FAQs

The People Movement Project is a 10-plus-mile network of urban trails and "First/Last Mile" street improvements connecting the Metro A Line Glendora Station to the Glendora Village, Citrus College, business community and surrounding neighborhoods. It combines two long-running City efforts: the Glendora Urban Trail System along three flood-control channels (San Dimas, Little Dalton, and Big Dalton Wash), first adopted in the 2011 Parks & Trails Master Plan, and the First/Last Mile improvements on Glendora Avenue and Foothill Boulevard, initiated with Metro in 2018 and first imagined a decade before that. The total estimated program cost is $36,628,168, of which $21,716,068 is already secured through grant funding. 

"First/Last Mile" refers to the first and last portion of any transit trip; how a rider actually gets between home, work, school, or shopping and the station. The A Line station opened in September 2025; the First/Last Mile improvements make the streets that lead to it (Glendora Avenue and Foothill Boulevard) safe, comfortable, and intuitive for people walking, biking, rolling, and driving. 

The project is delivered in partnership with the San Gabriel Valley Council of Governments (SGVCOG) under a Memorandum of Agreement first executed in October 2023, amended and restated in February 2025, and amended again in June 2026. SGVCOG serves as lead agency for procurement, design management, environmental documentation, and construction oversight; Alta prepared the engineering design. This is the same delivery model successfully building the San Dimas Wash Trail today. The City remains the owner of its streets and the Council remains the decision-maker. 

If the Council approves the plans this fall, the next steps are obligating the $5 million federal earmark, procuring construction management, and advertising for competitive bids with construction anticipated to begin in 2027. Actual construction cost is set by competitive bidding. 

The project is fifteen years in the making. The urban trails were adopted in the 2011 Parks & Trails Master Plan. First/Last Mile planning began with Metro in 2018, years before the station opened. The People Movement Project, bundling the trails and street improvements under one name, was presented to the City Council in March 2021 and formally approved for bundling in November 2021. Since then, it has been presented publicly dozens of times: to the City Council, Planning Commission, Community Services Commission, Board of Library Trustees, the Business Improvement District, and the Community Coordinating Council. Section 3 lists the outreach record in detail. 

It is the City's codified toolbox for calming traffic. A "safe street" is a non-arterial street connecting to bike networks, walkable destinations, or green space. Residents can apply online; a Street Representative gathers a petition (67% of affected property owners); the Traffic Safety Advisory Committee reviews the request and a traffic study; neighbors within 300 feet receive mailed notice and an open-house workshop; and physical changes require City Council approval. The City Manager must report annually to the City Council on every designated street, including any negative effects on surrounding streets. Arterial streets such as Route 66, Grand Avenue, and Lone Hill Avenue are not eligible; Foothill Boulevard itself is being improved through this separately-approved capital project, not through the Safe Streets Program. 

Several things. The Complete Streets Act of 2008 (AB 1358) requires circulation elements to plan for all users. AB 773 (2021) authorizes cities to close or slow streets to improve safety and support economic development; the authority behind the Safe Streets Ordinance and the Meda Avenue closure. AB 43 (2021) reformed how speed limits are set, allowing cities to round speeds down, retain safety-justified limits (CVC 22358.8), and designate Safety Corridors (CVC 22358.7) where crash history justifies lower limits. The 2025 speed survey used these tools on Foothill Boulevard.

The 573-response Glendora Avenue survey logged concerns about: aesthetics of the demonstration materials (43 comments): largely the temporary delineator posts, which are not part of the permanent design); vehicle traffic speed (35 comments); parking, including parallel versus angled (26 comments); bikeway design and location (19 comments); homelessness (15 comments); and the Metro rail station itself (15 comments). Each theme was carried into design: permanent curbs, landscaping, and decorative lighting replace temporary materials; turn lanes and signal work address circulation; parking was evaluated block by block; bikeway feedback drove the shift to protected facilities; and lighting and street activity respond to safety concerns. The station question was settled by its opening in September 2025, the remaining question is whether the streets around it serve Glendora well. 

