Agenda packet — Glendora City Council, November 12, 2025 (part 3 of 5)

Place signs where architectural features suggest a location Wall signs of consistent size and placement are encouraged Ordinance No. 2095 Page 192 of 300
c. Lettering should not occupy more than about seventy-five percent of the area of the sign to avoid a cluttered look and to help maintain the readability of the sign. d. Wall signs should not project from the surface upon which they are attached more than the required for construction purposes.
e. Internally-illuminated cabinet-type signs are strongly discouraged. Internally-illuminated, individually-cut channel letters are preferred.

2. Projecting Signs.
a. The use of pedestrian-oriented projecting signs is strongly encouraged. b. Projecting signs should be used for ground floor uses only. c. Projecting signs should ensure clearance for pedestrians. d. Sign supports and brackets should be compatible with the design and scale of the sign and the architectural design of the building.

Sign supports and brackets should be of quality materials e. Internal illumination of a projecting sign is prohibited. f. The text, copy, or logo face should not exceed seventy-five percent of the sign face of a projecting sign.
g. The sign should be hung at a ninety-degree angle from the face of the building.

3. Window Signs.
a. Window signs on ground level, coverage should not unsafely obstruct or overwhelm the total window area. Window signs should not be used above the second level. b. Permanent window signs should be limited to individual letters and/or logos placed on the interior surface of the window. White or gold leaf is the recommended colors. Glass-mounted graphics may be applied by painting, silk screening, or vinyl die-cut forms. The use of nonpermanent materials such as paper is strongly discouraged.

Ordinance No. 2095 Page 193 of 300
Window signs should be limited to the business name
c. The text or sign copy of a window sign should be limited to the business name, proprietor's name, hours of operation, and brief messages identifying the type of product or service (e.g., "maternity wear" or "attorney") or pertinent information (e.g., "se habla Espanol" or "reservations required").

4. Awning Signs.
a. Signs on awnings should be limited to ground floor and second floor uses. b. Awning signs should be limited to awnings covering a main or side/rear entrance on a street or parking lot.
c. The shape, design, and color of awnings should be carefully designed to coordinate with, and not dominate, the architectural style of the building. Where multiple awnings are used on the building, the design and color of the sign awnings and all other awnings should be coordinated.

Good example of awning shape coordinated with window size/ shape d. The shape, design, and color of awnings should be carefully designed to coordinate with, and not dominate, the architectural style of the building. Where multiple awnings are used on the building, the design and color of the sign awnings and all other awnings should be coordinated. e. d. Only permanent signs that are an integral part of the awning or canopy should be used. To avoid having to replace awnings or paint out previous tenant signs when a new tenant moves in, the use of replaceable valances should be considered.

Lettering on valance only is encouraged

5. Freestanding Monument Signs.

Ordinance No. 2095 Page 194 of 300
a. Freestanding monument-type signs (on ground) are encouraged.

A well-designed monument sign with architectural base, side frames, and cornice top b. Sign background should not be a prominent feature of the monument sign. The sign copy should dominant the sign face.
c. Between five to ten percent of the sign area should be dedicated to identification of the street address.
d. Freestanding monument signs should be placed perpendicular to the street. e. Freestanding monument signs should be placed so that sight lines at entry driveways circulation aisles are not blocked.

Good example of monument signs with solid base and strong cornice f. Freestanding monument signs may be internally illuminated if the sign copy is the only portion of the sign face that is illuminated. The sign background or field should be opaque with a nongloss, nonreflective finish. Signs with individual backlit letters, or stenciled panels with three- dimensional pushthrough graphics are encouraged. g. Monument signs should be designed to create visual interest and compliment their surroundings.

Signs should incorporate architectural elements, details, and articulation as follows:
i. Provide a solid architectural base that supports the sign. ii. Provide architectural elements on the sides and top to frame the sign pane(s). Use columns, pilaster, cornices, and similar details to provide design interest. iii. Incorporate materials and colors into the sign support structures to match or be compatible with materials and colors of the development the sign serves. iv. Utilize "quality" materials. Avoid the use of lexan, sheet metal, or other materials prone to weathering.
v. Keep the overall size of the sign in proportion with the development it serves. h. Each monument sign should be surrounded by a landscape planter. i. Multi-tenant monument signs. Signs with multiple tenant identification panels present a special challenge in delivering their message in a clear manner. To help overcome the problems associated with these types of signs, the following guidelines should be followed:

Ordinance No. 2095 Page 195 of 300
Freestanding monument signs, including multi-tenant signs, should minimize sign copy, be well designed, and be landscaped along their base
i. Individual tenant sign panels should be uniform in size recognizing that the major tenant or the name of the center may have a slightly larger sign panel. ii. The size, letter style, and number of tenant names should be developed to minimize the look of a "reader board" sign.

G. Neon Signs and Architectural Lighting. The use of neon tubes for signs or architectural elements is encouraged throughout the Route 66 specific plan area, subject to the following guidelines.

1. Neon signs are allowed for use as wall signs, window signs, and freestanding monument signs.

They are not allowed for use as projecting signs.

2. Neon tubing should not exceed one-half inch in diameter.

3. Neon signs and architectural lighting adjacent to residential uses should not exceed one-half footcandle in brightness measured at the property line.

Good example of neon sign

4. Neon tubing should not be combined with any reflective materials (e.g., mirrors, polished metal, highly-glazed tiles, or other similar materials) that would cause glare and increase the spread of light.

5. When used as an architectural element, neon tubing should be used only to reinforce specific architectural elements of the structure and should be compatible with the architectural style of the building and the character of the overall development. Neon building trim is limited to thirty percent of the total building trim area.

6. Neon lighting that completely surrounds a window, door, or similar element is strongly discouraged.

This use of neon is strongly discouraged
Ordinance No. 2095 Page 196 of 300

7. Neon window signs should not overwhelm or over-obstruct the aggregate area of the window.

8. Neon should not be the predominate material used on signs. The use of neon on signs should be limited to the business name, logo, design, or image.
( Ord. 2019 § 2, 2017)
§ 21.10.290. Design tools design review checklist.

This following checklist may be adapted and used by city staff and officials to conduct design reviews on proposed projects within the Route 66 specific plan area.

Route 66 Specific Plan Area Design Review Checklist
Checklist Prepared by:

Date Plan Received:

Date Checklist Prepared:

Date Presumittal Conference
Project Name
Applicant
Name:

Address:

Phone:

Property Owner:

Name:

Address:

Phone:

Planner or Architect
Name:

Address:

Phone:

A. Land Use

1. Present Land Use:

Designation of Property
Overlay Districts:

2. Proposed Land Use:

3. Land Use Consistency – Proposed use(s) conform to permitted uses _____ Yes _____ No Comments:

Follows
Design
Guidelines
Changes
Recommended
Not
Applicable
Remarks
B. Site Design

1. Height and Setbacks— Building setback and height standards are satisfied.

2. Appropriateness of Concept—Development concept is consistent with site location and with surrounding properties.

3. Building Location— Buildings are located in a logical and pleasing manner on the site. Buildings are related reasonably to each other, to parking facilities, and to pedestrian areas. Siting protects pedestrian movement.

Ordinance No. 2095 Page 197 of 300

4. View Impacts—Project is designed to respect existing views by minimizing view obstruction and mitigating disruptive visual impacts of large building masses.

5. Buffering—Trash areas, loading docks, storage areas, service areas, transformer vaults, etc., are located and screened so as to minimize visibility from streets and from building entries.

6. Exterior Lighting— Exterior lighting design is unobtrusive, integrated with the project concept, and of low profile.

7. Parking—All parking space and space size requirements are satisfied. All interior and boundary parking area landscaping requirements are satisfied. a. Parking areas are located and designed to minimize visibility from streets and to minimize visual detraction from new buildings.
b. Parking areas are designed to provide good internal circulation, street access, and proximity of spaces to building entrances.
c. Vehicular entry points to parking lots have received special paving accents where the drive crosses the public sidewalk.
d. Applicant has demonstrated an attempt to share entry and/or parking with an adjacent property.

C. Building Architecture

1. Building Form and Scale—Architectural concept is consistent with the predominant scale of adjacent buildings.

2. Façade Proportion—The visual composition of the façade respects the general proportion (height to width) of existing façades on the street.

3. 360° Architecture— Architectural details are provided on all elevations.

4. Consistency of Elevation—Design of walls, doors, and windows are consistent in styling materials, colors, and detailing on all elevations.

5. Articulation—The architectural concept avoids large unbroken wall surfaces.

6. Roof—The roof form is designed in conjunction with its mass and façade, so that the building and its roof form a compatible building composition within the district.

7. Rear Entry— Appropriate identification signage and architectural detail has been provided on the rear façade.

D. Storefront Design

1. Storefront Components—The storefront design maintains typical elements such as bulkheads, doors, display windows, awnings, or canopies that are appropriate to the proposed style/theme.

2. Wall to Opening Ratio— The storefront architectural concept maintains an appropriate wall to window ratio.

3. Storefront Accessories— All mechanical appurtenances are concealed.

4. Awnings—Awning design and color respects the scale, proportion, rhythm, and style of the building's architecture.

5. Sign Placement—The storefront design provides a logical space for placement of a sign and building address.

E. Signs

1. Sign Type—Selected sign type is consistent with other signs on adjacent buildings or storefronts, and meets all applicable codes or approved sign program.

2. Location—Sign location on building is consistent with architectural style and other design standards.

3. Legibility—A simple typeface is utilized while color, illumination, and letter size are appropriate to the building architecture and scale.

4. Illumination—The sign is properly lighted and does not allow glare to spill beyond the sign face.

5. Safety—Placement of sign does not pose a safety hazard for motorists or pedestrians.
(Ord. 2019 § 2, 2017)
§ 21.10.380 Landscaping, walls and fences.

A. Landscaping and Irrigation Required. All projects shall provide and maintain landscaping and irrigation in compliance with applicable sections of this specific plan and the Glendora Municipal Code. Standards Ordinance No. 2095 Page 198 of 300
for the provision of landscaping within the public right-of-way in conjunction with any private development shall be in compliance with the Glendora Municipal Code.

B. Tree Preservation Required. All project applicants shall consult with the city prior to the removal or modification of any existing tree within private property. It is the intent of this section to preserve historically important trees within the project area and preserve significant tree resources within the community.

C. Landscaping—Landscaping Adjacent to Streets. All street-adjacent landscaped areas shall include a combination of trees, shrubs, vines or ground cover.

D. Walls and Fences.

1. Height and Location. Perimeter fences or walls that are within a front yard setback shall not exceed a height of three feet unless specifically allowed to a height of six feet by the director of planning to achieve a specific screening purpose.
a. Exception. Walls adjacent to mobile home sites that front the public right-of-way shall be allowed up to six feet, subject to the requirements of this section and with approval by the director of planning.

2. Design. The design of walls and fences shall be consistent with the overall project design and/or adjacent streetscape.

3. Perimeter walls and fences shall be articulated by providing a minimum three-foot deep by six-foot long recession for every fifty feet of continuous wall. The design of the wall shall include an appropriate mix of materials and landscaping.

4. Chain link or similar fencing shall not be permitted within the public view.

Ordinance No. 2095 Page 199 of 300
CHAPTER 21.14 Arrow Highway Specific Plan

21.14.100 CORRIDOR-WIDE

DEVELOPMENT STANDARDS AND DESIGN GUIDELINES
This Section is replaced by the Zoning Code Chapter 21 B, City of Glendora’s Objective Design Standards. Sections and all other applicable provisions of the Glendora Zoning and Subdivision Codes.

If there is conflict between any provision in this Specific Plan and the Objective Design Standards, or any other provision of the Zoning Code, the more restrictive standard shall prevail.

The Arrow Highway Specific Plan design and development guidelines and standards provide specific policies for how parcels and buildings shall be developed. Policies address setback and parking requirements, height, and intensity and density limits. Implementation of the standards and guidelines are anticipated to:
• Upgrade the image and appeal as a safe, attractive, and high-quality commercial, industrial, and residential environment.
• Encourage high quality infill and mixed-use redevelopment of vacant lots and underutilized properties to their highest and best use, whether commercial, residential, office, entertainment, industrial, or open space.
• Activate the street and enhance the pedestrian environment and scale. • Ensure compatibility between adjacent uses, especially residential neighborhoods. • Invite and support transit and active transportation. • Integrate high-quality landscape and streetscape design that is consistent throughout the corridor.

The Arrow Highway Specific Plan design and development standards provide the foundation for a distinct corridor identity. Through the use of these design guidelines and development standards, Glendora can leverage successful existing land uses, redevelop underutilized sites to their highest and best use, and capitalize on once-in-a-lifetime opportunities to redevelop several catalytic vacant sites, such as the former Vons site and the former Wonder Bread site.

Some development standards and design guidelines are applied corridor-wide. These are discussed below.

Other development standards or design guidelines will vary by the Transformative District to create a specific street character. Both of the Transformative Districts’ standards and guidelines are discussed later in this chapter (Section 2.6 - Transformative Districts’ Development Standards and Design Guidelines).

Ordinance No. 2095 Page 200 of 300

2.5.1 SUBDIVISIONS
Subdivisions of land and the reconfiguration of existing lots shall comply with the Subdivision Map Act and the Glendora Municipal Code. All lots shall have a minimum street frontage of 100 feet.

2.5.2 CORRIDOR-WIDE AMENITY ZONE
Since Glendora does not have jurisdiction over most of the Arrow Highway right-of-way, public realm improvements cannot be easily implemented without the County of Los Angeles or City of Covina acting.

As such, the Specific Plan aims to create a better street life and aesthetic through the creation of an “Amenity Zone”. The Amenity Zone is a setback from the front property line, which shall be landscaped and/or programmed with pedestrian amenities (Exhibit 2.7). Street trees shall be planted within the Amenity Zone at the property line. Possible pedestrian amenities include but are not limited to landscaping amenities (atgrade planting strips, planter boxes), placemaking amenities (plazas, paseos, kiosks, public art, exterior seating/dining tables), and streetscape amenities (sheltered benches, drinking fountains, bike racks or lockers, refuse receptacles), etc. While the Amenity Zone is corridor-wide, the specific setback requirements vary by the Transformative District.

Exhibit 2.7 Amenity Zone
Ordinance No. 2095 Page 201 of 300

2.5.3 CORRIDOR-WIDE SPECIFIC PLAN PARKING AND DRIVEWAY STANDARDS Required loading space shall be determined by the standards contained within the Glendora Municipal Code, Section 21.03.020 Off-Street Parking and Loading.

2.5.4 CORRIDOR-WIDE DRIVEWAY OR CURB CUT FREQUENCY
For parcels of less than 450 feet in length along Arrow Highway, only one vehicular access point shall be permitted. For all other lot frontages, a maximum of one vehicular access point for each 300 feet of street frontage is permitted, see Exhibit 2.8.

2.5.5 CORRIDOR-WIDE BICYCLE PARKING STANDARDS
Regardless of land use, onsite, designated, secure bicycle parking shall be provided at a ratio of 0.25 bicycle space per required vehicle parking space. Required bicycle spaces may be reduced where alternative measures are provided to reduce vehicle trips.

Bicycle parking spaces provided for residential use shall be covered, secure, and located separately from bicycle parking spaces provided for nonresidential use.

Exhibit 2.8 Curb Cuts
Ordinance No. 2095 Page 202 of 300

2.5.6 CORRIDOR-WIDE LOADING SPACE STANDARDS
Required loading space shall be determined by the standards contained within the Glendora Municipal Code, section 21.03.020 Off-Street Parking and Loading.

2.5.7 CORRIDOR-WIDE ROOF AND SKYLINE FORMS
The design of varied roof and skyline forms is encouraged. The varied roof and skyline forms can include pitched roofs, variation in roof heights on a single building, high- quality roof materials (such as tile and metal), corner towers, and mixing of pitched and flat roofs.

Penthouses, parapets, stair and elevator enclosures, air conditioning units, and mechanical equipment shall be fully integrated into the overall architectural design and expression of the building or addition through the construction of equivalent materials and colors that match the overall design. All rooftop mechanical components shall be fully screened from the view of public rights-of- way or residentially zoned properties.

2.5.8 CORRIDOR-WIDE BUILDING DESIGN
The Arrow Highway Specific Plan underscores the importance of high-quality building design in all development within the Specific Plan area.

Ordinance No. 2095 Page 203 of 300

BUILDING ENTRANCES
For parcels fronting Arrow Highway, the primary entrance to a ground floor use shall face Arrow Highway.

Residential uses should have their own on-street entrance.

Nonresidential uses abutting Arrow Highway shall provide at least one street-facing, pedestrian-priority entrance serving as the primary entrance to the business.

Interior space shall be arranged to orient toward the Arrow Highway entrance as the primary entrance.

Signage shall be used to direct persons toward the primary entrance.

Street-facing nonresidential entrances shall be unlocked and accessible to the public during business hours.

ENTRANCE FREQUENCY
On-street frontages, ground-related entrances shall occur at least once every 150 feet, as measured along the front property line. Ground-related entrances include entrances to ground floor uses, residential units, clusters of residential units, lobbies, or private courtyards.

MIXED-USE RESIDENTIAL GROUND FLOOR, ON- STREET ENTRANCES Residents of a mixed-use development shall have a separate and secure on-street pedestrian access to the residential units. To enhance the sense of connection between ground floor residential units and adjacent rights- of-way, entries to these units should incorporate elevated stoops, front yards separated from sidewalks by low walls and gates, entry alcoves, awnings, canopies, architectural accents, surrounds, and details.

MODULATION
Building and façade modulation is required. Porches, patios, stoops, and terraces at the entrances of groundrelated units, sidewalk arcades fronting commercial uses, and open-to-the-air roof terraces and shallow stepbacks at the top floors of structures are encouraged to:
• Create transitions from public to private spaces.
• Emphasize sheltering at entrances.
• Encourage indoor and outdoor use of ground-floor space, relate new buildings to existing buildings. • Create human-scale massing accents within the context of overall building bulk.

New buildings and additions to existing buildings shall incorporate:

Building modulation
New buildings and additions shall use modulation of mass and bulk to reference adjacent building heights and existing massing patterns seen along Arrow Highway to create transitions and relationships between new and old and to relate the scale and massing of new structures to the scale and massing of the surrounding neighborhoods.

Façade plane
The wall plane of street-facing façades shall be modulated a minimum of 18 inches perpendicular to the plane at least once every 60 feet, as measured along the property line.

Façades should be modulated with elements including but not limited to vertical and horizontal breaks in the building façade plane, stepbacks at upper levels, changes in material or color, use of ornament, changes in height, and incorporation of other design elements that create differentiation in the architecture to create visual and architectural interest.

Façade depth modulation
Window design within building facades shall emphasize individual windows that are setback into walls to create distinct patterns of shade and shadow.

Façade material modulation
Ordinance No. 2095 Page 204 of 300
Use of high-quality materials like smooth finish stucco, brick, wood, and stone are encouraged.

Exhibit 2.9
Nonresidential Ground Floor Design Example

TRANSPARANCY AND GLAZING
Street-facing facades of all buildings shall incorporate glazing (windows) and openings providing light to adjacent spaces, rooms, and uses. Use of reflective or mirrored glass is prohibited. Clear glass shall be used for nonresidential buildings at the ground floor. After installation, clear glass windows at the ground floor of nonresidential uses shall not be laser treated so as to become opaque or to be blocked so as to prevent visibility of the ground floor interior from the sidewalk. Signs, posters, displays, furniture, etc. shall not inhibit transparency into a nonresidential use. Exhibit 2.10 shows an example of 50 percent (approximate) ground floor transparency.

Exhibit 2.10
Example of 50% Ground Floor Transparency for Nonresidential Buildings Ordinance No. 2095 Page 205 of 300
Windows and openings facing streets shall constitute a minimum of the following percentage of streetfacing building faces:
• 50 percent at commercial ground floor uses
• 30 percent at commercial upper floor uses
• 30 percent at industrial ground floor uses
• 20 percent at industrial upper floor uses
• 40 percent at residential ground floor uses
• 30 percent at residential upper floor uses

GROUND FLOOR DESIGN
Ground floor design shall be high-quality and sensitive to the use. Residential units’ ground floor design should be significantly different than the design for nonresidential. Storefront and industrial configurations and details providing a sense of human scale, variety, and interest within the overall context of buildings bays and groupings of bays are encouraged. Such details include but are not limited to recessed entries at storefronts and business fronts, display windows, projecting bays, integral awnings, utilization of true dividing mullions, transoms over entries, and integral signs and sign boards (Exhibit 2.9). In vertical mixeduse settings, ground floor residential units are allowed on any lot and on any street frontage, provided storefronts and usable commercial space are located along a minimum of 50 percent of the length of the building frontage adjoining Arrow Highway.

STOREFRONTS AND NONRESIDENTIAL USES GROUND FLOOR DEPTHS Storefronts and usable nonresidential space shall be located along the required ground floor street frontages of buildings per Exhibit 2.11 and have a minimum usable depth of 40 feet along 60 percent of the length of the building frontage and in no case, be less than 20 feet in depth. At a corner lot where storefronts and Ordinance No. 2095 Page 206 of 300
nonresidential uses are required, storefronts and nonresidential spaces shall turn and wrap around the corner for a minimum length of 20 feet.

Exhibit 2.11 Minimum Usable Depth
Exhibit 2.12
Front Door Feature
Exhibit 2.13 Significantly Articulated Secondary Elevation Ordinance No. 2095 Page 207 of 300

FIRST FLOOR ELEVATIONS - NONRESIDENTIAL
The first habitable floor of nonresidential uses shall be located no more than four feet above or below the existing grade at any point along a street property line.

FIRST FLOOR ELEVATIONS - ROWHOUSE STYLE
The first habitable floor of a residential-only building, in a rowhouse style, should be located at least two feet above existing grade and no more than four feet along a street property line.

FIRST FLOOR ELEVATIONS – RESIDENTIAL (OTHER THAN ROWHOUSE STYLE) The first habitable floor of any other residential building (other than rowhouse style) must provide either a “front door” feature (Exhibit 2.12) or a significantly articulated secondary elevation (Exhibit 2.13) facing Arrow Highway. Whether the elevation is the ‘front door feature’ or the “significantly articulated secondary elevation” is at the discretion of the Planning Director.

MINIMUM GROUND FLOOR HEIGHT
The minimum ground floor height of nonresidential ground floor spaces shall be 14 feet in the C-I, MU-I, and MU-CC zones. The minimum height of residential ground floor spaces shall be 10 feet in the C-HR, MU-CC, and MU- NC zones. This height shall be measured from the interior floor of the first story to the ceiling of the first floor. If there is no second story, the height shall be measured to the top of roof (including pitch), see Exhibit 2.14.

Exhibit 2.14
Minimum Ground Floor Height
Ordinance No. 2095 Page 208 of 300
COMMERCIAL AND RESIDENTIAL USES’ SECURITY ELEMENTS AND DECORATIVE

GRILLWORK AT GROUND FLOORS
Upward rolling, side folding, or moveable security grills and elements shall not be installed on the exterior side of ground floor and street-facing storefronts, windows, openings, entries, and facades. On the interior side of ground floor and street-facing storefronts, windows, openings, entries and facades, upward rolling, side folding, or moveable security grills and elements are allowed and should be designed to be integral to the architecture of the building and opening. Such devices should use dedicated interior side pockets and ceiling cavities such that the grill and all mechanisms associated with the security element are not visible from the adjacent public right-of-way and sidewalk; regardless of installation method, the grill shall be at least 80 percent open to perpendicular view. Fixed decorative grillwork and railings are allowed at the ground floor and shall be at least 80 percent open to perpendicular view.

Ordinance No. 2095 Page 209 of 300

OUTDOOR STORAGE, EQUIPMENT AND UTILITIES
Auxiliary structures, equipment and utilities shall not be located directly adjacent to the street frontage of any property.

All roof accessories including, but not limited to, air conditioning units and mechanical/electrical equipment shall be shielded and architecturally screened from view from on-site parking areas, adjacent public streets and adjacent properties. Screening should be designed to be compatible with the architectural design of the building.

All ground mounted mechanical/electrical equipment, including heating and air conditioning units and refuse disposal areas shall be completely screened in a solid enclosed structure from surrounding properties by use of a wall, fence or landscaping, or shall be enclosed within a building.

Outdoor storage areas shall be enclosed by a solid architecturally compatible masonry wall with a height adequate to fully screen such areas from public view.

Outdoor storage shall not be located adjacent to any street- facing property line.

Ordinance No. 2095 Page 210 of 300

2.5.9 CORRIDOR-WIDE OPEN SPACE AND RECREATION STANDARDS AND GUIDELINES Each type of open space has a different purpose and user; the requirements for one type of open space cannot be satisfied by another.

USABLE PUBLIC OPEN SPACE-COMMERCIAL
All open space shall be public unless parcel location does not allow public access. Public open space shall not house refuse, storage, or mechanical facilities or equipment.

Public open space amenities include trees, seating, and recreational amenities. High-quality porous pavers, porous concrete or other porous paving materials shall be used for all plazas and hardscape. Shade trees should be prioritized in all open spaces. Parks and greenways should be designed with high-quality benches, lighting, paving, and landscaping (Exhibit 2.15).

Usable public open space does not include libraries, gymnasiums, nor recreation rooms. All required usable public open space (requirements outlined in Exhibits 2.16 and 2.19), shall be developed and professionally maintained in accordance with approved landscape and irrigation. All landscaping should use high-quality materials.

Ordinance No. 2095 Page 211 of 300
Ordinance No. 2095 Page 212 of 300
Exhibit 2.15
Usable Public Open Space Prototypes

2.5.10 CORRIDOR-WIDE SUSTAINABILITY STANDARDS AND GUIDELINES • Incorporate solar panels to provide alternative methods of energy generation. • Incorporate skylights, solar tubes, light wells, and saw-tooth roofs to provide additional opportunities for skylights to allow natural light to enter units. • Incorporate passive cooling techniques to capture breezes and reduce energy costs. • For multifamily buildings, allow common, shaded rooftop gardens to satisfy open space requirements for new developments.
• Encourage the use of disconnected drain spouts to disrupt the flow of run-off to the stormwater system.
• Install trees in planters on surface parking lots to reduce stormwater run-off, soften the hardscape, and reduce urban heat island effect.

Ordinance No. 2095 Page 213 of 300

2.6 TRANSFORMATIVE DISTRICTS’ DEVELOPMENT STANDARDS AND DESIGN GUIDELINES (Previous Sections Removed)
The corridor-wide standards and guidelines apply universally to all parcels within the Arrow Highway Specific Plan corridor. There are some standards and guidelines that are specific to each of the Transformative Districts. These standards and guidelines are presented by the respective District.

2.6.1 TRANSFORMATIVE DISTRICT 1: DESIGN STANDARDS
Ordinance No. 2095 Page 214 of 300
Exhibit 2.16
Transformative District 1:

Development Standards
Street Frontage Type
Buildings Fronting Arrow Highway,
Barranca Avenue, and Grand Avenue
Buildings Fronting Neighborhood Streets
See
Ex

2.17 Director. The height and location of fences and walls shall otherwise be permitted pursuant to GMC 21.03.010(F). Chain link fencing is prohibited. Fencing and walls shall be constructed of slump block, wood, or other materials approved by the Planning Director.

