
4. Residential street parking permits
5. Resident discounts for parking payment
zones
Example of parking structure with green wall that
provides public and private parking spaces.
Example of on-street parking signage that restricts
parking except for local residents.
Chapter 5 | Parking
78 Multimodal Plan
Existing 30
Degree
45 Degree
60 Degree
30 Degree
45 Degree
60 Degree
Whittier Boulevard (Rosemead to Church - within 1/4 mile) 28 San Gabriel Place (Whittier to Rosemead) ~ 40 ~50 ~ 70 ~ 90 15 feet 12 feet 8 feet Durfee / Jackson (Whittier to Passons) 0 ~25 ~35 ~45 9 feet 5 feet 5 feet Total ~ 68 ~75 ~ 105 ~135
On-Street Parking
Space for Wider Sidewalks,
Landscaping, Etc.
Summary of on-street parking that could replace
on-street parking along Whittier Boulevard:
Updated designs for San Gabriel Place and
Jackson Durfee can both provide additional
parking, as well as improve the pedestrian
environment on those streets by better utilizing
excessive, unused road space. Between Rosemead
Blvd. and Church St. - which provide the boundary
of area that is within 1/4 mile of the updated streets - there are 28 existing on-street spaces along Whittier
Blvd. to be removed for protected bike lanes.
Adding 45 degree angle parking on San Gabriel
and Jackson/Durfee could provide approximately
105 spaces. This would result in a net increase of
approximately 40 spaces within a 1/4 mile distance
of the two streets. This additional parking capacity
could further enable additional conversion of
parking/street space to pedestrian areas, such
as conversion of public parking lots #1 and/or #2
to plazas, in the future based upon continued
engagement and monitoring of parking demand.
Summary of Parking Projects
San Gabriel Place
(Page 75)
Jackson/
Durfee
(Page 73)
1/4 mile radius
1/4 mile radius
Lot #1 Lot #2
8 0 11 4 6 7 1 3
Acacia
Church
Net increase of 40 parkings spaces based
on recommended 45 degree angle
Final Plan l April 2024 79
Durfee Avenue / Jackson Street
Similar to San Gabriel Place, Durfee Avenue and Jackson Street between Whittier Boulevard and Passons Avenue has an excessive roadway width. Overall, this road section is confusing to drive even though it only includes only two travel lanes, but it has a street right-of-way that varies between 40 and over 60 feet wide, multiple curb cuts, and limited onstreet parking.
Existing condition with excess road space and narrow sidewalks Example of angled parking with a sidewalk wider than the current condition Jackson/Durfee angled parking should be located along the sidewalk edge. It is recommended at a 45 degree angle in order to maximize on-street parking and still provide some space for a wider sidewalk. It is also recommended to add curb extensions at Durfee/Whittier (shown to right) and other intersections of Jackson/Durfee and Jackson/Passons (not shown to right).
Site Plan #5: 30% Concept for Jackson/Durfee
Chapter 5 | Parking
80 Multimodal Plan
San Gabriel Place
San Gabriel Place is a local residential street
with significant excess road space that creates
unsafe conditions including vehicle donuts. Existing Condition Potential Design Concept
San Gabriel Place is recommended to be
updated to include a center landscape
median that could also include a walking path
like shown below. Instead of parallel parking
on the outside, angle parking along the center
median is also an design option as a way to
replace the parking within the current parking
lots along Speedway Alley.
Center parkway with path, Calle Amsterdam, Mexico City
Existing condition with excess road space
Final Plan l April 2024 81
Chapter 5 | Parking
Site Plan #6: 30% Concept for San Gabriel Preferred Design Through review of the Draft Multimodal Plan with City departments and general public comments, the initial concept for San Gabriel Place was refined to the concept design above.
Design Considerations:
• Parking stall width (10’+ wide)
• Provide access from parking to pedestrian path along the center median (e.g., unloading kids) • Recommend 45 degree parking angle
• Maintain emergency vehicle access through the use of rolled curb Design Recommendations
• Prioritize the planting of shade trees and incorporation of green infrastructure along the length of the center median
• Prioritize micro parks and plaza spaces at either end of the center median • A new crossing across Whittier Boulevard at San Gabriel Place - at the current sidewalks and/or center median 82 Multimodal Plan
The multimodal projects described for the HWB Plan Area complement one another and will transform Whittier Boulevard and the immediate surrounding area into a more balanced corridor for all transportation modes. At the same time, there are a few key opportunities to connect the improvements of the HWB Plan Area, and Whittier Boulevard specifically, to adjacent areas. Three of these connections are shown in the map below and described in the remaining pages of this chapter. Each of these connections is in a different stage of planning and design, but all will involve coordination with other jurisdictions and partners for design and implementation. If completed, these connections would have significant benefits for enhancing the multimodal benefits both within the HWB Plan Area and extending the benefits and approch of the Plan Area to surrounding areas.
Multimodal Connections to Whittier Boulevard
1. Rosemead / Lakewood Bus
Rapid Transit Line and Station
2. Pio Pico Connector Project
3. Extension of Whittier
Boulevard redesign to
Montebello
Final Plan l April 2024 83
1. Rosemead / Lakewood BRT
The City of Pico Rivera is acting as the lead
agency for initiating the planning of a 28-mile,
north-south multimodal corridor that integrates
high-quality active transportation (ATP)
facilities, bus rapid transit (BRT), and transitoriented development (TOD). The first phase of planning including feasibility, concept design,
and implementation strategy are expected
to begin in late 2024 or early 2025 and be
completed in summer 2026. The corridor would
pass through 13 different cities, and integrate
public transit services across multiple providers.
Within the City of Pico Rivera, the corridor will
intersect with Whittier Boulevard and a BRT
station is planned at the intersection of Whittier
and Rosemead Boulevards. A future BRT
station at this location would likely create a
high-quality transit area (HQTA) within onehalf mile of the station, as defined by the SCAG RTP/SCS. The HWB Vision Plan, which
covers updating land use and development
regulations, has developed a preferred Land
Use Plan to complement the planned BRT
conditions.
Detailed schematic and construction designs
will need to be integrated across both projects
to ensure that designs are complementary to
the goals of both projects.
84 Multimodal Plan
2. Pio Pico Park Connector
The City of Pico Rivera completed a feasibility study, alternatives analysis, and developing conceptual designs for a new and iconic Class-I bicycle and pedestrian bridge adjacent to the Historic Camino Real (State Route 72 – Whittier Boulevard). The project will provide a direct connection between the preferred design for Whittier Boulevard and existing and proposed off-street bicycle network along the San Gabriel River. The bridge connection will span the San Gabriel River thereby connecting the Paseo del Rio trail network and the San Gabriel River Class-I regional bike path.
The project will also connect the Pio Pico State Historic Park via the Pio Pico Bikeway Extension Project and the Rio Hondo Class-I Bike Path via the Mines Ave. Regional Bikeway Project. The result of this planning process was the recommendation of a preferred alternative to create a twoway protected bike path on the existing Whittier Boulevard bridge.
City Preferred Alternative:
Two-way Protected Bike Path
Alternative 1:
New Steel Truss Bike/Pedestrian Bridge
Alternative 2:
New Concrete Bike/Pedestrian Bridge
Reconfigure striping along Whittier Blvd and
widen existing sidewalk on bridge to install a
two-way protected bike path.
• Lowest cost alternative with moderate
impacts to the Riverbed and shortest
construction schedule of the alternatives
• Similar community preference as
Alternative 1
Construct new steel truss pedestrian bridge.
Spans will be prefabricated and installed on
concrete supports. The rust-like steel finish will
produce an industrial/rustic aesthetic.
• More costly option than Alternative 1 with
higher impacts to Riverbed and longer
construction schedule than Preferred
Alternative
• Similar community preference as
Preferred Alternative
• Can be built as a later phase after
Preferred Alternative
Construct new concrete pedestrian bridge. The
bridge will be formed and poured in place.
Bridge aesthetics are highly customizable
(potential for arched spans, decorative
columns, etc).
• Highest cost alternative with similar
impacts to the Riverbed as Alternative
1. Longest construction schedule of the
alternatives
• Lowest community preference
• Can be built as a later phase after
Preferred Alternative
Final Plan l April 2024 85
3. Extension of Whittier Boulevard Redesign to Montebello West of Paramount Boulevard until east of
the Rio Hondo River Bridge in the City of
Montebello, Whittier Boulevard is four lanes of
traffic with no on-street parking. This exisiting
condition differs from the rest of Whittier
Boulevard in the City of Pico Rivera, which has
a wider vehicle right-of-way. As a result, the
preferred design of Whittier Boulevard cannot
be implemented under current conditions and
will require future planning and design with
other entities to extend the preferred design to
Montebello.
The are two main intrastructure features in
this segment that primarily contribute to the
existing condition: A) Union Pacific Rail Corridor
Bridge and B) Rio Hondo River Bridge. Due
to the structures of these bridges there is only
enough right-of-way available for four travel
lanes and sidewalks for pedestrians. The
Union Pacific bridge was built in 1917 and the
Rio Hondo bridge was built in the 1950s. Their
structure and condition does not allow for easy
modification or expansion to create room for
multimodal facilities.
There are upcoming opportunities for updating
both bridges to meet modern standards
and/or increase capacity (as the Union Pacific
bridge over Durfee Avenue was recently
completed). At that time, both bridges should
be designed to facilitate implementation of
the Whittier Boulevard preferred design.
A B
A
B
86 Multimodal Plan
Introduction
This chapter provides design details for the
elements of the recommended networks and
specific guidelines for the implementation of
all projects throughout the Specific Plan Area.
Together with the recommended networks
in Chapter 5, these guidelines can provide
a model for how streets could be updated
throughout the entire City in future planning.
Unlike the preferred design concepts and
policy recommendations that should be
taken as development rules, these are
recommended but not mandatory elements
for future projects, that create more enjoyable
spaces for pedestrians, bicyclists, and transit
users, which will need to consider specific
factors such as costs/funding, physical
constraints, and community input.
• Sustainability Districts
• Pedestrians
• Bicycles
• Transit
• Green Infrastructure
• Vehicles / Streets
• Parking
• Curbside Management
• Streetscape and Placemaking
• Lighting
• Materials
• Landscape Palette
Policy & Design 6 Guidelines
Key Elements of this Chapter include
Design Guidelines for:
• National Association of City
Transportation Officials
(NACTO) Design Guides
• LADOT Livable Streets
Key Design Reference Documents::
Final Plan l April 2024 87
Chapter 6 | Policy & Design Guidelines Sustainability Districts Complete Streets Design:
Implement complete streets policies that
prioritize safe and accessible transportation
for all users, including pedestrians, cyclists, and
public transit riders. This includes the integration
of sidewalks, bike lanes, public transit
infrastructure, and green spaces.
Transit-Oriented Development (TOD):
Promote transit-oriented development
to encourage higher-density, mixed-use
developments around public transit hubs. This
can reduce dependency on private vehicles
and enhance access to public transportation.
Multimodal Transportation Options:
Develop and promote a variety of sustainable
transportation options, such as bike-sharing
programs, car-sharing services, and electric
vehicle charging stations.
Green Infrastructure for Transportation:
Incorporate green infrastructure elements, such
as green streets, rain gardens, and permeable
pavement, to manage stormwater runoff
and enhance the ecological performance of
transportation corridors.
Green Streets and Placemaking:
Create green streetscapes with landscaping,
street trees, and public spaces to improve
aesthetics, enhance community identity, and
contribute to overall sustainability.
Smart Mobility Solutions:
Integrate smart mobility technologies, such
as real-time transit information, smart traffic
management systems, and data-driven
planning, to optimize transportation efficiency
and reduce environmental impact.
Affordable and Inclusive Transportation:
Develop policies and strategies to ensure
that transportation options are affordable
and accessible to all community members,
addressing issues of equity and inclusivity.
Transportation Demand Management
Implement TDM strategies to reduce singleoccupancy vehicle trips, including flexible work hours, telecommuting options, and incentives
for using sustainable transportation modes.
Community Engagement:
Establish processes for meaningful community
engagement in transportation planning,
ensuring that local residents have a voice in
decisions that impact their neighborhoods. This
aligns with principles of social equity (ILFI Just
Communities).
Monitoring and Evaluation:
Develop mechanisms for ongoing monitoring
and evaluation of transportation systems, with
an emphasis on performance metrics related
to sustainability goals. This ensures continuous
improvement and accountability.
Combining solar energy production with a shade
structure and public art element creates multiple cobenefits.
Implemented design of the Superillles concept in
Barcelona that redesigned streets for people and new
green spaces. However, note the ground materials
differentiate slight variations that show where local
vehicles are still allowed.
The following guidelines will support future Sustainability District Certification:
88 Multimodal Plan
Pedestrians
Pedestrian-oriented design prioritizes safe
and accessible sidewalks, crosswalks, and
social spaces. An improved pedestrian realm
supports better health outcomes, boosts the
local economy with more foot traffic, and
contributes to a sense of place. The Plan Area
currently lacks dedicated pedestrian spaces,
access points to key destinations, and other
amenities that create a comfortable walking
environment.
General Approaches:
• Sidewalks should accommodate all
roadway users regardless of physical
abilities or age.
• All sidewalks, crosswalks and ramps shall
be ADA compliant.
The following page includes streetscape
guidelines will help improve the overall
walkability of Pico Rivera and achieve desired
pedestrian accommodations:
Plaza spaces on street edges Wide sidewalks for strolling Street trees Parklets to support businesses and create activity Variety of landscape and pavement materials Raised pedestrian crossings for visibility, ADA, and traffic calming
Final Plan l April 2024 89
Chapter 6 | Policy & Design Guidelines
Sidewalks
• Widen sidewalks to accommodate
more pedestrian amenities such as bus
shelters, benches, trees, lighting and small
gathering spaces.
• Sidewalks should be built with durable,
low-maintenance materials.
• Sidewalks should incorporate paving
materials such as colored, stamped,
stenciled or exposed aggregate in
special areas.
Curb Extensions
• There will be a variety of curb extension
design typologies (e.g., bioswale,
community garden, outdoor dining, etc.),
which the local neighborhood should
have a voice in choosing their preferred
design (shown to the right)
• Ensure curb extensions comply with
accessibility standards, including ramped
curb cuts, tactile paving, and adequate
maneuvering space for wheelchairs and
strollers.
• Painted curb extension areas are
encouraged for the temporary design
condition
Treelets
• Treelets should be planted on either side
of parklets within on-street parking zones
to provide shade and protection from
vehicles.
Raised Intersections
• Raised intersections should be installed at
every local street crossing in the Los Paseos
network.
• Local streets and entrances to parking lots
should be raised to the sidewalk level
for the width of both the bike lane and
sidewalk.
• Pair raised crossings with bioswales in
order to ensure proper drainage.
Crossings (Mid-Block and Scramble)
• Mid-block crossings are not recommended
across Whittier Blvd.
• Mid-block crossings are encouraged in
implementation of new street typologies
and across local streets, particularly
when connecting segments of the paseo
network.
