Article VII Implementation and Administration

§ 21.10.440 Specific plan phasing.

The development and/or redevelopment of the Route 66 Corridor specific plan project area will be a multi-year effort. The preferred land use development concept and associated improvements necessary are envisioned to occur over a twenty-year period. Therefore, future development and/or redevelopment in the project area will be responsive to prevailing market conditions making forecasts of the timing and extent of future conditions challenging. Although a phasing plan is not appropriate for this type of project, the Route 66 Corridor specific plan will provide substantial guidance for future capital improvement programming and other city-initiated improvements.

(Ord. 2019 § 2, 2017)

§ 21.10.450 Applicability.

The provisions of this article are applicable to the considerations of development activity and land use within the boundary of the Route 66 Corridor specific plan and associated subdistricts.

The regulations, development standards and guidelines as contained in the specific plan shall apply in their entirety in the review of new development proposals. In the review of proposals involving the modification of existing development, however, it is recognized that existing site conditions may constrain the extent to which these development standards and guidelines can be met. Acceptable modifications for existing development are noted in their respective sections.

(Ord. 2019 § 2, 2017)

§ 21.10.460 General plan amendments.

In 2003, upon adoption of the specific plan, the city amended the Glendora General Plan to provide necessary modifications to provide consistency between the general plan and specific plan. The city adopted the following amendments to ensure consistency:

Amending the general plan (GPA03-04), creating a specific plan zone SP-3 (ZC03-03), adopting a specific plan (ZA03-05) and design guidelines (M03-17).

Concurrent with adoption of the 2017 revised specific plan, the following amendments are adopted: Amending the General Plan and Zoning Ordinance (PLN16-0045), (PLN17-0022).

(Ord. 2019 § 2, 2017)

§ 21.10.470 Zoning code/map amendments.

The zoning classifications in the Route 66 Corridor specific plan area, prior to the adoption of the specific plan including C-3, R-3/MHP, PR, MS, CM, C-3/H, CM/MHP, C-2, C-3/MHP, R4, M1 and R-3 classifications were repealed within the specific plan project area, and the zoning map amendment shall indicate new Route 66 Corridor specific plan zoning classification "SP-3" including the BG, GMU, TCMU, RSC, CRR, LHG and TCO subdistricts.

In 2016, the city amended the boundaries of the TCMU subdistrict and rezoned certain areas to R-3 and MS (PLN16-0045). In 2017, the city amended the TCMU again modifying its boundaries pursuant to zone amendment (PLN17-0022).

All land use regulations, development standards, and other provisions of the Route 66 Corridor specific plan in its entirety shall apply as expressly stated in this plan. For development criteria and regulations that are not amended or superseded by this specific plan, the provisions of the Glendora Municipal Code shall prevail.

(Ord. 2019 § 2, 2017)

§ 21.10.480 Administration and enforcement.

It shall be the duty of the director of planning to enforce the provisions as set forth in the Route 66 Corridor specific plan. All officers, employees, and officials of the city who are vested with the duty or authority to issue permits or licenses shall conform with the provisions of the Route 66 Corridor specific plan, and shall not issue any permit or license or approve any use or building which would be in conflict with the Route 66 Corridor specific plan. Any permit, license or approval issued that is in conflict with the requirements of the Route 66 Corridor specific plan shall be considered null and void.

(Ord. 2019 § 2, 2017)

§ 21.10.490 Relationship to zoning code.

The provisions contained in this specific plan constitute the primary land use and development standards for the project area. These regulations are applied in addition to the provisions as set forth in the Glendora Municipal Code. As part of the implementation of this specific plan, the Glendora Municipal Code shall be amended to include the Route 66 Corridor specific plan ("SP-3") and associated subdistricts.

(Ord. 2019 § 2, 2017)

§ 21.10.500 Amendments to the specific plan.

The Route 66 Corridor specific plan may be amended utilizing the procedure by which it was originally adopted. In addition, the amendment shall demonstrate that it meets the intent of the specific plan's goals and objectives or provide a finding that the amendment enhances the plan or is necessary to implement the goals and objectives. All sections or portions of the specific plan to be changed or that may be affected by the change must be included in the specific plan amendment. A concurrent amendment to the general plan would not be required provided the city council determines that substantive changes would not influence the goals, objectives, policies or programs of the Glendora general plan.

(Ord. 2019 § 2, 2017)

§ 21.10.510 Development review procedures.