Building Form
Building Length (Maximum) 200 feet
Upper Floor Stepback, If
Adjacent Residential Use
Second Story: 15 feet required along adjacency
Third Story: 20 feet required along adjacency
Encroachments Front Architectural features can project 3 feet (maximum) into front setback. D Landscaping and Open Space
Landscaping
Trees shall be planted and maintained along the property line that faces Arrow Highway and/or an arterial road at every 35 feet on-center, unless alternate spacing is
approved by the City Forester.

Trees shall be planted along the property line or within a 4 feet (minimum depth) landscaping strip at every 35 feet on-center, unless alternate spacing is approved by the
City Forester.

E
Usable Public Open Space
(Nonresidential and Mixed-Use)
5 percent of total parcel area minimum (inclusive of Amenity Zone) Required Landscaping of Public
Open Space
40 percent of Useable Public Open Space
Private Common Open Space
(Residential)
Refer to Glendora Municipal Code section 21.04.020 (D) 4 Multiple-Family Residence Standards, Usable Open Space Private Useable Open Space
(Residential)
Refer to Glendora Municipal Code section 21.04.020 (D) 4 Multiple-Family Residence Standards, Usable Open Space Privacy Landscaping
Required for all development two stories or higher abutting single family residential. Privacy landscaping shall be located along the property line adjacent to the single family residential home(s).

Exhibit 2.16
Transformative District 1:

Development Standards
Street Frontage Type
Buildings Fronting Arrow Highway,
Barranca Avenue, and Grand Avenue
Buildings Fronting Neighborhood Streets
See
Ex

Trees shall be planted along the property line or within a 4 feet (minimum depth) landscaping strip at every 35 feet on-center, unless alternate spacing is approved by the
City Forester.

Ordinance No. 2095 Page 215 of 300
Exhibit 2.17
Visualization of District 1 Development Standards
Exhibit 2.18
District 1 Prototypical Development

2.6.2 TRANSFORMATIVE DISTRICT 1: DESIGN GUIDELINES
Ordinance No. 2095 Page 216 of 300

ORIENTATION
Mixed-Use and Residential
• Configure rowhouses and townhomes to face arterial roads when possible. Alternatively, rowhouses and townhomes can orient inward if facing an open space or courtyard. If oriented around an open space or courtyard, provide an entry to each unit from the open space or courtyard. • Provide a significantly articulated secondary elevation along arterial roads. • Orient open spaces and courtyards to allow access from arterial roads. • Maximize the number of office units and storefront entries fronting the street to provide maximum visibility to the street and enhance safety.
• Locate semi-private office and commercial spaces, such as reception desks, towards Arrow Highway or fronting arterial street to maximize “eyes-on-the street.” • Residential developments without a frontage on Arrow Highway or surrounding arterials should face neighborhood streets.
• Design nonresidential ground floor space to be flexible, viable for office, retail, or commercial, and to easily convert between the two as market conditions change. • Buildings’ rear wall shall not face a street.

Ordinance No. 2095 Page 217 of 300

MASSING
• Incorporate breaks in the building façade to retain views to the San Gabriel Mountains. • Incorporate change of materials, protruding balconies or inset massing balconies, and change of building façade planes to create visual interest of the building façade. • Minimize shadows cast on common amenities, rooftop gardens, or courtyards by incorporating upper floor step backs.
• Residential: Design front setbacks to allow maximum opportunities for interaction between neighboring residents.

PARKING LOCATION, SCREENING, DESIGN, AND LIGHTING
Surface parking in Transformative District 1 is allowed along Arrow Highway, if it is located to the side of the building and not in front the building or in the Amenity Zone. Surface parking in the rear of a lot is encouraged. For corner lots, surface parking lots shall be accessed from a side street or alley.

Parking that is visible from streets and sidewalks or located along rear, side, or interior lot lines shall be buffered from the lot line by a minimum five-foot in-depth landscape buffer.

Openings to tuck-under parking spaces shall not be visible from the street or from an adjacent property.

Provide directional lighting that provides visibility, enhances safety, and minimizes light pollution to surrounding properties
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Ordinance No. 2095 Page 219 of 300

2.6.3 TRANSFORMATIVE DISTRICT 2: DESIGN STANDARDS
Exhibit 2.19
Transformative District 2:

Development Standards
Street Frontage Type
Buildings Fronting Arrow Highway, Glendora Avenue, Bonnie Cove Avenue, Sunflower Avenue, and Valley Center Avenue
See
Ex

2.21 Building Placement
Ground Floor Front Setback 15 feet minimum, 25 feet maximum; all shall be landscaped A Amenity Zone
Ground Floor Front Setback from 15-25 feet requires inclusion of a public plaza or courtyard Other open space amenities may replace the plaza or courtyard requirement, subject to the approval of the Planning Director
B
Side and Rear Setback (Minimum)
Existing, Adjacent Use
C
New Use Non-Residential Multi-Family Residential Single Family Residential Non-Residential 5’ side, 0’ rear 10’ 20’
Residential 10’ 10’ 20’
Ground Floor and Side Setbacks
for Corner Lots
Corner lots shall be oriented towards Arrow Highway or the primary street. Site and architectural design shall be oriented towards both the primary and secondary streets. The primary ground floor front setback standard, as specified above, shall apply to Arrow Highway or the primary street. The secondary street ground floor setback (or street side setback) shall be a minimum of 10 feet.

Property Enclosures
Fences and walls are prohibited within the minimum Front Setback facing Arrow Highway. Fences and walls (not taller than 4 feet) are permitted behind the minimum Front Setback facing Arrow Highway at the discretion of the Planning Director. The height and location of fences and walls shall otherwise be permitted pursuant to GMC

21.03.010(F). Chain link fencing is prohibited. Fencing and walls shall be constructed of slump block, wood, or other materials approved by the Planning Director.

Building Form
Building Length (Maximum) 200 feet
Exhibit 2.19
Transformative District 2:

Development Standards
Street Frontage Type
Buildings Fronting Arrow Highway, Glendora Avenue, Bonnie Cove Avenue, Sunflower Avenue, and Valley Center Avenue
See
Ex

2.21 Upper Floor Stepbacks, If
Adjacent to Residential Use
Second Story: 15 feet required along adjacency to residential use Third Story: 20 feet required along adjacency to residential use See
Ex.

2.20 Encroachments Front Architectural features may project 5 feet (maximum) into front setback. D Encroachments Rear Not permitted
Landscaping and Open Space
Landscaping
At the property line fronting Arrow Highway or an arterial street, trees shall be planted and maintained 35 feet on center, unless alternate spacing is approved City Forester E
Usable Public Open Space
(Nonresidential and Mixed-Use)
5 percent of total parcel area minimum (inclusive of Amenity Zone) Required Landscaping of Public
Open Space
40 percent of Useable Public Open Space
Private Common Open Space
(Residential Uses)
Refer to Glendora Municipal Code section 21.04.020 (D) 4 Multiple-Family Residence Standards, Usable Open Space
Private Useable Open Space
(Residential)
Refer to Glendora Municipal Code section 21.04.020 (D) 4 Multiple-Family Residence Standards, Usable Open Space
Privacy Landscaping
Required for all development two stories or higher abutting single family residential. Privacy landscaping shall be located along the property line adjacent to the single family residential home(s).

Ordinance No. 2095 Page 220 of 300
Exhibit 2.20
Upper Floor Stepbacks if Adjacent to Residential Use
Exhibit 2.21
District 2 Prototypical Development
Ordinance No. 2095 Page 221 of 300
Exhibit 2.22
District 2 Prototypical Development

2.6.4 TRANSFORMATIVE DISTRICT 2: COMMUNITY COMMERCIAL/MIXED-USE CORE

DESIGN GUIDELINES

ORIENTATION
• Configure rowhouses and townhomes to face Arrow Highway. Alternatively, rowhouses and townhomes can orient towards an on-site open space or courtyard. If oriented around an open space or courtyard, provide an entry to each unit from the open space or courtyard. Provide an entry to each unit from the open space or courtyard.
• All elevations facing a public street shall be significantly articulated. • Orient open spaces and courtyards to allow access from Arrow Highway and arterial roads. • Locate semi-private spaces, such as kitchens and living rooms, towards Arrow Highway or fronting arterial street to maximize “eyes-on-the street.”
• Design nonresidential ground floor space to be flexible, viable for office, retail, or commercial, and to easily convert between the two as market conditions change.

Ordinance No. 2095 Page 222 of 300

Ordinance No. 2095 Page 223 of 300

PARKING LOCATION, SCREENING, DESIGN, AND LIGHTING
Surface parking within Transformative District 2 is prohibited in the front of buildings facing Arrow Highway, Grand Avenue, or Bonnie Cove Avenue. Surface parking lots are encouraged to be located at the side or rear of a lot. For corner lots, surface parking lots shall be accessed from a side street.

Parking visible from streets and sidewalks or located along rear, side, or interior lot lines shall be buffered from the street, sidewalk, or lot line by a minimum five-foot in- depth landscape buffer.

Openings to tuck-under parking spaces shall not be visible from the street or from an adjacent property.

Incorporate stamped concrete, integral color concrete, or permeable materials (or some combination of the above) into the design and construction of parking access and driveways to create a pedestrian-friendly environment.

Provide directional lighting that provides visibility, enhances safety, and minimizes light pollution to surrounding properties.

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2.7 STRATEGIES FOR CHANGE
Three basic development approaches will facilitate desired change:

1. New development

2. Renovation and recycling of existing development

3. Phased conformance or amortization

2.7.1 NEW DEVELOPMENT
New development is an important part of changing Arrow Highway’s character. The intent of this chapter is to provide guidance while allowing flexibility for new development.

HOW DOES IT WORK?
Proposed applicants should:

1. Determine the land use designation based on the land use map and land use tables

2. Identify the frontage type: Arrow Highway and Neighborhood Street

3. Identify the appropriate Transformative District

4. Review the corridor-wide AND the Transformative District development standards and design guidelines
Ordinance No. 2095 Page 225 of 300

5. Contact City staff to discuss potential project
The images on the following page provide an example of new development on a vacant parcel.

Exhibit 2.23
Prototypical New Development

2.7.2 RENOVATION/RECYCLING OF A BUILDING OR SITE
While the planning area is significantly developed, this Plan allows for significant new development potential through the introduction of new uses and increased development intensities and densities. The allowed uses and the increased development potential are catalysts for renovation/remodeling, recycling, and adaptive reuse of vacant or underutilized buildings and parcels. An existing parcel and its buildings can be redesigned and incorporate new structures, thus capitalizing on the additional development potential.

While many underutilized, outdated, or vacant parcels and structures are within the corridor, two key opportunity sites could significantly change the function and character of the area: the former Wonder Bread (at Sunflower Avenue) site and Vons site (at Bonnie Cove Avenue). This Plan encourages the Vons site to be reimagined as a vibrant mixed-use focus for the Commercial Core Node. This site could continue to provide commercial uses along the Arrow Highway and Glendora Avenue frontages and provide residential use deeper on the parcel. This Plan encourages the Wonder Bread site to retain its building footprint and façade while being adaptively reused as a restaurant or other active community building use, as suggested in Exhibit 2.24.

Ordinance No. 2095 Page 226 of 300
Exhibit 2.24
Wonder Bread Site, Prototypical Building Recycle

2.7.3 PHASED CONFORMANCE PROGRAM
With the Specific Plan’s adoption, some existing uses and structures may become “nonconforming” meaning that the structure was built or the use was established in conformance with development standards and permit requirements enforced at the time; however, the use or structure no longer complies with new development standards.

Section 21.03.030 of the Glendora Municipal Code allows nonconforming uses and structures to continue with certain limitations. A nonconforming use may not be expanded, intensified, or altered unless the Planning Commission approves a request for a conditional use permit. Improvements to a nonconforming structure must comply with current development standards, unless the Planning Commission approves an exception or an extension of time.

The Amortization Conformance Program (Exhibit 2.25) lists conformance improvements and time benefit associated with each improvement. Applications subject to GMC 21.03.030 shall include conditions of approval requiring improvements in exchange for an extension or continuation of the nonconforming use or structure. Subject to approval by the Planning Commission, a nonconforming use or structure may acquire a time credit pursuant to Exhibit 2.25. Time credits may be combined to achieve a longer conformance time credit. Appropriate conformance improvements and combination are subject to approval by the Planning Commission.

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Ordinance No. 2095 Page 228 of 300
SECTION 3. Title 21 (Zoning) of the Glendora Municipal Code (GMC), Appendix B, Design Guidelines, is hereby repealed in its entirety, and replaced with Chapter 21.15.

CHAPTER 21.15 Objective Design Standards

21.15.010 Purpose and Intent

21.15.020 Applicability

21.15.030 Residential - Detached Houses

21.15.040 Residential - Accessory Dwelling Units and Secondary Dwelling Units

21.15.050 Residential - Multiple-family – ten (10) Units or Less

21.15.060 Residential - Multiple-family – eleven (11) Units or More

21.15.070 Mixed Use

21.15.080 Commercial and Industrial

21.15.090 Architectural Styles

21.15.100 Definitions
§ 21.15.010 Purpose and Intent.

The objective design standards in this Chapter are intended to provide clear, objective criteria for residential, mixed-use, commercial, and industrial developments in the City.

They aim to guide members of the public, building and design professionals, developers, and review authorities in maintaining the unique character of individual neighborhoods and sustaining a high-quality living environment.
§ 21.15.020 Applicability.

A. The objective design standards set forth in this chapter shall apply to all new construction and substantial renovations, as follows:

1. The construction of a building,

2. The addition or removal of more than ten (10) percent of the floor area of an existing building, or two hundred and fifty (250) square feet to an existing building, whichever is greater.

B. These standards do not apply to the following zones:

1. Rural Hillside Residential (RHR) zone;

2. Glendora Commercial Specific Plan;

3. The Village on the Green Specific Plan;
Ordinance No. 2095 Page 229 of 300

4. Diamond Ridge Specific Plan;

5. William Lyon Homes Arboreta Specific Plan;

6. Monrovia Nursery Specific Plan; and

7. Planned development (PD) and Planned redevelopment (PR) zones.

C. These standards supplement the underlying base zone. In case of conflict between these standards and the base zone, the more restrictive standard shall prevail.

D. All new developments covered by this section must conform to one (1) of the architectural styles described in (Section 21.15.090 21.15.090, Table A. Architectural Styles).). For proposed projects which do not fall into one of the styles listed in Section 21.15.090 Table A, the applicant shall provide documentation as part of the Development Plan Review (DPR) process, including the required massing, materials, and color palette, a menu of details and ornamentations associated with said style, and no less than four (4) photographs, renderings, or illustrations of said style. All elements of the proposed architectural style shall meet all Objective Development Standards in the previous chapters, as applicable, but require additional design review. In addition to the standard DPR findings the following findings must be met when an alternative design is proposed:

1. The design demonstrates high quality, craftsmanship, and use of durable materials, aligning with the intent of applicable design standards and enhancing the area’s visual quality.

2. The style fulfills the overall intent of the design standards, even if it deviates from specific requirements, without undermining broader planning goals.

3. The style enhances the public realm surrounding area by improving the pedestrian experience, activating street edges, and adding visual interest.

A DPR permit is required when an alternative design is proposed in place of one (1) of the architectural styles in Section 21.15.090 and does not fully conform to applicable design standards. In such cases, the alternative design must satisfy both the standard DPR findings, and the additional findings listed above.

E. Except for Accessory Dwelling Units and Junior Accessory Dwelling Units, SB9 secondary units, and accessory structures, all new development applications shall include a project narrative. Applications without this narrative will be considered incomplete. The narrative shall include:

1. Architectural style(s) provided in Section 21.15.090;

2. Description of use;
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3. Site plan description; and

4. Explanation of how the development complies with applicable requirements (e.g., meeting streetscape diversity standards for residential detached houses). § 21.15.030 Residential - Detached Houses.

A. Introduction. The following standards apply to new construction or substantial remodels of detached residential houses. Detached houses may have attached accessory dwelling units (ADUs) and secondary SB9 units, for which separate standards apply as described in Section 21.15.040.

B. Architecture.

1. New detached houses shall be designed in accordance with one of the architectural styles defined in 21.15.090 and the standards herein.

2. Streetscape Diversity of Developments with Multiple Detached Houses. The following architectural style requirements shall be provided for development with multiple detached houses:
a. Developments with five (5) to ten (10) detached residential units shall incorporate a minimum of two (2) different architectural styles as defined in Section 21.15.090;
b. Developments with more than ten (10) detached residential units shall incorporate a minimum of three (3) different architectural styles as defined in Section 21.15.090;
c. Developments with ten (10) or more detached residential units must vary in architectural roof styles or the number of stories provided when adjacent to each other;
d. Developments with ten (10) or more detached residential units shall include floorplans with flipped elevations on at least twenty-five (25) percent rounded up to the nearest whole number. For example, a ten (10) unit subdivision would have three houses with flipped elevations; e. Developments with more than twenty-five (25) detached residential units that require garages shall provide at least two (2) garage site layout styles (e.g., front-loaded, side-loaded, rear-loaded) with no more than three (3) identical garage types adjacent to each other; and
f. In developments consisting of multiple small multifamily structures— such as duplexes, triplexes, or fourplexes—the equivalent streetscape Ordinance No. 2095 Page 231 of 300
diversity standard applicable to the same number of detached singlefamily dwellings shall apply. For example, a development with five (5) duplexes shall be subject to the standard outlined in subsection (a) for five (5) houses.

C. Site Layout and Building Orientation.

1. New detached houses must be oriented toward a public or private street, with the primary entrance facing the street associated with the detached house's address.

For example, if the address is 1111 Maple Street, the front of the house and the primary entrance shall face Maple Street.

2. Project proposals with six (6) or more new detached houses may deviate from this requirement and propose an alternative site layout or building orientation, such as an auto court. Any alternative must demonstrate that the design maintains a clear sense of entry for each unit, promotes neighborhood connectivity, and supports pedestrian-friendly site planning by orienting the entrance toward a visible walkway
Ordinance No. 2095 Page 232 of 300
D. Vehicular Parking and Access.

1. Driveways and Paving.
a. Driveways shall lead to a garage, carport, or approved parking space.

Driveways and parking must be constructed with durable concrete, brick, or permeable pavers (no asphalt)
b. Additional driveways for RV parking are prohibited.

E. Pedestrian Circulation and Access.

1. Pedestrian walkways shall connect new detached houses to sidewalks where they exist, building entrances, and vehicle parking.

2. Materials. Walkways shall be constructed from firm, slip-resistant materials such as concrete, permeable paving, or concrete pavers.

F. Open Space and Amenities.

1. Balconies shall meet the following standards:
a. Balconies must be open to the sky or open on three (3) sides; b. Balconies may not project into the public right-of-way or across property lines.

2. Roof decks shall meet the following standards:
a. Roof decks and required railings must comply with height limitations of the zone;
a. Roof decks shall not overhang into the public right-of-way, public sidewalk, or building setbacks; and
b. The lower thirty (30) percent of roof deck railings must be opaque and match the building.

G. Building Design.

1. Garage Frontage (New Construction Only). Garage doors facing the street must be setback or project forward at least two (2) feet from the detached residence’s primary façade, and must incorporate at least one (1) of the following:
a. Windows; and/or
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b. A decorative garage door matching the dwelling's style.

2. Top Edge Treatment. Building facades shall incorporate a top edge treatment consisting of either: (a) a roof overhang or awning projecting a minimum of twelve (12) inches; or (b) for flat-roofed buildings, a decorative molding with a minimum height of six (6) inches for single-story facades projecting at least onehalf (1/2) inch from the wall plane, and twelve (12) inches for multi-story facades, projecting at least two (2) inches from the wall plane. Wrapping the wall surface with the same material (e.g., roof tiles) shall not constitute compliance. The overhang or molding shall be clearly expressed as a distinct architectural element through the use of differentiated materials and/or color.

3. Facade Details.
a. General. Building facades must be articulated with at least four (4) of the following:
i. Contrasting accent colors;
ii. A minimum of two (2) window types or size variations; iii. Window details (moldings, decorative trim, wood frames); iv. Balconies;
v. Porches;
vi. Decorative light fixtures;
vii. Decorative attic/gable vents;
viii. Trellises/arbors;
ix. Rock or brick element that projects from wall plane. b. Street-facing facades shall not exceed twenty-five (25) feet in a continuous plane without at least two (2) of the following:
i. A 3-foot change in the wall plane;
ii. A recessed entry of at least three (3) feet;
iii. 2 materials/colors on the facade; and/or
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iv. A stone or brick architectural element (faux chimney, column, archway, etc.) that projects at least one (1) foot from the facade.

4. Roof Treatments. Rooflines longer than forty (40) feet must include at least one of the following
a. A 3-foot change in the roof ridgeline height;
b. Cross-gable or hipped roof lines;
c. A change in roof form or slope angle; and/or
d. Dormers.

H. Entrances.

1. Primary Entry. The primary entry must feature at least two (2) of the following:
a. Facade projection or recess of at least three (3) feet; b. Projecting element above the entrance with a depth of at least two (2) feet; c. Window(s) in the door;
d. Transom window above the door;
e. Porch or stoop; and/or
f. Contrasting color for entryway.

I. Windows.

1. Adjacency. Second-story windows must be offset by at least one (1) foot from adjacent buildings within twenty (20) feet. If not, the window must be opaque, frosted, or use glass brick.

2. Recess and Trim. All windows shall either be recessed at least three (3) inches from the plane of the surrounding exterior wall or shall have a trim or windowsill at least one (1) inch in depth by 3.5 inches in width.

3. Street-Facing Windows. Windows visible from a street must include at least two (2) of the following treatments:
a. Variation in window types/sizes;
b. Wood (or alternative) frames that can be painted;
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c. Decorative moldings/trim;
d. Architectural brackets; and/or
e. Shutters (faux or real) that are proportionally sized to window.

J. Materials and Colors.

1. Durable Materials. Building facades must incorporate durable materials such as stone, brick, siding, finished wood, precast concrete, cementitious panels/siding, metal panels, or factory-finished products.

2. Colors.
a. Detached houses and their accessory buildings and garages must have one (1) primary color and one (1) accent color, in addition to the roof color.
b. Detached houses and their accessory buildings are limited to a maximum of two (2) primary colors and three (3) accent colors, in addition to roof color.
c. Primary colors are for facades, and accent colors for trim, windows, and doors.

3. Four-Sided Architecture. The same materials and finishes must be uniformly applied on the building exterior elevations to create four-sided architecture.

4. Material changes. Changes in material or color shall occur at plane breaks, preferably inside corners of intersecting walls, or at step-backs, or exterior architectural features that break up the wall plane, such as columns.

K. Accessory Structures. New accessory structures over one hundred and twenty (120) square feet, such as detached garages, guest houses, pool houses, and patios, must match the primary dwelling in architecture, roof type, material, and color.

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§ 21.15.040 Residential - Accessory Dwelling Units and Secondary Dwelling Units.

A. Introduction. The following standards apply to new construction or substantial remodels of accessory dwelling units (ADUs) and secondary dwelling units (SB 9).

B. New accessory units shall be designed in accordance with one of the architectural styles defined in 21.15.090 and the standards herein.

C. Site Layout and Building Orientation.

1. ADUs and secondary units must have a separate entrance from the primary dwelling.

D. Vehicular Parking and Access.

1. Vehicular Parking and access standards are the same as provided for in Section

21.15.030.

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E. Pedestrian Circulation and Access.

1. Pedestrian walkways must connect ADUs and secondary units to public sidewalks where they exist, building entrances, and vehicle parking. A driveway may count as part of the walkway to an ADU and/or secondary unit.

2. Parking and driveway standards align with those for residential houses.

F. Open Space and Amenities.

1. Balcony and deck standards associated with an ADU or secondary unit are the same as provided in Section 21.15.030 – (Residential - Detached Houses), with the exception that they are limited to a maximum area of 400 square feet.

G. Building Design.

1. Design Compatibility
a. Attached Units. ADUs and secondary units attached to the primary residential unit shall match the architectural design of the primary dwelling.
b. Detached Units. Detached ADUs and secondary units shall comply with one (1) of the following:
i. Match the architectural design of the primary residential dwelling;
ii. Utilize a city-approved predesigned unit; or
iii. Conform to one of the architectural styles defined in Section

21.15.090 and comply with the additional design standards outlined in Subsections B through E of this Section.

H. Additional Design Standards (Non-Matching Units)
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1. Facade Articulation. Building facades must incorporate at least two (2) of the following:
a. Contrasting accent colors;
b. A minimum of two (2) window types or size variations; c. Window details (moldings, decorative trim, wood frames); d. Balconies/porches;
e. Decorative light fixtures;
f. Decorative attic/gable vents; and/or
g. Trellises/arbors.

2. Primary unit entry. The primary entry must feature at least one of the following:
a. Facade projection or recess of at least three (3) feet; b. Projecting element above the entrance of at least two (2) feet; c. Window(s) in the door;
d. Transom window above the door;
e. Porch or stoop; and/or
f. Contrasting color for entryway.

3. Exterior Staircases.
a. Exterior stairways to second-floor ADUs or secondary units must be located at the side or rear of the primary dwelling unit. b. External staircases must be outside of the building setbacks.

4. Windows.
a. Adjacency. Second-story windows must be offset by at least one (1) foot from adjacent buildings within twenty (20) feet. If not, the window must be opaque, frosted, or use glass brick.

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b. Recess and Trim. All windows shall either be recessed at least three (3) inches from the plane of the surrounding exterior wall or shall have a trim or windowsill at least one (1) inch in depth by 3.5 inches in width.

5. Materials.
a. Durable Materials. Building facades must incorporate durable materials such as stone, brick, siding, finished wood, precast concrete, cementitious panels/siding, metal panels, or factory-finished products. b. Material changes. Changes in material or color shall occur at plane breaks, preferably inside corners of intersecting walls, or at step-backs, or exterior architectural features that break up the wall plane, such as columns.

6. Colors.
a. ADUs and secondary units must have one (1) primary color and one (1) accent color, in addition to the roof color.
b. ADUs and secondary units are limited to a maximum of two (2) primary colors and three (3) accent colors, in addition to roof color. c. Primary colors are for facades, and accent colors for trim, windows, and doors.

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§ 21.15.050 Residential - Multifamily – Ten (10) Units or Less A. Introduction. This section applies to new multifamily projects with ten (10) units or less.

B. Architecture.

1. New multifamily projects ten (10) units or less shall be designed in accordance with one of the architectural styles defined in 21.15.090 and the standards herein.

C. Site Layout and Building Orientation.

1. Building Orientation. Primary ground-floor or individual unit entries shall face the primary street, courtyard, walkway, or private drive.