No, the City Council deliberately paused. On August 25, 2026, rather than approving the completed plans that we based on past City Council direction, the item was continued so residents could see the final engineered design. This Q&A and the story boards exist because of that direction. 

The 2017 and 2025 survey data documents the fourth lane is buying speed, not capacity. Foothill carries between roughly 4,600 and 15,400 vehicles per day by segment, volumes the Federal Highway Administration identifies as well-suited to a "road diet" (typically comfortable up to about 20,000 vehicles per day). FHWA lists road diets as a Proven Safety Countermeasure with typical crash reductions of 19–47% on comparable streets, because they eliminate the multiple-threat passing conflict, remove turning vehicles from through lanes, and bring the design of the street into line with the posted speed. Meanwhile, corridor traffic is about 5% lower than in 2017, the street has capacity headroom. 

The opposite: the center turn lane is what makes one through lane work. Today, a driver waiting to turn left blocks a live through lane, forcing sudden stops (rear-end collisions — 35% of Foothill's injuries) and risky weaves. With a dedicated turn pocket or two-way left-turn lane, turning traffic waits out of the through stream, driveways and side streets get a refuge, and emergency vehicles get a passing path. 

People do not bike, in large part, because the street is hostile to biking — that is what the surveys said explicitly: 59% of 2021 respondents would consider walking or biking to the Metro station, and 55% said safer streets would encourage them to walk or bike more. The demonstrations confirmed it: 89% supported the separated bikeway, and 93% said the improvements would make them more likely to walk or bike to the station. The corridor connects Citrus College, the A Line station, five nearby schools, the Senior Center, and the Village; a dense set of short-trip generators. Protected facilities encourage people who may be interested in riding but do not feel safe under current street conditions.  Additionally, the City Council recently adopted an ordinance that removes all bikes, e-bikes, skateboards, roller skates, and similar apparatus on sidewalks in the Village and surrounding areas, requiring those individuals to use the streets and bike lanes. 

Parking was evaluated block by block in the engineered plans; the layouts respond directly to demonstration feedback about parallel versus angled parking. The plan sheets on display show the parking configuration at every location. Staff at the story-board displays can walk any resident or business through the parking treatment on their specific block. 

Single-lane roundabouts keep traffic moving at low, survivable speeds while eliminating the highest-energy intersection conflicts (left-turn broadsides and red-light running). Federal Highway Administration research consistently shows modern roundabouts reduce severe and fatal intersection crashes dramatically compared with signalized or stop-controlled intersections, while typically reducing delay outside peak periods. The single-lane form proposed here is the simplest, most self-explaining version: yield on entry, one lane, one decision. 

A protected intersection uses corner islands to keep people on bikes and on foot physically separated from turning cars all the way through the junction, rather than dropping them into mixed traffic exactly where conflicts peak. Drivers turn at a slower, squarer angle with better sightlines to crossing pedestrians and cyclists. The early conceptual renderings drew public comment; the 100% engineering refined the corner geometry specifically for large-vehicle turning movements (see Section 8). 

The City measured the corridor twice (February 21, 2017 & August 14, 2025), using machine counts at each segment. Total daily traffic across the eight core segments fell 4.9% (11,997 to 11,409 vehicles/day). The change was not uniform: the three western segments (Citrus to Glendora Avenue) lost 12–26% of their traffic, while the eastern residential segments (Cullen to Lone Hill) gained 4–20%. The corridor's busiest segment is now Valley Center–Lone Hill at 15,404 vehicles per day. One caveat the City discloses openly: the 2025 count was taken before the fall Citrus College term, so part of the west-end drop is likely seasonal. 

The data says no diversion occurred: parallel Route 66 fell harder than Foothill over the same period; roughly 25% in aggregate over comparable segments from Barranca Ave to Amelia Ave, with individual segments down 15–29%. The east to west decline is areawide, and Foothill actually gained relative share of corridor travel. As for the future: the design retains turn lanes and signal capacity at key intersections precisely so through trips remain fastest on Foothill itself. The City will monitor volumes after opening, and the Safe Streets Ordinance with its mandatory annual report to the City Council on effects to surrounding streets provides ready, codified tools to calm any street that shows cut-through problems. 