The review and approval of projects and uses shall be subject to provisions contained within the specific plan and the Glendora Municipal Code.

(Ord. 2019 § 2, 2017)

§ 21.10.520 Specific plan EIR and mitigation monitoring.

The Route 66 Corridor specific plan will be prepared in conjunction with a program-level EIR, which identifies potential impacts resulting from the proposed development and establishes mitigation measures that reduce them to a less than significant level, where feasible.

As the lead agency, the city will implement a monitoring program for the approved mitigation measures. To assist in this monitoring effort, a mitigation monitoring program will be developed by the city as part of environmental findings and included in the final specific plan approved by the city council. The approved mitigation monitoring program shall comply with applicable sections of the Glendora Municipal Code.

The Route 66 Corridor specific plan EIR will serve as the primary environmental document for the Route 66 Corridor specific plan and all future development undertaken within the plan area. The EIR is anticipated to be the definitive environmental document for project implementation within the specific plan area, including serving as a project EIR for purposes of infrastructure improvements. Developments that require discretionary review (i.e., projects subject to the approval of a special development permit) will be examined in consultation with the EIR to determine what additional environmental documentation must be prepared. Developments that do not require additional discretionary review will not be subject to additional environmental documentation. However, the project applicant will be required to submit documentation substantiating said development is allowed and in conformance with the specific plan, and the potential environmental effects are within the parameters and timeframe (year 2020) analyzed within the specific plan EIR.

Future development projects proposed within the specific plan area may be required to prepare their own environmental documentation pursuant to state law. However, subsequent site-specific projects may use the "tiering" concept, as provided by Section 15385 of the State CEQA Guidelines. The tiering concept is a process by which the city, as lead agency, can adopt the programmatic EIR focusing on the "big picture," and can then use streamlined CEQA review for subsequent individual development projects in the Route 66 Corridor specific plan area. This streamlined CEQA review may be used for each site-specific future development so long as the project is consistent with the decisions of the EIR, the mitigation measures described in the EIR, and the city's general plan and zoning code. This tiering concept allows the city to address the broad environmental issues detailed in this EIR during the planning stages of the proposed specific plan. Future site-specific development projects are evaluated on a project-specific basis, and may be excused from repeating the broad environmental analysis examined in this comprehensive, programmatic EIR for the entire proposed Route 66 Corridor specific plan area.

(Ord. 2019 § 2, 2017)

§ 21.10.530 Severability.

If any portion of the Route 66 Corridor specific plan is, for any reason, held invalid by a court of competent jurisdiction, such portion shall be deemed a separate, distinct and independent provision and the invalidity of such provision shall not affect the validity of the remaining portion of the Route 66 Corridor specific plan.

(Ord. 2019 § 2, 2017)

§ 21.10.540 Public improvement financing strategy.

The public improvement financing strategy presented in this section is intended to provide a realistic estimate of the costs of implementing certain public improvements identified in the Route 66 Corridor specific plan. The identification of these improvements will allow the city to anticipate improvement needs and subsequently plan for funding and implementation. Provision of this financing strategy will assist the city in strategically positioning itself to compete for discretionary funding by having identified public improvements that directly relate to a comprehensive regulatory land use plan.

This section provides a summary of capital cost of the proposed improvement program as indicated in Article IV of this specific plan. Capital costs are based upon an assumed level of development occurring during the planning period 2003-2020. In addition, this section provides an overview of potential funding sources, inclusive of existing, discretionary and new funding/financing strategies.

(Ord. 2019 § 2, 2017)

§ 21.10.550 Estimated cost of improvements.

Sewer Infrastructure Improvements. Sewer infrastructure costs included those costs associated with on-site and off-site improvements necessary to mitigate sewer infrastructure impacts associated with the proposed development plan. As discussed in Article IV of this specific plan, no immediate need for sewer infrastructure upgrades have been observed. The development plans suggests the periodic monitoring of sewer infrastructure facilities at various stages of redevelopment to ensure future demand does not exceed existing capacities.

Domestic Water Infrastructure Improvements. Domestic water infrastructure cost estimates have been estimated based upon the portion of the existing water distribution system affected by development within the specific plan area. As shown in Exhibit 4-17 of this specific plan, domestic water system upgrades will be required throughout the corridor. Table 7-2: Domestic Water System Improvement Costs provides a summary of improvement costs.