2. Unit Entries. Buildings on streets with a right-of-way 84 feet wide or greater and where individual dwelling unit entries are oriented towards the primary street, shall meet at least one (1) of the following:
a. Setback: twenty-five (25) foot arterial street setback with landscaping; b. Courtyard: Minimum fifty (50) square feet, ten (10) feet in each direction, between unit entries and sidewalk; and/or
c. Grade Separation: Minimum two (2) foot elevation from existing grade (excluding ADA units).

D. Vehicular Parking and Access.

1. Driveways and Paving.
a. Driveways and parking spaces must be constructed with durable, allweather materials such as asphalt, concrete, brick, and/or permeable pavers; and
b. Vehicles parking must in be in approved spaces.

2. Alley Access. Detached garages, carports, and parking spaces with alley access shall meet the following requirements:
a. Garages and carports shall have a minimum four (4) foot setback from the alley property line;
b. An unobstructed twenty-five (25) foot backup distance from the parking garage, carport or parking space to the opposite site of an alley or structure; and
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c. Garage doors shall not cross property lines when opening/closing.

3. Auto Courts. Auto Courts provide vehicular access to multiple residential units via a common driveway fronted with garages. Auto courts shall meet the following standards:
a. Auto courts shall not exceed one hundred and fifty (150) feet in length. b. Auto courts shall have no through street access.
c. Primary pedestrian entrances are not permitted on auto courts.

E. Pedestrian Circulation and Access.

1. Pedestrian walkways shall connect residential units to essential areas such as parking, amenities, mailboxes, and waste/recycling enclosures, as well as public sidewalks, building entrances, and vehicle parking areas, including auto courts.

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2. Width. Walkways shall be a minimum of four (4) feet wide with no obstructions.

3. Materials. Walkways shall be constructed from firm, slip-resistant materials like concrete, permeable paving, or concrete pavers.

4. Setback. Walkways shall be setback a minimum of three (3) feet from building facades, with landscaping.

5. Where pedestrian and vehicle paths intersect (crosswalks), enhanced paving treatments shall be used with a four (4) foot minimum width for crossings.

Additional paint or striping may be required for compliance with the California Building Code (per Chapter 19.02).

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F. Open Space and Amenities. Each multiple-family development shall provide a minimum of 400 square feet of usable open space per residential unit. The usable open space may be comprised of common open space shared by more than one residential unit or private open space for the exclusive use of the residents of one unit. Parking facilities, driveways, service areas, required setback areas abutting a street and portions of balconies or roof decks, which extend into required setback areas, shall not count toward open space.

1. Common Open Space. If provided, common open space shall have a minimum area of 225 square feet and no dimension less than 15 feet. a. At least seventy-five (75) percent of common space must be open to the sky.
b. At least twenty-five (25) percent of common space at ground level must be planted.
c. Up to fifty (50) percent of common open space may be paved with permeable or standard concrete.

2. Private Open Space. Private open spaces may include, but are not limited to, balconies, terraces, roof decks, patios, porches, and stoops, and may overlook the street, side yards and internal courtyards, and meet the following standards:
a. Ground-Level: Private open space located at the ground level, such as a patio or porch, shall have a minimum area of one hundred (100) feet square feet and no dimension less than ten (10) feet. Private open space located at the ground level adjacent to a street shall be screened to a minimum height of five (5) feet.
b. Balconies/Roof Decks: Open space provided on a balcony or roof deck shall have a minimum area of sixty (60) square feet and no dimension less than six feet
c. Screening: Must be contiguous to the unit and screened to three (3) feet with walls, fences, and/or landscaping.
d. Location. All private open space shall be outdoors.

2. Balconies.
a. Balconies may project up to ten (10) feet from the façade.

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b. Balconies may not project into the public right-of-way or across property lines.
c. Balconies within ten (10) feet of the property line shall be screened with an opaque material of at least forty-two (42) inches high. d. The use of natural and/or unfinished wood on the nonstructural elements of balconies is prohibited.

3. Roof Decks.
a. All roof decks and related railing shall be within the height limitations of the zone.
b. No roof decks shall overhang into the public right-of-way, public sidewalk, or building setbacks.
c. The lower thirty (30) percent of roof deck railings must be opaque and match the building.
d. The use of natural and/or unfinished wood on the nonstructural elements of decks is prohibited.

G. Building Design.

1. Wall Plane Variation. For every thirty (30) feet of street-facing facade, at least thirty (30) percent of the facade length must be varied by a minimum depth of three (3) feet from the primary facade plane. This modulation can be either recessed or projected and may consist of one continuous section or multiple sections.

3. Horizontal Plane Variation. Walls visible from a public right-of-way must not present a continuous horizontal plane longer than thirty (30) feet without incorporating at least one (1) of the following features for each thirty (30) feet:
a. Windows;
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b. Overhangs;
c. Cornices;
d. Canopies;
e. Columns;
f. Trellises; and/or

4. Vertical Plane Variation. Each street-facing facade for buildings two (2) stories or greater shall achieve vertical variation through at least two (2) of the following:
a. Changes in materials, textures, or colors;
b. Variations in doors/windows; and/or
c. Horizontal projections or recesses at transitions.

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5. Roof Line Variation. Roof lines must not extend horizontally more than thirty (30) feet in length without incorporating at least one prominent change as follows:
a. Variation in roof form (e.g., hipped, gable, shed, flat, or mansard); b. Variation in architectural elements (e.g., parapets, varying cornices, chimneys, or reveals);
c. Use of dormers, cross-gable and/or hipped roof lines; and/or d. Variation in roof height of at least three (3) feet for every thirty (30) feet in length.

6. Flat Roofs and Parapets. Parapets are required around the perimeter of a flat roof.

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a. Parapets may vary in height to provide for visual variation in roof height, as discussed in 21.15.050.G.4.d.
b. Parapets shall be of sufficient height to screen rooftop equipment from ground-level view.
c. Rooftop equipment must be located at least five (5) feet away from any roof edge or parapet facing a public right-of-way.
d. The interior side of parapet walls must not be visible from a common recreational space or public right-of-way.
e. Parapets shall be capped with continuous banding, projecting cornices, or similar edge treatments.

H. Entrances.

1. Primary Entries. Primary dwelling unit entries shall incorporate at least two (2) of the following architectural treatments:
a. Facade projection or recess with a minimum depth of three (3) feet; b. Projecting element above the entrance with a minimum depth of two (2) feet;
c. Window(s) in the door;
d. Transom window above the door; and/or
e. Porch or stoop.

I. Windows.

1. Adjacency. All second story windows shall be offset at least one (1) foot from any windows in adjacent buildings within twenty (20) linear feet to deflect direct lineof-sight. This can also be achieved with:
a. Clerestory windows, glass block, or opaque glass; and/or b. Screening landscaping within rear or side setbacks.

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3. All windows facing a public street shall feature at least two (2) of the following treatments consistent with the architectural style:
a. Variation in window types and/or sizes;
b. Moldings;
c. Wood or alternative frames that can be painted;
d. Decorative trim;
e. Architectural brackets; and/or
f. Proportional shutters (faux or real).

J. Materials and Colors.

2. Colors.
a. Multifamily structures must have at least one (1) primary color and (1) one accent color, in addition to the roof color.
b. Multifamily structures are limited to a maximum of three (3) primary colors and four (4) accent colors, in addition to roof color. c. Primary colors are for facades, and accent colors for trim, architectural elements, windows, and doors.

3. Four-Sided Architecture. The same materials and finishes must be uniformly applied on the building exterior elevations to create four-sided architecture.

K. Accessory Structures. Accessory structures over one hundred and twenty (120) square feet must utilize the materials and/or colors of the main building(s).

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§ 21.15.060 Residential - Multiple-family – Eleven (11) Units or More.

A. Introduction. These standards apply to new multifamily projects with eleven (11) or more units.

B. Architecture.

1. Multifamily projects eleven (11) units or more shall be designed in accordance with one of the architectural styles defined in Section 21.15.100.

2. Multifamily developments one (1) acre or smaller shall provide a consistent architectural style and color scheme, except where the intent is to differentiate between distinct architectural forms.

C. Site Layout and Building Orientation.

1. Building Orientation. All buildings adjacent to a public street shall maintain a continuous street wall, formed by the edge of the building, for a minimum of forty (40) percent of the lot/parcel frontage adjacent to the street.

2. Unit Entries. Primary ground-floor or unit entries must face the primary street, courtyard, or walkway unless the street has a right-of-way of 84 feet or greater or unit entrances are accessed via an internal hallway, corridor or lobby with a Ordinance No. 2095 Page 250 of 300
primary building entrance, which shall face the main street. Corner entries and gateway arches into interior courts are acceptable.

3. Transitional Massing to Detached Residential. Buildings located within fifty (50) feet of single-family or hillside residential zones must comply with the following:
a. Required setbacks abutting a street do not count toward any required common open space or amenities.
b. Within fifty (50) feet of adjacent low-rise residential areas, new multifamily or mixed-use developments shall not exceed a height of 35 feet.
c. Windows must be offset by at least one (1) foot from any windows in adjacent low-rise residential buildings within twenty (20) linear feet to prevent direct line-of-sight.
d. Balconies and decks may not extend into setbacks abutting low-rise residential neighborhoods.

D. Vehicular Parking and Access.

1. General.
a. One vehicular access point is allowed per two-hundred (200) feet of street frontage. Additional access points required by the Los Angeles County Fire Department shall be permitted.
b. Driveways and parking spaces must be constructed with asphalt, durable concrete, brick, or permeable pavers.

2. Auto Courts. Auto Courts provide vehicular access to multiple residential units via a common driveway fronted with garages.
a. Front doors to residential units are not permitted on auto courts unless accessed by a defined pedestrian walkway separated from the vehicular auto court
b. Auto courts shall not exceed one hundred and fifty (50) feet in length. c. Auto courts shall not serve more than ten (10) individual residential units. d. Auto courts shall have no through street access.
e. Auto courts shall have a minimum unobstructed distance or width of twenty-five (25) feet for vehicle backout from garages.

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3. Street Standards.
a. Private streets are internal roadways designed with a pedestrian-friendly focus, featuring sidewalks, streetlights, street trees, and curbs to enhance both walkability and aesthetic appeal.
b. Private streets must include a sidewalk on at least one side, with a minimum width of four (4) feet. The sidewalk must be equipped with pedestrian-scale streetlights, street trees, and curbs. Parallel parking is permitted along the private streets.

E. Pedestrian Circulation and Access.

1. General. Pedestrian walkways shall connect residential units to essential areas such as parking, amenities, mailboxes, and waste/recycling enclosures, as well as public sidewalks, building entrances, and vehicle parking areas, including auto courts.

2. Width. Walkways shall be a minimum of four (4) feet wide with no obstructions.

3. Materials. Walkways shall be constructed from firm, slip-resistant materials like concrete, permeable paving, or concrete pavers. The use of asphalt pedestrian walkways is prohibited.

4. Setback. Walkways shall be set back a minimum of three (3) feet from building facades, with landscaping. Deviations of less than 10 linear feet are allowed due to site constraints.

5. Intersection. Where pedestrian and vehicle paths intersect (crosswalks), enhanced paving treatments shall be used with a four (4) foot minimum width for crossings. Additional paint or striping may be required for Building Code compliance.

F. Open Space and Amenities. Each multiple-family development shall provide a minimum of four hundred (400) square feet of usable open space per residential unit. The usable open space may be comprised of common open space shared by more than one (1) residential unit or private open space for the exclusive use of the residents of one (1) unit. Parking facilities, driveways, service areas, required setback areas abutting a street and portions of balconies or roof decks, which extend into required setback areas, shall not count toward open space.

1. Common Open Space. If provided, common open space shall have a minimum area of 225 square feet and no dimension less than 15 feet. a. At least seven-five (75) percent of common space must be open to the sky.

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b. At least twenty-five (25) percent of common space at ground level must be planted.
c. Up to fifty (50) percent of common open space may be paved with permeable or standard concrete.

2. Common Amenities. Common amenities shared by individual units on the same lot or within the same development shall be provided at the following ratios:
a. 11-50 units: one (1) major amenity or two (2) minor amenities. b. 51-100 units: two (2) major or one (1) major plus two (2) minor amenities. c. 101 or more units: three (3) major or one (1) major plus four (4) minor amenities.

3. Major Amenities. The following major amenities satisfy the common open space requirements. Repeating the same amenity twice will not satisfy the requirement:
a. Park with a minimum area of one-thousand five hundred (1,500) square feet, plus an additional twenty-five (25) square feet for each dwelling unit.

A minimum of fifty (50) percent of the area shall be landscaped. b. Covered shade structure with tables and chairs and a minimum area of four hundred (400) square feet.
c. Clubhouse with a minimum area of seven hundred and fifty (750) square feet, plus an additional five (5) square feet for every dwelling unit over 100.
d. Gymnasium with a minimum area of seven hundred and fifty (750) square feet, plus an additional five (5) square feet for every dwelling unit over 100.
e. Tennis, pickleball, basketball (half court and/or full court), volleyball courts, or other recreational courts.
f. Rooftop terrace with a minimum area of seven hundred and fifty (750) square feet, plus an additional five (5) square feet for every dwelling unit over 200.
g. Swimming pool with a minimum area of six hundred (600) square feet, and minimum dimensions of twenty (20) feet by thirty (30) feet, plus an additional two (2) square feet for every dwelling unit over 100.

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h. Other recreational amenities deemed adequate by the Director.

4. Minor Amenities. The following listed minor amenities satisfy the common open space requirements. Repeating the same amenity twice will not satisfy the requirement; however, additional amenities are encouraged:
a. Barbeque area with a minimum of two (2) grills and eight (8) seats. b. Dog park with a minimum dimension of 625 square feet. c. Children’s play area with a minimum area of 625 square feet with a minimum dimension of no less than twenty (20) feet in each direction.

Children’s play areas shall be protected from any adjacent streets or parking lots with a fence or other barrier at least four (4) feet in height. d. Community garden with a minimum of ten (10) 4-foot by 4-foot plots or an equal surface area.
e. Courtyard with a minimum area of six hundred twenty-five (625) square feet.
f. Community room/lobby with a minimum area of five hundred (500) square feet.
g. Outdoor workout stations with a minimum of four (4). h. Trail on private property with a minimum length of 1,250 sq feet. i. Other recreational amenities deemed adequate by the Director.

5. Private Open Space. Private open spaces may include, but are not limited to, balconies, terraces, roof decks, patios, porches, and stoops, and may overlook the street, side yards and internal courtyards, and meet the following standards:

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a. Ground-Level: Private open space located at the ground level, such as a patio or porch, shall have a minimum area of sixty (60) feet square feet and no dimension less than ten (10) feet. Private open space located at the ground level adjacent to a street shall be screened to a minimum height of five (5) feet.
b. Balconies/Roof Decks: Open space provided on a balcony or roof deck shall have a minimum area of sixty square (60) feet and no dimension less than six (6) feet.
c. Screening: Private balconies must be screened to three (3) feet with walls, fences, and/or landscaping.
d. Location. All private open space shall be outdoors.

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6. Balconies.
a. Balconies may project up to ten (10) feet from the façade. b. Balconies may not project into the public right-of-way or across property lines.
c. Balconies within ten (10) feet of the property line shall be screened with an opaque material of at least forty-two (42) inches high. d. The use of natural and/or unfinished wood on the nonstructural elements of balconies is prohibited.

7. Roof Decks.
a. All roof decks and related railing shall be within the height limitations of the zone.
b. No roof decks shall overhang into the public right-of-way, public sidewalk, or building setbacks.
e. The lower thirty (30) percent of roof deck railings must be opaque and match the building.
f. The use of natural and/or unfinished wood on the nonstructural elements of decks is prohibited.

G. Building Design.

1. Wall Plane Variation.
a. For every fifty (50) feet of street-facing facade, at least thirty (30) percent of the facade length must be varied by a minimum depth of two (2) feet from the primary facade plane. This modulation can be either recessed or projected and may consist of one continuous section or multiple sections. b. Major Variation. For every one hundred (100) feet of street-facing facade, in addition to the minor variation, a building separation must be provided.

This separation must be at least five (5) feet deep, twenty (20) feet wide, and extend from grade to the highest story.

2. Top Edge Treatment. Building facades shall incorporate a top edge treatment consisting of either: (a) a roof overhang or awning projecting a minimum of twelve (12) inches; or (b) for flat-roofed buildings, a decorative molding with a minimum height of six (6) inches for single-story facades projecting at least onehalf (1/2) inch from the wall plane, and twelve (12) inches for multi-story facades, Ordinance No. 2095 Page 256 of 300
projecting at least two (2) inches from the wall plane. Wrapping the wall surface with the same material (e.g., roof tiles) shall not constitute compliance. The overhang or molding shall be clearly expressed as a distinct architectural element through the use of differentiated materials and/or color.

3. Horizontal Plane Variation. Walls visible from a public right-of-way must not present a continuous horizontal plane longer than thirty (30) feet without incorporating at least one (1) of the following features for each thirty (30) feet:
a. Windows;
b. Overhangs;
c. Cornices;
d. Canopies;
e. Columns; and/or
f. Trellises;

6. Flat Roofs and Parapets. Parapets are required around the perimeter of a flat roof.

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a. Parapets may vary in height to provide for visual variation in roof height, as set forth in 21.15.060.G.4.d.
b. Parapets shall be of sufficient height to screen rooftop equipment from ground-level view.
c. Rooftop equipment must be located at least five (5) feet away from any roof edge or parapet facing a public right-of-way.
d. The interior side of parapet walls must not be visible from a common recreational space or public right-of-way.
e. Parapets shall be capped with continuous banding, projecting cornices, or similar edge treatments.

7. Corner Elements. Buildings on corner lots at the intersection with at least one (1) street with a right-of-way of 84 feet or more, must incorporate at least two (2) of the following corner features on or along both facades:
a. A distinct material application, color, or fenestration pattern for windows and doors, different from the rest of the facade, located within thirty (30) feet of the building corner;
b. A height variation of at least five (5) feet (either taller or shorter) compared to the height of the adjacent facade, located within forty (40) feet of the building corner;
c. A corner feature recessed or projected by at least five (5) feet from the primary facade, extending from grade to building height; d. A corner feature with diagonal or curved walls;
e. A ground-floor commercial entrance or a primary building entrance located within twenty-five (25) feet of the building corner; and/or f. Corner plazas or gathering areas with distinct paving or landscaping.

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H. Building Entries.

1. If individual dwelling unit entries face a street with a right-of-way of 84 feet or more, the entries must meet at least two (2) of the following:
a. Setback. A twenty-five (25) foot arterial street setback with landscaping; b. Courtyard. A minimum six hundred and twenty-five (625) square feet of space between unit entries and the sidewalk with a minimum dimension not less than fifteen (15) feet;
c. Grade Separation. A two (2) foot elevation difference between the finished floor and grade;
d. Entry Patio/Stoop. An entry patio or stoop with opaque enclosure walls or railings;
e. Pedestrian Articulation. A recess or projection with a minimum depth of five (5) feet.

2. Ground Floor Activation. Features such as a leasing office, common lobbies, community rooms, or gym/recreation rooms shall be provided at the ground level, adjacent to the primary street. This does not apply to stand-alone clubhouses adjacent to pool areas.

I. Windows.

1. Adjacency. Buildings within twenty (20) feet of an adjacent building, either within or outside the project, must orient windows or similar openings to deflect direct line-of-sight into adjacent units. This can be achieved through:
a. Offsetting windows by at least one (1) foot from adjacent windows within twenty (20) feet;
b. Using clerestory windows, glass block, or opaque glass; and/or c. Installing landscape screening in the rear or side setback areas.

2. Recess and Trim. All windows must be recessed at least three (3) inches from the surrounding exterior wall or have a trim or windowsill that is at least one (1) inch deep and 3.5 inches wide.

3. Windows facing a public street must feature at least two (2) of the following treatments, consistent with the architectural style:
a. Variation in window types and/or sizes;
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b. Moldings;
c. Wood frames or durable materials that mimic wood (e.g., composite) and that can be painted.
d. Decorative trim;
e. Architectural brackets; and/or
f. Shutters (real or faux) that are proportionally sized to window.

J. Materials and Colors.

2. Expansion Joints. On stucco facades, expansion joints must align with at least one of the following to reinforce the grid pattern created by window openings:
a. Window and/or door jambs, sills, and/or headers.
b. The centerlines of windows and/or doors.
c. Wall breaks, such as recesses or soffits created by balcony openings.

3. Colors.
a. Multifamily structures must have at least one (1) primary color and one (1) accent color, in addition to the roof color.
b. Multifamily structures are limited to a maximum of three (3) primary colors and four (4) accent colors, in addition to roof color. c. Primary colors are for facades, and accent colors for trim, architectural elements, windows, and doors.

4. Four-Sided Architecture. The same materials and finishes must be uniformly applied on the building exterior elevations to create four-sided architecture.

5. Material changes. Changes in material or color shall occur at plane breaks, preferably inside corners of intersecting walls, or at step-backs, or exterior architectural features that break up the wall plane, such as columns.

6. Large Sites. Multifamily developments greater than one (1) acre and consisting of three (3) or more habitable structures shall provide a minimum of two (2) Ordinance No. 2095 Page 261 of 300
distinct color schemes and material variations. A single color scheme and material variation shall be dedicated to no less than thirty (30) percent of all habitable buildings.

K. Accessory Structures. Accessory structures over one hundred and twenty (120) square feet must utilize the materials and/or colors of the main building(s).

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§ 21.15.070 Commercial and Industrial.

A. Introduction. The standards below apply to all commercial and industrial projects.

B. Architectural Style and Color.

1. All commercial developments and industrial projects shall be designed in accordance with at least one of the architectural styles defined in Section

21.15.090.

2. Commercial developments greater than five (5) acres shall provide a minimum of two (2) architectural styles defined in Section 21.15.090 and two (2) distinct color schemes defined in Section 21.15.070.H.

C. Site Layout and Building Orientation.

1. Buildings adjacent to a public street with less than an 84 foot wide right-of-way wide shall maintain a continuous “street wall,” formed by the edge of the building, for a minimum of sixty (60) percent of the lot/parcel frontage adjacent to the street.

2. Buildings within the T-5 Village Core zone district shall maintain a continuous street wall, formed by the edge of the building, for a minimum of seventy-five (75) percent of the lot/parcel frontage adjacent to the street.

3. Anchor buildings in a commercial development shall be oriented so that the primary entrance faces the main street providing access. When two (2) or more streets provide access, the primary entrance orientation shall be the street from which the address is derived.

D. Pedestrian Circulation and Access.

1. Pedestrian Connection.
a. Pedestrian walkways shall be provided and interconnected within the site. b. Pedestrian walkways shall connect public sidewalks with building entrances, vehicle parking areas, and public sidewalks along each street.

2. Width. Walkways shall be a minimum of five (5) feet wide with no obstructions.

3. Materials. Walkways shall be constructed from firm, slip-resistant materials like concrete, permeable paving, or concrete pavers. The use of asphalt pedestrian walkways is prohibited.

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4. Intersections. Where pedestrian and vehicle paths intersect (crosswalks), enhanced paving treatments shall be used with a 6-foot minimum width for crossings. Additional paint or striping may be required for compliance with the California Building Code.

E. Building Design.

1. Wall Plane Variation. When the primary façade is within fifty (50) feet of the public sidewalk, and when the façade is over one hundred (150) feet in length, at least thirty (30) percent of the façade must be varied by a minimum depth of two (2) feet from the primary facade plane. This modulation can be either recessed or projected and may consist of one continuous section or multiple sections.

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3. Horizontal Plane Variation. right-of-way must not present a continuous horizontal plane longer than thirty (30) feet without incorporating at least one (1) of the following features:
a. Windows;
b. Overhangs;
c. Cornices;
d. Canopies;
e. Columns;
f. Trellises; and/or
g. Clearly defined projecting or recessed architectural elements.

5. Roof Line Variation. Roof lines must not extend horizontally more than sixty (60) feet in length without incorporating at least one prominent change as follows:
a. Variation in roof form (e.g., hipped, gable, shed, flat, or mansard); b. Variation in architectural elements (e.g., parapets, varying cornices, chimneys, or reveals);
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c. Use of dormers, cross-gable and/or hipped roof lines; and/or d. Variation in roof height of at least three (3) feet for every sixty (60) feet in length.

6. Flat Roofs and Parapets. Parapets are required around the perimeter of a flat roof.
a. Parapets may vary in height to provide for visual variation in roof height. b. Parapets shall be of sufficient height to screen rooftop equipment from ground-level view.
c. Rooftop equipment must be located at least five (5) feet away from any roof edge or parapet facing a public right-of-way.
d. The interior side of parapet walls must not be visible from a common recreational space or public right-of-way.
e. Parapets shall be capped with continuous banding, projecting cornices, or similar edge treatments.

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F. Entrances.

1. Commercial and industrial building entrances shall be designed to promote pedestrian activity and include features such as glazing, awnings, recesses, and other elements that enhance pedestrian engagement.

2. Primary pedestrian entrances to commercial and industrial building groundfloor entrances shall meet at least one (1) of the following standards:

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a. The entrance shall be recessed in the facade plan at least three (3) feet in depth; or
b. The entrance shall be covered by an awning or other architectural element projecting from the facade a minimum of three (3) feet.

3. Ground floor commercial uses in all zones (except the Commercial Manufacturing (CM) zone) shall face a public street, and incorporate windows, doors, or openings for at least fifty (50) percent of the street-facing facade that is between two (2) and ten (10) feet above the level of the sidewalk. Use of mirrored or reflective glass is prohibited.

4. Ground floor commercial uses fronting Glendora Avenue between Bennet Avenue and Ada Avenue shall meet the following standards:
a. At least fifty (50) percent of the street-facing façade shall be located within two (2) feet of the property line.
b. At least sixty (60) percent of the street-facing facade located between three (3) and seven (7) feet above the elevation of the sidewalk shall be transparent windows and/or doors. Use of mirrored or reflective glass is prohibited.
c. Street-facing facades shall include at least two (2) of the following architectural features:
i. Awning, canopy, or marquee above an entry no higher than 12 feet above finished grade; or
ii. Molding; or
iii. Columns; or
iv. Cornices; or
v. Transom windows; or
vi. Ornamental light fixtures
G. Windows.

1. Design. All windows must be recessed at least two (2) inches from the surrounding exterior wall or have a trim or windowsill that is at least one (1) inch deep and four (4) inches wide.

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2. Materials. Windows facing a public street must feature at least two (2) of the following treatments, consistent with the architectural style:
a. Variation in window types and/or sizes;
b. Molding;
c. Wood frames or durable materials that mimic wood (e.g., composite) that can be painted;
d. Decorative trim;
e. Architectural bracket; and/or
f. Proportional shutters (real or faux).

H. Materials and Colors.

3. Colors.
a. Commercial structures must have at least one primary color and one accent color, in addition to the roof color.
b. Commercial structures are limited to a maximum of three (3) primary colors and four (4) accent colors, in addition to roof color. c. Primary colors are for facades, and accent colors for trim, architectural elements, windows, and doors.

4. Four-Sided Architecture. The same materials and finishes must be uniformly applied on the building exterior elevations to create four-sided architecture.