• Scramble crossings are allowed across
Whittier Blvd., but are recommended as
part of advanced design phases once
redevelopment has occurred
Crosswalks
• All crosswalks should utilize leading
pedestrian interval (LPI) timing
• All crosswalks (i.e., for signals and stop
signs) should use bright reflectors and
high-visibility markings (e.g., continental
crosswalks) to increase safety and visibility.
• Painted crosswalk patterns are encouraged Example of how the same area of a curb extension can be designed to accommodate different uses based on
needs of specific locations.
90 Multimodal Plan
LOCATION F:
Speedway Alley at Lindsey Ave.
A
C
F
A
C
F
605
Passons Blvd
Holbrook St
Loch Lomond Dr
Havenwood Dr
West Blvd
Durfee Ave
EXISTING | Speedway Alley
Existing alleys are utilitarian for
vehicle/service uses.
Existing curbless condition
Paseo Typology The first new typology would apply to the conversion of existing alleys behind Whittier Blvd. and Durfee Ave. into pedestrian paseos, which would also be able to support vehicle circulation.
These alleys would be based on the shared street (i.e., “woonerf”) approach. Major elements would include: curbless streets, permeable paving materials, flexible spaces and activities, street trees and green infrastructure, outdoor dining, pedestrian-oriented features like lighting.
Above and below
ground utilities
Final Plan l April 2024 91
Chapter 6 | Policy & Design Guidelines
LOCATION F CONCEPT | 30’ Pedestrian Paseo / Shared Street
PRECEDENTS
The updated Paseo network would
include new paving materials;
incorporation of new trees, lighting,
and green infrastructure; and
undergrounding of existing electric
lines.
Design Guidelines for New Paseo Typology:
• Parking lots along Los Paseos should be the same permeable pavement materials as Los Paseos • Elements such as overhead lighting, outdoor dining areas, street trees and landscaping, and other pedestrian amenities should keep space available for emergency and service vehicles
• Prioritize green infrastructure solutions for drainage; drainage (and slope to drainage) can be off-center to accommodate existing and new underground utilities; prioritize undergrounding of utilities and infrastructure 92 Multimodal Plan
Bicycles
Bicycle amenities are vital in creating a
safer and more inviting Whittier Boulevard.
Improved bike amenities contribute to better
connections between homes, jobs, businesses,
and activity zones by providing a safer, lower
cost, more desirable alternative to driving. The
current bike infrastructure in Pico Rivera is limited
to two Class-I Bike Paths and one Class-II Bike
Lane. In order to improve the overall cycling
accessibility and safety, new bike facilities need
to be incorporated throughout Pico Rivera.
General Approaches:
• Enhanced bicycle facilities that provide
the highest level of safety.
• Provision of amenities, such as bicycle
parking, that support bicyclist needs
The following page includes streetscape
guidelines will help improve the overall
bikeability of Pico Rivera and achieve desired
bicycle accommodations:
Bicycle Hub
Green painted bike lane in vehicle conflict zones
Protected Bike Lane
Bike lane raised to sidewalk
Protected Bicycle Intersection
Short-term bike rack with green roof (or solar panels) Bicycle Hub for long-term parking and repairs Bioswale buffers for protected bicycle lanes
Final Plan l April 2024 93
Chapter 6 | Policy & Design Guidelines
Slightly depressing bicycle parking intuitively creates boundary for parking zone and allows for clear sight lines Bicycle Network
• Install Class-I and Class-IV wherever
feasible to further enhance accessibility
and safety for bicycles.
Protection / Barriers
• For temporary and permanent
conditions, barriers should be durable
and strong enough to protect from
vehicles - e.g., plastic bollards not
recommended; movable planters are
recommended
• Bollards are allowed when separating
direction of bicycle traffic
• If using temporary design conditions
that includes temporary bollards and
striping to create protected bicycle lanes,
bollards (or similar elements) should be
placed frequently enough (between
2-5 feet apart) to prohibit vehicles from
entering the bicycle lane.
• If a two-way cycle track is utilized,
bollards should be placed in the center
of the cycle track at every intersection
and curb cut to prohibit vehicles from
entering the cycle track.
Pavement Materials
• Bike facilities should include bright
reflectors and be painted or textured
with material such as Polymer Cement
Surfacing to emphasize the bike lanes,
key areas of transitions and turns, and
create a safer roadway for all cyclists.
Intersections
• Dashed, painted bike lane crossings
should be incorporated in all intersections
to create safer paths for cyclists.
Bicycle Amenities
• Elements such as a bicycle trip counter
should be installed in a prominent
location along Whittier Boulevard to track
and encourage bicycle use
Bicycle Parking
• There should be different bicycle parking
facilities provided for different parking
needs from short-term to long-term
parking
• If incorporating bicycle parking in
outdoor plaza spaces, areas should
be slightly depressed, which will allow
clear sight lines through the plaza
unobstructed by bicycles (see image
below). Additional benefit of this design
feature is the opportunity for these
locations to act as rainwater collection
points.
• Bicycle parking shelters should
incorporate green roofs and/or solar
panels
94 Multimodal Plan
Transit
General Approaches:
• Transit infrastructure that supports faster
service and minimizes conflicts between
different road users.
• Transit amenities that facilitate
connections to other modes of travel and
create a sense of comfort and safety.
The following page includes streetscape
guidelines will help improve the overall transit
experience of Pico Rivera and achieve desired
transit-user accommodations:
Bus Stops
• Bus stops should be relocated to be on
the far-side of all intersections
• All bus stops should include a shade
shelter, seating, and trash receptacles
• All bus stops should include real-time bus
arrival information
• All bus stops should include complete
bus schedules for buses that are served,
a system map, as well as information
related to key multimodal transfers
Multimodal and other amenities co-located with bus
stops
Solar panels and green roof bus (or micro-transit) shelter Transit shelter islands
Transit Shelters
• All transit shelter should include a green
roof and/or solar panels
• All transit shelters should include real time
bus arrival
• Personal ride share services and other
multimodal amenities (e.g., bicycle repair
station) should be co-located with major
transit stations
• The roof of transit shelters should be
design and oriented to provide shade
to seating areas during hours of 10am to
4pm in July through November
Transit Shelter Islands
• All transit shelter islands should be a
minimum of six feet wide
• Transit shelter islands should be at the
same level as the sidewalk
• There should be a priority to raise bicycle
lanes to the level of the sidewalk and
transit shelter islands to reduce the need
for curb ramps
• Placement of the transit shelter, differing
pavement materials, and/or other
barriers such as low landscaping and
railings should be utilized to separate
bicycle and pedestrian crossing/waiting
areas
Final Plan l April 2024 95
Chapter 6 | Policy & Design Guidelines
Green Infrastructure
Green infrastructure improvements have the
ability to reduce heat island effect,, reduce
energy use, decrease flooding, protect water
resources, improve air quality and increase
biodiversity. The incorporation of green
infrastructure along Whittier Boulevard will
improve the overall character and environment
for residents of Pico Rivera.
Landscape can also be used to enhance the
overall character and vitality of a roadway by
providing shade, cooling, filtering stormwater,
and filtering air pollutants.
The following streetscape guidelines
will achieve desired green infrastructure
accommodations:
• Enhance the community’s overall air
quality, public health and livability by
allowing for more sustainable, low-cost,
desirable roadway solutions.
• Design pervious surfaces such as paver
blocks with open seams for intersections,
crosswalks, and sidewalks;porous
concrete for gutters and alleyways; and
porous pavements for parking stalls and/
or dive aisles.
• Consider permeable pavers in these
areas to increase the infiltration of
stormwater runoff.
• Incorporate biofiltration and bioretention
features such as bioswales, rain gardens,
drywells, and biofiltration “strips” in public
parkways, within street curb bulb-outs,
and in building setbacks.
• Where possible, convert bulbouts, parkway planting areas, and landscaped medians into stormwater
planters to collect and treat stormwater
runoff.
• Install low pressure, low volume drip
irrigation systems.
Bioswale as part of curb extension. Flow-through planter in sidewalk parkway area. Stormwater Planter in bicycle buffer area.
Rain garden within small plaza space.
• Install reflective light colored pavement
to reduce heat gain.
• All standing water should percolate
within 72 hours of 85th percentile rain
event
• Build upon lessons learned from the
Landscape Median Project (completed in
2023), which is overwhelmingly received
positive feedback from the community.
96 Multimodal Plan
Vehicles
Currently, vehicles make up the majority of
roadway users along Whittier Boulevard,
leaving little space for the most vulnerable
users, pedestrians. Improvements to pedestrian
amenities will enhance the overall character
of Whittier Boulevard, making it a more
convenient, desirable, walkable and safer
environment for all Pico Rivera residents.
General Approaches:
• Implement complete street policies and
designs
• Separate vehicles from other uses
through urban design elements and
traffic calming devices on main roads
The following page includes streetscape
guidelines will help improve the overall
roadway experience of Pico Rivera and
achieve desired mobility accommodations.
Following the design guidelines, there are
three street typologies that show how internal
circulation of existing surface parking lots
can be transformed into a more familiar
configuration of a local street with bicycle and
pedestrian facilities.
Modern parking strategies and infrastructure Major streets that support all modes safely Parking structures with community benefits New typologies for local, pedestrian-oriented streets Integrating green infrastructure Traffic calming measures Final Plan l April 2024 97
Chapter 6 | Policy & Design Guidelines
Road Design
• The City should follow NACTO Urban
Street Design Guidelines as the default
design condition for Whittier Boulevard
and other roadways
• All lane widths should be 10 feet wide,
except for routes that include trucks or
buses. For two lane routes with trucks
or buses, lanes can be 12 feet wide.
For streets with four or more lanes, the
outside lane can be 12 feet wide, but all
other travel lanes should 10 feet wide.
• Turning radius should be a maximum of
15 feet radius for any intersection with a
local street
Materials
• All streets with speed limits of 25 mph
or less should utilize a permeable
paving surface, as the vibrations from
cobblestones and permeable paving
act as a natural traffic calming device
• The use of asphalt is not recommended
Paseos
• Vehicle use of paseos should be limited
to specific hours and specific types of
vehicles
• Commercial deliveries and city services
(e.g., trash collection) should be limited to
specific hours - e.g., before 10am
Local Streets (Existing)
Includes all residential streets, as well as
Olympic Boulevard, Passons Boulevard, Verner
Street and similar.
• Curb extensions should be developed at
all corners of the intersection of two local
streets of that provides on-street parking.
• Curb extensions should be developed
on the local street when a local street
intersects with an arterial or collector; they
do not need to extend into the arterial/
collector street if there is no on-street
parking.
Arterial/Collector Streets
Includes: Whittier Boulevard, Paramount
Boulevard, Rosemead Boulevard, Durfee
Avenue, and similar.
• Right-turn lanes and slip lanes at
intersections should be replaced with
space for pedestrians, bicycles, and/or
transit facilities.
New Street Typologies
Includes new circulation typologies that
could be developed within existing surface
parking lots.
• New street typologies should be
developed as curbless streets.
• When new streets are developed at
current unsignalized locations, they
should be developed as right-in,
right-out only condition to not require
a left-turn lane
• Entrances to residential parking
(surface or structured) should be
prioritized to be from side streets that
connect to Whittier Boulevard (i.e.,
typically Street Typologies # 1 and #2);
residential parking access should be
minimized along Paseos, Whittier Blvd,
or new streets parallel to Whittier Blvd.
98 Multimodal Plan
LOCATION A, C:
In-N-Out Entrance
A
C
E
F
A
C
E
F
CALIFORNIA
19 605
Whittier Blvd
Passons Blvd
t
Holbrook St
Loch Lomond Dr
Havenwood Dr
Blvd
West Blvd
Rosemead Blvd
Durfee Ave
EXISTING | Parking Entrance, with
Sidewalk
Existing parking entrances lack
pathways/sidewalks making
shopping centers inaccessible to
pedestrians.
No sidewalks, only
landscaped areas
New Street Typology #1 The first new typology would apply to the conversion of existing entrances to surface parking lots into a typical local, more urban street design (not designated with a bike path). These routes would transition vehicle traffic from higher speeds/volumes along Whittier Blvd. into a more pedestrian-oriented district. Major elements would include: reduction of traffic lane widths, adding sidewalks, and variable curbside management from on-street parking, deliveries, rideshare zones, and parklets.
Design Guidelines for New Street Typology (shown on next page) • Prioritize a curbless street condition with different pavement materials for vehicle areas, on-street parking, and sidewalk areas
• Use elements like pedestrian lighting, street trees, and built-in furniture as barriers between sidewalk and vehicle zones, rather than just bollards
• At current unsignalized intersections, future condition should be right-in, right-out; at signalized intersection a third lane for left-turn exit can be added • Utilize bioswales at end of on-street parking areas, vehicle entrances, and transition areas between on-street parking and left-turn lanes
Chapter 6 | Policy & Design Guidelines
LOCATION A, C CONCEPT | Local Street Approximately 55’ Width with Parklet or Parking / Ride-share Pick-Up Zone
PRECEDENTS
New streets would include new
sidewalks and allow for variable
curbside conditions such as
parking, parklets, loading areas,
and/or ride-share pick-ups.
Parklet
Parking / Ride-share Pick-Up Zone
Stormwater Capture
Stormwater Capture
Enhanced Sidewalks
Enhanced Sidewalks
Final DRAFT 12 March 2024 99
100 Multimodal Plan
B
C
D
E
F
A B D C
E
F
CALIFORNIA
19 Whittier Blvd
Passons Blvd
Holbrook St
Holbrook St
Loch Lomond Dr
Havenwood Dr
Olympic Blvd
West Blvd
West Blvd
Paramount Blvd
Rosemead Blvd
Durfee Ave
LOCATION D:
Taco Bell Entrance
EXISTING | Parking Entrance with 3 lanes
& no sidewalk
Existing entrances are wide and
primarily function to serve the
flow of traffic in and out of the
shopping centers.
No sidewalk, only
landscaped areas
New Street Typology #2 The second new typology applies in the same way to convert existing entrances into surface parking lots into a typical local, more urban street design to transition vehicle traffic from higher speeds/volumes along Whittier Blvd. into a more pedestrian-oriented district. It includes the same elements, but this typology prioritizes dedicated, protected (either raised to the same level as sidewalk if using curbs, or protected with a vertical element) space for bicycles.
Final Plan l April 2024 101
Chapter 6 | Policy & Design Guidelines
PRECEDENTS
New streets would include new
sidewalks and bicycle lanes or
cycle track instead of parklets.
Wider street width would also
allow slightly taller buildings.