Table 7-2 Domestic Water System Improvement Costs
Water Facility Description	Pipeline Diameter	Quantity (LF)	Unit Cost per LF	Estimated Construction Cost
PVC (C900)	8″	1532	$40/LF	$61,280
CMLNC	10″	504	$50/LF	$25,200
CMLNC	12″	9817	$60/LF	$589,020
CMLNC	14″	17,791	$70/LF	$1,245,370
CMLNC	16″	519	$80/LF	$41,520
TOTAL				$1,962,390

Notes:
Unit Costs per lineal foot based upon general industry standards and included all cost associated with demolition and construction of new pipelines and support facilities.

Stormdrain System Improvements. Stormdrain system improvement costs have been estimated based upon the portion of the existing stormdrain system affected by future development within the specific plan project area. As shown on Exhibit 4-20, the following recommended improvements will ensure adequate storm water conveyance.

Unit costs and quantities have been estimated based upon typical industry standards and consider complete improvement costs, including pavement removal and replacement, trenching, pipe, traffic control, and catch basins. Table 7-3: Stormwater Drainage Improvement Costs, provides a summary of improvement costs.

Table 7-3 Stormwater Drainage Improvement Costs
Water Facility Description	Pipeline Diameter	Quantity (LF)	Unit Cost per LF	Estimated Construction Cost ⁽¹⁾
Vermont Avenue/Route 66 Deficiencies
Option 1
RCP	30″	1700	$230/LF
Catch Basin	N/A	N/A	$5,000
			TOTAL	$400,000
Option 2
RCP	24″	1700	$200/LF
Catch Basin	N/A	N/A
			TOTAL	$350,000
Elwood/Route 66 Deficiencies
Option 1
RCP	30″	600	$230/LF
Catch Basin	N/A	N/A	$5000
			TOTAL	$150,000
Option 2
RCP	30″	700	$230/LF
Catch Basin	N/A	N/A	$5000
			TOTAL	$170,000

Note:
(1)	Estimated cost includes costs for mobilization, demolition and construction.
Source: RBF Consulting, July 2003.

Streetscape/Community Design Improvement Costs. Streetscape/community design improvement cost estimates have been estimated based upon the recommended improvements identified in Article IV of this specific plan. Improvement costs for streetscape and community design improvements include costs associated with project mobilization (job site preparation), demolition, construction/hardscape, irrigation, planting and consultant design fees. The following tables provide a summary of improvement costs. More detailed, line item cost estimates are on file with the city of Glendora.

Barranca Gateway.

Table 7-4 provides a summary of improvement costs for all improvements identified in Exhibit 4-4: Barranca Gateway Improvements.

Table 7-4 Barranca Gateway Improvements Opinion of Probable Construction Costs
Item #	Description	Quantity	Units	Unit Cost ($)	Total ($)
1	Mobilization	1	LS	$20,000.00	$20,000.00
2	Demolition	1	LS	$71,195.00	$71,195.00
3	Construction/ Hardscape	1	LS	$231,200.00	$231,200.00
4	Irrigation	1	LS	$52,500.00	$52,500.00
5	Planting	1	LS	$54,395.00	$54,395.00
6	Consultant Design Fees	1	LS	$47,000.00	$47,000.00
	Subtotal				$476,290.00
	Contingency (25%)				$119,072.50
	TOTAL				$595,362.50

Note: Since the LANDSCAPE ARCHITECT has no control over the cost of labor, materials, equipment or services furnished by others or over the Contractor(s)' method of determining prices, or over the competitive bidding or market conditions, its Opinions of Probable Construction Cost provided herein are to be made on the basis of its experience and qualifications and represents its best judgment as an experience and qualified professional, familiar with the construction industry; but the LANDSCAPE ARCHITECT cannot and does not guarantee that proposals, bids or actual project or construction cost will not vary from its opinion of probable cost. If prior to the Bidding or Negotiation Phase, OWNER wishes greater assurance to Project Cost, it shall employ an independent cost estimator.

Grand Avenue Gateway Improvement Costs.

Table 7-5 provides a summary of improvement costs for all improvements identified in Exhibits 4-7, 4-8 and 4-9.