Traffic volumes indicate that it will not. Foothill Boulevard carries approximately 4,600 to 15,400 vehicles per day, depending on the segment—within the range where FHWA guidance indicates a three-lane roadway can operate comfortably. The design offsets the through-lane reduction with left-turn lanes and a center turn lane/median, so through traffic no longer stops behind turning vehicles. On many streets this trade leaves peak travel times nearly unchanged while cutting crashes sharply. Signals, which govern real-world travel time on this corridor, are retained and coordinated with the new configuration. And the baseline is favorable: corridor traffic is lower than it was in 2017. 

Driving the full ~3.95-mile corridor at a steady 35 mph instead of 40 mph adds about 50 seconds before accounting for traffic signals, which dominate actual travel time either way. In exchange, the corridor's dominant crash types (rear-end and broadside, together 68% of injuries) and its leading cause (unsafe speed, 32%) are directly targeted.  It should be noted the example above doesn’t take into consideration that many segments on Foothill were already 35 mph prior to the City Council approved reductions in 2025.  The current speed of traffic as of August 2026 will not change.  

Yes, and it matters. The lane transition near Glendora Avenue is frequently described as a new impact of the project; it is not. Eastbound Foothill loses a lane at Glendora Avenue today, through an uncontrolled forced right turn. What the project does is replace that inherited condition with a designed transition built to adopted standards. The remaining changes the project genuinely introduces: the through-lane reduction, the roundabout, the northbound closure, are each paired with a specific engineering mitigation, listed above, and were evaluated through traffic analysis, accessibility review, and engineering evaluation during design. 

Today, the eastbound curbside lane on Foothill approaching Glendora Avenue becomes a forced right turn, marked with an R3-7 "Right Lane Must Turn Right" sign. A driver intending to continue through must find a gap and merge left at the last moment, at intersection-approach speed, with no engineered taper. That is a textbook setup for the corridor's two dominant injury collision types: rear-end and broadside. The 100% plans replace this with lane-reduction tapers designed to CA MUTCD and Caltrans standard lengths for the posted speed, preceded by advance W4-2 "Lane Ends / Merge" warning signs, at locations shown on the signing and striping (SS-series) sheets. One decision, made early, at design speed instead of a forced maneuver in the middle of the corridor's busiest junction. 

Those speeds were measured before the new 35 mph signs were installed, they are the baseline the new limits are working against, not a verdict on them. They show typical drivers running 4–10 mph over today's limits, which is exactly the argument for design change: drivers respond to the street more than the sign. Wide, straight, four-lane pavement invites 45; a street with one confident lane, visible crossings, and engineered transitions makes 35 feel natural. Under AB 43 (CVC 22358.8), the City may retain these safety-justified limits at the next survey even while driver behavior adjusts. 

Three reasons. First, "down" is not "done": six to seven injury collisions a year is still six to seven families a year, and the improvement must be held while everyday speeds drift upward. Second, the gains are concentrated in the segments and behaviors that enforcement and signage can reach; the stubborn remainder: rear-ends, broadsides, pedestrian collisions near the college are design problems that need design solutions. Third, the street's users are changing: the A Line station opened in 2025 and will add walking and biking trips whether or not the street is ready for them.  Additionally, the City Council recently adopted an ordinance that removes all bikes, e-bikes, skateboards, roller skates, and similar apparatus on sidewalks in the Village and surrounding areas, requiring those individuals to use the streets and bike lanes. The responsible move is to make it ready. 

Physics. National research by the AAA Foundation for Traffic Safety (Tefft, 2011) found the average risk that a person on foot is killed when struck rises from about 10% at 23 mph, to 25% at 32 mph, to 50% at 42 mph, and 75% at 50 mph. Foothill's measured 85th-percentile speeds of 39–45 mph sit squarely in the range where a routine mistake becomes a fatal one. Every few miles per hour removed from real operating speeds converts potential fatalities into survivable injuries and injuries into near-misses. 