Bicycle Lane Stormwater Capture
Enhanced
Sidewalks
LOCATION D CONCEPT | Local Street Approximately 60’ in Width with Bicycle Lane Design Guidelines for New Street Typology:
• Prioritize a curbless street condition with different pavement materials for vehicle areas, on-street parking, and sidewalk areas • Use elements like pedestrian lighting, street trees, and built-in furniture as barriers between sidewalk and vehicle zones, rather than just bollards • Prioritize keeping separated bicycle lanes before addition of left-turn lane and/or on-street parking • Prioritize protection of bicycle from vehicles through landscape zone, bollards, and/or rolled curbs • Bike lanes should be at the same level of sidewalk if curbless street condition is not utilized • At current unsignalized intersections, future condition should be right-in, right-out; at signalized intersection a third lane for left-turn can be used • Utilize bioswales at end of on-street parking areas, vehicle entrances, and transition areas between on-street parking and left-turn lanes Flex Parking/
Bioswale/
Parklet
Zone
102 Multimodal Plan
B
C
D
E
F
A B D C
E
F
CALIFORNIA
19 Whittier Blvd
Passons Blvd
Holbrook St
Holbrook St
Loch Lomond Dr
Havenwood Dr
Olympic Blvd
West Blvd
West Blvd
Paramount Blvd
Rosemead Blvd
Durfee Ave
LOCATION E:
Drive Aisle in front of Target
EXISTING | Parking Lot Drive Aisle Existing parking lot drive aisle serve to facilitate the
flow of vehicles and do not
have dedicated pathways for
pedestrians or bicyclists.
No sidewalk, only
landscaped areas
Sidewalk present along the entrances of businesses
New Street Typology #3 The third new typology applies to vehicle drive aisles along big box storefronts. This typology is a little wider than types one and two creating a hierarchy of spaces and routes. Also, this typology can apply to smaller drive aisles by reducing the width by making routes one-way for vehicles but preserving two-way traffic for bicycles.
Final Plan l April 2024 103
Chapter 6 | Policy & Design Guidelines
Design Guidelines for New Street Typology:
• Prioritize a curbless street condition with different pavement materials for vehicle areas, on-street parking, and sidewalk areas • Use elements like pedestrian lighting, street trees, and built-in furniture as barriers between sidewalk and vehicle zones, rather than just bollards • Prioritize cycle track for bike facilities, and prioritize cycle track before addition of left-turn lane and/or on-street parking • Cycle track should be at the same level of sidewalk if curbless street condition is not utilized • Utilize bioswales at end of on-street parking areas, vehicle entrances, and transition areas between on-street parking and left-turn lanes • Arcades for buildings should be allowed to utilize some of the sidewalk zone (e.g., approximately six feet width)
PRECEDENTS
New streets would include new
wide sidewalks, outdoor dining,
cycle track, and allow for variable
curbside conditions such as
parking, parklets, loading areas,
and/or ride-share pick-ups.
Stormwater Capture
Cycle Track
Flex Parklet
/ Parking / Bioswale Zone
LOCATION E CONCEPT | Local Street Approximately 70’ in Width with Parklets, On-Street Parking, and Bicycle Cycle track 104 Multimodal Plan
Parking
The following are specific design guidelines
for the implementation of overall parking
strategies and approaches identified in
Chapter 5:
Parking Maximums/Minimums
• Parking Maximum ratios will be
determined in the HWB Specific Plan, but
preliminary recommendations include:
• Residential uses - 1 space per 1.8 units
• Non-residential uses - maximum
number of spaces per square foot
should be at least 25% less than
current parking minimum (e.g.,
minimum of 4 spaces per 1,000 SF
would become a maximum of 3
spaces per 1,000 SF
On-Street Parking
• Introduce paid parking for on-street
parking concurrent with development of
any public or P3 parking structure
• Paid parking should be variable rate
based upon time-of-day and demand
to create about 10-15% supply availability
per block
• Paid parking should incorporate coin,
credit card, and mobile payment options
Parking Structures
• All Parking structures should include:
1. Flat floor plate design and sufficient
floor-to-ceiling heights to enable
conversion to other future uses
2.Real-time parking availability sensors
• Parking structures should include at least
two of the following:
1. Ground-floor active uses that occupy at
least 80% of street front facade
2.Integrated within a mixed-use building
(e.g., Texas wrap)
3.At least 75% of the top level of the
parking structure is publicly available
open space and is accessible from the
ground level
• Parking structures should include at least
two of the following:
1. Solar panels that cover at least 50%
of the top level or 50 of the building
facade
2.Public Art that covers at least 50% of the
building facade
3.Green landscape wall that covers at
least 50% of the facade
4.Architectural screen that covers at least
50% of the facade
5.Artistic and/or dynamic lighting
Surface, Off-Street Parking
• Parking lots should be made of
permeable materials and should have a
bioswale along each parking row.
• There should be a pedestrian path
between parking rows separate from
vehicles.
Combined bioswale and permeable paving
Pedestrian path separated from vehicles by bioswale
Final Plan l April 2024 105
Chapter 6 | Policy & Design Guidelines Curbside Management General Curbside Management
• Curb conditions should be marked into
five categories:
1. Paid on-street parking
2.Ride-share pick-up / drop-off zones
3.Commercial loading / delivery zones
4.Transit and micro-transit stops/stations
5.Flexible zones (that allow for
parklets or other temporary uses by
pedestrians and businesses)
Some curbside conditions can be mixed
based on different times of day and
should be marked with signage.
• Different curbside conditions should
be marked with different pavement
treatments (e.g., patterns of permeable
paving), signage, and/or pavement
colors
• Updated on-street parking should be
have at least 10% of spaces be devoted
to EV charging by 2025
• The percent of EV charging stations
should increase 20% every five years until
all on-street parking spaces are electric
Electric vehicle charging for on-street parking Different colors and materials indicating different curbside zones 106 Multimodal Plan
Streetscape and Placemaking
Improvements to the streetscape - including
roadways, sidewalks, pedestrian amenities,
bike facilities and lighting - play an essential
role in creating safe, social and inviting spaces
for all residents and visitors of Pico Rivera.
Streetscape and placemaking improvements
vary in scale at the small end for things like
signage and wayfinding, to things like street
furniture, to the larger end such as the creation
of programed open spaces (e.g., playgrounds
or ball courts).
The City will be completed a Branding,
Wayfinding, and Furniture Master Plan in 2024,
which will provide more detail on design
recommendations on this topic, including
things like specifications. The guidelines below
provide a broad overview of some of the
types of recommendations that could be
included in that document. The streetscape
guidelines include:
• Improve the quality of the public rightof-way by providing all users with more safe, walkable, bikeable and transitfriendly roadways. • Introduce and update elements and
small spaces to make streets more as
spaces to gather and spend time and
not just to move between places
• Incorporate public art into physical
elements (existing and new) such as
utility boxes, painted curb extensions,
playground equipment, etc.
• Support the community identity by using
measures that stay true to the character
of Pico Rivera - colors, cultural references,
etc..
• Provide a variety of street furniture
typologies (materials, fixed, movable,
etc.) for different areas and uses along
the corridor.
• Encourage the flexible use of new street
typologies and paseos with interactive
games (e.g., giant jenga) and physical
elements (e.g., small trampolines, body
weight exercise equipment, etc.)
• Create a vibrant and inviting pedestrianfriendly environment that promotes activity along Whittier Boulevard.
This chapter is intended to provide general
streetscape guidelines that can be applied
throughout Whittier Boulevard.
Play elements within small public spaces.
Enabling flexible use of streets and public spaces
Colorful movable furniture.
Final Plan l April 2024 107
Chapter 6 | Policy & Design Guidelines
Lighting
The lighting in Whittier Boulevard consists
of historic El Camino Real bell lamp posts
that give parts of the streetscape its unique
character and identity. These bells were
originally made to serve as markers that
connect all of California’s missions and should
be considered when making improvements to
lighting amenities in Whittier Boulevard.
Lighting amenities should contribute to creating
safe, comfortable and well-lit public spaces
for all users during night time while enhancing
the overall character of Whittier Boulevard.
The following streetscape guidelines will help
achieve desired lighting accommodations:
• New street lighting design should be
developed as part of the Branding,
Wayfinding and Furniture Master Plan
that moves towards a more modern
design rather than replicating the existing
El Camino Real bell typology.
• Select street lighting fixtures that are
durable and low maintenance.
• Use nighttime illumination of landscaping,
paths, trees or art features to contribute to
the safety and beauty of the roadway.
• Require pedestrian-oriented lighting to
be a maximum height of 12 feet.
• Prioritize frequent spacing of lighting
rather than larger lights spaced further
apart; maximum distance between
lighting should be approximately 20 feet.
• Create a hierarchy of street lighting with
more prominent fixtures, brighting lights,
etc. located at pedestrian crossings.
• Lighting should focus on lighting the
pedestrian realm and pedestrian safety
rather than illumination of the roadway
for vehicles.
• Lighting should be designed to be
located under the tree canopy.
• Ensure lighting has sufficient wattage to
ensure adequate lighting for pedestrians.
• New street lighting shall be dark-sky
compliant with cut-off fixtures to ensure
that a minimum of 95 percent of emitted
light is directed toward the ground.
Lighting integrated into bollards
Pedestrian-scale down-lighting
Modern design for lighting.
108 Multimodal Plan
Materials
Materials are not the first element that comes
to mind, but have a large impact on the
streetscape by: enhancing community identity,
indicating different areas/pathways for
different users/purposes, and contribute to
many sustainability and maintenance factors.
Through the use of permeable pavers, special
treatment concrete, and textured paving,
materials can enhance connections and
improve the walkability of Whittier Boulevard.
When chosen wisely, materials can also reduce
heat and cool the environment, making the
roadway more enjoyable and pleasant for all
users.
The Materials Matrix on page 90 provides a
list of materials suitable for Whittier Boulevard.
The following streetscape guidelines will
provide a list of recommendations for material
application in Whittier Boulevard. Materials
should:
• Accommodate all users regardless of
ability or age.
• Be made of natural materials, durable
and low maintenance
• Delineate and create clear distinction
between bike lanes, sidewalk zones,
roads, crosswalks, and alleyways/plazas.
• Be chosen and applied in accordance
with the materials matrix.
• Hardscape treatments should invite
pedestrian movement, and allow
for seamless connectivity between
destinations.
• Materials finishes and color should be
chosen to match the character and
surroundings of Whittier Boulevard.
• Utilize a variety of materials, colors, and/
or patterns to differentiate different use
zones (e.g., sidewalk amenity zone versus
walking zone).
Permeable Paving Pros
• Underground maintenance costs can be
cheaper/quicker than concrete/asphalt
• Environmental benefits
• Placemaking benefits
• Successful model of European cities
Permeable Paving Cons
• Potentially higher initial installation cost
compared to concrete/asphalt
• Potential tripping hazard if not
adequately maintained
Different pavement materials and colors indicating
different areas of use.
Mix of different permeable paving patterns for different zones for vehicles and pedestrians.
Decomposed granite seating and landscape area next
to permeable paver path.
Final Plan l April 2024 109
Chapter 6 | Policy & Design Guidelines Materials Palette Asphalt
-- Not recommended
for use
-- If used, limited to
vehicle zones on
Arterial and Collector
Streets
Concrete
-- Recommended for
streets and curbs
-- Can also be used for
bicycle lanes
Colored Concrete
and
Special Treatment
Concrete
-- Crosswalks
-- Also can be used for
special locations for:
-- Plazas
-- Alley and Paseos
-- Special Finish. e.g,
stamped, stenciled,
exposed aggregate.
Permeable Pavers
or
Cobblestone
-- Alleys and Paseos
-- Parking lots
-- Local streets with
speed limits at 25mph
or less
Pavement Blocks
(various designs and
patterns)
-- Sidewalks
-- Plazas
-- Alleys and Paseos
-- Parking lots
-- Use different sizes/
patterns to differentiate
different use areas
Pavement Blocks
(various designs and
patterns)
-- Tactile strips
-- Sidewalks
-- Plazas
-- Alley and Paseos
-- Use different sizes/
patterns to differentiate
different use areas
Decomposed
Granite
-- Landscape Areas
-- Special walkways in
Plazas and Paseos
-- Open Space Areas
(e.g., playgrounds)
-- Plaza Spaces
Polymer Cement
Surfacing
-- Bike and Bus
Markings
-- Crosswalks
-- 1-3mm overlay over
streets
-- Hexagonal Pattern
110 Multimodal Plan
Landscape
Landscape is a key element in streetscape
design. It can provide architectural,
environmental, social, and physiological
benefits to the community by making the
streetscape more inviting and appealing for
all users, in addition to environmental benefits.
The overall principle of landscape design
for the Multimodal plan is to emphasize
native, drought-resistant landscaping that
increase biodiversity. The following streetscape
guidelines will improve the overall environment
of Whittier Boulevard and achieve desired
landscape accommodations:
• For parkway areas mixed with
lighting taller than 3’ feet, install trees
approximately 40 feet on center.
• For bikeway buffer areas, install street
trees at 30 feet on center or less to create
continuous canopy over bike lane.
• Sufficient street trees should be provided
to reduce heat island and air pollutants.
• Trees, shrubs and groundcover should be
chosen from the landscape matrix.
• Planting buffers should be provided
along bikeways and sidewalks to protect
pedestrians and cyclist from vehicles.
• Create as much of a connected tree
canopy as possible through tree selection,
spacing, and maintenance (pruning).
• Turf should be minimized or eliminated in
landscaping areas.
• Low-maintenance native and/or climate
should be used to minimize water
consumption and maintenance.
• Understory plants should be planted
below trees where feasible.
• Parkways should provide a minimum tree
planting area of 40 square feet wherever
possible.
• Tree planting areas should consist of either
decomposed granite, understory plantings,
or an ADA-compliant tree grate.
• Trees and understory plants within a single
planting area should have similar water
requirements.
The Landscape Matrix on pages 101-107
provides a list of trees, shrubs and groundcovers
that are suitable for Whittier Boulevard.
Landscape areas capture drainage for curbless street.
Drought tolerant landscape in flow-through planters.
Shade trees and water features set in seating area of
natural ground materials.