Table 7-5 Grand Avenue Gateway Improvements Opinion of Probable Construction Costs
Item #	Description	Quantity	Units	Unit Cost ($)	Total ($)
1	Mobilization	1	LS	$75,000.00	$75,000.00
2	Demolition	1	LS	$283,515.00	$283,515.00
3	Construction/ Hardscape	1	LS	$656,930.00	$656,930.00
4	Irrigation	1	LS	$248,500.00	$248,500.00
5	Planting	1	LS	$295,750.00	$295,750.00
6	Consultant Design Fees	1	LS	$170,000.00	$170,000.00
	Subtotal				$1,730,895.00
	Contingency (25%)				$432,723.75
	TOTAL				$2,163,618.75

Glendora Avenue Gateway.

Table 7-6 provides a summary of improvement costs for all improvements identified in Exhibit 4-10: Glendora Gateway Improvements.

Table 7-6 Glendora Avenue Gateway Improvements Opinion of Probable Construction Costs
Item #	Description	Quantity	Units	Unit Cost ($)	Total ($)
1	Mobilization	1	LS	$70,000.00	$20,000.00
2	Demolition	1	LS	$259,795.00	$71,195.00
3	Construction/ Hardscape	1	LS	$877,470.00	$231,200.00
4	Irrigation	1	LS	$113,500.00	$52,500.00
5	Planting	1	LS	$122,735.00	$54,395.00
6	Consultant Design Fees	1	LS	$150,000.00	$47,000.00
	Subtotal				$1,593,500.00
	Contingency (25%)				$398,375.00
	TOTAL				$1,991,875.00

Lone Hill Gateway Improvement Costs.

Table 7-7 provides a summary of improvement costs for all improvements identified in Exhibit 4-10: Lone Hill Gateway Improvements.

Table 7-7 Lone Hill Gateway Improvements Opinion of Probable Construction Costs
Item #	Description	Quantity	Units	Unit Cost ($)	Total ($)
1	Mobilization	1	LS	$16,000.00	$16,000.00
2	Demolition	1	LS	$43,945.00	$43,945.00
3	Construction/ Hardscape	1	LS	$192,135.00	$192,135.00
4	Irrigation	1	LS	$39,500.00	$39,500.00
5	Planting	1	LS	$38,235.00	$38,235.00
6	Consultant Design Fees	1	LS	$36,000.00	$36,000.00
	Subtotal				$365,815.00
	Contingency (25%)				$91,453.00
	TOTAL				$457,268.00

Optional Items.

Table 7-8 provides a summary of line item improvement costs for various streetscape features, including those associated with screen wall treatments.

Table 7-8 Optional Items Improvements Opinion of Probable Construction Costs
Item #	Description	Quantity	Unit Cost ($)
1	Neighborhood rock monuments, including associated work	EA	$8,000.00
2	Acorn style pedestrian lights, including concrete footing	EA	$5,200.00
3	Metal bench	EA	$1,100.00
4	Metal trash receptacle	EA	$950.00
5	River rock veneer screen wall with precast concrete cap and rock veneer pilasters with precast concrete cap	LF	$150.00
6	River rock veneer screen wall with precast concrete cap, wood pickets and rock veneer pilasters with precast concrete cap	LF	$150.00
7	Sign with thematic banner attachments	EA	$800.00
8	Directional sign	EA	$650.00
9	Street sign	EA	$550.00
10	Pedestrian information sign	EA	$1,500.00
11	Parking lot entry sign	EA	$550.00

(Ord. 2019 § 2, 2017)

§ 21.10.560 Potential funding and financing mechanism.

Funding and financing for projects identified in Section 21.10.540 of this article will require a comprehensive and creative financing approach through the utilization of a variety of financing mechanisms including debt financing, equity financing, loan guarantees and tax credits.

Table 7-9 provides a comprehensive listing of available funding and financing programs available from state and federal agencies, as well as private entities. It should be noted that funding and financing programs are dynamic and change according to available funds, changes in state and federal law among other factors. Table 7-9 should be supplemented when new programs become available.