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6. Large Sites. Commercial developments consisting of three (3) or more structures shall provide a minimum of two (2) distinct color schemes and material variations. A single color scheme and material variation shall be dedicated to no less than thirty (30) percent of all habitable buildings.

7. The use of natural and/or unfinished wood on the nonstructural elements of balconies and/or decks is prohibited.

L. Accessory Structures. Accessory structures over one hundred and twenty (20) square feet must utilize the materials and/or colors of the main building(s).

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§ 21.15.080 Mixed Use.

A. Introduction. The following design standards apply to mixed-use projects. Detailed design standards for stand-alone residential uses are provided in Section 21.15.50 and Section 21.15.060 and for stand-alone commercial and industrial uses are provided in Section 21.15.080:

B. Architecture.

1. Mixed-use projects of eleven (11) residential units or more shall be designed in accordance with one of the architectural styles defined in Section 21.15.090.

2. Mixed-use developments one acre or smaller shall provide a consistent architectural style and color scheme, except where the intent is to differentiate between the residential and commercial uses of the structure(s).

3. Mixed-use developments five acres or larger shall provide a minimum of two (2) architectural styles and three (3) distinct color schemes. A single color scheme shall be dedicated to no less than thirty (30) percent of all habitable buildings.

C. Site Planning – Horizontal Mixed Use.

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1. Street Wall.
a. All buildings adjacent to a public right-of-way of 84 feet or less shall maintain a continuous “street wall,” formed by the edge of the building, for a minimum of sixty (60) percent of the lot/parcel frontage adjacent to the street. The remaining forty (40) percent may be devoted to parking, landscaping, and driveways, except for environmental considerations. b. Buildings adjacent to a public street shall face public streets and engage the sidewalk to create an active and enjoyable pedestrian environment.

2. Vehicle Circulation, Access, and Parking.
a. Separate site access and parking facilities shall be provided for residential uses and commercial uses.

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b. Site access and internal circulation shall promote safety, efficiency and convenience. Vehicular traffic shall be adequately separated from pedestrian circulation. Vehicular entrances shall be clearly identified and easily accessible to minimize pedestrian/vehicle conflict. c. For properties containing more than one hundred and fifty (150) feet of street frontage, landscaped islands shall be incorporated into the driveway entry. area to separate driveway lanes for ingress and egress. d. Adequate areas for maneuvering, stacking, and emergency vehicle access shall be provided.
e. Project entries and driveway areas shall contain design features, including landscaping and textured paving, to break up the expanse of paving in a project.
f. Screen surface parking from ground-floor residential uses with walls and/or landscaping to reduce the visual impact of large parking areas.

3. Pedestrian Circulation and Walkways.
a. Mixed-use developments shall be oriented and designed to enhance pedestrian movement within the development and to adjacent uses. b. Pedestrian connections shall be provided to link dwelling units with commercial uses in the mixed-use development, as well as with common open space, plazas and courtyards, and public sidewalks. c. Pedestrian connections shall include design cues to help demarcate the transition between public and private spaces. Design cues may include a change in colors, materials, landscaping, or the dimensions of the walkway.
d. Pedestrian Walkways. Pedestrian walkways shall be designed as follows:
i. Residential pathways shall be a minimum of four (4) feet wide with no obstructions.
ii. Walkways shall be constructed from firm, slip-resistant materials like concrete, permeable paving, or concrete pavers.
iii. Walkways shall be setback a minimum of three (3) feet from building facades, with landscaping.

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iv. Pedestrian circulation shall be separated from vehicular traffic.

Pedestrian entrances and walkways shall be clearly identified and easily accessible to minimize pedestrian/vehicle conflict. v. Where pedestrian and vehicle paths intersect (crosswalks), enhanced paving treatments shall be used with a 6-foot minimum width for crossings. Additional paint or striping may be required for Building Code compliance.

D. Building Design – Vertical Mixed Use.

1. Commercial and Residential Interface.
a. The windows, doors, and other access points of commercial uses shall be oriented so as not to have a direct line-of-sight into residential uses.

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b. Design and locate service entries, loading areas, and trash areas associated with commercial uses so they minimize conflicts with residential uses located on site.
c. Maximize opportunities for shared parking between residential and commercial uses that have parking demand at different times of day, to reduce the overall parcel footprint devoted to parking.

3. Wall Plane Variation.
a. Minor Modulation. For every fifty (50) feet of street-facing facade, a minimum modulation of thirty (30) percent of the facade length that is a minimum of three (3) feet in depth from the primary facade plane shall be provided. Facade area used to meet this standard may be recessed behind, or project out from, the primary facade plane and may be in one continuous section or a combination of sections across the facade. b. Major Modulation. For every one hundred (100) feet of street-facing facade, a minimum of one building separation shall be provided. The separation shall be at least six (6) feet in depth and twenty (20) feet in width and extend from grade to highest story.

4. Horizontal Plane Variation. Walls visible from a public right-of-way must not present a continuous horizontal plane longer than thirty (30) feet without incorporating at least one (1) of the following features:
a. Windows;
b. Overhangs;
c. Cornices;
d. Canopies;
e. Columns;
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f. Trellises; and/or
g. Clearly defined projecting or recessed architectural elements.

5. Vertical Plane Variation. Each street-facing facade for buildings two (2) stories or greater shall achieve vertical variation through at least two (2) of the following:
a. Changes in materials, textures, or colors;
b. Variations in doors/windows; and/or
c. Horizontal projections or recesses at transitions, and/or d. Changes in floor-to-floor heights at the second floor or above.

6. Roof Line Variation. Roof lines must not extend horizontally more than thirty (30) feet in length without incorporating at least one prominent change as follows:
a. Variation in roof form (e.g., hipped, gable, shed, flat, or mansard); b. Variation in architectural elements (e.g., parapets, varying cornices, chimneys, or reveals);
c. Use of dormers, cross-gable and/or hipped roof lines; and/or d. Variation in roof height of at least three (3) feet for every thirty (30) feet in length.

7. Flat Roofs and Parapets. Parapets are required around the perimeter of a flat roof.
a. Parapets may vary in height to provide for visual variation in roof height. b. Parapets shall be of sufficient height to screen rooftop equipment from ground-level view.
c. Rooftop equipment must be located at least five (5) feet away from any roof edge or parapet facing a public right-of-way.
d. The interior side of parapet walls must not be visible from a common recreational space or public right-of-way.
e. Parapets shall be capped with continuous banding, projecting cornices, or similar edge treatments.

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8. Corner Elements. Buildings on corner lots at the intersection with at least one (1) street with a right-of-way of 84 feet or more, must incorporate at least two (2) of the following corner features on or along both facades:
a. A distinct material application, color, or fenestration pattern for windows and doors, different from the rest of the facade, located within thirty (30) feet of the building corner;
b. A height variation of at least five (5) feet (either taller or shorter) compared to the height of the adjacent facade, located within forty (40) feet of the building corner;
c. A corner feature recessed or projected by at least five (5) feet from the primary facade, extending from grade to building height; d. A corner feature with diagonal or curved walls;
e. A ground-floor commercial entrance or a primary building entrance located within twenty-five (25) feet of the building corner; and/or f. Corner plazas or gathering areas with distinct paving or landscaping.

9. Transitional Massing to Detached Residential. Buildings located within one hundred (100) feet of single-family or hillside residential zones must comply with the following:
a. Required setbacks do not count toward any required common open space or amenities.
b. Within fifty (50) feet of adjacent low-rise residential areas, new multifamily or mixed-use developments shall not exceed a height of thirtyfive (35) feet. c. Windows must be offset by at least one (1) foot from any windows in adjacent low-rise residential buildings within twenty (20) linear feet to prevent direct line-of-sight.
d. Balconies and decks may not extend into setbacks abutting low-rise residential neighborhoods.

E. Open Space and Amenities.

1. Residential open space and amenities shall be according to the major and minor amenity requirements as described in Section 21.15.050 Residential - Multiplefamily – ten (10) Units or Less and Section 21.15.060 Multifamily – eleven (11) Ordinance No. 2095 Page 277 of 300
Units or More for the applicable number of residential units proposed with the mixed use development.

2. Balconies.
a. Balconies may project up to ten (10) feet from the façade. b. Balconies may not project into the public right-of-way or across property lines.
c. Balconies within ten (10) feet of the property line shall be screened with an opaque material of at least 42 inches high.
d. The use of natural and/or unfinished wood on the nonstructural elements of balconies is prohibited.

3. Roof Decks.
a. All roof decks and associated railing shall be within the height limitations of the zone.
b. No roof decks shall overhang into the public right-of-way, public sidewalk, or building setbacks.
c. The lower thirty (30) percent of roof deck railings must be opaque and match the building.
d. The use of natural and/or unfinished wood on the nonstructural elements of decks is prohibited.

F. Entrances.

1. Separate entrances shall be provided for residential and commercial uses.

2. Main entries to ground-floor retail uses shall be clearly demarcated, visible and accessible from the street and/or pedestrian walkways. Secondary entries may be from parking areas.

3. All ground floor tenant spaces that have street frontage shall have entrances on a facade fronting a street.

4. There shall be a ground-floor entrance to either a commercial, residential, or open space use every fifty (50) feet along the building’s street-facing frontages.

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G. Windows.

1. Windows. All windows must be recessed at least two (2) inches from the surrounding exterior wall or have a trim or windowsill that is at least one (1) inch deep and four (4) inches wide.

2. Windows facing a public street must feature at least two (2) of the following treatments, consistent with the architectural style:
a. Variation in window types and/or sizes;
b. Moldings;
c. Wood frames or durable materials that mimic wood (e.g., composite); d. Decorative trim;
e. Architectural brackets; and/or
f. Proportional shutters (real or faux).

3. Adjacency.
a. All buildings within twenty (20) linear feet of an adjacent building within and outside of the project shall orient all windows, balconies, or similar openings so as to deflect a direct line-of-sight into adjacent units or onto private patios or backyards. This can be accomplished through the following:
i. Offset windows at least one foot from any windows in adjacent buildings within twenty (20) feet;
ii. Use of clerestory windows, glass block, or opaque glass; and/or iii. Mature landscaping within the rear or side setback areas.

H. Materials and Colors.

2. Expansion Joints. On stucco facades, expansion joints must align with at least one of the following to reinforce the grid pattern created by window openings:

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a. Window and/or door jambs, sills, and/or headers.
b. The centerlines of windows and/or doors.
c. Wall breaks, such as recesses or soffits created by balcony openings.

3. Colors.
a. Mixed-use structures must have at least one primary color and one accent color, in addition to the roof color.
b. Mixed-use structures are limited to a maximum of three (3) primary colors and four (4) accent colors, in addition to roof color. c. Primary colors are for facades, and accent colors for trim, architectural elements, windows, and doors.

4. Four-Sided Architecture. The same materials and finishes must be uniformly applied on the building exterior elevations to create four-sided architecture.

6. Large Sites. Mixed-use developments greater than one acre and consisting of three (3) or more structures shall provide a minimum of two (2) distinct color schemes and material variations. A single color scheme and material variation shall be dedicated to no less than thirty (30) percent of all habitable buildings.

M. Accessory Structures. Accessory structures over one hundred and twenty (120) square feet must utilize the materials and/or colors of the main building(s).

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§ 21.15.090 Architectural Styles.

A. Introduction. The following architectural styles provide a menu of required and optional features. Projects must meet the following requirements to adhere to each architectural style.

21.15.090, Table A. Architectural Styles.

Style
Building Type
Single-Family Accessory
SmallMFLargeMFSmallMULargeMU Commercial
Craftsman x x x x x x x
Googie x x
Main Street x x x
Mid Century Modern x x x x x
Postmodern x x
Ranch x x x
Spanish x x x x x x x
Table Notes:

1. Craftsman height limit is three (3) stories, with a
smaller 4th story per §21.15.090.B.

2. Googie only permitted along specific corridors
(Route 66 and Arrow Highway).

3. Postmodern refers to contemporary
commercial/industrial development.

4. The height limit for ranch style architecture is two (2) stories.

5. Small MU means 10 or fewer residential units and
total commercial square footage under 25,000 sq feet
e.g., a development with 15 residential units and
5,000 sq ft of commercial would be a large MU.

B. Craftsman. Craftsman style is identified by low-pitched, gabled roofs; wide overhanging eaves; exposed rafter tails; decorative brackets and corbels; front porches; and round, tapered or square porch columns. Sash windows and wood detailing of all kinds are important features. Craftsman style shall be limited to buildings three (3) stories or less, except for four (4) story buildings when the square footage of the fourth floor is less than sixty (60) percent of the third floor.

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1. All buildings utilizing the Craftsman style shall include the following:
a. Low- to moderate-pitched gable or hipped roofs (from 3:12 to 8:12); b. Shingle roofs (in wood, asphalt, or fiber cement imitation or synthetic shingles);
c. Overhanging eaves (minimum 24 inches along primary elevation) with exposed rafter tails or beams;
d. Primary facade/elevation shall have a minimum of two materials /colors, with no more than ninety percent (90%) of the total wall surface in one material and/or color. Facades shall include at least one of the following materials:
i. Clapboard or shingle siding
ii. Arroyo stone
iii. Bricks
e. Use of dark, neutral, earth-toned color palette (such as browns and greens); Window and door trim color shall contrast with color of walls; lighter colors may be used for details (columns, rafter tails); and f. At least two (2) types/shapes of windows shall be used.

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2. In addition, detached single-family Craftsman buildings shall include at least two (2) of the following features; small multifamily buildings (ten (10) units or less) and commercial buildings shall include at least three (3) of the following features; large multifamily and mixed-use buildings (11 or more units) shall include at least four (4) of the following features:
a. At least 80% of the windows on the primary facades/elevations shall have grilles;
b. Box-shaped, light fixtures with metal frame and geometric grille patterns; c. Brackets or knee braces at gabled ends;
d. Chimneys visible from the exterior and arranged on a side elevation; e. Covered front porches with tapered pillars;
f. Decorative attic/gable vents;
g. Decorative joinery;
h. Dormers located on the front façade;
i. Entry doors and/or garage doors with glass panels;
j. Exposed rafter tails and knee-brace brackets;
k. Exposed timber structural elements, rafter tails, brackets, and/or corbels; l. Flat wood trims (typically 3.5” to 6” wide) around the primary windows and entry doors;
m. Front doors with sidelights;
n. Front-facing gable roofs;
o. Gable pediments;
p. Large front window(s) in three parts;
q. Stained glass windows;
r. Stone pier and battered wood support; and/or
s. Three (3) or more roof planes on the primary façade.

C. Googie. The Googie style can be often seen on the historic Route 66 and is characterized by bold geometric shapes with sharp angles and sweeping curves, boomerang shapes for pillars, roofs, and signage, starburst images on signs and building facades, cantilevered Ordinance No. 2095 Page 283 of 300
rooflines, and a mixture of materials, including glass, steel, and concrete. Googie style is most appropriate for commercial structures and shall not be used on residential-only structures, nor shall it be used on multi-structure developments that exceed three (3) individual buildings. Additionally, the Googie style is limited to buildings 3 stories or less.

1. All buildings utilizing the Googie style shall include the following:
a. Flat or low-sloped (3:12 or less) rooflines;
b. Cantilevered roof eaves (at least 3 feet);
c. At least one elevation shall include an upswept roof line; d. Large sheet glass windows (minimum 6 feet any dimension); e. Exposed steel beams and/or columns; and/or
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f. At least 15% of the primary street elevation shall be composed of Palo Verde Stone, flag-stone, aggregate stone panels, or glossy-glazed brick from ground to eave.

2. In addition to the above, Googie projects shall include at least two (2) of the following features; mixed-use projects eleven (11) units or more and commercial developments over 25,000 square feet shall include at least three (3) of the following features:
a. A pylon or pole sign which penetrates the eave/roofline, where allowed per Chapter 30.33;
b. At least one wall-form between 5 and 15 degree angle; c. Decorative architectural medallions at least 3 feet in diameter representing starbursts, atomic symbols, boomerangs or amoebae shapes; d. Exterior globe- or cylinder-shaped light fixtures.
e. Exterior terrazzo steps/flooring/patio at the primary entry; f. Neon signage, where allowed per sign code;
g. Repetitive diamond-shaped eave details; or
h. Zig-Zag roof lines.

D. Main Street. The Main Street architectural style is characterized by symmetrical, masonry buildings usually capped with a cornice and parapet and grounded with a continuous base. Windows provide symmetrical balance and rhythm to the facade.

Elements such as galleries and awnings provide a secondary rhythm for the facade and allow the buildings to engage the public realm. The style is well suited for commercial and office uses as well as multi-story mixed-use buildings.

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1. All buildings utilizing the Main Street style shall include the following:
a. Brick veneer or structural brick exterior walls (on street facades – stucco is acceptable fronting alleys and parking courts);
b. A continuous stone, cast stone, or concrete base no less than 24 inches high (on street facades; except when interrupted by storefronts); c. Flat or low-pitched roof with a parapet wall;
d. A ground-level storefront on the street facade, consisting of:
i. Large display windows (minimum 5 foot dimension in each direction)
ii. Bulkheads or kick plates located below the display window (between 6 and 36 inches). The bulkhead shall be finished in decorative tile, brick, architectural metal or painted plaster Ordinance No. 2095 Page 286 of 300
e. Vertically proportioned double-hung or casement windows on upper floors and/or secondary facades; and
f. Within brick facades, upper-level windows shall be stacked floor-to-floor and arranged horizontally in a repetitive pattern. Individual window stacks shall be repeated at least three times on the street facade - acceptable rhythms are A-A-A, A-B-A, A-B-B-A, A-B-C-B-A.

2. In addition to the above, Main Street projects shall include at least two (2) of the following features; multifamily and mixed-use projects eleven (11) units or more and commercial developments over 25,000 square feet shall include at least three (3) of the following features:
a. A continuous decorative cornice no less than 24 inches high (on street facades);
b. Awnings (canvas, vinyl or fixed metal) over the storefront windows; c. Brick course-work, stone and/or cast stone molding delineating floor lines;
d. Inset storefront entries (at least 24 inches from the primary storefront); e. Keystone, ornamental or classical window openings on upper floors; f. Ornamental caps on piers, pilasters and columns;
g. Shutters on secondary facade windows;
h. Transom windows at least 24 inches high above the storefront display windows; and/or
i. Upper floor balconies.

E. Mid-Century Modern. Mid-century Modern is a term used to describe the post-World War II iteration of the International Style in both residential and commercial design.

The International Style was characterized by geometric forms, smooth wall surfaces, and an absence of exterior decoration. Mid-century Modern represents the adaptation of these elements to the local climate and topography, as well as to the postwar need for efficiently-built, moderately-priced homes. In Southern California, this often meant the use of wood post-and-beam construction. Midcentury Modernism is often characterized by a clear expression of structure and materials, large expanses of glass, and open interior plans.

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1. Buildings utilizing Mid Century Modern style shall include at least five (5) of the following features; multifamily and mixed-use projects eleven (11) units or more and commercial developments over 25,000 square feet shall include at least seven (7) of the following features:
a. Expressed post-and-beam construction, in wood or steel, and exposed after construction.
b. Exterior staircases
c. Flat, low pitched, folded plate, or butterfly roofs. d. A decorative pool and/or fountain, at least one hundred (100) square feet. e. Horizontal bands of beveled windows
f. Use of colonnades
g. Use of a podium, or other raised slab foundation, at least three (3) feet above grade.
h. Use of aluminum louvers
i. Use of clerestory windows
j. Use of floor-to-ceiling windows act a glass walls
k. Use of materials such as travertine, marble, and granite l. Wide overhanging eaves and cantilevered canopies
m. Use of breeze block
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F. Post Modern. Post Modern is a term that refers generally to an architecture style that imitates elements of traditional styles, while incorporating these with new forms and materials. The result is both familiar and original. It is common to reference several different historical styles within one design, creating an interesting juxtaposition of period and regional elements. While paying homage to the past, many buildings within this stylistic movement feature playful designs and ironic combinations. The elements selected could additionally be exaggerated, manipulated, and even distorted. With a Postmodern style, the result can be a building that suits the desire for historic reference, fresh design, or contradictory interpretations.

1. Buildings utilizing the Post Modern style shall include at least five (5) of the following features; multifamily and mixed-use projects eleven (11) units or more and commercial developments over 25,000 square feet shall include at least seven (7) of the following features:
a. At least three (3) arches;
b. At least three (3) separate horizontal banding or stripes wrapping around the elevations, created with brick banding, painted siding, painted stucco panels, or stone;
c. Pitched roofs incorporating banding or stripes created by alternating material colors;
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d. Symmetrical facades;
e. Use of at least three (3) different pastel or primary colors; f. Use of basic geometric shapes, such as cylinders, pyramids, and cubes, to define tallest building elements;
g. Use of classical-style columns;
h. Use of gable pediment forms on the primary building façade; and/or i. Use of square windows, applied in a grid pattern at least two (2) windows high by two (2) windows wide.

G. Ranch. Ranch style is distinguished by its rusticated appearance and incorporation of elements reminiscent of the vernacular, nineteenth century buildings of California and the American West. Buildings designed in this architectural style include several identifying characteristics such as rambling, elongated plans; a horizontal emphasis; general asymmetry; free-flowing interior spaces; and a designed connection to the outdoors. Features such as low-pitched roofs with wide eaves, a combination of cladding materials including board-and-batten siding, brick and stone chimneys, and large picture windows were commonly applied and evoked an aesthetic that was reminiscent of these past architectural traditions. Ranch style shall be limited to buildings two (2) stories or less.

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1. All buildings utilizing the Ranch style shall include the following:
a. Low- to moderate-pitch hipped, gable roofs, or gable-on-hip. Roof pitch shall be low or intermediate (from 6:12 to 8:12); No more than 20% of the roof shall be flat;
b. Roofs shall utilize architectural grade asphalt shingles, flat cement tiles, or composite tiles which mimic the appearance of wood shingles. Bay windows on the first story, if included, may utilize metal or copper roof materials;
c. Eaves shall be prominent (minimum 18 inches along primary elevation) with exposed rafter tails or beams;
d. Exterior body materials shall consist of horizontal clapboard siding, board-and-batten siding, shingle siding, brick, stone, or stucco. Stucco shall have a smooth, sand, or dash finish. Lace and skip trowel stucco finishes are prohibited;
e. Windows shall feature a wood, steel or aluminum exterior frame; and f. Facade colors shall be earth tones, whites, grays, or muted blues or greens; and
g. Trim shall be brighter than the primary color.

2. In addition to the above, detached single-family Ranch buildings shall include at least two (2) of the following features; small multifamily buildings (ten (10) units or less) and commercial buildings shall include at least three (3) of the following features; large multifamily and mixed-use buildings (11 or more units) shall include at least four (4) of the following features:
a. A bay window on the front façade;
b. A picture window on the front façade;
c. A porch recessed under the primary roof on the main façade; d. Circular moon gates at front entrance;
e. Cupolas;
f. Dutch or French doors;
g. Decorative gable details;
h. Framed, louvered, or plank -style shutters, window boxes, or balconettes on at least 20% of the windows of a publicly visible elevation; i. Gable ends filled with clerestory windows;
j. Hexagonal or octagonal decorative windows;
k. Horizonal board siding;
l. Oversized eaves, extending at least 5 feet from the facade, supported by columns or other supports;
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m. Plain, painted wood doors;
n. Roof dormers;
o. Scalloped bargeboards;
p. Wide brick chimney on the front or street-facing façade; q. Wood screen; and/or
r. Wrought iron front porch column.

H. Spanish Revival. The Spanish Revival style is characterized by buildings composed of picturesque combinations of simple rectilinear forms of varying heights. The buildings are capped with gabled or hipped roofs of red clay barrel tiles with little or no eave overhang. Courtyards and well-detailed structural elements, such as pergolas, trellises or loggias and arcades often provide another layer to the massing. Elements such as balconies, towers, chimneys and other tile, wood, or wrought iron details add accents.

Asymmetrical facades are common with arches over windows and doorways.

2. Buildings utilizing the Spanish Revival style shall include the following:
a. Low pitched (4:12 maximum) gable roofs. The pitch shall remain constant. Roofs shall be red-toned clay tile or concrete/cement tile roofs.

Common tile shapes include both Spanish (S-shaped) and Mission (halfcylinder) types. Additional forms are permitted as follows:
i. Hipped roofs may be used in combination with gables or on a tower element.

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ii. Shed roofs may used in conjunction with verandas and minor “lean-to” structures.
iii. Flat roofs with parapets shall not exceed 40% of the total roof area.
b. At least 50% of the eaves shall have a minimum overhang of 9 inches with exposed rafter tails;
c. Primary facades shall be white, cream, or tan stucco with a smooth or lightly textured finish (i.e. minimum 16/20 finish, hand troweled or smaller particles). Window and doors shall be in a dark, contrasting color (such as black, navy blue, or forest green);
d. At least two (2) types/shapes of windows shall be used. At least 50% of the windows shall have a vertical proportion. Large windows over 5 feet in width shall be multi-paned;
e. All entrance doors shall be recessed at least 12 inches and banded with ceramic tile, molded plaster or painted accents; and
f. Wood or manufactured wood products shall be for at least one architectural element (such as posts and exposed beams; balcony railings, spindles and grill work; window frames, shutters and doors).

3. In addition to above, detached single-family Spanish Revival buildings shall include at least two (2) of the following features; small multifamily buildings (ten (10) units or less) and commercial buildings shall include at least three (3) of the following features; large multifamily and mixed-use buildings (11 or more units) shall include at least 4 of the following features:
a. Three (3) or more roof planes and/or ridge lines;
b. A minimum 3-inch wide flat casing shall be used on all non-recessed windows;
c. A primary focal point, such as courtyard, tower, or fountain; d. Add-on projections such as verandas, arcades, balconies and exterior stairs;
e. Balconies or window treatments (such as shutters or awnings) for at least 20% of the windows;
f. Chimneys, with elaborate tops and/or small, tiled roofs. g. Decorative masonry, clay tile, or simulated vents;
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h. Decorative tile accents used around door and window openings, built in seating, paving, stairs, and general decoration;
i. Exposed, dark-stained timber structural elements such as beams, columns, and corbels;
j. Awnings with metal spear supports;
k. If windows have shutters, the shutter’s color shall match the accent color that is use for doors or decorative trim;
l. Paired wood (or wood simulated) garage doors with iron or simulated iron hardware;
m. Primary facades/elevations shall be asymmetrical;
n. Primary facades/elevations shall include at least 1 arched element; o. The ends of building masses may be stepped down to create a more pedestrian scale;
p. Upper floor cantilevered balconies;
q. Verandas, pergolas or arcades used to define courtyards and walkways; r. Wingwall or columns on the ground level; and/or
s. Wrought iron shall be used for at least one architectural element (such as balcony railings, hardware, light fixtures, and gates). §21.15.100 Definitions.

A. For the purpose of the provisions of this chapter concerning design standards, the following words and phrases shall be construed to have the meanings set forth below, unless it is apparent from the context that a different meaning is intended.