AB 43 added CVC 22358.7, allowing cities to designate segments with higher crash rates as Safety Corridors and set lower, safety-based speed limits there. Citrus to Barranca qualified on its record: its injury rate roughly doubled between the study periods even as its traffic fell 26%, and three of its five injury collisions were vehicle-pedestrian collisions at or near Citrus Avenue, adjacent to Citrus College. The 2025 survey designated it under CVC 22358.7(a)(1); the segment through the downtown pedestrian concentration (Cullen–Loraine) was retained at 35 mph under the pedestrian/bicyclist provision, CVC 22358.7(a)(2). 

Yes, and in public. The 2025 survey is the documented "before" condition: speeds, volumes, and five years of collision records, segment by segment. After construction, follow-up counts and the next engineering and traffic survey will show whether operating speeds and injuries moved the right way. Separately, the Safe Streets Ordinance requires an annual report to the City Council evaluating changes to pedestrian, bicyclist, and vehicular traffic, including effects on surrounding streets. As Foothill's reconfiguration is delivered mainly through striping and signing, adjustments; signal timing, turn-pocket lengths, and transition locations can be made economically if monitoring shows a need. 

Yes. The 100% design was specifically refined for large-vehicle turning movements. Intersection corners, the roundabout, and the protected intersection at Foothill/Glendora were laid out against the turning paths of the vehicles the design standards require: fire apparatus, transit buses, and delivery trucks. The plan sheets on display show the final geometry; where early conceptual renderings raised questions about tight corners, the engineered plans answer them. 

Roundabouts are designed with large vehicles in mind. A slightly raised, mountable area called a truck apron surrounds the center island. Passenger vehicles travel around the apron, while fire engines, semi-trucks, and other long vehicles can track their rear wheels over it when turning. This standard design allows large vehicles to navigate the roundabout while keeping it compact enough to slow everyday traffic. 

This question was raised by the City Council on August 25, 2026, and it is addressed in the design. Turning movements at the Post Office and at driveways along both corridors were reviewed during engineering; every property retains vehicle access, and the turn lanes and two-way left-turn lane organize driveway movements out of the through lane rather than blocking it.  

The design was developed with the emergency-response perspective built in.  Specifically, LA County Fire was a stakeholder in the Local Road Safety Plan process that shaped the City's safety program. Two design features matter most: the center turn lane/median gives responding vehicles a continuous passing path that today's four lanes of stacked traffic do not, and lower, more uniform operating speeds make it easier for drivers to hear, see, and yield to emergency vehicles. The roundabout is fully traversable by fire apparatus via the truck apron. 

Every property keeps its vehicle access. On most of Foothill, left turns into and out of driveways actually become simpler and safer: instead of crossing two live lanes each way, a driver crosses one lane and uses the center refuge. During construction, access will be maintained with advance notice to adjacent properties (see Section 11). 

No, not legally or practically. The restricted transportation funds can only be used for transportation projects. The grants and earmarks were competed for and awarded to these specific projects; if Glendora declines them or lets them lapse, they return to the state, the federal government, or other cities; these funds will never become Glendora’s general-fund dollars. The genuine trade-off is limited to the $1.06 million in transportation CIP funds (about 5% of the secured total), and even that buys leverage of roughly twenty outside dollars for every City dollar (and is being used for needed pavement upgrades on Glendora Ave). The project itself performs street maintenance the City would otherwise fund alone: a full two-inch grind-and-overlay of Glendora Avenue, localized pavement repair on Foothill, new signals and lighting, ADA ramps, and landscaping. 

They are complementary layers of one program. The Local Road Safety Plan named the high-injury locations. The HSIP grants fix intersections (signals, protected lefts, mast arms). SS4A fixes crossings and restripes high-injury corridors. The 2025 speed survey reset the legal speed limits. And the First/Last Mile project rebuilds the two signature streets themselves. No single layer depends on the others to be worthwhile, but together they cover intersections, corridors, crossings, speed limits, enforcement, and street design. 

