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Committee advances El Monte corridor road diet and protected-bike proposals; asks staff to pursue Caltrans coordination
Summary
The committee reviewed preliminary designs for an El Monte Avenue road diet with buffered bike lanes and intersection upgrades at El Camino Real, and voted to advance the project into final design while asking staff to coordinate closely with Caltrans and incorporate BPAC comments.
The committee reviewed the preliminary design for the El Monte Corridor Improvement Project (Project 21.38) and directed staff to advance the project into final design, subject to further coordination with Caltrans and incorporation of BPAC comments.
Mary Chris Wong, associate civil engineer in Public Works, and Joy Ho/Ho Tan (senior civil engineer) presented scope and schedule details. Wong said, "El Monte Avenue is a 4‑lane street with two travel lanes and a bicycle lane in each direction, a posted speed limit of 35 miles per hour, and an average daily traffic volume of approximately 14,000 vehicles per day." The project’s concept, previously approved by Council as an alternative, proposes a road diet from four lanes to three lanes with buffered bike lanes and upgraded intersections where the corridor crosses El Camino Real (State Route 82).
Key proposed elements described by staff include: - Two signalized intersections at El Camino Real (SR 82): El Camino Real & Escuela Avenue and El Camino Real & El Monte Avenue — planned upgrades include high‑visibility crosswalks, green bike-lane conflict markings, removal of some slip‑turn/right‑turn-only lanes and installation of curb bulb‑outs and directional curb ramps. - Road diet and buffered bike lanes along El Monte from El Camino Real to the city limits at J Street/Springer Road, with green striping in conflict zones and pedestrian refuge islands at selected crossings. - Addition of two new crosswalks at Hollingsworth with RRFBs (rectangular rapid‑flashing beacons) pending additional funding.
Staff noted funding and permitting constraints: the El Camino Real intersections are in Caltrans right-of-way, and the OBAG‑3 (One Bay Area Grant cycle 3) federal grant of $2.4 million is targeted to work in the Caltrans right-of-way. City funding will cover corridor improvements outside state right-of-way. Wong said staff will continue Caltrans coordination because improvements in the State Route 82 right‑of‑way require Caltrans design review and permitting.
BPAC recommended staff adopt the preliminary design and suggested additional elements for review: explore protected treatments on certain northeast/southeast corners at the El Camino intersections, consider reducing a southbound Escuela vehicle lane to provide wider bicycle space, evaluate approaches at J Street to reduce vehicle/bicycle conflicts, and perform a post-construction speed study.
Committee members asked about lighting improvements, design details for buffers and bike lanes, and how the project would handle driveway and parking-lot access at major shopping centers. Staff said they would evaluate buffer types, lighting needs, and specific driveway treatments in the design phase and seek Caltrans approvals where required. The project team expects to finalize design in summer 2026 and bid for construction after Caltrans approvals; staff estimated construction could begin in spring 2027.
A committee motion to approve the preliminary design and direct staff to advance the project into final design passed (tally recorded in the meeting: yes 2, no 1). Committee members asked staff to pay particular attention to the El Camino/ Escuela intersection and to explore greening opportunities in areas created by removing slip lanes, with the understanding that improvements in Caltrans right-of-way will require additional coordination and potentially additional funding.
Why this matters: El Monte is a major north–south corridor connecting to Foothill and providing local access to neighborhoods and schools. The proposed road diet and protected bike facilities aim to reduce vehicle-bicycle conflicts and improve pedestrian crossings on a corridor with roughly 14,000 average daily vehicles.
What’s next: Staff will refine design details, continue coordination with Caltrans and BPAC, and return with final design and bid authorization in summer 2026; construction was described as anticipated in spring 2027 following Caltrans approvals.