B. Architectural Elements.
"Arcade" means a roofed passageway or lane, or a series of arches supported by columns, piers, or pillars, either freestanding or attached to a wall to form a gallery.
"Articulation" means the organization of the building details and materials. "Awning" means an architectural fabric or metal projection that provides weather protection, building identity, or decoration, and is wholly supported by Ordinance No. 2095 Page 294 of 300
the building to which it is attached, consisting of a lightweight frame structure over which a cover is attached.
"Balcony" means a platform enclosed by a wall or balustrade on the outside of a building, with access from an upper-floor window or door. "Bay" means any division of a building between vertical lines or planes. "Building Base" means the defined bottom portion of a building, designed to reinforce pedestrian scale and ground level uses.
"Building Mass (Massing)" means the general shape and form as well as size of a building.
"Canopy" means a light roof-like structure, supported by the exterior wall of a building and columns, or wholly on columns, extending over a building entrance doorway.
"Cladding" means the application of one material over another to add an extra skin or layer to the building. Commonly used exterior wall cladding materials include brick, vinyl, wood, stone, fiber cements, metal, concrete, and stucco. "Clerestory Windows" means vertical windows placed high on a wall, often above eye level.
"Corner Element" means a distinct architectural treatment, expressed through a change in form, mass, decoration, or any combination thereof, located on the corner of a building.
"Cornice" means a projection at the top of a building wall near a roof or ceiling, intended to protect the wall or as ornamentation.
"Courtyard" means an extent of open ground partially or completely enclosed by walls or buildings.
"Deck" means a platform, typically made of lumber and unroofed, attached to a house or other building.
"Detail" means an element of a building such as trim, moldings, other ornamentation or decorative features.

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"Dome" means a rounded roof or vault, usually built in the form of a hemisphere.
"Dormer" means a structure projecting from a sloping roof, usually housing a vertical window in a small gable or a ventilating louver. "Frontage, Street" means that portion of a lot or parcel of land that borders a public street. Street frontage shall be measured along the full width of the common property line separating said lot or parcel of land from the public street. "Hipped Roof" means a roof that slopes upward from all four (4) sides of a building, requiring a hip rafter at each corner.
"Mansard Roof" means a multi-sided gambrel-style hip roof characterized by two (2) slopes on each of its sides, with the lower slope at a steeper angle than the upper, and often punctured by dormer windows.
"Mixed-Use" means a project allows for horizontal and/or vertical combination of residential and nonresidential buildings in a given area. "Modulation" means changes in a building's horizontal and vertical planes. "Modulation, Major" means an articulation which extends from the ground level to roofline of a building.
"Modulation, Minor" means an articulation which does not extend from the ground level to the roofline.
"Mullion" means a dividing piece between the lights of windows, usually taking on the characteristics of the style of the building.
"Muntin" means a secondary framing member to hold panes in a window, window wall, or glazed door; an intermediate vertical member that divides panels of a door.
"Parapet" means a low protective wall along the edge of a roof, bridge or balcony of diverse design and materials.

Ordinance No. 2095 Page 296 of 300
"Patio, enclosed" means a paved, outdoor space that is covered, providing protection from the elements while still allowing a connection to the outdoors. "Patio, open" means a paved, outdoor space that is open to the sky, often used for recreation, dining, or lounging.
"Portico" means a porch or walkway with a roof supported by columns and leading to the entrance of a building.
"Primary Entry" means the main doorway or entrance to a building and the entrance that most people use to enter and exit the building. The main entry typically opens into an area that provides easy access to the building's rooms and corridors.
"Roof Plane" means the surface of the roof. It could be flat, pitched, or on an angle. It is also called the field of the roof.
"Shingle" means a small thin piece of building material often with one end thicker than the other for laying in overlapping rows as a covering for the roof or sides of a building.
"Shutter" means each of a pair of hinged panels, often louvered, fixed inside or outside a window that can be closed for security or privacy or to keep out light. "Sill" means the horizontal exterior member at the bottom of a window or door opening, usually sloped away from the bottom of the window or door for drainage of water and overhanging the wall below.
"Spire" means a tall, pointed structure on top of a building. "Stepback" means a change in the vertical plane of a multi-story building created by setting the upper story building elevation away from the story(ies) below. "Trellis" means a light, open framework of wood or other materials used as a support for climbing plants or other landscaping approaches.

C. Site Elements.
"Auto Courts" means an access way that is privately owned and maintained, that is designed to accommodate vehicles, pedestrians, and bicycles within the same Ordinance No. 2095 Page 297 of 300
circulation space. An auto court is not a through facility; it ends in a “court” or courtyard area used for garage access and other activities of the residents. "Common Open Space" means open spaces accessible to all residents of a residential development project. Common open spaces include plazas, courtyards or other open space amenities open to the sky but may include shade structures, arbors, etc. Common open space does not include parking facilities, driveways, utility, service or storage areas.
"Driveway Throat" means the distance from the back of the public sidewalk to the first point along the driveway at which there are conflicting vehicular traffic movements.
“Enhanced Paving” means pavement that features decorative techniques like stamping, coloring, or specialized pavers, typically at crosswalks. "Hardscape" means the non-living, structural elements of a landscape, such as patios, walkways, driveways, and decks.
"Pedestrian Paseos" means landscaped passageways that serve as midblock crossings and may additionally provide access to interior courtyards. "Primary Street" means the largest street adjacent to a development project, typically providing most of the project’s ingress and egress. "Secondary Street" means a non-primary street adjacent to a development project.
"Softscape" means the living elements of a landscape, primarily plants, such as trees, shrubs, flowers, grass, groundcover, and mulch.

SECTION 4. The following sections of Title 21 (Zoning) of the Glendora Municipal Code (GMC) are hereby added to the GMC and/or amended as shown below (with unaltered text provided for context and added text in bold italic and deleted text shown stricken through):

CHAPTER 21.09.A APPENDIX

21.A.A Table A—Development standards, single-family residence zones.

Table A
Development Standards
Single-Family Residence Zones
Ordinance No. 2095 Page 298 of 300
Zone
Minimum
Lot Area
Minimum
Lot
Width*
Minimum
Lot
Depth
Minimum
Front
Setback
***
Minimum
Side
Setback
Minimum
Rear
Setback
Maximum
Floor Area
Maximum
Second
Floor
Area
Maximum
Height
R1 7,500 sq ft 70 ft 100 ft 20 ft 4 ft (1st
story)
5 ft (2nd
story)
4 ft (1st
story)
25 ft (2nd
story)
35% FAR not
including
ADUs,
JADUs, and
secondary SB 9
units and a 400
500 sq ft
attached or
detached
garage *****
75% of
first floor
excluding
a 400 sq ft
attached
garage
******
Two
stories not
to exceed
25 ft
E3 8,000 sq ft 70 ft 25 ft 4 ft (1st
story)
7 ft (2nd
story)
4 ft (1st
story)
35 ft (2nd
story)
E4 8,500 sq ft 75 ft
E5 10,500 sq
ft
85 ft
E6 12,500 sq
ft 15,000
sq ft
100 ft
E7 See
official
zoning
map
100 ft
RHR 43,560 sq
ft
200 ft ** 200 ft ** 40 ft or
10% of lot
depth,
whichever
is greater,
as
measured
from the
street
****
30 ft side
yards shall
total at
least 30%
of the lot
width
****
50 ft or
20% of lot
depth,
whichever
is greater
****
n/a
See
§ 21.04.030 for
land coverage
replacements
* For lots fronting on a cul-de-sac, seventy-five ft in the R and E zones and 150 ft in the RHR zone.
** When necessary to preserve the natural topography or other natural features, the minimum street frontage shall be sixty feet and the minimum lot width shall be two hundred feet at a point not more than four hundred feet from the front property line as measured from the street. *** For infill development, the minimum front setback shall be the average front setback of the two adjacent residences, but not less than the minimum specified. **** The Director may increase or decrease the minimum setbacks to preserve the natural topography or other natural features.
***** Lots exceeding ten percent average slope are subject to Section 21.04.030 instead of the maximum floor area requirement.
****** Hillside lots may request approval of a minor modification pursuant to Section 21.02.035 to allow an increase to eighty-five percent second floor area based on findings with facts.”
SECTION 5. If any section, subsection, sentence, clause, or phrase of this Ordinance is for any reason held to be invalid or unconstitutional by a decision of any court of competent Ordinance No. 2095 Page 299 of 300
jurisdiction, such decision will not affect the validity of the remaining portions of this Ordinance.

The City Council declares that it would have passed this Ordinance and each and every section, subsection, sentence, clause, or phrase not declared invalid or unconstitutional without regard to whether any portion of this Ordinance would be subsequently declared invalid or unconstitutional.

SECTION 6. The City Clerk is directed to certify this Ordinance and cause it to be published in the manner required by law.

SECTION 7. This Ordinance shall become effective thirty days after the date of its adoption.

PASSED, APPROVED AND ADOPTED by the City Council of the City of Glendora this ___ day of ____, 2025.

BY: __________________________________

DAVID FREDENDALL
Mayor
APPROVED AS TO FORM:

Aleshire & Wynder, LLP

DANNY ALESHIRE
City Attorney
Ordinance No. 2095 Page 300 of 300

CERTIFICATION
I, Kathleen R. Sessman, City Clerk/Communications Director of the City of Glendora, do hereby certify that the foregoing Ordinance was introduced for first reading on the 28th day of October, 2025. Thereafter, said Ordinance was duly approved and adopted at a regular meeting of the City Council on the 12th day of November, 2025, by the following roll call vote:

AYES: MEMBERS: Davis, Elias, Thompson, Allawos, and Fredendall.

NOES: MEMBERS: None.

ABSENT: MEMBERS: None.

ABSTAIN: MEMBERS: None.

I further certify that pursuant to Government Code Section 36933(c)(l), a summary of said Ordinance was published as required by law in a newspaper of general circulation in the City of Glendora, California on the 6th of November 2025, and _____ day of November, 2025.

Dated:

KATHLEEN R. SESSMAN
City Clerk/Communications Director

PUBLIC NOTICE

SUMMARY OF APPROVED ORDINANCE
AS PRESCRIBED BY GOVERNMENT CODE SECTION 36933 (c) (1)
NOTICE IS HEREBY GIVEN THAT at their meeting held Tuesday, November 12th, 2025, the Glendora City Council conducted a second reading and adopted Ordinance No. 2095, titled:
“AN ORDINANCE OF THE CITY COUNCIL AMENDING TITLE 21 (ZONING) OF THE

GLENDORA MUNICIPAL CODE TO ESTABLISH OBJECTIVE DESIGN STANDARDS AND STREAMLINE EXISTING REGULATIONS IN ALIGNMENT WITH THE CITY’S ADOPTED HOUSING ELEMENT AND STATE LAW (File # PLN22-0042)”
The Ordinance amends several sections of Glendora Municipal Code Title 21 (zoning) of the Glendora Municipal Code (GMC) to establish objective design standards and streamline existing regulations in alignment with the City’s adopted Housing Element and State law. A summary of the changes proposed by the Ordinance to the GMC are summarized as follows:

1. Repeal and replace in its entirety, Appendix 21.B of the Zoning Code, with objective design standards for architecture and site planning for all development types.

2. Replace the design guidelines set forth in the Arrow Highway and Route 66 Specific Plans with new consolidated objective design standards.

3. Revise Chapter 21.03, General Regulations of the GMC to reference the City’s new objective design standards, and to incorporate key objective standards pertaining to landscaping, mailboxes, refuse storage areas.

4. Revise Chapters 21.04, Residential Zones, 21.05, Commercial and Industrial Zones, and 21.06, Special Use Zones, to reference the new objective design standards.

5. Revise side setbacks for accessory structures in the Rural Hillside Residential zone to be consistent with the rest of the zoning code (4 feet).

6. Revise the threshold for Development Plan Review (DPR) for commercial projects to 25,000 square feet or greater.

Said ordinance will become effective 30 days after adoption.

A full text copy of the ordinance may be reviewed in the Office of the City Clerk of the City of Glendora at Glendora City Hall, 116 E. Foothill Boulevard, California, and online at www.cityofglendora.org under public notices.

The foregoing Ordinance was approved and adopted at a Regular Meeting of the Glendora City Council by the following roll call vote:

AYES: COUNCILMEMBERS:

NOES: COUNCILMEMBERS:

ABSENT: COUNCILMEMBERS:

Dated this 12th day of November, 2025
Kathleen R. Sessman, MMC
City Clerk
Published in San Gabriel Valley Examiner: (Insert Publication Date)

STAFF REPORT
TO: Mayor and Council Members DATE: November 12, 2025
FROM: Community Development DISTRICT(S): Citywide
SUBJECT: Second reading and adoption of Ordinance 2096 approving the 2025 City-Wide Engineering and Traffic Speed Surveys and Declaring Speed Limits

RECOMMENDATION
That the City Council:

1. Waive full reading, read by title only and adopt on second reading Ordinance 2096 entitled, "AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF GLENDORA, CALIFORNIA, APPROVING THE 2025 CITYWIDE

ENGINEERING AND TRAFFIC SURVEY AND AMENDING THE GLENDORA MUNICIPAL CODE TO DETERMINE AND DECLARE PRIMA FACIE SPEED LIMITS."

STRATEGIC FOCUS AREAS
Goal 4: Enhance and Modernize the Organization (EMO)
Goal 5: Improve and Maintain the City’s Infrastructure and Facilities (IMCIF)

EXECUTIVE SUMMARY
Pursuant to State Law, an ordinance must be presented to the governing body twice for adoption and approval. On October 28, 2025, the City Council introduced for first reading Ordinance 2096. It is therefore recommended that the City Council waive full reading, read by title only and adopt on this second reading Ordinance 2096 entitled, "AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF GLENDORA, CALIFORNIA, APPROVING THE 2025 CITYWIDE ENGINEERING AND TRAFFIC SURVEY AND AMENDING THE GLENDORA MUNICIPAL CODE TO DETERMINE AND DECLARE PRIMA FACIE SPEED LIMITS."

LEGISLATIVE HISTORY / PREVIOUS ACTIONS
On April 25, 2017 the City Council approved the 2017 Citywide Engineering and Traffic Survey establishing the prima facie speed limits and extending enforceability for ten years based on City Engineer certification.

On November 20, 2024 the City issued a Task Order to on call consultant Advantec Consulting Engineers, Inc. for the objective of preparing an updated Citywide E&TS.

On October 28, 2025, the City Council introduced for first reading Ordinance 2096 approving the 2025 City-Wide Engineering and Traffic Speed Surveys and amending of the Glendora Municipal Code to declare the updated prima facie speed limits.

DISCUSSION
The California Vehicle Code (CVC) requires local jurisdictions to periodically conduct an Engineering and Traffic Surveys (E&TS) to ensure that posted speed limits are kept reasonably current and reflective of existing roadway and traffic conditions. It has been nearly 10 years since the last comprehensive update to the City's E&TS. To maintain compliance and enforceability with current State standards, staff engaged Advantec Consulting Engineers, Inc. to prepare an updated 2025 Citywide Engineering and Traffic Survey.

The updated survey aligns the City's documentation with the most recent California Manual on Uniform Traffic Control Devices (CA MUTCD, Revision 8, January 2024) and Assembly Bill 43 (2021) ensuring that all posted speed limits, roadway classifications and supporting documentation remain current and compliant with the latest State regulatory requirements.

A total of 119 segments were evaluated citywide. Data collection included radar speed sampling, field observations, and review of five years of collision history (2020–2024) obtained from the Statewide Integrated Traffic Records System (SWITRS). Of the 119 segments evaluated, 17 warranted changes to existing speed limits to better reflect prevailing travel speeds and roadway conditions. All changes warranted a reduction in the posted speed; there are no increases to the speed limits recommended. The remaining segments were confirmed as appropriate and remain unchanged. It is the City Engineer's opinion that new speed limits should be posted as stated in the report.

The speed limit changes are indicated below:

Location
No. Roadway Segment Current Posted Speed Limit(mph)
Recommended Speed
Limit (mph)
Ada Ave.
1 b/t Grand Ave & Vermont Ave 30 25
Amelia Ave.
3 b/t Auto Centre Dr. & Duell St 40 35
4 b/t Duell St. & Route 66 40 35
Base Line Rd.
12 b/t Barranca Ave. & Grand Ave. 45 40
Bennett Ave.
16 b/t Grand Ave. & Glendora Ave. 35 30
17 b/t Glendora Ave. & Cullen Ave. 35 30
Elwood Ave.
29 b/t Route 66 & Foothill Blvd. 35 30
Foothill Blvd.
31 b/t Barranca Ave. & Grand Ave. 40 35
32 b/t Grand Ave. & Glendora Ave. 40 35
33 b/t Glendora Ave. & Cullen Ave. 40 35
37 b/t Lone Hill Ave. & Amelia Ave. 40 35
Gladstone St.
38 b/t Barranca Ave. & Grand Ave. 45 40
39 b/t Grand Ave. & Glendora Ave. 45 40
Glendora Ave.
50 b/t Bennett Ave. & Sierra Madre
Ave.
35 30
Grand Ave.
54 b/t Arrow Hwy. & Gladstone St. 45 40
Lone Hill Ave.
77 b/t Gladstone St. & Auto Centre
Dr.
40 35
Valley Center Ave.
117 b/t Foothill Blvd. & Sierra Madre
Ave.
45 40
The 2025 E&TS establishes a renewed five-year enforceability baseline, valid through 2030, with potential for a seven-year extension under qualifying conditions, and the opportunity for a longer certification period if future evaluations confirm eligibility.

FISCAL IMPACT
The Task Order was issued in the amount of $69,485 for completion of the engineering and traffic survey.

Sufficient funds were available in FY 2024-2025 Capital Improvement Budget (30170550-59100). Implementation costs will be limited to fabrication and installation of new or replacement sign which will be funded through Streets Operating Budget.

ENVIRONMENTAL DETERMINATION
Pursuant to the California Environmental Quality Act (CEQA), this project is Categorically Exempt under CEQA Guidelines Section 15301 (Existing Facilities), as it involves no expansion of use and consists solely of the operation and minor alteration of existing public roadways and signage.

Prepared By: Valerie Velasquez-Santoya, Assistant Public Works Director Concurs With: Not Applicable
Reviewed By: William Wittkopf, Public Works Director
Certified to Availability of Funds: Kyle Johnson, Finance Director/City Treasurer Approved By: Adam Raymond, City Manager
Legal Review: Danny Aleshire, City Attorney
CEQA Review: Not Applicable
Attachments
A_Proposed_Ordinance_-_ETS_FINAL_101725.pdf
B_2025_Engineering_Traffic_Survey_Glendora.pdf
C_2025_Speed_Survey_Citywide_Map_Glendora.pdf
D_Public_Notices_-_Summary_of_Ordinance_Proposed_and_Approved.pdf ORDINANCE NO. 2096

AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF GLENDORA APPROVING THE 2025 CITYWIDE ENGINEERING AND TRAFFIC

SURVEY AND AMENDING THE GLENDORA MUNICIPAL CODE TO

DETERMINE AND DECLARE PRIMA FACIE SPEED LIMITS

THE CITY COUNCIL
City of Glendora, California
WHEREAS, the California Vehicle Code (CVC) allows local jurisdictions to establish speed zones on local streets based on Engineering and Traffic Surveys prepared in accordance with the methodology specified in the California Manual on Uniform Traffic Control Devices (CA MUTCD, Rev. 8, January 2024); and WHEREAS, California Vehicle Code Section 22357 provides that a local authority agency may determine, upon the basis of an Engineering and Traffic Survey, that a speed limit other than the statutory prima facie limit would facilitate the orderly movement of vehicular traffic and would be reasonable and safe; and WHEREAS, the declared speed limits shall be effective when appropriate signs giving notice thereof are erected and maintained, and may not thereafter be revised except upon the basis of a new Engineering and Traffic Survey; and WHEREAS, the previous Citywide Engineering and Traffic Survey was adopted in 2017 and its enforceability is nearing expiration; and
WHEREAS, under current law (CVC § 40802, as amended by Assembly Bill 43 of 2021), an Engineering and Traffic Survey is valid for five years and may be extended for longer periods under specified conditions; and
WHEREAS, the City of Glendora retained Advantec Consulting Engineers, Inc. to prepare the 2025 Citywide Engineering and Traffic Survey (2025 Survey) in accordance with the CA MUTCD and CVC requirements; the original of which is on file in the City Clerk’s office and is incorporated herein by reference; and WHEREAS, the 2025 Survey identifies and recommends updated prima facie speed limits for certain roadway segments to reflect current traffic conditions and ensure consistency with State law.

NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF GLENDORA, CALIFORNIA, DOES HEREBY ORDAIN AS FOLLOWS:

SECTION 1. The City Council hereby approves of the 2025 Survey, which is incorporated herein by this reference.

SECTION 2. The City Council finds that the foregoing recitals are true and correct and constitute the findings and determinations of the City Council in this matter.

Ordinance No. 2096 Page 2 of 7
SECTION 3. That Section 10.05.010 of the Municipal Code of the City of Glendora, California, is hereby deleted in its entirety and restated to read as follows:
“10.05.010 PRIMA FACIE SPEED LIMITS: Pursuant to and in accordance with the provisions of Section 22357 of the California Vehicle Code, and based upon the 2025 Citywide Engineering and Traffic Survey, the City Council of the City of Glendora has determined that the following prima facie speed limits are reasonable and safe and are most appropriate to facilitate the orderly movement of vehicular traffic:

SubSection
No.

Roadway Segment
2025
Prima Facie
Speed Limits
(miles-per-hour)

1. ADA AVENUE:

Between Grand Avenue and Vermont Avenue 25
Between Vermont Avenue and Glenwood Avenue 25

2. AMELIA AVENUE:

Between Auto Centre Drive and Duell Street 35
Between Duell Street and Route 66 35
Between Route 66 & Country Club Drive 35
Between Country Club Drive and Foothill Boulevard 25

3. AUTO CENTRE DRIVE:

Between Lone Hill Avenue and SR-57 Freeway 35
Between SR-57 Freeway and Amelia Avenue 35

4. BARRANCA AVENUE:

Between Route 66 and Foothill Boulevard 40
Between Foothill Boulevard and Leadora Avenue 40
Between Leadora Avenue and Sierra Madre Avenue 35

5. BASE LINE ROAD:

Between Barranca Avenue and Grand Avenue 40
Between Grand Avenue and Dodsworth Avenue 35
Between Dodsworth Avenue and Glendora Avenue 35

6. BENNETT AVENUE:

Between Barranca Avenue and Grand Avenue 30
Between Grand Avenue and Glendora Avenue 30
Between Glendora Avenue and Cullen Avenue 30
Between Cullen Avenue and Live Oak Avenue 30
Between Live Oak Avenue and Loraine Avenue 30
Between Loraine Avenue and Underhill Drive 25

7. BONNIE COVE AVENUE:

Between Arrow Highway and Juanita Avenue 25
Between Juanita Avenue and Gladstone Street 25
Between Gladstone Street and I-210 Freeway 25

8. COMPROMISE LINE ROAD:

Between Valley Center Avenue and Route 66 40
Ordinance No. 2096 Page 3 of 7
SubSection
No.

Roadway Segment
2025
Prima Facie
Speed Limits
(miles-per-hour)

9. CULLEN AVENUE:

Between Ada Avenue and Foothill Boulevard 30
Between Foothill Boulevard and Bennett Avenue 30
Between Bennett Avenue and Leadora Avenue 30
Between Leadora Avenue and Sierra Madre Avenue 30

10. ELWOOD AVENUE:

Between Route 66 and Foothill Boulevard 30

11. FOOTHILL BOULEVARD:

Between Citrus Avenue and Barranca Avenue 35
Between Barranca Avenue and Grand Avenue 35
Between Grand Avenue and Glendora Avenue 35
Between Glendora Avenue and Cullen Avenue 35
Between Cullen Avenue and Loraine Avenue 35
Between Loraine Avenue and Valley Center Avenue 35
Between Valley Center Avenue and Lone Hill Avenue 35
Between Lone Hill Avenue and Amelia Avenue 35
Between Amelia Avenue and Cataract Avenue 45

12. GLADSTONE STONE:

Between Barranca Avenue and Grand Avenue 40
Between Grand Avenue and Glendora Avenue 40
Between Glendora Avenue and Bonnie Cove Avenue 45
Between Bonnie Cove Avenue and Sunflower Avenue 45
Between Sunflower Avenue and Valley Center Avenue 45
Between Valley Center Avenue and Lone Hill Avenue 45

13. GLENDORA AVENUE:

Between Arrow Highway and Juanita Avenue 40
Between Juanita Avenue and Gladstone Street 40
Between Gladstone Street and Base Line Road 40
Between Base Line Road and Route 66 40
Between Route 66 & Ada Avenue 35
Between Ada Avenue and Foothill Boulevard 35
Between Bennett Avenue and Sierra Madre Avenue 30

14. GLENDORA MOUNTAIN ROAD:

Between Sierra Madre Avenue and Boulder Springs
Drive 40
Between Boulder Springs Drive and Big Dalton Canyon
Road 40

15. GLENWOOD AVENUE:

Between Route 66 and Foothill Boulevard 25

16. GRAND AVENUE:

Between Arrow Highway and Gladstone Street 40
Ordinance No. 2096 Page 4 of 7
SubSection
No.

Roadway Segment
2025
Prima Facie
Speed Limits
(miles-per-hour)
Between Gladstone Street and I-210 Freeway 40
Between Base Line Road and Mauna Loa Avenue 40
Between Mauna Loa Avenue and Route 66 40
Between Route 66 and Ada Avenue 40
Between Ada Avenue and Foothill Boulevard 40
Between Foothill Boulevard and Bennett Avenue 40
Between Bennett Avenue and Leadora Avenue 40
Between Leadora Avenue and Sierra Madre Avenue 40

17. JUANITA AVENUE:

Between Grand Avenue and Glendora Avenue 30
Between Glendora Avenue and Bonnie Cove Avenue 30
Between Bonnie Cove Avenue and Sunflower Avenue 30
Between Sunflower Avenue and Valley Center Avenue 30

18. LEADORA AVENUE:

Between Yucca Ridge Road and Barranca Avenue 30
Between Barranca Avenue and Grand Avenue 30
Between Grand Avenue and Glendora Avenue 30
Between Glendora Avenue and Cullen Avenue 30
Between Cullen Avenue and Live Oak Avenue 30
Between Live Oak Avenue and Loraine Avenue 30

19. LIVE OAK AVENUE:

Between Foothill Boulevard and Bennett Avenue 25
Between Bennett Avenue and Leadora Avenue 25
Between Leadora Avenue and Sierra Madre Avenue 25
Between Sierra Madre Avenue and Palm Drive 25

20. LONE HILL AVENUE:

Between Gladstone Street and Auto Centre Drive 35
Between Auto Centre Drive and I-210 Freeway 40
Between Petunia Street and Route 66 40
Between Route 66 and Foothill Boulevard 40

21. LORAINE AVENUE:

Between Route 66 and Steffen Street 40
Between Steffen Street and Foothill Boulevard 40
Between Foothill Boulevard and Bennett Avenue 40
Between Bennett Avenue and Leadora Avenue 40
Between Leadora Avenue and Sierra Madre Avenue 40
Between Sierra Madre Avenue and Palm Drive 35

22. MAUNA LOA AVENUE:

Between Barranca Avenue and Grand Avenue 25
Between Grand Avenue and Glendora Avenue 30

23. PALM DRIVE:

Ordinance No. 2096 Page 5 of 7
SubSection
No.