Final Plan l April 2024 111
Chapter 6 | Policy & Design Guidelines Plant Palette
Agonis flexuosa
Peppermint tree
Evergreen, Parkway size 4’
Height: 20-30’
Spread: 20-30’
Callistemon salignus
White bottle brush
Evergreen, Parkway size 4’
Height: 30-40’
Spread: 15-20’
Cassia leptophylla
Gold medallion
Evergreen, Parkway size 4’
Height: 20-30’
Spread: 20-30’
Cercidium floridium
Palo verde
Deciduous, Parkway size 6’
Height: 30-40’
Spread: 15-30’
Chilopsis linearis
Desert willow
Deciduous, Parkway size 3’
Height: 15’
Spread: 10-15’
Lagerstroemia
Crepe Myrtle
Deciduous, Parkway size 4’
Height: 15-25’
Spread: 6-15’
SUN: Full Part Shade WATER: Low Medium High (N) California Native Trees Tree Well
Bike BufferPlanter
Plaza
112 Multimodal Plan
Plant Palette
Hesperocyparis (Cupressus) forbesii
Tecate cypress
Evergreen, (N)
Height: 25-35’
Spread: 15-25’
Koelreutaria bipinnata
Chinese flame
Deciduous, Parkway size 4’
Height: 30-40’
Spread: 20-30’
Leptospermum petersonii
Lemon scented tea tree
Evergreen, Parkway size 3’
Height: 25-35’
Spread: 15-25’
Lophostomon confertus
Brisbane box
Evergreen, required Parkway size 8’
Height: 50-60’
Spread: 30-40’
Pistachia chinensis
Chinese pistache ‘Keith Davey’
Deciduous, Parkway size 5’
Height: 35-60’
Spread: 35-60’
Platanus racemosa
California sycamore
Deciduous, Parkway size 8’ (N)
Height: 60-80’
Spread: 30-40’
SUN: Full Part Shade WATER: Low Medium High (N) California Native Tree Well Bike BufferPlanter
Plaza
Final Plan l April 2024 113
Chapter 6 | Policy & Design Guidelines
Quercus agrifolia
Coast live oak
Evergreen, Parkway size 6’ (N)
Height: 60-80’
Spread: 40-50’
Rhus lancea
African sumac
Evergreen, Parkway size 3’
Height: 20-30’
Spread: 20-25’
Stereospermum sinica
China doll
Evergreen, Parkway size 4’
Height: 20-30’
Spread: 15-25’
Spathodea campanulata
African tulip
Deciduous, Evergreen, Parkway size 4’
Height: 20-30’
Spread: 20-30’
SUN: Full Part Shade WATER: Low Medium High (N) California Native Plant Palette
Tree Well Bike BufferPlanter
Plaza
114 Multimodal Plan
Shrubs
Agapanthus africanus
African lily
Height: 1.5-2’
Spread: 1.5-2’
Calliandra inequilatera
Red powder puff
(N)
Height: 3-6’
Spread: 2-3’
Camellia sasanqua
Camellia
(N)
Height: 6-10’
Spread: 6-10’
Carissa macrocarpa
Natal plum
(N)
Height: 2-3’
Spread: 3’
Coleonema pulchellum
Pink Breath of Heaven
Height: 4-6’
Spread: 4-5’
Escallonia fradesii
Pink Escallonia
Height: 5-6’
Spread: 5-6’
SUN: Full Part Shade WATER: Low Medium High (N) California Native Plant Palette
Tree Well Bike BufferPlanter
Plaza
Final Plan l April 2024 115
Chapter 6 | Policy & Design Guidelines
Feijoa sellowiana
Pineapple Guava
Height: 12-20’
Spread: 10-15’
Liriope muscari
Lily Turf
Height: 1-2’
Spread: 1-2’
Moraea iridioides
African Iris
Height: 2-3’
Spread: 2-3’
Nerium oleander “Petite Pink”
Oleander “Petite Pink”
Height: 4-5’
Spread: 4-5’
Pittosporum tobira
Mock orange
Height: 10-15’
Spread: 8-10’
Plumbago auriculata
cape plumbago
Height: 5-8’
Spread: 5-8’
SUN: Full Part Shade WATER: Low Medium High (N) California Native Plant Palette
Tree Well Bike BufferPlanter
Plaza
116 Multimodal Plan
Groundcover
Carissa macrocarpa “Green Carpet”
Natal plum
Height: 12-18”
Spread: 4-5’
Ceanothus gloriosus ‘Anchor Bay’
Anchor Bay ceanothus (N)
Height: 2-3’
Spread: 6-8’
Cerastium tomentosum
Snow in summer
Height: 6-12”
Spread: 6-12”
Gazania ‘Mitsua yellow’
Treasure flower
Height: 6-12”
Spread: 6-12”
Hedera helix “Hahns”
English ivy
Height: 6”
Spread: 1-2’
Pachysandra terminalis
Japanese spurge
Height: 6-10”
Spread: 25-50’
SUN: Full Part Shade WATER: Low Medium High (N) California Native Plant Palette
Tree Well Bike BufferPlanter
Plaza
Final Plan l April 2024 117
Chapter 6 | Policy & Design Guidelines
Trachelospermum jasminoides
Star Jasmine
Height: 2-6’
Spread: Spreading
Lantana montevidensis (Purple &
White)
Trailing Lantana
Height: 1-2’
Spread: 8-10’
Lavandula species
Lavender
Height: 1-4’
Spread: 2-5’
Limonium perezii
Statice
Height: 1-2’
Spread: 2-3’
Lonicera japonica
Japanese honeysuckle
Height: 15-30’
Spread: Spreading’
Rosmarinus officinalis Lockwood De
Forest
Prostrate Rosemary
Height: 1-2’
Spread: 6-8’
SUN: Full Part Shade WATER: Low Medium High (N) California Native Plant Palette
Tree Well Bike BufferPlanter
Plaza
118 Multimodal Plan
Introduction
Improving the connectivity, safety, efficiency,
and accessibility of each mode of
transportation within the Plan Area requires
identifying near-, mid- , and long-term
multimodal transportation improvements.
Recommendations presented in this plan were
identified to support the future build-out and
transformation of the Specific Plan Area into
a more dense, less car-reliant, and vibrant
neighborhood.
The implementation Plan is focused
on providing realistic, feasible steps to
achieve a aspirational vision. Over time,
the implementation of individual steps if
completed working towards the same vision,
can achieve a bold physical transformation.
Just as important as the technical
implementation of the Multimodal Plan for
topics such as design and financing are the
socioeconomic effects of this transformation.
As part of the macro conditions in Southern
California such as housing affordability
and gentrification, Pico Rivera could also
experience undesired effects like cost of
living increases and displacement as Whittier
Boulevard and the City redevelops. It will be
vital to continue to implement public policies
locally, and support collaborative regional
planning efforts, which will ensure the ability
of communities that exist in Pico Rivera today
to be able to thrive in the new multimodal
networks and redeveloped places.
Implementation 7 Plan
Key Elements of this Chapter include:
• Overall Phasing Strategy
• Current Considerations
• Phase 1 Design Key Considerations
• Phase 2 Design Key Considerations
• Phase 3 Design Key Considerations
• Cost Estimates
• Funding Opportunities
• Action Steps
Final Plan l April 2024 119
Chapter 7 | Implementation Plan
Phasing Strategy
The update of Whittier Boulevard from its
existing condition to a final design is a major
project that will require detailed design,
securing of funding from multiple sources,
continued community engagement and
thoughtful construction planning based upon
unknown future conditions. Overall, the future
of Whittier Boulevard is presented to be
completed in three phases, but could occur
quicker based upon ideal conditions, such as
grant funding. Related, there is the potential
for specific design elements to be upgraded
over time. As such, this plan refers to a baseline
design for phases that represents a typical
implementation as well as advanced design,
which would include high-quality design
upgrades for individual elements.
While the advanced design conditions would
increase the amount of co-benefits created,
they also increase the costs and logistic
complexity for implementation. As a result, a
phased approach for the implementation
of the new design of Whittier Boulevard is
recommended to balance creating a safer
roadway condition in the short-term while
maximizing the quality and benefits of the
permanent design.
A preliminary suggestion of initial design
phases by years is shown to the right. The lists
to the right also identify some elements to focus
on in each of those time frames.
Phase 1: Intersections
Phase 2: Pilot Design
2025 - 2026
• Implementation of painted crosswalk and
intersection improvements
• Painted curb extensions
• Other targeted pilot projects for temporary
design condition as funds are available
• Retain on-street parking along Whittier Blvd.
• Explore sustainability district certification
2027 - 2030
• Full implementation of pilot bicycle lane
design condition to claim street right-of-way
for pedestrian and/or bicycle space
• Upgrade painted curb extensions to
advanced design conditions
• On-going monitoring of traffic volumes and
other metrics
• Refine cost estimates and 100% construction
design for final design condition
Existing Condition 2024 - 2025
• Specific Plan approval and CEQA
documentation
• Secure funding (grants and/or other sources)
• Develop construction designs for Phase 1
and Phase 2 projects
• Detailed design for Rosemead / Whitter
intersection
• Targeted pilot projects for temporary design
condition as funds are available
Final Design Options (pg. 116)
120 Multimodal Plan
Phase 3: Advanced Design
2030+
• Construction of permanent design elements
• Creation of dedicated bicycle lane
protected by a bioswale at street-level
• Raise pedestrian crossings to sidewalk level
across minor streets and parking entrances
• On-going monitoring of traffic volumes and
other metrics
• Optional updates based upon future trends,
travel behaviors, and needs such as a
scramble crosswalk condition
Phase 3: Alternative Design
2030+
• Construction of permanent design elements
• Expanded sidewalks to replace on-street
parking on north side of Whittier Blvd.
• Dedicated zones for outdoor dining and
clear zone for circulation
• Implementation of bioswale protected
bicycle lane on south side of Whittier Blvd.
• Raise pedestrian crossings to sidewalk level
across minor streets and parking entrances
• Optional updates based upon future trends,
travel behaviors, and needs such as a
scramble crosswalk condition
Phases 1 and 2 (previous page) focus on
short-term improvements. Depending upon
implementation specifics (e.g., grant funding and
complementary projects) Phases 1 and 2 could be
completed successively or together. A key element
of Phase 2 is using the buffered bicycle lane to
claim right-of-way needed for the final design
condition.
Phase 3 is shown with two options, an advanced
and alternative design. Both options are
shown at this time due to future unknown inputs
towards a final design from physical conditions,
funding availability, and community input. Both
designs work within the same right-of-way (i.e.,
established in Phase 2), but provide options for
different sidewalk zones, landscape approach,
and other features.
It is also worth noting there may be some
duplicative costs with the implementation of three
phases. For example some individual elements
may need to be rebuilt (e.g., curb ramps)
depending upon changing overall design
conditions.
The updated design of Whittier Boulevard
will capture much of the attention and costs of
updates within the Specific Plan Area. It is also the
most important project due to the transformation
it can create for the street and surrounding area.
Other projects within the Multimodal Plan are
able to be implemented independently of the
Whittier Boulevard, but will ultimately benefit from
a redesign for Whittier Boulevard.
Final Plan l April 2024 121
Chapter 7 | Implementation Plan
Existing Condition
The existing condition is the current physical
design of Whittier Boulevard today. For the
next year or more until the beginning of
Phase 1, the existing condition will need to
begin preparations for the implementation of
elements in all proposed phases, as well as
continue to provide on-going maintenance
updates to the existing condition.
One of the primary first steps will be
integrating the recommendations of
the Multimodal Plan with the City’s
Comprehensive Infrastructure and Capital
Improvement Plans. This will influence other
preparations for Phases 1 and 2 including
securing the funding and developing
construction drawings for the designs of
Phases 1 and 2 (and potentially Phase 3 at the
same time), completing physical preparation
work and preparing the public for the
upcoming pilot design condition.
The on-going maintenance of the existing
condition will need to balance keeping
elements in a state of good repair, such as
repairing potholes, while minimizing spending
to repair/update elements that are not part
of the final design condition. Maintaining the
updated landscape median will be valuable
while updates like road resurfacing should be
coordinated to occur at the same time as the
implementation of Phases 2 or 3.
Planning Elements of this Phase:
• Phase 1 and 2 Design
• Construction Planning
• Phase 3 Design
$ 1 M
$ 150 K
$ 1.5 - 3 M
Cost Estimate $ 2.5+ M
Advertising/informational campaign, signage,
as well as continued community outreach
should be completed to prepare the public as
best as possible for the Phase 2 design, which
may introduce unfamiliar road configurations
to some people.
122 Multimodal Plan
The purpose of the first phase is
to implement pedestrian-focused
improvements at intersections that have
multiple immediate benefits and will also
setup later phases. This phase will also
take into consideration the current flow of
vehicles, as well as parking expectations.
The primary design element are highvisibility crosswalks that will upgrade existing marked crosswalks, as well as create new
crosswalk areas (e.g., where one a crosswalk
may be currently missing on one side of an
intersection). These crosswalks will increase
safety immediately, as well as enable a
wider range of locations where people can
park and feel comfortable walking to their
destinations.
This phase also should include signal
updates such as LPIs, new crosswalk buttons,
and updating timing to complement new
crossings and prepare for the introduction
of bicycles in Phase 2. Also, this phase can
quickly implement painted curb extensions
that would introduce new space for
economic development, placemaking, and
new turning geometries for vehicles.
This phase will retain on-street parking
along the north side of Whittier Boulevard.
However, this phase of the development
process will primarily focus on design
Physical Elements of this Phase:
• Setup/Cleanup/Traffic
• Signals and Timing
• Crosswalks/Paint
$ 400 K
$ 2 M
$500+ K
Cost Estimate $3 M
elements that can be adjusted or upgraded in
future design phases based on user experience
along the corridor. A formal construction phasing
plan will need to be developed following the
adoption of the Multimodal Plan and updated
as necessary based on the previously discussed,
and other evolving factors. For example, should
the design condition be completed block by block,
on eastbound or westbound sides first, or through
individual elements along the entire corridor.
Phase 1: Intersection Improvements and Other Targeted Projects Final Plan l April 2024 123
Chapter 7 | Implementation Plan
Phase 2: Pilot Design Condition for Protected Bicycle Lane bollards for large planters, and other similar
features. Many of these elements could be
completed individually as funding is available
(e.g., updating one painted curb extension at a
time).
A key part of this phase is to create the pilot
condition to sufficient design and material
quality that it is attractive and has a positive
reaction from the community to facilitate the
final design conditions.
The purpose of the second phase is to
improve the connectivity, safety, efficiency, and
accessibility of all modes as quickly as possible
but in one coordinated design. This could be
accomplished by reducing costs by limiting
significant physical changes and focusing on
tactical urbanism implementation strategies
such as painting, movable bollards/planters,
(painted) expansion of sidewalk area, and
targeted tree planting.
The primary focus of this phase is to implement
the pilot condition of the protected bicycle lanes
and update related infrastructure elements to
support safe travel for all modes. For example,
with the implementation of protected bicycle
lanes, elements such as realigning crosswalks
and updated signal timing could be required.
A key benefit of this phase is using the buffered
bicycle lane to claim the street right-of-way
to be used in the final design phase for
pedestrians and bicyclists.
The second part of this phase is updating
Phase 1 elements to a permanent design
condition as applicable, such as turning painted
curb extensions into parklet curb extensions.
Additionally, features like relocating bus stops
to the far-side of intersections could also be
accomplished during this phase. Other optional
updates for this phase would include greenpainted conflict zones through intersections, painted protected bicycle intersections,
directional curb ramp updates, upgrading
Physical Elements of this Phase:
• Setup/Cleanup/Traffic
• Minor Water/Sewer
• Pavement Surface
• Crosswalks/Paint
• Bike Lane/Bollards
$ 600 K
$ 350 K
$ 2.4 M
$ 150 K
$ 200 K
Cost Estimate $4 M
124 Multimodal Plan
Phase 3: Advanced Design Condition
The final design is envisioned to include all
of the physical design elements identified
in the Chapters 4 and 5 of the Multimodal
Plan. These elements would include all the
highest design quality recommendations
from non-asphalt pavement surfaces, raised
crossings across local streets and surface
parking lot entrances, pedestrian scale
lighting, crosswalks that allow crossings in
all directions, and others. While many of the
co-benefits could still be realized without
some of those elements, the benefits of this
project are maximized by including all of
the design elements. However, as this phase
will require on-going maintenance and/
or updates for some elements, as in Phase
2, there are opportunities for on-going
upgrades if not all of the high-quality design
recommendations can be completed at
once. Among these could be the addition of
a scramble crosswalk at key locations.
A key element of this phase of the project
is documentation of the performance
of the roadway, as well as the process
for implementing the final condition. This
documentation can serve Sustainability
District certification, as well as providing
case study information for other
communities looking to implement a
similar transformation, or studying whether
or not they should implement such a
transformation.