Competitive bidding sets the construction price; SGVCOG's funding commitment is capped at $11,810,000 under Amendment 1 to the Amended and Restated MOA (approved June 23, 2026). Amendment 1 also reallocated funds among phases, incorporated additional SGVCOG-secured funds, removed $315,000 in Measure W funds determined not viable, transferred administration of certain City-secured grants (the $1M Recreational Trails Program, $5.85M in Congressional earmarks, and the $1.5M State allocation) to SGVCOG, added $162,100 for City-requested betterments (marquee relocation and traffic-signal cabinet preparation), and set the timing for the City to forward approximately $2.8 million in transportation local-return contributions in FY 2026–27. 

They were the proving ground. Over roughly five years, the City deployed five demonstration projects and parklets in the Glendora Village, culminating in the permanent closure of Meda Avenue (Resolution 2023-03, under AB 773) for the Meda Avenue and Bus Plaza improvements. Those projects demonstrated in Glendora, not in a manual, that reallocating street space to people can deliver economic, recreational, and social benefits. Their success is expressly cited in the staff record as a reason the City Council adopted the Safe Streets Ordinance, and the parklet tested at Roll to the Stroll drew 81% support. 

In December 2025, the City installed a quick-build demonstration crosswalk at Minnesota Avenue, crossing Foothill Boulevard adjacent to the La Fetra Senior Center, a high-visibility continental crosswalk with new striping and safety signage. It is deliberately temporary: under the Safe Streets approach, the City observes real roadway-user behavior before committing to permanent enhancements. It protects some of the corridor's most vulnerable users today and informs the permanent design. 

The HSIP Cycle 9 project ($550,000 total) enhanced pedestrian safety near five elementary schools: Cullen, Sellers, La Fetra, Stanton, and Hope Lutheran with curb extensions, high-visibility crosswalks, enhanced crosswalk signage, flashing beacons at stop signs, pedestrian countdown signals, leading pedestrian intervals, and no-passing centerlines. Separately, the Washington Elementary crosswalk project added curb extensions, a midblock refuge island, and updated lights and signage (bid November 2023), and HSIP Cycle 12 includes advance school-zone signs. Several of these schools sit within a block or two of Foothill, the same walking network the First/Last Mile design strengthens. 

Section 830.6 is the state statute under which a public entity's legislative body gives documented, discretionary approval to the design of a public improvement, based on a finding that the design is reasonable and consistent with applicable standards. It is the standard, statewide practice for approving public-works designs. For this project it means the City Council, not staff alone, publicly reviews and approves the engineered plans, and any material change afterward must come back for documented discretionary approval before construction. It is an accountability mechanism: the design decisions are made on the record, against adopted standards (CA MUTCD, Caltrans Standard Plans, and City standards). 

Adjacent properties receive written notice before construction begins; driveway and business access is maintained, with any short-term restrictions communicated in advance; and a construction-phase communication and issue-response process operates for the duration of the work. Work is staged to keep the corridors open. On Foothill, remember the scope: localized pavement work, striping, signing, crossings, and bikeway construction not a corridor-long dig. 

On Foothill, substantially yes, and more importantly, they can be adjusted. Because the reconfiguration is delivered primarily through signing and striping over localized pavement work, adjustments (or, in an extreme case, reversal) are matters of restriping, not a complete reconstruction. The City has committed to measuring results (Q36) and is required by ordinance to report annually. That said, the national record for this street type at these volumes, FHWA's 19–47% crash-reduction range, is why the City expects to be extending these treatments, not undoing them. 

The 2025 Citywide Engineering & Traffic Survey and adopting ordinance, the 2017 traffic study, the 2022 Local Road Safety Plan, Safe Streets Ordinance 2084 and the Safe Streets Policy, the Complete Streets Resolution, the SGVCOG Memorandum of Agreement and amendments, demonstration-project survey results, and City Council staff reports and presentations are all public records, available through the City Clerk and on the City's website.