Roadway Segment
2025
Prima Facie
Speed Limits
(miles-per-hour)
Between Live Oak Avenue and Loraine Avenue 35

24. PASADENA AVENUE:

Between Route 66 and Lemon Avenue 25
Between Lemon Avenue and Ada Avenue 25

25. ROUTE 66:

Between Barranca Avenue and Vecino Drive 40
Between Vecino Drive and Grand Avenue 40
Between Grand Avenue and Vermont Avenue 40
Between Vermont Avenue and Glendora Avenue 40
Between Glendora Avenue and Pasadena Avenue 40
Between Pasadena Avenue and Elwood Avenue 40
Between Elwood Avenue and Loraine Avenue 40
Between Loraine Avenue and Hunters Trail 45
Between Hunters Trail and Compromise Line Road 45
Between Compromise Line Road and Lone Hill Avenue 45
Between Lone Hill Avenue and Amelia Avenue 45

26. SIERRA MADRE AVENUE:

Between 660-feet west of Yucca Ridge Road and
Barranca Avenue 45
Between Barranca Avenue and Grand Avenue 45
Between Grand Avenue and Glendora Avenue 40
Between Glendora Avenue and Live Oak Avenue 40
Between Live Oak Avenue and Loraine Avenue 40
Between Loraine Avenue and Valley Center Avenue 40

27. SUNFLOWER AVENUE:

Between Arrow Highway and Juanita Avenue 40
Between Juanita Avenue and Gladstone Street 40
Between Gladstone Street and I-210 Freeway 40

28. VALLEY CENTER AVENUE:

Between Arrow Highway and Juanita Avenue 40
Between Juanita Avenue and Gladstone Street 40
Between Gladstone Street and Allen Avenue 25
Between Compromise Line Road and Foothill Boulevard 35
Between Foothill Boulevard and Sierra Madre Avenue 40

29. VERMONT AVENUE:

Between Route 66 and Ada Avenue 30
Between Ada Avenue and Foothill Boulevard 30
SECTION 4. The City’s Public Works Director is authorized and directed to install or replace signs to give notice of the speed limits established by this Ordinance, pursuant to CVC § 22357 and § 40802.

Ordinance No. 2096 Page 6 of 7
SECTION 5. If any section, subsection, sentence, clause, phrase, or portion of this Ordinance is for any reason held to be invalid or unenforceable by a court of competent jurisdiction, the remaining portions of this Ordinance shall nonetheless remain in full force and effect.

SECTION 6. The Mayor shall sign this Ordinance and the City Clerk shall attest and certify to the passage and adoption thereof and cause same to be published at least once in the San Gabriel Valley Examiner, a weekly newspaper of general circulation, published in the City of Glendora, which newspaper is hereby designated for that purpose (Govt. Code § 40806). This Ordinance shall be effective on the thirtieth (30th) day after its adoption by the City Council.

SECTION 7. The City Clerk is hereby directed to forward a certified copy of this Ordinance to the Presiding Judge of the Superior Court of California County of Los Angeles West Covina Courthouse, 1427 West Covina Parkway, West Covina, CA 91790 and to the Los Angeles Superior Court Clerk’s Office at the Superior Court of California County of Los Angeles West Covina Courthouse, 1427 West Covina Parkway, West Covina, CA 91790.

PASSED, APPROVED AND ADOPTED by the City Council of the City of Glendora this ___ day of ______________, 2025.

BY: ______________________________

DAVID FREDENALL
Mayor
APPROVED AS TO FORM:

Aleshire & Wynder, LLP

DANNY ALESHIRE
City Attorney
Ordinance No. 2096 Page 7 of 7

CERTIFICATION
I, do hereby certify that the foregoing Ordinance was introduced for first reading on the 28th day of October, 2025. Thereafter, said Ordinance was duly approved and adopted at a regular meeting of the City Council on the ___ day of ______, 2025, by the following roll call vote:

AYES: MEMBERS: Davis, Elias, Thompson, Allawos, and Fredendall.

NOES: MEMBERS: None.

ABSENT: MEMBERS: None.

ABSTAIN: MEMBERS: None.

I further certify that pursuant to Government Code Section 36933(c)(l), a summary of said Ordinance was published as required by law in a newspaper of general circulation in the City of Glendora, California on the 6
th day of October, 2025, and _____ day of ______,
2025.

Dated:

KATHLEEN R. SESSMAN
City Clerk/Communications Director
City of Glendora
2025 CITYWIDE ENGINEERING

AND TRAFFIC SURVEY (E&TS)
Date: September 22, 2025
Prepared By:

CITY OF GLENDORA

2025 CITYWIDE ENGINEERING AND

TRAFFIC SURVEY (E&TS)
Prepared For:

Prepared by:

Under the Supervision of:
_______________________________Date: ________
John Dorado, P.E.

September 22, 2025
09/22/25
September 2025 i

Table of Contents
INTRODUCTION ................................................................................................................. 1 ELEMENTS OF THE ENGINEERING AND TRAFFIC SURVEY ........................................................... 2 Speed Sampling ....................................................................................................................... 2 Collision History ...................................................................................................................... 3 Conditions Not Readily Apparent To Motorists ...................................................................... 3 SURVEY CONDITIONS......................................................................................................... 8 SURVEY LOCATIONS .................................................................................................................... 8 DATA COLLECTION ...................................................................................................................... 8 Speed Data .............................................................................................................................. 8 Collision Data .......................................................................................................................... 9 Field Review Data .................................................................................................................. 10 ANALYSIS ........................................................................................................................ 11 CRITERIA .................................................................................................................................... 11 RESULTS AND RECOMMENDATIONS ........................................................................................ 13 TABLE 1 - Street Segments with Recommended Speed Limit Change ................................. 13 TABLE 2 - Street Segments with Recommended Changes to Signage .................................. 14 TABLE 3 - Summary of Recommendations ........................................................................... 16 APPENDIX A – E&TS Map, E&TS Summary Table, Engineering and Traffic Survey Forms .........A APPENDIX B – Radar Speed Surveys ....................................................................................B APPENDIX C – Collision Data and Rates ...............................................................................C APPENDIX D – Radar Meter and Operator Certifications ......................................................D APPENDIX E – Legislative References .................................................................................. E APPENDIX F – 2014 CA-MUTCD .......................................................................................... F September 2025 1

INTRODUCTION
This Engineering and Traffic Survey is intended to be the basis for the establishment, revision, and enforcement of speed limits for selected streets within the City of Glendora. This report presents recommended speed limits for 119 street segments in the City of Glendora.

Engineering and Traffic Surveys are required by the State of California to establish intermediate speed limits on local streets and to enforce those limits using radar or other speed measuring devices. These surveys must be updated every 5, 7 or 10 years to ensure the speeds reflect current conditions as dictated by the California Vehicle Code (CVC), except for amendments set forth in Assembly Bill No. 43 (AB 43), which amends the law and extends the validity enforceable posted speed limits for up to 14 years if the roadway segment meets certain conditions.

The CVC also requires that the surveys be conducted based on the methodology required by the California Manual on Uniform Traffic Control Devices (CA MUTCD), Revision 8, January 11, 2024. Relevant sections of CA MUTCD are included in Appendix F.

The survey was requested by the City for the proper posting of speed limits and to enable the Police Department to utilize radar or other electronic speed measuring devices for speed enforcement. CVC Sections 40801 and 40802 require Engineering and Traffic Surveys that verify the prima facie speed limit before enforcement by such a device is legal. The law further specifies that these surveys be conducted every 5 years. The surveys can be extended to 7 years provided the City's police officer(s) have completed a 24-hour radar operator course [CVC 40802(c)(2)(B)(i)(I)]. Additionally, some speed surveys may be extended to 10 years if a traffic engineer/engineer of record certifies that no changes in roadway or traffic conditions have occurred [CVC 40802 (c)(2)(S)(i)(II)]. Recently the law has been amended, under AB 43, which allow speed surveys to be extended to 14 years if a traffic engineer/engineer of record certifies that no changes in roadway or traffic conditions have occurred. AB 43 legislation also authorizes local authorities to establish a prima facie speed limit of 25 miles per hour (mph) for roadways deemed to be local or residential.

Excerpts from the California Vehicle Code are provided in Appendix E for reference.

The Engineering and Traffic Surveys for the City were conducted in accordance with procedures outlined in the CAMUTCD, Revision 8, January 11, 2024, and as required by Section 627 of the 2025 California Vehicle Code (CVC). The Code further describes three elements of an engineering and traffic survey:

1. Measurement of prevailing speed;

2. Collision history; and

3. Traffic and roadway conditions not readily apparent to the motorist.

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Posted speed limits are established primarily to protect the general public from the reckless and unpredictable behavior of dangerous drivers. They provide law enforcement with a clearly understood method to identify and apprehend violators of the basic speed law (CVC Section 22350). This law states that "No person shall drive a vehicle on a highway at a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of the highway, and in no event at a speed which endangers the safety of persons or property." The posted speed limit gives motorists a clear warning of the maximum speed that is reasonable and prudent under typical driving conditions.

The basic fundamentals for establishing speed limits recognize that the majority of drivers behave in a safe and reasonable manner, and therefore, the normally careful and competent actions of a reasonable driver should be considered legal. Speed limits established on these fundamentals conform to the consensus that those who drive the highway determine what speed is reasonable and safe, not on the judgment of one or a few individuals. A radar speed study is usually used to record the prevailing speed of reasonable drivers.

Speed limits are also established to advise drivers of conditions which may not be readily apparent to a reasonable driver. For this reason, collision history, roadway conditions, traffic characteristics, and land use must also be analyzed before determining speed limits. Speed limit changes are usually made in coordination with physical changes in roadway conditions or roadside developments. Unusually short zones of less than one-half mile in length should be avoided to reduce driver confusion.

Additionally, it is generally accepted that speed limits cannot be successfully enforced without voluntary compliance by a majority of drivers. Consequently, only the driver whose behavior is clearly out of line with the normal flow of traffic is usually targeted for enforcement.

ELEMENTS OF THE ENGINEERING AND TRAFFIC SURVEY
The CA MUTCD specifies the methodology to be used for completing Engineering and Traffic Surveys. This methodology includes an evaluation of current vehicle speeds, collision history and conditions not readily apparent to motorists. The basic elements of the Engineering and Traffic Survey are discussed in more detail as follows:

Speed Sampling
Existing vehicle speeds are surveyed by a certified radar operator with a calibrated radar unit in an unmarked vehicle. Speed samples are taken for each segment representing a statistically significant sample of current traffic. This data is then evaluated to identify the distribution of speeds. A key element in the evaluation is the identification of the 85th percentile speed. The 85th percentile speed is the speed at or below which 85 percent of the traffic travels. This threshold represents what is historically found to be a safe and reasonable speed for most drivers based on common roadway conditions. Therefore, a "basic speed limit" is established at the nearest 5-mile per hour (mph) increment to the 85th percentile September 2025 3

speed. For example, if the 85th percentile speed is 48 mph, the basic speed limit is 50 mph. If the 85th percentile speed is 47 mph, the basic speed limit is 45 mph.

Collision History
Reported collisions are reviewed for each street segment to determine if there is a higher than average rate of collisions. A segment that has an above-average collision rate typically suggests conditions that are not readily apparent to motorists.

Conditions Not Readily Apparent To Motorists
Each street segment is field inspected to identify roadway conditions that may not be readily apparent to motorists. A determination is made whether any conditions are significant and warrant the recommendation of the speed limit 5 mph or more below the basic speed limit. It is important to note that the CA MUTCD recommends exercising great care when establishing speed limits 5 mph or more below the basic speed limit.

New requirements (per January 11, 2024, CA MUTCD)
This version of the CAMUTCD reflects changes from the approved Assembly Bill No. 43 (AB 43) that was published on October 11, 2021, and takes into effect on January 1, 2022.

Under Section 2B.13: Speed Limit Sign (R2-1)
• Added guidance: Methods outside of setting speed limits are encouraged to reduce speeds and maintain safe speeds.
o These other methods include traffic control devices related to speed management, roadway design and engineering solutions, traffic calming techniques and measures, public education, and enforcement efforts. • The period of time that an engineering and traffic survey justifies a speed can be extended from 7 to 14 years if a traffic engineer evaluates that section of the street and determines that no significant changes in roadway or traffic conditions have occurred.

Under Section 2B.13: 85th Percentile, Rounding, 5 mph Increment, 5 mph speed reduction and Maximum Speed Reduction
• In cases in which the speed limit needs to be rounded up to the nearest five miles per hour increment of the 85th percentile speed, the City may round down the speed limit to the lower five miles per hour increment.
o Rounding down requires justifications by a registered Civil or Traffic Engineer in the Engineering and Traffic Survey (E&TS) document.

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 These are highway, traffic, and roadside conditions not readily apparent to the driver.
o A speed limit can be established using the following options:
 Round to the nearest five miles per hour increment.
 If the nearest 5 mph increment of the 85th percentile speed would require a rounding up, then the speed limit may be rounded down to the nearest 5 mph increment below the 85th percentile speed.
 If the nearest 5 mph increment of the 85th percentile speed would require a rounding down, then the speed limit may be reduced by 5 mph from the nearest 5 mph increment below the 85th percentile speed.  If the segment is designated as a “safety corridor” or “land or facility generating high concentrations of bicyclists and pedestrians,” an additional 5 mph speed reduction may be applied.
• The total reduction in the speed limit shall not exceed 12.4 mph from the 85th percentile speed.

The following Table 2B-103(CA) from the CAMUTCD reflects the rounding guidelines on State highway systems.

Table 2B-103(CA). Examples of Rounding and Additional Speed Reduction on State Highway System
85th percentile Speed
Range
(mph)
Rounding to nearest 5
mph increment
If rounding to nearest
is up, may round down
If rounding to nearest
is down, may
additionally lower by 5
mph

47.5 - 50.0 50 45 No

45.1 - 47.4 45 No 40

42.5 - 45.0 45 40 No

40.1 - 42.4 40 No 35
In the City of Glendora, the following streets are classified as MAP21 Principal Arterial state highways, under the National Highway System (NHS):
• Route 66 (from east to west city limits)
• Grand Avenue (from Route 66 to the southerly city limits) The following Table 2B-104(CA) from the CAMUTCD reflects the rounding guidelines on local agency’s roadways.

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Table 2B-104(CA). Examples of Rounding and Additional Speed Reduction on Local Agency’s Roadways Subjected to CVC
85th percentile
Speed (mph)
Rounding to
nearest 5 mph
increment
If rounding to
nearest is up, may
round down
If rounding to
nearest is down,
may additionally
lower by 5 mph
If safety corridor
or adjacent to
high
concentration of
bicyclists &
pedestrians, may
additionally
lower by 5 mph*

47.5 - 50.0 50 45 No 40

45.1 - 47.4 45 No 40 35

42.5 - 45.0 45 40 No 35

40.1 - 42.4 40 No 35 30
• * Note: These rounding guidelines are applicable to local agency roadways subjected to CVC, they are not applicable to the State Highway System.

Under Section 2B.13: Applicability on State Highway System & Local Agency Roadways • Designated safety corridors, retaining the currently adopted speed limit or restoring the immediately prior adopted speed limit, and prima facie speed limits contiguous to a business activity district are not applicable to roadways on the State Highway System.

Under Section 2B.13: Safety corridor and Land or Facilities Generating High Concentrations of Bicyclists and Pedestrians
• In order to lower the speed limit more than what is allowed under the new rounding guidelines, after completing an E&TS, cities may lower the speed limit by an additional 5 mph for the following reasons:
o The local agency roadway segment is designated as a “safety corridor”. o The local agency roadway segment is adjacent to any land or facility that generates high concentrations of bicyclists or pedestrians, especially from vulnerable groups such as children, seniors, persons with disabilities, and the unhoused.
• “Safety Corridor” Definition:
o A roadway segment where the highest number of serious injury and fatality crashes occur.
o A roadway segment where one or more of the required crash weighting factors listed in Table 2B-105(CA) from the CAMUTCD occurs.
o Safety corridors are limited to one-fifth of a city’s street system (measured by linear miles).

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o Three-to-five-year crash data should be used to determine a safety corridor.

Table 2B-105(CA). Safety Corridor Definition Requirements Category Factors
Crash Weighting Factors
to Develop One
Serious/Fatal Injury
Safety Corridor
Crash weighting can be developed using fatal and serious injury crash data and other factors to prioritize safety corridors. Suggested weighting factors are as follows:
• Crash severity: Fatal Crashes, Serious Injury Crashes • Mode: Pedestrian-bicycle related crashes, vehicle/other • Disadvantaged Community Status: MPO/RTPA or locally defined disadvantaged community status based on most current version of CalEnviroScreen • Vulnerable Populations: Seniors (age 65 and older) and Youth (under age 15) based on the American Community Survey
• School proximity (within 0.25 miles) based on the California School Campus Database
Crash Density Each roadway segment block can be converted into ~ 0.25 mile overlapping “corridor” segments to create a consistent unit of measurement and assess the concentration of linear patterns of injuries within a defined distance. The highest scoring (i.e. most fatal and serious injury crashes per mile) “corridor” segments within a street needs to be identified and an appropriate threshold set to determine safety corridor eligibility.

Maintenance The jurisdiction can establish a review and re-evaluation frequency for safety corridors. However, such frequency need not exceed seven years. • “Land or facility that generates high concentrations of bicyclists or pedestrians” definition:
o Crash data demonstrates a highway segment is within the top 20% of pedestrian and/or bicyclist fatalities or serious injuries over a three-to-five-year period within the City boundary.
o A portion of highway where one or more of any of the generators listed in Table 2B-106(CA) from the CAMUTCD are present within a distance of 1,320 feet.

Table 2B-106(CA). Requirements to determine Land or Facility that Generates High Concentrations of Bicyclists or Pedestrians
Category Generator
Land Use Employment centers
Presence of retail
Parks, multi-use trails, and recreational destinations
Schools/universities
Senior Centers
Cultural areas, entertainment space areas, or areas of community significance Religious facilities
Health/medical facilities
Transit Factors Transit stops
Transit Oriented Developments/Transit Priority Areas
Sidewalk presence
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Category Generator
Presence of
Pedestrian/Bicyclist
Infrastructure
Crosswalk presence
Bikeway presence
Nearby signalized intersections on four-way intersections Presence of micromobility devices such as bicycles or scooters Demographic
Factors
Presence of vulnerable groups including children, seniors, persons with disabilities, users of personal assistive mobility devices, and the unhoused MPO/RTPA or locally defined disadvantaged community status Presence of students (all levels)
Local Data Need identified in a safety analysis such as a road safety audit or formalized planning document such as a local road safety plan
Under Section 2B.13: (Retain currently adopted or restore immediately prior speed limit) • Currently adopted or immediately prior speed limits may only be retained after an E&TS is completed and the City finds that the speed limit is more than reasonable or safe. o The E&TS must also show that the roadway segment has not been changed from when the currently adopted or immediately prior speed limits were in use (e.g., no additional lanes).
• The speed limit may not be lowered by more than 5 mph from the currently adopted or immediately prior speed limit.

Under Section 2B.13: Business Activity District
• Cities can set a standard speed limit of 20-25 mph in "business activity districts". It must meet the following:
o A maximum of four traffic lanes.
o A maximum posted 30 miles per hour prima facie speed limit immediately prior to and after the business activity district, if establishing a 25 miles per hour speed limit.
o A maximum posted 25 miles per hour prima facie speed limit immediately prior to and after the business activity district, if establishing a 20 miles per hour speed limit.
• “Business activity district” definition:
o A portion of a highway and the property contiguous thereto that includes central or neighborhood downtowns, urban villages, or zoning designations that prioritize commercial land uses at the downtown or neighborhood scale and meets at least three of the following requirements:
 No less than 50 percent of the contiguous property fronting the highway consists of retail or dining commercial uses, including outdoor dining, that open directly onto sidewalks adjacent to the highway.

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 Parking, including parallel, diagonal, or perpendicular spaces located alongside the highway.
 Traffic control signals or stop signs regulating traffic flow on the highway, located at intervals of no more than 600 feet.
 Marked crosswalks not controlled by a traffic control device.

SURVEY CONDITIONS

SURVEY LOCATIONS
The procedures below describe the criteria and methods used to survey selected streets within the City of Glendora. The specific location of the radar speed survey for each street segment was selected after considering the following:

1. Minimum stop sign and traffic signal influence.

2. Minimum visibility restrictions.

3. Non-congested traffic flow away from intersections and driveways.

4. Minimum influence from curves or other roadway conditions that would affect the normal operation of a vehicle.

DATA COLLECTION
Existing conditions information was obtained including prevailing vehicle speed, traffic collisions, visibility restrictions, and roadway conditions within the community. Speed data and field reviews were conducted at 119 locations between February and March 2025. Appendix A contains Engineering and Traffic Survey Forms that summarize the data collection and recommendations for each street segment Speed Data
Radar speed measurements were conducted at 119 locations during February and March 2025. All surveys were conducted in good weather conditions, during off-peak hours on Tuesdays, Wednesdays, and Thursdays. The radar unit was operated from an unmarked vehicle to minimize any influence on driver behavior. Typically, a minimum sample size of 200 vehicles or the total samples during a maximum period of 2 hours were obtained for each segment. Traffic speeds in both directions were recorded for individual segments. Radar speed survey results for each location are presented in Appendix B. Survey equipment and operator certifications are provided in Appendix D.

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Collision Data
Collision data was obtained from the Statewide Integrated Traffic Records System (SWITRS) electronic collision database. For this study, collision data was obtained for the latest 5 years of reported collisions from January 2020 to December 2024. The collision rates for the 119 segments, expressed in accidents per million vehicle miles (A/MVM), were determined by using the following formula:

x 1,000,000
x 365 days
year
x x
A = Number of midblock accidents over time period
R = Collision Rate (accidents / million vehicle miles)
l = Length of Segment (miles)
v = Traffic Volume (average daily traffic)
t = years of reported collisions (years)
The segment collision rate was then compared to the average County of Los Angeles collision rate. The average County collision rates, obtained from the County of Los Angeles, Department of Public Works 2013 Collision Rate Analysis Report, are as follows:

Urban Roadway Classification L.A. County Average
Collision Rate
Major Arterial (2 to 4 lanes, less than 40 mph) 2.15
Major Arterial (2 to 4 lanes, at and over 40 mph) 1.15
Secondary Arterial (2 to 4 lanes, less than 40 mph) 1.32 Secondary Arterial (2 to 4 lanes, at and over 40 mph) 0.84 Collector Street (2 lanes) 1.96
Local Street (2 lanes) 2.61
The three-year collision data and a summary of the collision rates for the 119 surveyed street segments are provided in Appendix C.

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Field Review Data
A field review was conducted for each of the selected street segments in the City with consideration for the following factors:

1. Street width and alignment (design speed);

2. Pedestrian activity and traffic flow characteristics;

3. Number of lanes and other channelization and striping patterns;

4. Frequency of intersections, driveways, and on-street parking;

5. Location of stop signs, speed limit signs and other regulatory traffic control devices;

6. Visibility obstructions;

7. Land use and proximity to schools;

8. Pedestrian and bicycle usage;

9. Uniformity with existing speed zones and those in adjacent jurisdictions; and

10. Any other unusual condition not readily apparent to the driver.

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ANALYSIS

CRITERIA
Survey data was compiled and analyzed to determine the recommended speed limit in accordance with criteria contained in the CA MUTCD. Criteria utilized included:

A. The critical speed or 85th percentile speed is that speed at or below which 85 percent of the traffic is moving. This speed is the baseline value in determining what the majority of drivers believe is safe and reasonable. Speed limits set higher than the critical speed are not considered reasonable and safe. Speed limits set lower than the critical speed make a large number of reasonable drivers "unlawful," and do not facilitate the orderly flow of traffic. The "basic speed limit" is the nearest 5 mph increment to the 85th percentile speed.

B. The 10 mile per hour (mph) pace speed is the 10 mph increment that contains the highest percentage of vehicles. It is a measure of the dispersion of speeds across the range of the samples surveyed. An accepted practice is to keep the speed limit within the 10 mph pace while considering the critical speed and other factors that might require a speed lower than the critical speed.

C. The collision rate for each street segment is compared to average collision rates that can be reasonably expected to occur on streets and highways in other jurisdictions, in proportion to the volume of traffic per lane mile. These average collision rates have been developed by the County of Los Angeles and are considered reasonable for use in the City of Glendora.

Assembly Bill No. 43
In addition to the criteria contained in the CAMUTCD, the state of California recently approved Assembly Bill No. 43 (effective on January 1, 2022) that allows a registered engineer to extend the validity of existing speed surveys to 14 years. The criteria to extend or recertify existing speed surveys up to 14 years is stated under Section 40802 from the CVC:
(B) (i) A particular section of a highway or state highway with a prima facie speed limit that is provided by this code or by local ordinance under paragraph (1) of subdivision (b) of Section 22352, or established under Section 22354, 22357, 22358, or 22358.3, if that prima facie speed limit is not justified by an engineering and traffic survey conducted within one of the following time periods, prior to the date of the alleged violation, and enforcement of the speed limit involves the use of radar or any other electronic device that measures the speed of moving objects:
(I) Except as specified in subclause (II), seven years.

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(II) If an engineering and traffic survey was conducted more than seven years prior to the date of the alleged violation, and a registered engineer evaluates the section of the highway and determines that:

1. No significant changes in roadway or traffic conditions have occurred, including, but not limited to,

2. Changes in adjoining property or land use, roadway width, or traffic volume, 14 years.
(ii) This subparagraph does not apply to a local street, road, or school zone, senior zone, or business activity district.

Prima Facie Criteria
The Assembly Bill No. 43 specifies criteria to determine if a street can be designated as a local street. A local street can be designated to have a prima facie speed limit of 25 mph. This criteria are stated under Sections 40802, 627, and 22352 from the CVC:
40802. (b) (1) For purposes of this section, a local street or road is one that is functionally classified as “local” on the “California Road System Maps,” that are approved by the Federal Highway Administration and maintained by the Department of Transportation. It may also be defined as a “local street or road” if it primarily provides access to abutting residential property and meets the following three conditions:
(A) Roadway width of not more than 40 feet.
(B) Not more than one-half of a mile of uninterrupted length. Interruptions shall include official traffic control signals and "stops" as defined in Section 445. (C) Not more than one traffic lane in each direction.
627. (1) Residential density, if any of the following conditions exist on the particular portion of highway and the property contiguous thereto, other than a business district:
(A) Upon one side of the highway, within a distance of a quarter of a mile, the contiguous property fronting thereon is occupied by 13 or more separate dwelling houses or business structures.
(B) Upon both sides of the highway, collectively, within a distance of a quarter of a mile, the contiguous property fronting thereon is occupied by 16 or more separate dwelling houses or business structures.
22352. The prima facie limits are as follows and shall be applicable unless changed as authorized in this code and, if so changed, only when signs have been erected giving notice thereof:
(b) Twenty-five miles per hour:
(1) On any highway, in any business or residence district unless a different speed is determined by local authority or the Department of Transportation under procedures set forth in this code.