Physical Elements of this Phase:
• Demo/Cleanup
• Bike Path, Curb
• Bioswales
• Drainage/Utilities
• Lighting, Signals, etc.
$ 1.5 M
$3 M
$2.8 M
$3 M*
$7.5 M
Cost Estimate $ 18 M
* Pending storm water, sewer,
water, power and telecom
capacity analysis, which will be
finalized during the Specific Plan
anticipated to be completed in
late 2024 to early 2025.
Final Plan l April 2024 125
Chapter 7 | Implementation Plan
Phase 3: Alternative Advanced Design Condition
An alternative for the advanced design
condition is shown along with some related
cost estimates to demonstrate the range of
potential inputs and design decisions for
long-term improvements still available at
the time of plan adoption. A majority of the
design elements would be implemented
similarly (e.g., far-side transit stops, flowthrough planters, raised crossings, etc.).
The primary design difference for this
alternative is extending the full sidewalk area
approximately 11-12 feet into the roadway
on the north side of Whittier Boulevard,
which means moving the outside curb edge.
The previous design kept the bicycle lane
at street level (except for intersections) and
created breaks in the bioswale so it could still
utilize the existing curb line. The movement
of the curb line by this design option would
trigger various requirements beginning with
the analysis of hydrology and hydraulics of
existing and proposed drainage facilities
within historic Whittier Boulevard.
There is evidence that construction near
historic landmarks (e.g., San Gabriel Mission)
has resulted in archaeological findings within
existing roadways (e.g., Mission Road) nearby
which had to be removed carefully with the
oversight of local tribe leaders. The same
could happen on Historic Whittier Boulevard
especially near the Rio Hondo Channel and
the San Gabriel River.
* This design alternatives also needs to
include infrastructure capacity analysis
as noted previously. It also includes a
higher base cost for utility costs as this
design (i.e., relocating the curb line)
would trigger various requirements
beginning with the analysis of
hydrology and hydraulics of existing
and proposed drainage facilities within
historic Whittier Boulevard.
Physical Elements of this Phase:
• Demo/Cleanup
• Sidewalk/Curb
• Trees/Landscape
• Drainage/Utilities
• Lighting, Signals, etc.
$ 1.5 M
$ 4 M
$ 2.3 M
$ 12 M*
$ 7.5 M
Cost Estimate $ 28+ M
126 Multimodal Plan
Cost Estimates
Cost estimates can increase over time as
design moves into more detailed design
phases, discovering unknown issues, extension
of design/construction timelines, and other
factors.
Cost estimates presented in multiple ways:
• Relevant case studies. These will provide
an initial order of magnitude estimate for
certain improvements.
• Estimation of capital costs. These
estimates include specific physical
elements that can be found as both
surface and subterranean infrastructure
improvements; phase 1 pilot condition
or phase 2 advanced design condition;
and premiums for sustainability districts.
Estimates for some infrastructure
improvements are dependent upon
the final land use standards that will be
finalized in the Specific Plan.
• Approach for stacking different costs (e.g.,
hard/soft, design, etc.) with future inflation
and escalation considerations.
Rosemead Boulevard Case Study
• Rosemead Boulevard in Temple City, CA
• Completed in 2011
• Approximately 3 miles
• Cost of $17m
• Features include: concrete bike lanes, bioswale buffer, updated lighting
• No protected bike intersections, no transit shelter islands, no raised crossings
Using the Rosemead Boulevard
Project design features and
adjusting for the length of the
project and timeline, the order of
magnitude estimate of a similar
design for Whittier Boulevard
(construction in 2024) could be:
$25 - 30 million
Paramount Boulevard to
San Gabriel River Bridge
Final Plan l April 2024 127
Chapter 7 | Implementation Plan
Bid No. Item Quantity Unit Unit Price Total
1 Mobilization and demobilization 1 LS $310,000.00 $310,000.00 2 Construction staking and restoration of survey monuments 1 LS $120,000.00 $120,000.00 3 Traffic control per approved traffic control plans, staging plans, and construction signs 1 LS $150,000.00 $150,000.00 4 NPDES 1 LS $250,000.00 $250,000.00
5 2" Grind & Overlay 580,000 SF $4.00 $2,320,000.00
6 Adjust water valve box and cover to surface (including sleeve) 46 EA $1,000.00 $46,000.00 7 Adjust manhole frame and cover to surface 74 EA $1,500.00 $111,000.00 8 Install 6" solid white thermoplastic edgeline 10,000 LF $1.50 $15,000.00 9 Bike Lane Pavement Marking (Bike Symbol and Bike Lane Arrow) 100 EA $400.00 $40,000.00 10 Green Bikeway Pavement Marking 42,000 SF $1.25 $52,500.00 11 Buffer Pavement Marking (White, diagonal lines) 40,000 SF $3.50 $140,000.00 12 Bollards 1,000 EA $600.00 $600,000.00
13 Continental Crosswalk 42 EA $3,000.00 $126,000.00
14 Modify Existing Signals and Timing 10 EA $200,000.00 $2,000,000.00 $6,280,500.00
15 Mobilization and demobilization 1 LS $900,000.00 $900,000.00 16 Construction staking and restoration of survey monuments 1 LS $100,000.00 $100,000.00 17 Traffic control per approved traffic control plans, staging plans, and construction signs 1 LS $300,000.00 $300,000.00 18 NPDES 1 LS $300,000.00 $300,000.00
19 Remove and replace ADA curb ramp per SPPWC Std. Plan No. 111-5 40 EA $7,500.00 $300,000.00 20 Construct PCC Bike Path 48,000 SF $18.00 $864,000.00 21 Curb & Gutter (6" Curb) 10,000 LF $23.00 $230,000.00 22 Construct concrete bus pad, 8” thick per SPPWC Std. Plan 131-3 modified 11 EA $30,000.00 $330,000.00 23 Bus Boarding Islands (8 inch PCC Pavement) 110 CY $80.00 $8,800.00 24 Protective Concrete Medians (8 inch PCC Pavement) 25 CY $80.00 $2,000.00 25 Bus Shelter with Bench 11 EA $90,000.00 $990,000.00
26 Drainage & Utilities** 1 LS $3,000,000.00 $3,000,000.00 27 Bioswale 40,000 SF $25.00 $1,000,000.00
28 Install 6" solid white thermoplastic edgeline 10,000 LF $1.50 $15,000.00 29 Bike Lane Pavement Marking (Bike Symbol and Bike Lane Arrow) 100 EA $400.00 $40,000.00 30 Green Bikeway Pavement Marking 42,000 SF $1.25 $52,500.00 31 Buffer Pavement Marking (White, diagonal lines) 40,000 SF $3.50 $140,000.00 32 Pedestrian Lighting Fixtures 300 EA $15,000.00 $4,500,000.00 33 Modify existing traffic signal equipment at intersection 2 EA $500,000.00 $1,000,000.00 34 Install traffic signal equipment at intersection 1 EA $400,000.00 $400,000.00 35 Street Lighting Fixtures 70 EA $20,000.00 $1,400,000.00 36 Signing & Striping 1 LS $150,000.00 $150,000.00
37 Trees, Shrubs, Soil, and Irrigation 1 LS $1,500,000.00 $1,500,000.00 38 Construct Decorative Art Installation 4 EA $200,000.00 $800,000.00 $18,322,300.00
$24,602,800.00
$6,150,700.00
$30,753,500.00
PHASE 2 SUBTOTAL
CONSTRUCTION TOTAL
Traffic and Street Lighting Improvements
Street, Storm Drain and Water Improvements
Traffic and Street Lighting Improvements
Landscape and Irrigation Improvements
GRAND TOTAL
OPINION OF PROBABLE CONSTRUCTION COST
Street, Storm Drain and Water Improvements
PHASE 1 (GRIND & OVERLAY + STRIPING)
PHASE 2 (STREET IMPROVEMENTS + LIGHTING + LANDSCAPING)
PHASE 1 SUBTOTAL
* Potential underground excavation may result in a significant price increase of $20,000,000 to $50,000,000 25% CONTINGENCY
Opinion of Probable Capital Costs
A table of surface capital cost estimates is
presented to the right. Notes on Cost Estimates:
• Potential underground excavation may
result in a price increase of $20M-50M
depending upon the scope of work and
costs
• Subsurface costs (i.e., what the total cost of
the project could become) pending Storm
Water, Sewer, Water, Power and Telecom
capacity analysis, which will be finalized
during the Specific Plan anticipated to be
completed in late 2024 to early 2025.
• Line item 26: Drainage and Utilities is an
estimate of updates and replacement
for existing infrastructure that may be in
deferred maintenance; it does not include
any updates due to potential need for
capacity increases.
CF = Cubic Foot
EA = Each Unit
LF = Linear Foot
LS = Lump Sum
SF = Square Foot
** Cost pending Storm
Water, Sewer, Water,
Power and Telecom
capacity analysis
confirming capacity
enhancements need.
Phase 1 and 2 Elements (Grind Overlay and Striping)
Phase 3 Elements (Street Improvements, Lighting, and Landscaping) 25% Construction Contingency
128 Multimodal Plan
An table of surface capital costs estimates for the
alternative Phase 3 design is presented to the
right. All of the notes for potential subsurface cost
estimates apply to this table and alternative
design. However there are some noteworthy
changes to specific elements that create a
higher cost estimate for the alternative final
design. The base increase of this alternative is
approximately $8 million and could increase
further based on hydrology results. Here are
a few notes on the cost estimate increase and
other infrastructure considerations:
The proposed movement of the curb line
by this design option on Whittier Boulevard
triggers various requirements beginning with
the analysis of hydrology and hydraulics of
existing and proposed drainage facilities within
historic Whittier Boulevard. As experienced on
similar corridors with vast presence and history,
it is anticipated that existing drainage and
sewer facilities are substandard because they
were analyzed, designed and built at a time
when design requirements (e.g., 10-year storm
vs more current 25-year and 50-year storms)
were much lower and now must be improved
to today’s standards. The movement of the
curb line into Whittier Boulevard will likely result
in the lowering of the street which may expose
facilities including utilities, which may be too
shallow and require profile adjustments to meet
existing cross streets and bridges.
*Notes:
* Potential underground excavation may result in a significant price increase of $20-50 M. ** Cost pending Storm Water, Sewer, Water, Power and Telecom capacity analysis confirming capacity enhancements need.
0 Item within Phase 3 alternative design differs from Phase 3 advanced design.
Opinion of Probable Capital Costs
Phase 3 Alternative
Final Plan l April 2024 129
Chapter 7 | Implementation Plan
Funding Strategy and Sources
Grant [Agency] $ Available Timing Use For Application Considerations RAISE Grant (formerly TIGER) - 2023
[US DOT]
$2.275B (2022) Application Deadline:
April
Design and
Construction
Costs
For capital investments that will have a significant local or regional impact. Applicable alignment: GHG reduction goals, promote energy efficiency, increase use of lower-carbon travel modes (active transportation), incorporate electrification or zero emission vehicle infrastructure, increase climate resilience, support domestic manufacturing, incorporate lower-carbon pavement and construction materials, and reduce pollution.
Urban Greening Program
[California Natural Resources Agency]
$50M (annual) Accept proposals:
target 2025 cycle)
Construction
Costs
Fulfills one project requirement – acquire, create, enhance, or expand community parks and green spaces. Eligible urban greening projects will reduce GHG emissions and mitigate the effects of extreme heat. Opportunities for proposal priority points: 4. Uses inter-agency cooperation and integration and 5. Uses existing public lands and facilitates the use of public resources and investments.
San Gabriel and Lower Los Angeles
Rivers and Mountains Conservancy
(RMC)
Wildfire Prevention Grant Program ($27M); Climate Resilience Grant Program ($11M); Lower Los Angeles-Urban Streams and Rivers Program ($10M)
Active Transportation Program -
Cycle 7
[Caltrans]
$100M (annual) Project Application
Deadline: June
Construction
Costs
Sustainable Communities Grant -
Fiscal Year 2023-2024
[Caltrans]
Approximately
$30M;
$100k min /
$700k max
Grant Application
Deadline:
October
Design
(not
engineering
plans)
Forward the Region’s RTP/SCS. Successful planning projects are expected to directly benefit the multimodal transportation system. These grants will also improve public health, social equity, environmental justice, the environment, and provide other important community benefits. 11.5% local match (cash, in-kind contribution, staff time).
Sustainable Communities Program
- Civic Engagement, Equity &
Environmental Justice [SCAG]
TBD Opening Spring 2022 Design /
Planning Costs
SCAG is seeking to prioritize proposals that fall within or directly benefit Communities of Concern and SB 535 Disadvantaged Communities (DACs).
Sustainable Communities Program -
Future Applications [SCAG]
TBD TBD Design /
Planning Costs
Previous SCAG Sustainable Communities Program Applications: Smart Cities & Mobility Innovations (2021), Housing & Sustainable Development (2021), and Active Transportation & Safety (2020). Future calls for applications may be more appropriate for Lupine Plaza.
Greenhouse Gas Reduction Fund
(GGRF) Forest Health
[California Conservation Corps (CCC)]
$2.5M (annual) Project planners seeking to utilize the
CCC can contact their nearest CCC
center or email the CCC on how to
partner with us.
Applicable categories: 1) Urban & Community Forestry – increasing the urban tree canopy; 2) Urban Greening – expand or enhance neighborhood parks and community gardens.
GGRF monies were appropriated to the CCC to provide formal and on-the-job training and work experience to complete projects that aid in reducing GHG emissions.
Proposition 68
[California Conservation Corps (CCC)]
$40M (total) For more information about consulting
with the CCC, please email Prop68@
ccc.ca.gov, or contact Andrea Gabriel at
(916) 341-3272.
Fund projects that plan, develop, and implement climate adaptation and resiliency projects, including those that create or rehabilitate state or local parks.
Road to Zero Coalition Community
Traffic Safety Grants
[National Safety Council]
Approximately
$1M / 10 projects
annually
TBD Construction Future grant cycles are to be determined.
The chart below identifies competitive
grant opportunities that could be used to
fund design and construction costs for HWB
Multimodal Plan projects. In addition to
grant funds, other opportunities for funding
development and operations could include:
• Regular allocations and non-competitive
grants awarded by community population
• Public-private partnerships
• Branding/Sponsor
• BID contributions (future)
130 Multimodal Plan
The total cost estimate includes direct costs for individual physical elements (i.e., surface capital costs from the previous page) required for project construction, as well as allowances for indirect/soft costs and contingencies that may potentially occur during design and construction.
The way in which escalation costs for labor, materials, and other elements are organized over the years can have a large impact on the overall estimated costs.
Earthwork
Earthwork includes preparing the alignment surface for construction of the future bikeway. Specific tasks include: grind and overlay, moving of materials, grading, fine grading, disposal of excavated materials, and potential resurfacing of the street.
Bikeway
Bikeway surface, buffer zones, painted bike areas, raised crossings, transit shelter islands and curb work for temporary and final conditions, .
Intersection Improvements
High-visibility crosswalks, protected bike intersections, curb work, and ADA updates.
Utilities / Signals / Infrastructure
Includes adding elements to light poles to support bicycle and pedestrians - countdowns, push buttons, new signal heads. Includes new lighting and potential upgrades to signals. Also estimated costs for minor underground utility updates.