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RESULTS AND RECOMMENDATIONS
The Engineering and Traffic Survey Forms, presented in Appendix A, depict results of a thorough evaluation of the available data, and recommend a speed limit for each street segment surveyed. The recommended speed limit was consistent with the prevailing behavior as demonstrated by the radar speed measurements. Typically, a speed limit within the 10-mile pace was selected unless a collision rate significantly higher than expected was discovered or roadway conditions not readily apparent to the driver were identified. All segments are fully explained later in this report.

The Legislature, in adopting Section 22358.5 of the California Vehicle Code (CVC), has made it clear that physical conditions, such as width, curvature, grade and surface conditions, or any other condition readily apparent to a driver, in the absence of other factors, would not be the basis for special downward speed zoning. In these cases, the basic speed law (CVC Section 22350) is sufficient to regulate such conditions.

The recommendations contained in this Report are intended to establish prima facie speed limits. They are not intended to be absolute for all prevailing conditions. All prima facie speed violations are actually violations of the basic speed law (Section 22350 of California Vehicle Code). This statute states that a person shall not drive a vehicle at a speed greater than is safe having regard for traffic, roadway, and weather conditions. A prima facie limit is intended to establish a maximum safe speed under normal conditions.

Table 1 identifies the street segments with recommended changes to the posted speed limits.

TABLE 1 - Street Segments with Recommended Speed Limit Change Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
ADA AVE:
1 1) b/t Grand Ave & Vermont Ave 30 25
AMELIA AVE:
3 1) b/t Auto Centre Dr & Duell St 40 35
4 2) b/t Duell St & Route 66 40 35
BASE LINE RD:
12 1) b/t Barranca Ave & Grand Ave 45 40
BENNETT AVE:
16 2) b/t Grand Ave & Glendora Ave 35 30
17 3) b/t Glendora Ave & Cullen Ave 35 30
ELWOOD AVE:
29 1) b/t Route 66 & Foothill Blvd 35 30
FOOTHILL BL:
31 2) b/t Barranca Ave & Grand Ave 40 35
32 3) b/t Grand Ave & Glendora Ave 40 35
33 4) b/t Glendora Ave & Cullen Ave 40 35
September 2025 14

Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
37 8) b/t Lone Hill Ave & Amelia Ave 40 35
GLADSTONE ST:
38 1) b/t Barranca Ave & Grand Ave 45 40
39 2) b/t Grand Ave & Glendora Ave 45 40
GLENDORA AVE:
50 7) b/t Bennett Ave & Sierra Madre Ave 35 30
GRAND AVE:
54 1) b/t Arrow Hwy & Gladstone St 45 40
LONE HILL AVE:
77 1) b/t Gladstone St & Auto Centre Dr 40 35
VALLEY CENTER AVE:
117 5) b/t Foothill Blvd & Sierra Madre Ave 45 40
This Report also documents the recommendation for the placement of any new regulatory or warning signs, including speed limit signs. Table 2 presents the segments with new recommended signage.

Table 3 summarizes the recommendations for all surveyed segments.

TABLE 2 - Street Segments with Recommended Changes to Signage Location
Number Roadway Segment Signage Recommendations
ADA AVE:
1 1) b/t Grand Ave & Vermont Ave Add speed limit sign
for EB/WB direction
AMELIA AVE:
3 1) b/t Auto Centre Dr & Duell St Add speed limit sign for NB direction
4 2) b/t Duell St & Route 66 Add speed limit sign
for SB direction
BASE LINE RD:
12 1) b/t Barranca Ave & Grand Ave Add speed limit sign for EB/WB direction
BENNETT AVE:
16 2) b/t Grand Ave & Glendora Ave Add speed limit sign for EB/WB direction
17 3) b/t Glendora Ave & Cullen Ave Add speed limit sign for EB/WB direction
September 2025 15

Location
Number Roadway Segment Signage Recommendations
ELWOOD AVE:
29 1) b/t Route 66 & Foothill Blvd Add speed limit sign for EB/WB direction
FOOTHILL BL:
31 2) b/t Barranca Ave & Grand Ave Add speed limit sign for EB/WB direction
32 3) b/t Grand Ave & Glendora Ave Add speed limit sign for EB/WB direction
33 4) b/t Glendora Ave & Cullen Ave Add speed limit sign for EB/WB direction
37 8) b/t Lone Hill Ave & Amelia Ave Add speed limit sign for EB/WB direction
GLADSTONE ST:
38 1) b/t Barranca Ave & Grand Ave Add speed limit sign for EB direction
39 2) b/t Grand Ave & Glendora Ave Add speed limit sign for EB/WB direction
GLENDORA AVE:
50 7) b/t Bennett Ave & Sierra Madre Ave Add speed limit sign for NB/SB direction
GRAND AVE:
54 1) b/t Arrow Hwy & Gladstone St Add speed limit sign for NB/SB direction
LONE HILL AVE:
77 1) b/t Gladstone St & Auto Centre Dr Add speed limit sign for NB direction
VALLEY CENTER AVE:
117 5) b/t Foothill Blvd & Sierra Madre Ave Add speed limit sign for NB/SB direction
September 2025 16
TABLE 3 - Summary of Recommendations
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
ADA AVE:
1 1) b/t Grand Ave & Vermont Ave 30 25
1) Round to 30 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 2 2) b/t Vermont Ave & Glenwood Ave 25 25
1) Round to 35 MPH 2) Round down to 30 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists AMELIA AVE:
3 1) b/t Auto Centre Dr & Duell St 40 35
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 4 2) b/t Duell St & Route 66 40 35
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 5 3) b/t Route 66 & Country Club Dr 35 35
1) Round to 45 MPH 2) Round down to 40 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists September 2025 17
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
6 4) b/t Country Club Dr & Foothill Blvd 25 25
1) Round to 35 MPH 2) Round down to 30 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists AUTO CENTRE DR:
7 1) b/t Lone Hill Ave & 57 Fwy 35 35
1) Round to 40 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 8 2) b/t 57 Fwy & Amelia Ave 35 35 1) Round to 35 MPH
BARRANCA AVE:
9 1) b/t Route 66 & Foothill Blvd 40 40
1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 10 2) b/t Foothill Blvd & Leadora Ave 40 40 1) Round to 40 MPH 11 3) b/t Leadora Ave & Sierra Madre Ave 35 35 1) Round to 40 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists BASE LINE RD:
12 1) b/t Barranca Ave & Grand Ave 45 40
1) Round to 50 MPH 2) Round down to 45 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 13 2) b/t Grand Ave & Dodsworth Ave 35 35 1) Round to 35 MPH September 2025 18
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
14 3) b/t Dodsworth Ave & Glendora Ave 35 35
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver BENNETT AVE:
15 1) b/t Barranca Ave & Grand Ave 30 30
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 16 2) b/t Grand Ave & Glendora Ave 35 30
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 17 3) b/t Glendora Ave & Cullen Ave 35 30 1) Round to 35 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists
18 4) b/t Cullen Ave & Live Oak Ave 30 30 1) Round to 35 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists
19 5) b/t Live Oak Ave & Loraine Ave 30 30
1) Round to 35 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 20 6) b/t Loraine Ave & Underhill Dr 25 25
1) Round to 30 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists BONNIE COVE AVE:
21 1) b/t Arrow Hwy & Juanita Ave 25 25 1) Round to 35 MPH 2) Round down to 30 MPH, per CVC 22358.6(b); Engineers September 2025 19
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 22 2) b/t Juanita Ave & Gladstone St 25 25
1) Round to 35 MPH 2) Round down to 30 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 23 3) b/t Gladstone St & 210 Fwy 25 25 1) Round to 30 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists
COMPROMISE LINE RD:
24 1) b/t Valley Center Ave & Route 66 40 40 1) Round to 40 MPH CULLEN AVE:
25 1) b/t Ada Ave & Foothill Blvd 30 30
1) Round to 35 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 26 2) b/t Foothill Blvd & Bennett Ave 30 30
1) Round to 35 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 27 3) b/t Bennett Ave & Leadora Ave 30 30
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 28 4) b/t Leadora Ave & Sierra Madre Ave 30 30
1) Round to 35 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists ELWOOD AVE:

September 2025 20
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
29 1) b/t Route 66 & Foothill Blvd 35 30
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists FOOTHILL BLVD:
30 1) b/t Citrus Ave & Barranca Ave 35 35
1) Round to 45 MPH 2) Round down to 40 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 31 2) b/t Barranca Ave & Grand Ave 40 35
1) Round to 45 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 32 3) b/t Grand Ave & Glendora Ave 40 35
1) Round to 40 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 33 4) b/t Glendora Ave & Cullen Ave 40 35
1) Round to 40 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 34 5) b/t Cullen Ave & Loraine Ave 35 35
1) Round to 40 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists September 2025 21
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
35 6) b/t Loraine Ave & Valley Center Ave 35 35
1) Round to 45 MPH 2) Round down to 40 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 36 7) b/t Valley Center Ave & Lone Hill Ave 35 35
1) Round to 40 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 37 8) b/t Lone Hill Ave & Amelia Ave 40 35
1) Round to 45 MPH 2) Round down to 40 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists GLADSTONE ST:
38 1) b/t Barranca Ave & Grand Ave 45 40
1) Round to 50 MPH 2) Round down to 45 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 39 2) b/t Grand Ave & Glendora Ave 45 40
1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 40 3) b/t Glendora Ave & Bonnie Cove Ave 45 45
1) Round to 50 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists September 2025 22
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
41 4) b/t Bonnie Cove Ave & Sunflower Ave 45 45
1) Round to 50 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 42 5) b/t Sunflower Ave & Valley Center Ave 45 45 1) Round to 45 MPH 43 6) b/t Valley Center Ave & Lone Hill Ave 45 45 1) Round to 45 MPH GLENDORA AVE:
44 1) b/t Arrow Hwy & Juanita Ave 40 40
1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 45 2) b/t Juanita Ave & Gladstone St 40 40
1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 46 3) b/t Gladstone St & Base Line Rd 40 40
1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 47 4) b/t Base Line Rd & Route 66 40 40 1) Round to 40 MPH 48 5) b/t Route 66 & Ada Ave 35 35 1) Round to 35 MPH 49 6) b/t Ada Ave & Foothill Blvd 35 35 1) Round to 40 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 50 7) b/t Bennett Ave & Sierra Madre Ave 35 30
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists GLENDORA MOUNTAIN RD:

September 2025 23
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
51 1) b/t Sierra Madre Ave & Boulder Springs Dr 40 40
1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 52 2) b/t Boulder Springs Dr & Big Dalton Canyon Rd 40 40 1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists GLENWOOD AVE:
53 1) b/t Route 66 & Foothill Blvd 25 25
1) Round to 35 MPH 2) Round down to 30 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists GRAND AVE:
54 1) b/t Arrow Hwy & Gladstone St 45 40
1) Round to 40 MPH 2) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System 55 2) b/t Gladstone St & 210 Fwy 40 40
1) Round to 45 MPH 2) Round down to 40 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System 56 3) b/t Base Line Rd & Mauna Loa Ave 40 40
1) Round to 40 MPH 2) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System September 2025 24
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
57 4) b/t Mauna Loa Ave & Route 66 40 40
1) Round to 40 MPH 2) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System 58 5) b/t Route 66 & Ada Ave 40 40
1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 59 6) b/t Ada Ave & Foothill Blvd 40 40 1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists
60 7) b/t Foothill Blvd & Bennett Ave 40 40 1) Round to 40 MPH 61 8) b/t Bennett Ave & Leadora Ave 40 40 1) Round to 40 MPH 62 9) b/t Leadora Ave & Sierra Madre Ave 40 40 1) Round to 40 MPH JUANITA AVE:
63 1) b/t Grand Ave & Glendora Ave 30 30
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 64 2) b/t Glendora Ave & Bonnie Cove Ave 30 30
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 65 3) b/t Bonnie Cove Ave & Sunflower Ave 30 30
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver September 2025 25
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 66 4) b/t Sunflower Ave & Valley Center Ave 30 30 1) Round to 35 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists
LEADORA AVE:
67 1) b/t Yucca Ridge Rd & Barranca Ave 30 30
1) Round to 30 MPH 2) Round down to 25 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 68 2) b/t Barranca Ave & Grand Ave 30 30
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 69 3) b/t Grand Ave & Glendora Ave 30 30
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 70 4) b/t Glendora Ave & Cullen Ave 30 30
1) Round to 35 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 71 5) b/t Cullen Ave & Live Oak Ave 30 30
1) Round to 35 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists September 2025 26
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
72 6) b/t Live Oak Ave & Loraine Ave 30 30
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists LIVE OAK AVE:
73 1) b/t Foothill Blvd & Bennett Ave 25 25
1) Round to 35 MPH 2) Round down to 30 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 74 2) b/t Bennett Ave & Leadora Ave 25 25
1) Round to 35 MPH 2) Round down to 30 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 75 3) b/t Leadora Ave & Sierra Madre Ave 25 25
1) Round to 35 MPH 2) Round down to 30 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 76 4) b/t Sierra Madre Ave & Palm Dr 25 25
1) Round to 35 MPH 2) Round down to 30 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists LONE HILL AVE:
77 1) b/t Gladstone St & Auto Centre Dr 40 35 1) Round to 35 MPH September 2025 27
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
78 2) b/t Auto Centre Dr & 210 Fwy 40 40 1) Round to 40 MPH 79 3) b/t Petunia St & Route 66 40 40 1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 80 4) b/t Route 66 & Foothill Blvd 40 40 1) Round to 40 MPH LORAINE AVE:
81 1) b/t Route 66 & Steffen St 40 40 1) Round to 40 MPH82 2) b/t Steffen St & Foothill Blvd 40 40 1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 83 3) b/t Foothill Blvd & Bennett Ave 40 40 1) Round to 40 MPH 84 4) b/t Bennett Ave & Leadora Ave 40 40 1) Round to 40 MPH 85 5) b/t Leadora Ave & Sierra Madre Ave 40 40 1) Round to 40 MPH 86 6) b/t Sierra Madre Ave & Palm Dr 35 35 1) Round to 40 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists MAUNA LOA AVE:
87 1) b/t Barranca Ave & Grand Ave 25 25
1) Round to 35 MPH 2) Round down to 30 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 88 2) b/t Grand Ave & Glendora Ave 30 30
1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed September 2025 28
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists PALM DR:
89 1) b/t Live Oak Ave & Loraine Ave 35 35 1) Round to 35 MPH PASADENA AVE:
90 1) b/t Route 66 & Lemon Ave 25 25
1) Round to 30 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 91 2) b/t Lemon Ave & Ada Ave 25 25
1) Round to 30 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists ROUTE 66:
92 1) b/t Barranca Ave & Vecino Dr 40 40
1) Round to 40 MPH 2) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System 93 2) b/t Vecino Dr & Grand Ave 40 40
1) Round to 40 MPH 2) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System 94 3) b/t Grand Ave & Vermont Ave 40 40
1) Round to 40 MPH 2) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System 95 4) b/t Vermont Ave & Glendora Ave 40 40
1) Round to 40 MPH 2) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System 96 5) b/t Glendora Ave & Pasadena Ave 40 40
1) Round to 40 MPH 2) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System September 2025 29
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
97 6) b/t Pasadena Ave & Elwood Ave 40 40
1) Round to 45 MPH 2) Round down to 40 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System 98 7) b/t Elwood Ave & Loraine Ave 40 40
1) Round to 45 MPH 2) Round down to 40 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System 99 8) b/t Loraine Ave & Hunters Trail 45 45
1) Round to 45 MPH 2) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System 100 9) b/t Hunters Trail & Compromise Line Rd 45 45
1) Round to 50 MPH 2) Round down to 45 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System 101 10) b/t Compromise Line Rd & Lone Hill Ave 45 45
1) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System 102 11) b/t Lone Hill Ave & Amelia Ave 45 45
1) Round to 45 MPH 2) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System September 2025 30
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
103 12) b/t Amelia Ave & Cataract Ave 45 45
1) Round to 50 MPH 2) Round down to 45 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Maintain existing speed limit due to CVC Section 22358.8 Note: Cannot Round down an additional 5 MPH since this is classified under Map21 National Hwy System SIERRA MADRE AVE:
104 1) b/t 660' W/o Yucca Ridge Rd & Barranca Ave 45 45 1) Round to 45 MPH 105 2) b/t Barranca Ave & Grand Ave 45 45 1) Round to 45 MPH 106 3) b/t Grand Ave & Glendora Ave 40 40 1) Round to 40 MPH 107 4) b/t Glendora Ave & Live Oak Ave 40 40 1) Round to 40 MPH 108 5) b/t Live Oak Ave & Loraine Ave 40 40 1) Round to 40 MPH 109 6) b/t Loraine Ave & Valley Center Ave 40 40 1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists SUNFLOWER AVE:
110 1) b/t Arrow Hwy & Juanita Ave 40 40 1) Round to 40 MPH 111 2) b/t Juanita Ave & Gladstone St 40 40 1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 112 3) b/t Gladstone St & 210 Fwy 40 40 1) Round to 40 MPH VALLEY CENTER AVE:
113 1) b/t Arrow Hwy & Juanita Ave 40 40 1) Round to 40 MPH 114 2) b/t Juanita Ave & Gladstone St 40 40 1) Round to 40 MPH September 2025 31
Location
Number Roadway Segment
Posted
Speed Limit
(mph)
Recommended
Speed Limit
(mph)
Comments
115 3) b/t Gladstone St & Allen Ave 25 25
1) Round to 35 MPH 2) Round down to 30 MPH, per CVC 22358.6(b); Engineers determine roadway contains traffic conditions not readily apparent to the driver 3) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 116 4) b/t Compromise Line Rd & Foothill Blvd 35 35 1) Round to 35 MPH 117 5) b/t Foothill Blvd & Sierra Madre Ave 45 40 1) Round to 45 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists

VERMONT AVE
118 1) b/t Route 66 & Ada Ave 30 30
1) Round to 35 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists 119 2) b/t Ada Ave & Foothill Blvd 30 30
1) Round to 35 MPH 2) Round down an additional 5 MPH per CVC Section 22358.7(a)(2); High Concentration of Peds & Bicyclists

September 2025 32

SPEED LIMIT JUSTIFICATION AND RECOMMENDATIONS
The following 119 segments were surveyed and speed limit recommendations and justifications are described for each segment.

Ada Avenue
Segment #1 -Ada Avenue - Grand Avenue to Vermont Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 2,313 vehicles per day. The adjacent land use is residential and healthcare facilities. The critical speed is 32 mph and would normally justify a 30 mph posted speed limit. However, due to a high accident rate, (3.70/MVMT) than what is expected for this road type (1.96/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1). It is recommended that the speed limit should decrease by 5 mph to 25 mph for the above reasons.

Segment #2 -Ada Avenue – Glendora Avenue to Glenwood Avenue This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a collector street with an ADT of 604 vehicles per day. The adjacent land use is residential. The critical speed is 34 mph and would normally justify a 35 mph posted speed limit. However, due to this segment having direct access to several homes and various neighborhoods, a lower speed limit is prudent. Also, due to a high accident rate, (6.21/MVMT) than what is expected for this road type (1.96/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1). It is recommended that the speed limit remain at 25 mph for the above reasons.

Amelia Avenue
Segment #3 -Amelia Avenue – Auto Centre Drive to Duell Street This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 7,284 vehicles per day. The adjacent land use is residential. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and having direct access to several homes and various neighborhoods and a school, a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5 mph to 35 mph for the above reasons.

Segment #4 -Amelia Avenue – Duell Street to Route 66
This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 7,145 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 40 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and having direct access to several homes and various neighborhoods and a school, a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5 mph to 35 mph for the above reasons.

September 2025 33

Segment #5 -Amelia Avenue – Route 66 to Country Club Drive This segment is currently posted at 35 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 5,158 vehicles per day. The adjacent land use is residential and a golf course. The critical speed is 45 mph and would normally justify a 45 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 35 mph for the above reasons.

Segment #6 -Amelia Avenue – Country Club Drive to Foothill Boulevard This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 4,518 vehicles per day. The adjacent land use is residential. The critical speed is 34 mph and would normally justify a 35 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high accident rate, (1.55/MVMT) than what is expected for this road type (1.32/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

Auto Centre Drive
Segment #7 -Auto Centre Drive – Lone Hill Avenue to 57 Freeway This segment is currently posted at 35 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 19,727 vehicles per day. The adjacent land use is commercial. The critical speed is 38 mph and would normally justify a 40 mph posted speed limit. However, due to a high accident rate, (2.46/MVMT) than what is expected for this road type (1.32/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 35 mph for the above reasons.

Segment #8 -Auto Centre Drive – 57 Freeway to Amelia Ave This segment is currently posted at 35 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 12,080 vehicles per day. The adjacent land use is commercial and institutional. The critical speed is 36 mph and would normally justify a 35 mph posted speed limit. It is recommended that the speed limit remain at 35 mph for the above reasons.

Barranca Avenue
Segment #9 -Barranca Avenue – Route 66 to Foothill Boulevard This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 14,469 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 43 mph and would normally justify a 45 mph posted speed limit. However, due to a high

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concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #10 -Barranca Avenue – Foothill Boulevard Leadora Avenue This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 7,916 vehicles per day. The adjacent land use is residential. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain to 40 mph for the above reasons.

Segment #11 -Barranca Avenue – Leadora Avenue to Foothill Boulevard This segment is currently posted at 35 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 3,548 vehicles per day. The adjacent land use is residential. The critical speed is 39 mph and would normally justify a 40 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 35 mph for the above reasons.

Base Line Road
Segment #12 -Base Line Road – Barranca Avenue to Grand Avenue This segment is currently posted at 45 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 9,722 vehicles per day. The adjacent land use is residential. The critical speed is 48 mph and would normally justify a 50 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high accident rate, (2.63/MVMT) than what is expected for this road type (0.84/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5 mph to 40 mph for the above reasons.

Segment #13 -Base Line Road – Grand Avenue to Dodsworth Avenue This segment is currently posted at 35 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 16,550 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 36 mph and would normally justify a 35 mph posted speed limit. It is recommended that the speed limit remain at 35 mph for the above reasons.

Segment #14 -Base Line Road – Dodsworth Avenue to Glendora Avenue This segment is currently posted at 35 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 9,088 vehicles per day. The adjacent land use is residential. The critical speed is 41 mph and would normally justify a 40 mph posted speed limit. However, due to the end of the roadway occurring after a curve which may not be apparent to unfamiliar drivers (CVC Section 22358.6(b)) a lower

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speed limit is prudent. It is recommended that the speed limit remain at 35 mph for the above reasons.

Bennett Avenue
Segment #15 -Bennett Avenue – Barranca Avenue to Grand Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is classified as a minor arterial with an ADT of 3,260 vehicles per day. The roadway width varies from 48 to 64 feet. The adjacent land use is residential and institutional. A middle school and an elementary school cover about half of the north side of this segment. Number of residential units with direct access to roadway meets residential density definition per CA-MUTCD. This roadway segment is designated as a bicycle route, and a mid-block pedestrian crossing is located within the segment. The critical speed is 39 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high accident rate, (1.72/MVMT) than what is expected for this road type (1.32/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed remain at 30 mph for the above reasons.

Segment #16 -Bennett Avenue – Grand Avenue to Glendora Avenue This segment is currently posted at 35 mph and has 1 through lane in each direction. It is a collector with an ADT of 4,116 vehicles per day. The adjacent land use is residential. The critical speed is 38 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5 mph to 30 mph for the above reasons.

Segment #17 -Bennett Avenue – Glendora Avenue to Cullen Avenue This segment is currently posted at 35 mph and has 1 through lane in each direction. It is a collector with an ADT of 3,625 vehicles per day. The adjacent land use is residential. The critical speed is 37 mph and would normally justify a 35 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5mph to 30 mph for the above reasons.

Segment #18 -Bennett Avenue – Cullen Avenue to Live Oak Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector with an ADT of 2,873 vehicles per day. The adjacent land use is residential. The critical speed is 35 mph and would normally justify a 35 mph posted speed limit. However, due to a high concentration of pedestrians

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and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Segment #19 -Bennett Avenue – Live Oak Avenue to Loraine Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector with an ADT of 2,884 vehicles per day. The adjacent land use is residential. The critical speed is 37 mph and would normally justify a 35 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Segment #20 -Bennett Avenue – Loraine Avenue to Underhill Drive This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a collector with an ADT of 310 vehicles per day. The adjacent land use is residential. The critical speed is 30 mph and would normally justify a 30 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

Bonnie Cove Avenue
Segment #21 -Bonnie Cove Avenue– Arrow Highway to Juanita Avenue This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 3,948 vehicles per day. The adjacent land use is residential. The critical speed is 36 mph and would normally justify a 35 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

Segment #22 -Bonnie Cove Avenue– Juanita Avenue to Gladstone Street This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 2,454 vehicles per day. The adjacent land use is residential. The critical speed is 37 mph and would normally justify a 35 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

Segment #23 -Bonnie Cove Avenue– Gladstone Street to 210 Freeway This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 1,789 vehicles per day. The adjacent land use is residential. The critical speed is 31 mph

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and would normally justify a 30 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

Compromise Line Road
Segment #24 -Compromise Line Road– Valley Center Avenue to Route 66 This segment is currently posted at 40 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 3,184 vehicles per day. The adjacent land use is residential. The critical speed is 40 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Cullen Avenue
Segment #25 -Cullen Avenue– Ada Avenue to Foothill Boulevard This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 3,328 vehicles per day. The adjacent land use is residential. The critical speed is 36 mph and would normally justify a 35 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Segment #26 -Cullen Avenue– Foothill Boulevard to Bennett Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 3,541 vehicles per day. The adjacent land use is residential. The critical speed is 37 mph and would normally justify a 35 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Segment #27 -Cullen Avenue– Bennett Avenue to Leadora Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 2,814 vehicles per day. The adjacent land use is residential. The critical speed is 38 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Segment #28 -Cullen Avenue– Leadora Avenue to Sierra Madre Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street

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with an ADT of 1,482 vehicles per day. The adjacent land use is residential. The critical speed is 37 mph and would normally justify a 35 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Elwood Avenue
Segment #29 -Elwood Avenue– Route 66 to Foothill Boulevard This segment is currently posted at 35 mph and has 1 through lane in each direction. It is a local street with an ADT of 1,641 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 38 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high accident rate, (3.34/MVMT) than what is expected for this road type (2.61/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5 mph to 30 mph for the above reasons.

Foothill Boulevard
Segment #30 -Foothill Boulevard– Citrus Avenue to Barranca Avenue This segment is currently posted at 35 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 9,306 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 45 mph and would normally justify a 45 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high accident rate, (0.98/MVMT) than what is expected for this road type (0.84/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 35 mph for the above reasons.