Landscaping
Landscaping costs are associated with elements that make up the greenway and bioswale along the bikeway alignment. Specific elements include: trees, habitat landscape planting, irrigation, bioswales, and stormwater best management practices (BMP).
Earthwork / Mobilization
Bikeway / Striping
Intersection Improvements
Utilities / Signals / Water / Sewer
Landscaping / Bioswales
Public Art / Placemaking
Construction Contingency
General Conditions
(Bonds/Insurance/Contractor Fees)
Estimated Construction Award
Design Fees
City Admin / Project Management /
Construction Management + 3rd Party Costs
Project + Change Order Contingency
25%
25%
15%
15%
10%
Total Direct Costs
Total Project Cost
$3.5 M
$4 M
$2.5 M
$10 M
$2.5 M
$1.5 M
$6 M
$6 M
$36 M
$4.5 M
$4.5 M
$3 M
$24 M
$48 M
*
*Notes:
Costs based on Q2 2024, may need to be adjusted based on projecting timing.
Utilities could increase by $20-50M for underground upgrades and/or undergrounding all utilities.
Final Plan l April 2024 131
Chapter 7 | Implementation Plan
Action Implementation Plan
The following chart provides an initial breakdown of the recommendations of the Multimodal Plan into individual projects and/or programs to be implemented. There is a preliminary estimate on the timing for individual elements of projects, as well as related projects and notes on details of the project elements or cost efficiencies with related projects.
Phase 1 Projects: 1-2 Years
ID Project Project Description
1 Los Paseos - Phase 1 Targeted beautification improvements including shade trees, landscaping, decorative lighting, murals and art, and facade improvements
2 Facade Improvement Program Small business grant program to improve facades (Whittier Blvd., Durfee Ave, and Los Paseos) and corridor aesthetic
3 Los Paseos Mural Program Partnership with professional and local artists to paint murals 4 Los Paseos Parking/Plaza #1 (4944 Lindsey Ave) - Phase 1 Targeted beautification improvements including shade trees, landscaping, decorative lighting, murals 5 Los Paseos Parking/Plaza #2 (4940 Deland Ave) - Phase 1 and art, and furniture; introduce flexible uses for community events 6 IDEA Lab - Phase 1 Facade improvements and interior remodel 7 Electrical Art Box Program - Phase 2 Continuation of Phase 1 program; installation of local artist murals 8 PAD Park - Phase 1 Demolition of existing structures, grading, and turf planting 9 High-Visibility Crosswalks Update crosswalks with high-visibility decorative treatments 10 Painted Curb Extensions Decorative painted curb extensions and movable barriers at key locations including at intersection of Lindsey Ave./Whittier Blvd.
11 Durfee Ave. /Jackson St. Redesign Angled parking and sidewalk widening; potential for public improvement contribution from redevelopment project
12 San Gabriel Pl. Redesign Installation of angled parking and center median with landscaping and shade trees 13 Pio Pico State Historic Park Trail Connector Multi-use trail connection between the San Gabriel River Bike Path and Pio Pico State Historic Park 14 Parklet Design Implementation Plan Develop design guidelines for the implementation of parklets, treelets, and other micro-park spaces 15 Branding, Signage, and Furniture Improvements Implementation of the Branding, Signage, and Furniture Master Plan Phase 2 Projects: 3-5 Years
16 Protected Bike Lanes - Pilot Condition Striped buffered/protected bike lanes from Paramount to San Gabriel River 17 Paramount Blvd. Greenway Develop a bike path connection between Whittier Blvd. pilot condition bike lanes and the Rio Hondo Spreading Grounds trail network
18 Paramount Blvd. to Rio Hondo Bike Lanes Coordinate with City of Montebello to plan and design pilot and permanent conditions for bike connection from Paramount Blvd. to Rio Hondo River
132 Multimodal Plan
Phase 2 Projects: 3-5 Years (ctd.)
ID Name Project Description Related Project
19 Update Curb Extensions to Advanced
Design Condition
Convert painted curb extensions to a permanent curb extension and creation of micro open spaces (e.g., bioswale, outdoor seating, community garden, etc.) based upon local community engagement 10 20 Los Paseos - Phase 2 Further beautification improvements such as street trees, lighting, public art, etc., as well as major updates to new permeable pavement material, drainage, and undergrounding utilities 1 21 PAD Park - Phase 2 Implementation of final design TBD - updates to park landscaping and construction of built structures 8 22 Jackson / Durfee Raised intersection Reconstruction of the Durfee and Jackson intersection to a raised intersection, curb extension, high visibility crossings, lighting and landscaping
11 23 Passons / Jackson Raised Intersection Reconstruction of the Passons and Jackson intersection to a raised intersection, curb extension, high visibility crossings, lighting and landscaping
20 24 Surface Parking Lot Entrance Upgrades
As potential circulation updates required for potential redevelopment projects on the South side of Whittier Blvd., update existing entrances to surface parking lots from Whittier Blvd. with new sidewalks and raised pedestrian crossing.
9 Phase 3 Projects: 5+ Years
25 San Gabriel River Trail (West Bank) -
Phase 1
Open a bike trail on the west bank of the San Gabriel River using the existing service road. Other improvements such as lighting and landscaping to occur with adjacent redevelopment. 26 26 Whittier Boulevard Advanced Design
Implementation of the advanced design condition for Whittier Blvd., which replaces the pilot design condition. Includes bioswale protected bicycle lanes, new lighting and landscaping, updated crossings, and other design features.
15, 16, 17
27 Paramount Blvd. Greenway - Phase 2 Implement elements of the advanced design condition for Whittier Blvd. for the Paramount Greenway; which will depend upon adjacent redevelopment. 23; adjacent
redevelopment
28 Targeted Intersection Updates Update of key intersections to a scramble crosswalk design based upon future travel volumes (pedestrian and vehicle), safety enhancements, and community engagement 9, 10
29 Business Improvement District (BID) Develop a BID or similar structure to implement and manage reinvestment of private redevelopment into public realm facilities.
15, 23 and private
redevelopment
30 San Gabriel River Bike/Ped Bridge Update the San Gabriel River Bridge and/or provide a new pedestrian and bicycle only bridge across the San Gabriel River.
Pending current
planning
31 Los Paseos - Phase 3 Implement design elements of Los Paseos - Phase 1 for existing alleys along Durfee Ave. North of the rail corridor.
The following chart provides a list of additional projects that could occur as a result of the Multimodal Plan. These projects either represent the advanced design condition and/or represent design upgrades for projects in the Early Action Project List. While this table presents an estimated timeline, if feasible, it is recommended to speed up the implementation of all recommended projects as quickly as possible. Finally, also included are potential public policies that align with the Project Goals presented in the Plan Framework Chapter.
Chapter 7 | Implementation Plan
With: Fehr & Peers,
EPS, JMD
Project Sponsors Project Management + Outreach Technical Consultants
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE
FEASIBILITY STUDY (NONCIP #30056)
LEAD AGENCY:
DEPARTMENT OF PUBLIC WORKS
6615 PASSONS BOULEVARD
PICO RIVERA, CA 90660
Contact: Kenner Guerrero, Associate Engineer
PREPARED BY:
4675 MACARTHUR COURT, SUITE 400
NEWPORT BEACH, CA 92660
Contact:
Bobby Lin, PE
Project Manager
November 2024
ENCLOSURE 3
14c
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY
TABLE OF CONTENTS
I. INTRODUCTION………………………………………………………………………..……1
II. PROJECT BACKGROUND………………………………………………………………….1
III. PROJECT ALTERNATIVES ……………………………………………………………….... 4 ALTERNATIVE 1 ……………………………………………………………………………. 4
ALTERNATIVE 2 ……………………………………………………………………………. 9
ALTERNATIVE 3 ………………………………………………………………………..…. 12
IV. DRAINAGE AND WATER QUALITY ……………………………………………….....…. 14 V. RIGHT-OF-WAY ……………………………………………………………………...…... 15
VI. ENVIRONMENTAL………………………………………………………………………….16
VII. COMMUNITY OUTREACH ……………………………………………………………..... 17 VIII. ALTERNATIVE RECCOMENDATION ……………………………………………………. 19 IX. ADDITIONAL STUDIES ……………………………………………………………………. 19
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY
LIST OF APPENDICES
APPENDIX A – CONCEPUTAL PLANS & CONSTRUCTION COST ESTIMATE APPENDIX B – STRUCTURAL ASSESSMENT
APPENDIX C – LUMINAIRE SPECIFICATIONS
APPENDIX D – DECK DRAINAGE ASSESSMENT
APPENDIX E – WATER QUALITY MANAGEMENT CONCEPT
APPENDIX F – CONCEPTUAL RIGHT-OF-WAY IMPACTS EXHIBIT
APPENDIX G – LIMITS OF IMPACT DUE TO STRUCTURAL WORK
APPENDIX H – PRELIMINARY GEOTECHNICAL DESIGN REPORT
APPENDIX I – ENVIRONMENTAL SCREENING MEMO
APPENDIX J – EXISTING UTILITY EXHIBIT
ABBREVIATIONS
AASHTO – American Association of State Highway and Transportation Officials ADA – Americans with Disabilities Act
CDFW – California Department of Fish and Wildlife
DCV – Design Capture Volume
EPA – Environmental Protection Agency
HWBRP - Historical Whittier Boulevard Revitalization Program LACDPW – Los Angeles County Department of Public Works
LACFCD – Los Angeles County Flood Control District
LACSD – Los Angeles Sanitation District
MASH – Manual for Assessing Safety Hardware
PST – Prefabricated Steel Truss
R/W – Right-of-Way
RWQCB – Regional Water Quality Control Board
SCE – Southern California Edison
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 1 I. INTRODUCTION
The City of Pico Rivera seeks to enhance bicyclist connectivity across the San Gabriel River along Whittier Boulevard by implementing a new pedestrian and bicyclist facility.
This improvement will establish a west to east connection across the River and will also tie directly into the existing North-South Class I Bike Path on the San Gabriel River and the Spreading Grounds Trail Network. In addition, this project would also provide a safe, regional trail connection from the San Gabriel River Trail to the Rio Hondo Channel Trail via the proposed alignments and through the newly constructed Class IV bike path on Mines Ave. Currently, only a narrow sidewalk serves pedestrians, with no dedicated facilities for bicyclists to safely cross the river. The addition of this new pedestrian/bicycle facility will improve public safety, encourage active transportation, and increase access to the adjacent public lands, supporting the City’s goals of promoting a safe, sustainable and accessible transportation infrastructure.
This feasibility report evaluates three alternatives, each designed to address the existing gap in bicyclist infrastructure while considering structural, financial, and environmental factors along with safety and convenience. Based on a comprehensive analysis, this report aims to recommend the most viable alternative for the City to pursue further.
The alternatives under consideration are as follows:
Alternative 1: Modifying the existing Whittier Bridge to incorporate a two-way Class IV Protected Bikeway.
Alternative 2: Constructing a new steel pedestrian and bicycle overcrossing structure immediately south of the existing Whittier Bridge.
Alternative 3: Constructing a new concrete pedestrian and bicycle overcrossing structure immediately south of the existing Whittier Bridge.
This report details the technical, financial, and logistical feasibility of each alternative to support an informed decision by the City Council on the optimal approach for improving bicyclist connectivity and public safety on Whittier Boulevard.
II. PROJECT BACKGROUND
PROJECT HISTORY
The Whittier Bridge Feasibility Study was initiated following SCE’s denial of the City of Pico Rivera’s original proposal for a pedestrian bridge as part of the Regional Bikeway Project. The initial project sought to create a pedestrian and bicycle bridge over the San Gabriel River, linking the Class IV bike path from the Bikeway Project along Mines Avenue to the Class I Bike Path on the east side of the San Gabriel River. The proposed bridge location, approximately 1,000 feet south of the Whittier Boulevard Bridge, intersected properties with permanent easements controlled by SCE.
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 2 SCE ultimately withheld approval for the bridge within their easement due to concerns that the bridge’s vertical structure could interfere with their anticipated future infrastructure developments. This decision necessitated a new feasibility study to identify alternative locations and designs for a pedestrian and bicycle facility that would still provide the desired connectivity across the San Gabriel River.
EXISTING CONDITIONS
The project site is located along Whittier Boulevard at the bridge crossing the San Gabriel River, situated in the eastern portion of the City of Pico Rivera. Whittier Boulevard serves as a principal arterial roadway, oriented primarily east-west, and plays a critical role in facilitating travel across the city.
Figure 1 - Project Location Map
Existing Whittier Blvd. Bridge
The existing Whittier Blvd. Bridge over San Gabriel River (Br. No. 53C2302) was built in 1968. At 56 years old, the bridge is in the latter third of its 75-year design life. It is a fivespan precast-prestressed concrete I-girder bridge with a cast-in place concrete deck.
The superstructure is supported by concrete pier walls and abutments, on driven concrete piles. The bridge is 377 feet long, and 96 feet wide, and is situated on a crest-curve in the roadway profile. The existing bridge barriers are obsolete “Type 11”, which do not meet current standard barrier performance criteria. The barriers include 5-foot wide integral sidewalks, and metal handrailing that extends 41½ inches above the walking surface. The existing bridge does not have deck drains.
Figure 2 –Existing Whittier Blvd Bridge
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 3 Figure 3 –Existing Bridge Railing and Sidewalk
The existing bridge is 96 feet wide, and carries only
four lanes of traffic. Much of the bridge cross section is currently dedicated to a striped median and wide
shoulders.
The project area benefits from existing connections to key landmarks adjacent to the bridge. On the west end, there is access to a local park in the San Gabrield River Coastal Spreading Grounds managed my LACFCD, while the east end connects directly to the San Gabriel River Class I Bike Path, a significant regional recreational and active transportation corridor. This feasibility study considers these connection points essential for enhancing overall network connectivity, providing residents with improved access to recreational and transportation options that align with the City’s goals for sustainable, active transportation.
Figure 4 – Overview Shot of Bridge
Figure 5 – West End
Connection to Local Park
Figure 6 – East End Connection to
San Gabriel River Trail
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 4 Historic Whittier Boulevard Revitalization Program Vision Plan The City of Pico Rivera is undertaking the Historic Whittier Boulevard Revitalization Program Vision Plan, a 50-year, community-based initiative aimed at revitalizing Historic Whittier Boulevard. The Vision Plan’s goals center on promoting enhanced street safety, fostering multi-modal transportation, boosting economic growth, improving connectivity, and enriching the city’s recreational access. Core elements of this vision include creating a vibrant “Uptown District” along Whittier Boulevard, implementing safety improvements to support cyclists and pedestrians, increasing access to parks and open spaces, and incorporating art and technology to transform the boulevard into a dynamic, welcoming community space.
This Whittier Bridge Feasibility Study directly supports this Vision Plan by focusing on a new pedestrian and bicycle bridge connecting key points across the San Gabriel River. By improving safe, multi-modal access, the bridge project enhances connectivity within the city and encourages active transportation options that reduce reliance on cars, aligning with the Vision Plan's street safety and multi-modal travel goals. Additionally, the bridge contributes to the Vision Plan’s economic and recreational objectives, facilitating easier access to the proposed Uptown District along Whittier Boulevard and nearby parks and recreational areas. Each proposed alternative will provide a connection to Pio Pico State Park via the Pio Pico Trail Connection Project listed under the City's adopted HWBRP. This study and recommendations will be adopted under the HWBRP and Vision Plan.
III. PROJECT ALTERNATIVES
The conceptual design and construction cost estimates for each alternative can be found Appendix A of this Report
Alternative 1 – Modifications to existing Whittier Bridge Alternative 1 proposes the construction of an extension to the existing sidewalk on the Whittier Bridge to accommodate a new Class 1 Bike Path within the existing 96-foot structure width. This approach maintains the bridge’s current footprint, eliminating the need for structural expansion or footprint modification.
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 5 Figure 6 – Alternative 1 Proposed Modification
The proposed design involves adding an 11-foot sidewalk extension, achieved by drilling and bonding into the vertical face of the existing curb and bridge deck along the planned curb alignment. This extension will create a 17-foot-wide multi-use area, designated as the Class 1 Bike Path, which will be marked with striping to separate bicyclist and pedestrian zones for enhanced safety.
Outside of the sidewalk extension, Alternative 1 includes restriping the bridge crosssection to accommodate the widened sidewalk without significantly impacting traffic flow. The existing two travel lanes in each direction will remain, with each lane retaining a minimum width of 12 feet, ensuring minimal traffic impacts. This approach prioritizes user safety while preserving the functional capacity of Whittier Boulevard as a principal arterial.
Figure 7 – Alternative 1 Proposed Cross Section
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 6 Structural Assessment
The proposed sidewalk extension would add load to the existing bridge. The team performed a preliminary structural assessment to determine that the proposed configuration would result in about a 3% increase of dead load to the bridge foundation. The added dead load and pedestrian live load would also result in nonnegligible increases to force effects (shear, (+) bending moment, (-) bending moment) on the bridge superstructure. However, in extending the sidewalk, the project would effectively remove one vehicular lane from the bridge. Although the sidewalk would primarily occupy existing shoulder space, the existing bridge is designed for live-load corresponding to the maximum possible number lanes that can fit on the cross section, regardless of actual striping. The design team calculated the force effects due to one design lane/truck (HS20-44 loading, per the as-built plans), and concluded that force effects due to the vehicular live-load that is being excluded by the proposed sidewalk outweigh effects from the dead load being added. Therefore, the proposed configuration results in an overall reduction in design load and force effects to the existing bridge. The sidewalk can be extended per Alternative 1 without adverse effects to the overall structure. See Appendix B - Structural Assessment
Lightweight Cellular Concrete
In order to keep the weight of the proposed sidewalk within acceptable limits, a 2- layer pavement system is proposed, consisting of a conventional concrete walking surface, with a sub-layer of lightweight cellular concrete (LCC), as shown in Figure 6.
LCC, also known as “Foam Concrete”, is a cementitious mixture that incorporates significant amounts of entrained air bubbles, resulting in a sponge-like internal structure that is significantly lighter than conventional concrete, while strong enough to resist live loads without crushing. The LCC is expected to crack, but since it is overlain by a layer of conventional concrete, these cracks will not be visible and will not cause any maintenance or aesthetic concerns. Because LCC is very fluid prior to curing, it is dust-free and can be pumped into place through a hose, without the need for additional leveling or vibration operations. Entrained air is added to the LCC mixture on-site, meaning a volume of concrete delivered to the site will expand upon mixing, resulting in fewer total truckloads compared to traditional concrete.
Lighting
Alternative 1 provides ample space for incorporation of in-grade lighting. Light fixtures may be cast into the proposed sidewalk in-line with the flexible posts, spaced at regular intervals, as shown in the bubble detail in Figure 6. Fixtures can be selected to disperse light onto the bikeway, as well as onto the flexible posts to highlight the separation for motorists. Electrical conduit can be cast into the sidewalk. Although there are no lights on the existing bridge, there are existing street lights on either end of the bridge that may provide convenient access to a power connection. Although ultimate lighting design and fixture selection will be subject to photometric analysis, sample in-ground luminaire specifications are provided in the “are provided in
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 7 Appendix C – Luminaire Specifications, for a fixture type that has been used on past projects. Lighting alternatives will be incorporated in the next phase of advanced design for the project.
Bridge Deck Drainage
The existing Whittier Blvd. Bridge has no deck drains. It is situated on a crest-curve, with the maximum elevation approximately at center of the structure. The bridge cross-section is crowned, so flow from the southern half of the bridge follows along the southern barrier curb, and off of the bridge at both the east and west ends. During the design event (10-year recurrence interval), gutter flow at the face of curb is calculated to be about 7-feet wide (See Appendix D – Deck Drainage Assessment).
The existing shoulders provide ample space for flow to accumulate, without encroaching into the vehicular lanes. In the proposed condition, the shoulders would be decreased to 5-feet wide, which means design flow would extend into the outer lane by about two feet. Per the Caltrans Highway Design Manual table 831.3, for a multi-lane highway with posted speed under 45 mph, design flow is permitted to extend into ½ of the outer lane. Therefore, the proposed configuration results in a drainage pattern that is code compliant without addition of deck drains, and no deck drains are proposed.
The design team investigated whether addition of deck drains was feasible, in order to maintain the existing drainage pattern that exceeds the design standard. Drop-thru drains that discharge directly into the river below through drilled-holes in the deck are feasible from a structural standpoint, but may pose insurmountable environmental and regulatory concerns. A deck drainage system that conveys water away from the structure via pipes would be more palatable to regulatory agencies, but would pose significant structural issues. Installation of such a system would be structurally invasive, and may carry an unacceptable level of risk. Given the challenges associated with constructing a deck drainage system, the recommended alternative does not include any such provisions.
Bridge Barrier/Railing Function
The existing bridge barrier is an obsolete “Type 11” barrier, that was constructed in 1968 with the existing bridge. Caltrans recently adopted the “MASH” standard for highway safety equipment, which includes a stringent crash-testing requirement for bridge barriers. While existing barriers are exempt from meeting the new standard, the project must take care to avoid meaningful alterations to the existing barrier that could allow oversight agencies to assert that the barrier should be replaced in full with a MASH compliant system. Barrier replacement would be a major undertaking, because a portion of the existing bridge deck would also need to be replaced in order to resist the higher forces transmitted through the new barrier anchorages. Generally, modifications that impact a barrier’s crash-worthiness, or which are otherwise large in scale can Figure 8 - Proposed Railing Modification
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 8 invite an argument that the barrier should be replaced, and the City can be held liable for proceeding with an obsolete barrier. In the Design Team’s opinion, the barrier modifications proposed in Alt 1 are minor, and do not impact barrier performance. Thus, the proposed work is not expected to elicit comments recommending complete replacement, nor is it expected to create undue liability for the City.
One proposed barrier modification, as shown in Figure 6, is to extend the sidewalk to accommodate the new bikeway. This will not have an adverse effect on barrier function. The second proposed modification is to add ½” of height to the barrier. Per AASHTO 13.9.2A, the minimum height of a bicycle railing is 42”. The existing railings are only 41.5” tall at the face of barrier. To achieve code-compliant overall height, Alt 1 will remove the top steel tubular member from the existing barrier, and replace it with a taller rectangular member, as shown in Figure 8.
Staging, Construction Duration, and Impacts
Impacts to the river below will be negligible, since construction will be confined to the bridge deck. A staging area should be dedicated for contractor material and equipment storage. The park area on the southwest corner of the bridge offers a convenient location and ample space. However for a project of this scale, a smaller space may be adequate. If the City prefers to avoid regulatory hurdles associated with using the park space, a simple option may be to extend the shoulder/lane closure off the bridge, and use the closure on roadway approach as a narrow staging area. Construction duration is estimated at about 1-month.
Permits
Based on the current project scope and known regulatory requirements, the following permit are expected to be required for alternative 1:
• LACDPW – Encroachment Permit
It should be noted, however, that as the project advances into detailed design and permitting phases, additional permits or approvals may be identified. This list reflects the best assumptions at this stage of the feasibility study and is subject to refinement as project details are further developed.
Utility Conflicts
The following utility conflicts have been identified based on preliminary research and will be verified during final design:
Frontier Telecom Manholes (2) – Two telecom manholes are located just off the bridge on the east end. These manholes will require either adjustment to grade or relocation to accommodate the widened sidewalk area improvement.
Frontier Underground Communication Line – An existing communication line runs along the south side of the bridge, underneath the structure where the Alternative 1 improvements are proposed. Since these improvements will not affect the bridge structure deck, this line is not anticipated to be a conflict; however, it is noted here for
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 9 reference.
An existing utility exhibit is provided in Appendix J.
Cost
The estimated construction cost of Alternative 1 is approximately $1.2 Million. A detailed breakdown of the cost estimate can be found in Appendix A.
Advantages and Disadvantages
Alternative 1 holds some major advantages over the other two alternatives considered. Alt 1 is the lowest in cost, impacts, and construction duration. Design, permitting and approvals are expected to be streamlined compared to the other alternatives. Pedestrian and cyclist safety are greatly improved in comparison to the existing condition. Disadvantages include less opportunity for aesthetic enhancement compared to the standalone bridge alternatives. While safe and code compliant, Alternative 1 does not capture the maximal safety that comes with the standalone bikeway/pedestrian bridges of Alternatives 1 and 2.
Alternative 2 - Separate Steel Pedestrian Bridge
Alternative 2 proposes the construction of a separate, standalone pedestrian/bikeway bridge adjacent to the existing Whittier Bridge. This new bridge would span approximately 400 feet in length and feature a 14-foot-wide travelway to accommodate both bicyclists and pedestrians comfortably. Positioned on a straight alignment perpendicular to the San Gabriel River, this bridge would provide a dedicated crossing, segregated from vehicular traffic.
On the west end of the proposed bridge, onsite improvements would be required to establish a seamless connection to Whittier Boulevard, integrating the new structure with existing transportation networks. At the eastern end, the bridge would directly link into the San Gabriel River Trail, enhancing connectivity to the regional trail network and expanding access to recreational and transportation routes along the river.
The steel alternative (Alt 2) would consist of three simply-supported prefabricated steel truss spans, supported by two intermediate supports within the riverbed. At this location, the San Gabriel River is a trapezoidal channel with an approximate width of 400 feet.
Prefabricated Steel Truss (PST) is a viable option for several reasons. PST’s have a relatively shallow effective structure depth, because the primary load carrying members are situated above the deck. This allows for a relatively low profile of the bridge, which provides sufficient clearance above the high water elevation of the river, while avoiding raised approaches and maintaining a profile in conformance with ADA slope requirements. The PST can also achieve relatively long spans, which decreases the number of intermediate supports (and associated construction activity) required within the riverbed. The truss spans are manufactured offsite, then moved into place by cranes, which significantly reduces construction duration when
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 10 compared to a cast-in-place concrete bridge (Alt 3). PSTs also relieve the need for falsework to temporarily support the superstructure. The elimination of falsework, intermediate supports, and the accelerated construction schedule combine to make the PST more cost effective than the concrete bridge (Alt 3), but still not cost competitive with Alternative 1 (Alt 1).
Superstructure
Figure 9 - Span Steel Truss Bridge with Decorative Bowstring Center Span Prefabricated Steel Trusses come in multiple configurations, several of which can readily fit the anticipated span lengths. In evaluating any potential truss configuration, the main points of interest are cost and aesthetics. As such, the Design Team gave significant consideration to two truss types: the standard box truss, and the decorative bowstring (arch) truss. The configuration preferred by the City of Pico Rivera incorporates both types by using a decorative bowstring truss for the center span, and basic trusses for the outer spans (see Figure 9). This hybrid configuration captures the aesthetic appeal of the bowstring, and the economy of the basic truss for the two outer spans.
There are multiple finish options for the PST that provide both corrosion protection and opportunity for aesthetic enhancement. Options include weathering steel, painted steel, painted weathering steel, or galvanized steel. Weathering steel is preferred since it eliminates the need for painting which not only minimizes environmental impacts but also reduces future maintenance. Weathering steel provides a rustic appearance due to its permanent rust-colored patina which fits well within the urban/industrial setting of the project.
Substructure
The PST spans would be supported by cast-in-place concrete abutments at both banks. The abutments themselves would be located under the existing path, outside of the sloped river banks, to preserve both the hydraulic profile of the river and the integrity of the banks. Two intermediate supports would be placed within the riverbed. These intermediate supports would each consist of a concrete cap beam, supported by a single 4-foot diameter concrete column. The abutments and the columns would each be supported by a single 5-foot diameter “Type I” Cast-In-Drilled-
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 11 Hole concrete pile foundation. This substructure will provide sufficient transverse stiffness for the steel truss spans, will be able to accommodate anticipated hydraulic scour, and will result in minimal impact to the channel during construction.
Staging, Construction Duration, and Impacts
Although the PST spans are fabricated offsite, they will be too long to deliver in one piece. The trusses will therefore be delivered in several sections, and bolted together in a staging area. The park on the SW side of the existing Whittier Blvd. Bridge would serve as a convenient staging area for truss assembly, and material/equipment storage. Once assembled, the sections can be moved into the riverbed via temporary earthen ramps and lifted into place by cranes.
Prior to construction within the river, any river flow would need to be diverted via a diversion system that may consist of buried large diameter pipes, to allow contractor access over the diversion. Further coordination would be required during final design phase to determine the most cost-effective water diversion alternative. The existing rock-lined levees would need to be protected during construction to the extent possible, and restored in the ultimate condition fully preserve their functionality.
Construction duration for Alternative 2 is estimated at approximately 6-months.
Permits
Based on the current project scope and known regulatory requirements, the following permit are expected to be required for alternative 2:
• LACDPW – Encroachment Permit
• Army Core of Engineers – Section 408 Permit
• Army Core of Engineers – Section 404 Permit
• CDFW – Section 1600 Streambed Alternation Agreement
• RWQCB – Section 401 Clean Water Certification
It should be noted, however, that as the project advances into detailed design and permitting phases, additional permits or approvals may be identified. This list reflects the best assumptions at this stage of the feasibility study and is subject to refinement as project details are further developed.
Utility Conflicts
The following utility conflicts have been identified based on preliminary research and will be verified during final design:
LACSD 69-Inch Storm Drain Line – An existing 69-inch storm drain line runs along the west side of the San Gabriel River, potentially conflicting with the proposed bridge abutment where it will tie into the existing grades. The depth of this line will need to be evaluated to determine if it poses a conflict. If a conflict is identified, it is recommended that the alignment of the storm drain be modified to avoid interference with the abutment footprint.
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 12 An existing utility exhibit is provided in Appendix J.
Cost
The estimated construction cost of Alternative 2 is approximately $2.8 Million. A detailed breakdown of the cost estimate can be found in Appendix A.
Advantages and Disadvantages
The main advantages of Alternative 2 are the aesthetic appeal of the steel truss structure type, as well as the safety and convenience of the standalone bikeway/pedestrian bridge. Alt 2 is lower in impacts, cost, and construction duration than Alt 3, but does not rival Alt 1 in any of those dimensions. Alternative 2 would require less modification to the existing riverbanks than Alternative 3, due to the low effective structure depth of the PST. A unique disadvantage of the PST is inspection demands. While the PST is expected to be low maintenance, regular inspections are crucial to verify that the bridge is draining properly, and there is no corrosion in structural elements.