Segment #31 -Foothill Boulevard– Barranca Avenue to Grand Avenue This segment is currently posted at 40 mph and has 1 through lane in the eastbound direction and 2 through lanes in the westbound direction. It is a minor arterial with an ADT of 11,061 vehicles per day.

The adjacent land use is residential and commercial. The critical speed is 43 mph and would normally justify a 45 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5 mph to 35 mph for the above reasons.

Segment #32 -Foothill Boulevard– Grand Avenue to Glendora Avenue This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 14,424 vehicles per day. The adjacent land use is commercial. The critical speed is 40 mph

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and would normally justify a 40 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5 mph to 35 mph for the above reasons.

Segment #33 -Foothill Boulevard– Glendora Avenue to Cullen Avenue This segment is currently posted at 40 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 11,819 vehicles per day. The adjacent land use is commercial and residential. The critical speed is 39 mph and would normally justify a 40 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5 mph to 35 mph for the above reasons.

Segment #34 -Foothill Boulevard– Cullen Avenue to Loraine Avenue This segment is currently posted at 35 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 11,739 vehicles per day. The adjacent land use is residential. The critical speed is 41 mph and would normally justify a 40 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 35 mph for the above reasons.

Segment #35 -Foothill Boulevard– Loraine Avenue to Valley Center Avenue This segment is currently posted at 35 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 12,898 vehicles per day. The adjacent land use is residential. The critical speed is 43 mph and would normally justify a 45 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 35 mph for the above reasons.

Segment #36 -Foothill Boulevard– Valley Center Avenue to Lone Hill Avenue This segment is currently posted at 35 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 15,404 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 35 mph for the above reasons.

Segment #37 -Foothill Boulevard– Lone Hill Avenue to Amelia Avenue This segment is currently posted at 40 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 4,617 vehicles per day. The adjacent land use is residential. The critical speed is 43 mph and would normally justify a 45 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists

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(CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5 mph to 35 mph for the above reasons.

Gladstone Street
Segment #38 -Gladstone Street– Barranca Avenue to Grand Avenue This segment is currently posted at 45 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 13,893 vehicles per day. The adjacent land use is residential and a cemetery. The critical speed is 49 mph and would normally justify a 50 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high accident rate, (1.71/MVMT) than what is expected for this road type (0.84/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5 mph to 40 mph for the above reasons.

Segment #39 -Gladstone Street– Grand Avenue to Glendora Avenue This segment is currently posted at 45 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 14,874 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 44 mph and would normally justify a 45 mph posted speed limit. However, due to a high accident rate, (1.25/MVMT) than what is expected for this road type (0.84/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5 mph to 40 mph for the above reasons.

Segment #40 -Gladstone Street– Glendora Avenue to Bonnie Cove Avenue This segment is currently posted at 45 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 19,219 vehicles per day. The adjacent land use is residential. The critical speed is 48 mph and would normally justify a 50 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 45 mph for the above reasons.

Segment #41 -Gladstone Street– Bonnie Cove Avenue to Sunflower Avenue This segment is currently posted at 45 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 19,403 vehicles per day. The adjacent land use is residential. The critical speed is 50 mph and would normally justify a 50 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 45 mph for the above reasons.

Segment #42 -Gladstone Street– Sunflower Avenue to Valley Center Avenue This segment is currently posted at 45 mph and has 2 through lanes in each direction. It is a minor arterial

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with an ADT of 19,690 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 46 mph and would normally justify a 45 mph posted speed limit. It is recommended that the speed limit remain at 45 mph for the above reasons.

Segment #43 -Gladstone Street– Valley Center Avenue to Lone Hill Avenue This segment is currently posted at 45 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 15,726 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 45 mph and would normally justify a 45 mph posted speed limit. It is recommended that the speed limit remain at 45 mph for the above reasons.

Glendora Avenue
Segment #44 -Glendora Avenue– Arrow Highway to Juanita Avenue This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 13,196 vehicles per day. The adjacent land use is residential. The critical speed is 43 mph and would normally justify a 45 mph posted speed limit. However, due to a high accident rate, (2.02/MVMT) than what is expected for this road type (0.84/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #45 -Glendora Avenue– Juanita Avenue to Gladstone Street This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 13,573 vehicles per day. The adjacent land use is residential. The critical speed is 44 mph and would normally justify a 45 mph posted speed limit. However, due to a high accident rate, (1.35/MVMT) than what is expected for this road type (0.84/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #46 -Glendora Avenue– Gladstone Street to Base Line Road This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 16,960 vehicles per day. The adjacent land use is residential and open land. The critical speed is 46 mph and would normally justify a 45 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #47 -Glendora Avenue– Base Line Road to Route 66 This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial

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with an ADT of 21,784 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 38 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #48 -Glendora Avenue– Route 66 to Ada Avenue
This segment is currently posted at 35 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 13,534 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 33 mph and would normally justify a 35 mph posted speed limit. It is recommended that the speed limit remain at 35 mph for the above reasons.

Segment #49 -Glendora Avenue– Ada Avenue to Foothill Boulevard This segment is currently posted at 35 mph and has 2 through lanes in the northbound direction and 1 through lane in the southbound direction. It is a minor arterial with an ADT of 9,119 vehicles per day. The adjacent land use is commercial. The critical speed is 38 mph and would normally justify a 40 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #50 -Glendora Avenue– Bennett Avenue to Sierra Madre Avenue This segment is currently posted at 35 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 2,375 vehicles per day. The adjacent land use is residential. The critical speed is 38 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high accident rate, (3.08/MVMT) than what is expected for this road type (1.32/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5 mph to 30 mph for the above reasons.

Glendora Mountain Road
Segment #51 -Glendora Mountain Road– Sierra Madre Avenue to Boulder Springs Drive This segment is currently posted at 40 mph and has 1 through lane in each direction. It is a collector street with an ADT of 1,469 vehicles per day. The adjacent land use is residential. The critical speed is 44 mph and would normally justify a 45 mph posted speed limit. However, due to a high accident rate, (3.36/MVMT) than what is expected for this road type (0.84/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #52 -Glendora Mountain Road– Boulder Springs Drive to Big Dalton Canyon Road

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This segment is currently posted at 40 mph and has 1 through lane in each direction. It is a collector street with an ADT of 793 vehicles per day. The adjacent land use is residential and open land. The critical speed is 44 mph and would normally justify a 45 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Glenwood Avenue
Segment #53 -Glenwood Avenue– Lemon Ave to Foothill Boulevard This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a local street with an ADT of 890 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 34 mph and would normally justify a 35 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high accident rate, (4.10/MVMT) than what is expected for this road type (2.61/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

Grand Avenue
Segment #54 -Grand Avenue– Arrow Highway to Gladstone Street This segment is currently posted at 45 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 22,480 vehicles per day. The adjacent land use is residential and a cemetery. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. Due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)), a lower speed limit is prudent. It is recommended that the speed limit decrease by 5 mph to 40 mph for the above reasons.

Segment #55 -Grand Avenue– Gladstone Street to 210 Freeway This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 23,515 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 46 mph and would normally justify a 45 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #56 -Grand Avenue– Base Line Road to Mauna Loa Avenue This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 32,222 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 41 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

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Segment #57 -Grand Avenue– Mauna Loa Avenue to Route 66 This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 31,434 vehicles per day. The adjacent land use is commercial. The critical speed is 39 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #58 -Grand Avenue– Route 66 to Ada Avenue
This segment is currently not posted but has a 40 mph municipal speed limit and has 3 through lanes in the northbound direction and 2 through lanes in the southbound direction. It is a minor arterial with an ADT of 14,326 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 44 mph and would normally justify a 45 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #59 -Grand Avenue– Ada Avenue to Foothill Boulevard This segment is currently posted at 40 mph and has 3 through lanes in each direction. It is a minor arterial with an ADT of 15,252 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 43 mph and would normally justify a 45 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #60 -Grand Avenue– Foothill Boulevard to Bennett Avenue This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 8,442 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 40 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #61 -Grand Avenue– Bennett Avenue to Leadora Avenue This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 6,015 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #62 -Grand Avenue– Leadora Avenue to Sierra Madre Avenue This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 4,766 vehicles per day. The adjacent land use is residential. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain

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at 40 mph for the above reasons.

Juanita Avenue
Segment #63 -Juanita Avenue– Grand Avenue to Glendora Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 2,770 vehicles per day. The adjacent land use is residential. The critical speed is 40 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high accident rate, (2.69/MVMT) than what is expected for this road type (1.96/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Segment #64 -Juanita Avenue– Glendora Avenue to Bonnie Cove Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 1,678 vehicles per day. The adjacent land use is residential. The critical speed is 38 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Segment #65 -Juanita Avenue– Bonnie Cove Avenue to Sunflower Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 2,525 vehicles per day. The adjacent land use is residential. The critical speed is 38 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Segment #66 -Juanita Avenue– Sunflower Avenue to Valley Center Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 1,897 vehicles per day. The adjacent land use is residential. The critical speed is 36 mph and would normally justify a 35 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Leadora Avenue
Segment #67 -Leadora Avenue– Yucca Ridge Road to Barranca Avenue

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This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 594 vehicles per day. The adjacent land use is residential. The critical speed is 31 mph and would normally justify a 30 mph posted speed limit. It is recommended that the speed limit remain at 30 mph for the above reasons.

Segment #68 -Leadora Avenue– Barranca Avenue to Grand Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 1,864 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 39 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Segment #69 -Leadora Avenue– Grand Avenue to Glendora Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 2,168 vehicles per day. The adjacent land use is residential. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high accident rate, (2.11/MVMT) than what is expected for this road type (1.96/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Segment #70 -Leadora Avenue– Glendora Avenue to Cullen Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 1,394 vehicles per day. The adjacent land use is residential. The critical speed is 35 mph and would normally justify a 35 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Segment #71 -Leadora Avenue– Cullen Avenue to Live Oak Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 1,346 vehicles per day. The adjacent land use is residential. The critical speed is 34 mph and would normally justify a 30 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Segment #72 -Leadora Avenue– Live Oak Avenue to Loraine Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street

September 2025 47

with an ADT of 1,534 vehicles per day. The adjacent land use is residential. The critical speed is 38 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Live Oak Avenue
Segment #73 -Live Oak Avenue– Foothill Boulevard to Bennett Avenue This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a collector street with an ADT of 1,831 vehicles per day. The adjacent land use is residential. The critical speed is 33 mph and would normally justify a 35 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

Segment #74 -Live Oak Avenue– Bennett Avenue to Leadora Avenue This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a collector street with an ADT of 1,901 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 33 mph and would normally justify a 35 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

Segment #75 -Live Oak Avenue– Leadora Avenue to Sierra Madre Avenue This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a collector street with an ADT of 1,420 vehicles per day. The adjacent land use is residential. The critical speed is 35 mph and would normally justify a 35 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

Segment #76 -Live Oak Avenue– Sierra Madre Avenue to Palm Avenue This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a collector street with an ADT of 1,799 vehicles per day. The adjacent land use is residential. The critical speed is 36 mph and would normally justify a 35 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

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Lone Hill Avenue
Segment #77 -Lone Hill Avenue– Gladstone Street to Auto Centre Drive This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 20,202 vehicles per day. The adjacent land use is commercial. The critical speed is 33 mph and would normally justify a 35 mph posted speed limit. In addition, due to a high accident rate, (1.45/MVMT) than what is expected for this road type (1.32/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit decrease by 5 mph to 35 mph for the above reasons.

Segment #78 -Lone Hill Avenue– Auto Centre Drive to 210 Freeway This segment is currently posted at 40 mph and has 3 through lanes in each direction. It is a minor arterial with an ADT of 32,070 vehicles per day. The adjacent land use is commercial. The critical speed is 40 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #79 -Lone Hill Avenue– Petunia Street to Route 66 This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 29,370 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 44 mph and would normally justify a 45 mph posted speed limit. However, due to a high accident rate, (1.51/MVMT) than what is expected for this road type (0.84/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #80 -Lone Hill Avenue– Route 66 to Foothill Boulevard This segment is currently posted at 40 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 16,656 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 41 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Loraine Avenue
Segment #81 -Loraine Avenue– Route 66 to Steffen Street This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 8,498 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

September 2025 49

Segment #82 -Loraine Avenue– Steffen Street to Foothill Boulevard This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 7,478 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 43 mph and would normally justify a 45 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #83 -Loraine Avenue– Foothill Boulevard to Bennett Avenue This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 7,521 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 41 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #84 -Loraine Avenue– Bennett Avenue to Leadora Avenue This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 5,369 vehicles per day. The adjacent land use is residential. The critical speed is 41 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #85 -Loraine Avenue– Leadora Avenue to Sierra Madre Avenue This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 3,135 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 41 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #86 -Loraine Avenue– Sierra Madre Avenue to Palm Avenue This segment is currently posted at 35 mph and has 1 through lane in each direction. It is a collector street with an ADT of 2,255 vehicles per day. The adjacent land use is residential. The critical speed is 38 mph and would normally justify a 40 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 35 mph for the above reasons.

Mauna Loa Avenue
Segment #87 -Mauna Loa Avenue– Barranca Avenue to Grand Avenue This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a collector street with an ADT of 3,869 vehicles per day. The adjacent land use is residential and institutional. The critical

September 2025 50

speed is 37 mph and would normally justify a 35 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

Segment #88 -Mauna Loa Avenue– Grand Avenue to Glendora Avenue This segment is currently posted at 30 mph and has 1 through lane in each direction. It is a collector street with an ADT of 3,137 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 38 mph and would normally justify a 40 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high accident rate, (2.38/MVMT) than what is expected for this road type (1.96/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

Palm Drive
Segment #89 -Palm Drive– Live Oak Avenue to Loraine Avenue This segment is currently posted at 35 mph and has 1 through lane in each direction. It is a collector street with an ADT of 1,387 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 37 mph and would normally justify a 35 mph posted speed limit. This segment also has direct access to several homes and various neighborhoods. It is recommended that the speed limit remain at 35 mph for the above reasons.

Pasadena Avenue
Segment #90 -Pasadena Avenue– Route 66 to Lemon Avenue
This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a collector street with an ADT of 3,086 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 31 mph and would normally justify a 30 mph posted speed limit However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

Segment #91 -Pasadena Avenue– Lemon Avenue to Ada Avenue This segment is currently posted at 25 mph and has 1 through lane in each direction. It is a collector street with an ADT of 1,896 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 28 mph and would normally justify a 30 mph posted speed limit. However, due to a high accident rate, (3.71/MVMT) than what is expected for this road type (1.96/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

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Route 66
Segment #92 -Route 66– Barranca Avenue to Vecino Drive
This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 18,256 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #93 -Route 66– Vecino Drive to Grand Avenue
This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 18,977 vehicles per day. The adjacent land use is commercial. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #94 -Route 66– Grand Avenue to Vermont Avenue
This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 20,449 vehicles per day. The adjacent land use is commercial. The critical speed is 40 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #95 -Route 66– Vermont Avenue to Glendora Avenue This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 25,575 vehicles per day. The adjacent land use is commercial. The critical speed is 40 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #96 -Route 66– Glendora Avenue to Pasadena Avenue This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 21,088 vehicles per day. The adjacent land use is commercial. The critical speed is 40 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #97 -Route 66– Pasadena Avenue and Elwood Avenue This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 21,687 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 44 mph and would normally justify a 45 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)), a lower speed limit is prudent. It is

September 2025 52

recommended that the speed limit remain at 40 mph for the above reasons.

Segment #98 -Route 66– Elwood Avenue to Loraine Avenue
This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 21,314 vehicles per day. The adjacent land use is commercial. The critical speed is 44 mph and would normally justify a 45 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #99 -Route 66– Loraine Avenue to Hunters Trail
This segment is currently posted at 45 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 25,602 vehicles per day. The adjacent land use is commercial. The critical speed is 47 mph and would normally justify a 45 mph posted speed limit. It is recommended that the speed limit remain at 45 mph for the above reasons.

Segment #100 -Route 66– Hunters Trail to Compromise Line Road This segment is currently posted at 45 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 24,132 vehicles per day. The adjacent land use is commercial. The critical speed is 50 mph and would normally justify a 50 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #101 -Route 66– Compromise Line Road to Lone Hill Avenue This segment is currently posted at 45 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 24,132 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. However, due to this roadway’s classification under Map21 National Highway System, it is recommended that the speed limit remain at 45 mph.

Segment #102 -Route 66– Lone Hill Avenue to Amelia Avenue This segment is currently posted at 45 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 18,647 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 47 mph and would normally justify a 45 mph posted speed limit. It is recommended that the speed limit remain at 45 mph for the above reasons.

Segment #103 -Route 66 [Foothill Boulevard]– Amelia Avenue to Cataract Avenue This segment is currently posted at 45 mph and has 2 through lanes in each direction. It is a major arterial with an ADT of 17,008 vehicles per day. The adjacent land use is residential and a golf course. The critical

September 2025 53

speed is 52 mph and would normally justify a 50 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Sierra Madre Avenue
Segment #104 -Sierra Madre Avenue– 660’ w/o Yucca Ridge Road to Barranca Avenue This segment is currently posted at 45 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 7,916 vehicles per day. The adjacent land use is residential. The critical speed is 47 mph and would normally justify a 45 mph posted speed limit. It is recommended that the speed limit remain at 45 mph for the above reasons.

Segment #105 -Sierra Madre Avenue– Barranca Avenue to Grand Avenue This segment is currently posted at 45 mph and has 1 through lane in the eastbound direction and 2 through lanes in the westbound direction. It is a minor arterial with an ADT of 9,246 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 46 mph and would normally justify a 45 mph posted speed limit. It is recommended that the speed limit remain at 45 mph for the above reasons.

Segment #106 -Sierra Madre Avenue– Grand Avenue to Glendora Avenue This segment is currently posted at 40 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 11,679 vehicles per day. The adjacent land use is residential. The critical speed is 41 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #107 -Sierra Madre Avenue– Glendora Avenue to Live Oak Avenue This segment is currently posted at 40 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 11,502 vehicles per day. The adjacent land use is residential. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #108 -Sierra Madre Avenue– Live Oak Avenue to Loraine Avenue This segment is currently posted at 40 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 6,248 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

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Segment #109 -Sierra Madre Avenue– Loraine Avenue to Valley Center Avenue This segment is currently posted at 40 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 6,162 vehicles per day. The adjacent land use is residential. The critical speed is 44 mph and would normally justify a 45 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Sunflower Avenue
Segment #110 -Sunflower Avenue– Arrow Highway to Juanita Avenue This segment is currently not posted but has a 40 mph municipal speed limit and has 2 through lanes in each direction. It is a minor arterial with an ADT of 13,686 vehicles per day. The adjacent land use is residential. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #111 -Sunflower Avenue– Juanita Avenue to Gladstone Street This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 14,018 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 44 mph and would normally justify a 45 mph posted speed limit. However, due to a high accident rate, (2.35/MVMT) than what is expected for this road type (0.84/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #112 -Sunflower Avenue– Gladstone Street to 210 Freeway This segment is currently posted at 40 mph and has 2 through lanes in each direction. It is a minor arterial with an ADT of 20,014 vehicles per day. The adjacent land use is residential. The critical speed is 42 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Valley Center Avenue
Segment #113 -Valley Center Avenue– Arrow Highway to Juanita Avenue This segment is currently posted at 40 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 6,427 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 41 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #114 -Valley Center Avenue– Juanita Avenue to Gladstone Street

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This segment is currently posted at 40 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 5,078 vehicles per day. The adjacent land use is residential. The critical speed is 41 mph and would normally justify a 40 mph posted speed limit. It is recommended that the speed limit remain at 40 mph for the above reasons.

Segment #115 -Valley Center Avenue– Gladstone Street to Allen Avenue This segment is currently posted at 25 mph and has 1 through lane in each direction. It is classified as a minor arterial with an ADT of 1,053 vehicles per day. The segment is 0.25 miles long with a roadway width of 36 feet and terminates at the north end at a ”T” intersection. It is a designated Bicycle Route. The adjacent land use is residential and commercial. The number of residential units with direct access to roadway meets residential density definition per CA-MUTCD. The current Posted Speed Limit was not established by the previous Engineering and Traffic Survey. The critical speed is 34 mph and would normally justify a 35 mph posted speed limit. However, due to traffic conditions not readily apparent to drivers (CVC Section 22358.6(b)) and due to a high accident rate, (3.47/MVMT) than what is expected for this road type (1.32/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 25 mph for the above reasons.

Segment #116 -Valley Center Avenue– Compromise Line Road to Foothill Boulevard This segment is currently posted at 35 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 2,805 vehicles per day. The adjacent land use is residential and institutional. The critical speed is 35 mph and would normally justify a 35 mph posted speed limit. It is recommended that the speed limit remain at 35 mph for the above reasons.

Segment #117 -Valley Center Avenue– Foothill Boulevard to Sierra Madre Avenue This segment is currently posted at 45 mph and has 1 through lane in each direction. It is a minor arterial with an ADT of 6,971 vehicles per day. The adjacent land use is residential. The critical speed is 46 mph and would normally justify a 45 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit should decrease by 5 mph to 40 mph for the above reasons.

Vermont Avenue
Segment #118 -Vermont Avenue– Route 66 to Ada Avenue
This segment is currently posted at 30 mph and has 1 through lane in each direction with an ADT of 5,568 vehicles per day. The adjacent land use is commercial. The critical speed is 36 mph and would normally justify a 35 mph posted speed limit. However, due to a high accident rate, (3.94/MVMT) than what is expected for this road type (2.61/MVMT), this segment is labeled as a safety corridor per CVC Section 22358.7(a)(1), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph

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for the above reasons.

Segment #119 -Vermont Avenue– Ada Avenue to Foothill Boulevard This segment is currently posted at 30 mph and has 1 through lane in each direction with an ADT of 4,351 vehicles per day. The adjacent land use is residential and commercial. The critical speed is 37 mph and would normally justify a 35 mph posted speed limit. However, due to a high concentration of pedestrians and bicyclists (CVC Section 22358.7(a)(2)), a lower speed limit is prudent. It is recommended that the speed limit remain at 30 mph for the above reasons.

September 2025

APPENDIX A – E&TS Map, E&TS Summary Table, Engineering and Traffic Survey Forms

Arrow Highway
Juanita Ave
Gladstone Ave
Grand Ave
Sunflower Ave
Valley Center Ave
Bonnie Cove Ave
Glendora Ave
Lone Hill Ave
Auto Center DrAmelia Ave
Route 66
Foothill Blvd
Sierra Madre Ave
Baseline Rd
Mauna Loa Ave
Barranca Ave
Citrus Ave
Leadora Ave
Bennett Ave
Glendora Ave
Grand Ave
Vermont Ave
Ada Ave Ada Ave
Elwood AveLoraine Ave
Glenwood Ave
Cullen Ave
Glendora Ave
Pasadena Ave
Live Oak Ave
Palm Dr
Valley Center Ave
Compromise Line Rd
Route 66
City Limits
45 MPH
40 MPH
35 MPH
30 MPH
25 MPH
Legend
2025 Engineering and Traffic Speed Surveys - City of Glendora Recommended Speed Limits
G el ndora Mountain Rd
Vecino Dr
Yucca Ridge Rd
Vermont Ave
Steffen St Palopinto Ave Country Club
Petunia St
Allen Ave
Glendora Marketplace
Duell St
Lemon Ave
Cataract Ave
Dodsworth
Underhill Dr
Willow Grove Ave
City of Glendale: 2025 Engineering and Traffic Survey (E&TS) Summary Location
Number Roadway Segment Roadway Classification
Safety Corridor:

Higher Crash Rates
CVC Sec.
22358.7(a)(1)
High Concentration
of Peds & Bicyclists
CVC Sec.
22358.7(a)(2)
Retain currently
adopted or restore
immediately prior
speed limit
CVC Sec. 22358.8
Business Activity
District
CVC Sec. 22358.9
Adjacent to
Business Activity
District
Posted Speed
Limit
(mph)
85th
Percentile
Speed
(mph)
Recommended
Speed Limit
(mph)
Differential
Speed Limit
Length
(mi) ADT
Accident Rate
(per MVMT)
Countywide
Accident Rate
(per MVMT)
Comments
ADA AVE:
1 1) b/t Grand Ave & Vermont
Ave
Collector
Street - Yes - - 30 32 25 5 0.32 2,313 3.70 1.96
1) Round to 30 MPH
2) Round down an additional 5 MPH per CVC Section
22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High
Concentration of Peds & Bicyclists
2 2) b/t Vermont Ave &
Glenwood Ave
Collector
Street - Yes - - 25 34 25 0 0.73 604 6.21 1.96
1) Round to 35 MPH
2) Round down to 30 MPH, per CVC 22358.6(b); Engineers
determine roadway contains traffic conditions not readily apparent to the driver
3) Round down an additional 5 MPH per CVC Section
22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High
Concentration of Peds & Bicyclists
AMELIA AVE:
3 1) b/t Auto Centre Dr & Duell
St
Minor
Arterial No Yes - - 40 42 35 5 0.48 7,284 0.52 0.84 1) Round to 40 MPH 2) Round down to 35 MPH, per CVC 22358.6(b); Engineers
determine roadway contains traffic conditions not readily apparent to the driver
4 2) b/t Duell St & Route 66 Minor
Arterial No Yes - - 40 40 35 5 0.17 7,145 0.00 0.84
1) Round to 40 MPH
2) Round down to 35 MPH, per CVC 22358.6(b); Engineers
determine roadway contains traffic conditions not readily apparent to the driver
5 3) b/t Route 66 & Country
Club Dr
Minor
Arterial No Yes - - 35 45 35 0 0.37 5,158 0.48 0.84
1) Round to 45 MPH
2) Round down to 40 MPH, per CVC 22358.6(b); Engineers
determine roadway contains traffic conditions not readily apparent to the driver
3) Round down an additional 5 MPH per CVC Section
22358.7(a)(2); High Concentration of Peds & Bicyclists
6 4) b/t Country Club Dr &
Foothill Blvd
Minor
Arterial - Yes - - 25 34 25 0 0.26 4,518 1.55 1.32
1) Round to 35 MPH
2) Round down to 30 MPH, per CVC 22358.6(b); Engineers
determine roadway contains traffic conditions not readily apparent to the driver
3) Round down an additional 5 MPH per CVC Section
22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High
Concentration of Peds & Bicyclists
AUTO CENTRE DR:
7 1) b/t Lone Hill Ave & 57 Fwy Minor
Arterial - Yes Yes - 35 38 35 0 0.32 19,727 2.46 1.32
1) Round to 40 MPH
2) Round down an additional 5 MPH per CVC Section
22358.7(a)(1); Safety Corridor: Higher Crash Rates; Proposed Safety Corridor or per CVC Section 22358.7(a)(2); High
Concentration of Peds & Bicyclists
8 2) b/t 57 Fwy & Amelia Ave Minor
Arterial No Yes - Yes 35 36 35 0 0.19 12,080 0.40 1.32
1) Round to 35 MPH

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Glendora City CouncilNovember 12, 2025

Glendora City Council
November 12, 2025