Alternative 3 - Separate Concrete Pedestrian Bridge
Concept Overview
Alternative 3 carries many of the same characteristics as Alternative 2 with the same connection points and improvements off the bridge structure. Alternative 3 would involve constructing a standalone cast-in-place precast-prestressed concrete bridge, supported by two intermediate supports within the riverbed. The bridge length and width match Alternative 2.
Figure 10 - Example Cast-In-Place Concrete Pedestrian Bridges Comparison to Alt 2
Given the numerous similarities between Alternatives 2 and 3, it is more useful to describe Alternative 3 by contrast. Alternative 3 presents opportunity for a different aesthetic than Alt 2. Cast-in-place concrete is highly customizable. Decorative features such as arched bottom profiles, and belvederes can be easily incorporated to form a unique “look”. Cast-in-place concrete construction requires extensive
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 13 formwork and construction activity in the river. The concrete superstructure is also heavier than the steel truss in Alt 2, necessitating deeper, more expensive foundations.
Alternative 3 will also require extensive retained approaches, because the load carrying members of cast-in-place concrete bridges are under the deck, resulting in a deeper effective structure depth. The structure must be elevated to ensure that adequate hydraulic clearance is achieved, resulting bikeway elevations at the riverbanks that are elevated above top-of-bank. In contrast, the steel trusses in Alt 2 have load-carrying members above the deck, so the effective structure depth is much smaller, and retained approach work is minimal. For these reasons, construction cost, duration, and impacts are all higher than Alt 2. Construction duration for Alt 3 is estimated at approximately 10-months.
Permits
Based on the current project scope and known regulatory requirements, the following permit are expected to be required for alternative 3:
• LACDPW – Encroachment Permit
• Army Core of Engineers – Section 408 Permit
• Army Core of Engineers – Section 404 Permit
• CDFW – Section 1600 Streambed Alternation Agreement
• RWQCB – Section 401 Clean Water Certification
It should be noted, however, that as the project advances into detailed design and permitting phases, additional permits or approvals may be identified. This list reflects the best assumptions at this stage of the feasibility study and is subject to refinement as project details are further developed.
Utility Conflicts
The following utility conflicts have been identified based on preliminary research and will be verified during final design:
LACSD 69-Inch Storm Drain Line – An existing 69-inch storm drain line runs along the west side of the San Gabriel River, potentially conflicting with the proposed bridge abutment where it will tie into the existing grades. The depth of this line will need to be evaluated to determine if it poses a conflict. If a conflict is identified, it is recommended that the alignment of the storm drain be modified to avoid interference with the abutment footprint.
An existing utility exhibit is provided in Appendix J.
Cost
The estimated construction cost of Alternative 1 is approximately $3.9 Million. A detailed breakdown of the cost estimate can be found in Appendix A.
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 14 Advantages and Disadvantages
The main advantages of Alternative 3 are the aesthetic customizability of the cast-inplace concrete structure type, the safety and convenience of the standalone bikeway/pedestrian bridge, and the low maintenance demands of a concrete bridge. Alternative 3 carries the highest impacts, cost, and construction duration of all alternatives. Because Alternative 3 has a deeper effective structure depth than Alt 2, Alt 3 would require raised approaches that constitute significant modifications to the existing riverbanks. Design, permitting, and approvals would be more onerous for Alternative 3 than for the other alternatives.
IV. DRAINAGE AND WATER QUALITY
Regardless of the option selected, the management of storm water runoff will entail the preservation of existing drainage patterns without adverse diversions of flow.
Under proposed conditions where the existing bridge deck is utilized for the crossing, drainage will be collected in the roadway shoulder area and allowed to proceed from the crest of the bridge to pre-project concentration points located to the east and west without any significant change in magnitude or quantity.
The flow conditions along the existing bridge deck will conform to those required of the Caltrans Highway Design Manual as stated in Table 831. Specifically, for a highvolume, multilane roadway with speeds under 45 miles-per-hour, the peak flow width of the 10-year storm will be limited to inundating the shoulder and up to half of the outside lane. Thus, a full derivable lane will still be present under a 10-year storm condition. Preliminary analyses indicate that this criteria can be met without the use of deck drains and connecting storm drain lines.
Under options where a new bridge crossing over the San Gabriel River will be implemented, drainage management will similarly involve the preservation of existing drainage patterns without adverse diversions of flow. Thus, rainfall that falls on the new bridge deck will be allowed to drain to the edges of the bridge, collected in longitudinal gutters, and then drain into the river below. Grating at the terminal points of the gutter will unsure that any trash present on the deck is prevented for passing into the river. Furthermore, the quantity of storm water that drains from the bridge to the river will equal the quantity of storm water that would have reached the river under pre-project conditions.
Storm Water Quality
Regardless of the option selected, the project will implement water quality Best Management Practices in accordance with the EPA Green Streets Handbook (EPA 841-B-18-001, March 2021).
The approach to the treatment of storm water runoff will involve the capture of an area of Whittier Boulevard and the connecting bridge deck that will equal or exceed the area of the proposed trail improvements. The proposed trail improvements will
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 15 either consist of changes to the existing bridge deck or the addition of a new bridge across of the San Gabriel River with connecting trail improvements. It was assumed that the separate bridge option would envelop the total area of the improvements to the existing bridge and was therefore used to develop the water quality management plan. See Appendix E for a conceptual exhibit showing this methodology
The area that will be captured and treated is located along the south side of Whittier Boulevard, south of the roadway crown. The area will terminate on the east side at the longitudinal crest of the bridge and on the west side at a new catch basin proposed just east of the existing Los Angeles County Department of Public Works driveway.
Treatment Area (SF) Project Improvement Area* (SF)
14,865 8,710
* On-bridge improvement area assumed to be equal to or less than those required for a separate bridge option.
Table 1 - Treatment Area Vs. Project Improvement Area
The proposed catch basin will intercept flows from the treatment area for storm events up to and including the 85th Percentile Storm. Captured storm water will be conveyed to an infiltration or biofiltration basin located to the south of the LACDPW driveway along the westerly side of the existing LACDPW access road.
The use of infiltration will be based on the results of future geotechnical testing. If infiltration cannot be used, the basin will be configured to perform storm water treatment through biofiltration. The use of biofiltration will also require that the basin be fitted with a subdrain that would discharge treated flows to the either river or the adjacent water reclamation facilities.
To obtain the approximate size of the basin that would be needed, a preliminary evaluation of the DCV associated with the 85th Percentile Storm was performed for the treatment area and determined to be approximately 3,500 cubic-feet. Based on this DCV an infiltration basin would require a bottom area of 1,530 square feet. This approximate area will also suffice for a biofiltration application if found to be necessary due to infiltration constraints.
V. RIGHT-OF-WAY
As part of this feasibility study, the design team performed a preliminary analysis on right-of-way needs per alternative. See Appendix F for the Conceptual Right of Way Impacts Exhibit. The results are summarized here:
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 16 Table 2 – Alternative 1 R/W Impact Assessment
Table 3 – Alternative 2 & 3 R/W Impact Assessment
VI. ENVIRONMENTAL
Executive Summary
The purpose of the Environmental Screening Memorandum (Memo) is to provide the City of Pico Rivera, the lead agency under CEQA, with a preliminary understanding of the environmental setting, anticipated environmental compliance requirements, including the anticipated level of documentation required for compliance with the California Environmental Quality Act (CEQA), and anticipated technical studies and evaluations needed to satisfy CEQA.
In summary, the following environmental issue areas would have no anticipated environmental effects, and no additional technical analysis would be needed for the three preliminary alternatives: Agriculture and Forestry Resources, Mineral Resources, Population/Housing, Public Services, Recreation, and Wildfire.
The following environmental issue areas would have similar anticipated environmental effects for all three preliminary alternatives due to having similar project footprints:
Aesthetics, Air Quality, Biological Resources, Energy, Greenhouse Gas Emissions, Hazards & Hazardous Materials, Land Use/Planning, Noise, Transportation, Tribal Cultural Resources, and Utilities/Service Systems.
The following environmental issue areas would have different environmental effects
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 17 for one, two, or all three preliminary alternatives: Cultural Resources, Geology/Soils/Paleontological Resources, and Hydrology/Water Quality.
The potential NEPA and Caltrans section outlines the documentation required to complete the NEPA process through Caltrans’ Local Assistance Program. Table 1 (in Appendix I) identifies and summarizes the potential NEPA documentation that could be required for the Project based on the alternative selected.
For the full environmental screening memo, see Appendix I.
VII. COMMUNITY OUTREACH
To incorporate community input into this feasibility study, the design team engaged in a series of community outreach events. These events and outreach was coordinated as part of the HWBRP and Vision plan and provided an open forum for residents to learn about the proposed alternatives and to share their perspectives, priorities, and concerns directly with the project team. Through these interactions, BKF presented each alternative in detail, facilitating informed feedback and fostering community involvement in the decision-making process.
The insights gathered during these outreach events have been instrumental in understanding the community’s preferences and addressing specific issues, helping to shape a recommendation that aligns with the needs and expectations of Pico Rivera residents.
On September 14th 2024, the design team along with the City attended the Fiestas Patrias event to introduce the Whittier Bridge project alternatives to the local community and gather initial impressions. The outreach continued with a Draft Plan Workshop on September 19th 2024, which allowed for more in-depth discussions and direct feedback from attendees. These two events centered on receiving community input to identify which bridge alternatives best aligned with local needs.
Figure 11: Pictures from Fiestas Patrias Event
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 18 Figure 12: Pictures from Draft Plan Workshop
Feedback from the community indicated that Alternative 1, a modification of the existing bridge, was the most favored option, followed closely by Alternative 2, a new steel truss pedestrian/bicycle bridge. Community members identified enhancing safety for vulnerable road users as their highest priority for the bridge. Economic considerations were also a significant factor, with many residents expressing interest in a cost-effective solution that minimizes financial impact.
Figure 13: Community Outreach Feedback Boards at Fiestas Patrias Event
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY 19 The final outreach effort was a City Council Study Session held on October 8, 2024, where the City of Pico Rivera’s council members received a detailed overview of the Whittier Vision Plan, including the Whittier Bridge project. During this session, council members were presented with the bridge alternatives along with community feedback, highlighting the positive response to the project and the importance of aligning the design with local priorities. Council members expressed support for all three alternatives and agreed with the team’s recommendation of Alternative 1, recognizing its safety features and cost-effectiveness compared to the other options.
VIII. ALTERNATIVE RECOMMENDATION
Based on the findings of this feasibility study, Alternative 1 is recommended as the preferred solution. This alternative meets the City’s objectives by enhancing safety, improving accessibility, and aligning with the HWB Multimodal Plan, while providing connectivity to local trails, bike paths, and parks. Importantly, it achieves these goals with lower costs, minimized construction impacts, and a shorter construction timeline compared to the other options.
In addition, Alternative 1 offers valuable future flexibility, as it does not preclude the potential for implementing Alternative 2 or 3, or even a future alternative involving a full replacement of the existing Whittier Boulevard Bridge.
This recommendation provides a safe, cost-effective improvement over current conditions while preserving the City’s option to pursue a larger-scale solution if needed in the future.
IX. ADDITIONAL STUDIES
As part of this feasibility study, the following preliminary reports was prepared and can be found in the appendices:
- Limits of Impact Due to Structural Work (Appendix G)
- Preliminary Geotechnical Design Report (Appendix H)
- Environmental Screening Memo (Appendix I)
HISTORIC WHITTIER BOULEVARD BIKE/PEDESTRIAN BRIDGE FEASIBILITY STUDY APPENDIX A – CONCEPTUAL PLANS & CONSTRUCTION COST ESTIMATES
MATCH LINE SEE ABOVE RIGHT MATCH LINE SEE BELOW LEFT
PICO RIVERA - WHITTIER BRIDGE CONCEPT EXHIBIT
ALTERNATIVE 1 - MODIFICATION TO EXISTING WHITTIER BRIDGE 4675 MACARTHUR COURT SUITE 400 NEWPORT BEACH, CA 92660
(949) 526-8460 www.bkf.com
20 scale 1" = 40' 0 20feet
BEFORE YOU DIG
TWO WORKING DAYS
ELEVATION
PROFILE GRADE
TYPICAL SECTION
PLAN
WHITTIER BLVD. BRIDGE ACROSS
SAN GABRIEL RIVER
BKF Project No: 20221698
No. Item Description Unit Quantity Unit Price Amount
1 Unclassified Excavation CY 105 150.00$ 15,750.00$
2 Remove Curb and Gutter LF 250 25.00$ 6,250.00$
3 Remove Existing Concrete Pavement SF 1,100 45.00$ 49,500.00$ 4 Remove Existing Median SF 520 15.00$ 7,800.00$
5 Remove Existing Concrete Sidewalk SF 2,740 15.00$ 41,100.00$ 6 Construct Driveway SF 500 50.00$ 25,000.00$
7 Construct Asphalt Concrete Pavement TON 25 200.00$ 5,000.00$ 8 Construct Concrete Sidewalk SF 4,000 30.00$ 120,000.00$ 9 Construct PCC Curb and Gutter, Type A2-6 LF 580 75.00 $ 43,500.00$ 10 Construct Delineators EA 75 25.00$ 1,875.00$
11 Adjust to Grade Existing Manhole EA 3 1,000.00$ 3,000.00$ 12 Adjust to Grade Existing Valve EA 1 600.00$ 600.00$
13 Construct Hydroseed Native Grass Vegetation SF 1,400 1.50$ 2,100.00$ 14 Centrifugal Stormwater Pre-treatment Device LS 1 40,000.00$ 40,000.00$ 15 Construct Catch Basin EA 1 15,000.00$ 15,000.00$
16 Construct Bioretention Gravel Base CF 115 100.00$ 11,500.00$ 17 Construct Storm Drain Lines (Assumed 18-in RCP) LF 550 400.00$ 220,000.00$ 18 Signing and Striping LS 1 25,000.00$ 25,000.00 $
617,225.00$
19 STRUCTURAL CONCRETE CY 75 2,000.00$ 150,000.00$
20 LIGHTWEIGHT CELLULAR CONCRETE CY 63 250.00$ 15,750.00$ 21 BAR REINFORCING STEEL LB 8,900 3.50$ 31,150.00$
22 REMOVE BRIDGE RAILING (PORTION) LF 401 5.00$ 2,005.00$ 23 TUBULAR HANDRAILING (MODIFIED) LF 401 85.00$ 34,085.00$ 24 DRILL AND BOND DOWEL (CHEMICAL ADHESIVE)(LF) LF 300 45.00$ 13,500.00$ 25 BRIDGE LIGHTING SYSTEM LS 1 20,000.00$ 20,000.00$
266,490.00$
PROJECT COST SUBTOTAL 883,715.00$
MOBILIZATION (10%) 88,371.50$
CONTINGENCY (25%) 220,928.75$ 1,193,015.25$
CIVIL