Table 7-9 Potential Funding and Financing Mechanisms
State of California Programs
Financing/Funding Method	Description	Potential Uses of Funding
Real Estate Development
California Pollution Control Financing Authority (CPCFA)—California Recycle Underutilized Sites (Cal Reuse) Loans	Assistance to borrowers with the reuse and redevelopment of underutilized properties with real or perceived contamination issues (brownfields). Cal ReUSE addresses a funding and information gap in the redevelopment of brownfields to help bring these properties into productive reuse.	Reasonable and necessary brownfield project costs, including;
		Site assessment
		Technical assistance
		Planning for the remediation of hazardous material
		Obtaining access to privately held property to conduct an assessment
California Debt Limit Allocation Committee (CDLAC)—Tax-Exempt Private Activity Bond Debt Limit Allocation	Administers the annual tax-exempt private activity bond debt limit allocation program for California. The bonds issued are purchased by the private sector and are an obligation of the issuing entity (not the state or federal government). Agencies and organizations authorized to issue tax-exempt private activity bonds or mortgage credit certificates must receive an allocation from CDLAC.	A variety of programs are eligible for the issuance of tax-exempt private activity bonds:
		Multifamily rental housing
		Single-family housing
		Extra credit teach home purchase program
		Small-Issue industrial development bonds
		Exempt facilities
California Public Employees' Retirement System (CalPERS)—California Urban Real Estate (CURE) Investments	The CURE strategy is focused on addressing both the housing shortage as well as a lack of general development in urban infill locations throughout California.	Residential, office, retail, entertainment, hotel, and mixed-use projects.
		Other projects that benefit certain economic groups or geographic areas, such as;
		Low-income housing
		Multifamily low-income housing
		Economic development and redevelopment
		Urban infill and "smart growth" strategy
Pooled Money Investment Account (PMIA)— Community Reinvestment Loan Purchases	The purchase of these loans provided original lenders with new capital to make additional loans to low- and moderate-income homeowners and to stabilize lower-income neighborhoods.
California Tax Credit Allocation Committee— Federal State Low-Income Housing Tax Credits	Encourages private investment in rental housing.	Tax credits can be allocated to new construction projects or for the acquisition and rehabilitation of certain projects.

Potential Funding and Financing Mechanisms
Financing/Funding Method	Description	Potential Uses of Funding
Business Development
California Pollution Control Financing Authority—California Capital Access Program for Small Business	Small business loan program that provides an important source of capital for small business that may otherwise have difficulty in obtaining funding. Provides incentives for a lender to make small business loans by establishing a loss revenue account as for of loan portfolio insurance.	Finance acquisition of land the construction or renovation of buildings, the purchase of equipment, working capital, and other capital projects. There are limitations on real estate loans and refinancing.
California Industrial Development Financing Advisory Commission—Tax-Exempt Industrial Development Bonds	Assist California manufacturing businesses in funding capital expenditures for acquisition or expansion. Allows business to borrow funds at competitive rates through the issuance of tax-exempt bonds enhanced by a letter of credit or as a private placement for small issues. Various subcategories of funding are available.	Acquisition of land, buildings, equipment, landscaping, design costs and permits.
Consumer Power and Conservation Financing Authority—Energy Financing Industrial Development Bonds	Encourage efficient use of energy resources, contribute to manageable energy costs, and support the manufacture and development of renewable technologies.	Acquisition of land, facilities and equipment.
Infrastructure
California Technology, Trade and Commerce Agency—Infrastructure State Revolving Fund Loans	Provides low cost financing to public agencies for a wide range of infrastructure projects.	Public infrastructure including, but not limited to; streets, drainage, transit, water distribution, sewage.
Industrial Development Bonds	Allows manufacturers and processors to finance acquisition and expansion projects at very low interest rates through tax-exempt bond issuance.	Acquisition and rehab.
Section 501(c)(3) Revenue Bonds	Tax-exempt revenue bond financing is available to non-profit corporations.	Capital expenditures, debt refinancing, expenditure reimbursement.
Other Programs—Stare, Federal and Private Entities
Economic Development Administration (EDA) Loans and Grants	Grants to communities for site preparation and construction of water and sewer facilities, access roads, railroad spurs, etc.	Construction of water and sewer facilities and access roads.
Federal Highway Administration Department of Transportation (DOT)	Provides funds to the states to develop and maintain recreational trails and trail-related facilities for both non-motorized and motorized recreational trail uses.	Recreational trails and trail-related facilities.
Transportation Efficiency Act for the 21st Century (H.R. 2400)	TEA-21 gives local governments unprecedented flexibility in developing a mix of highway corridor enhancements, with funds for such projects as public transit, bikeways, highway enhancements, recreation, historic preservation, scenic byways, and other alternatives to address transportation and community needs. Contact source for funding amounts. States and localities are permitted to use federal dollars (provided primarily from the gas tax) for more flexibly to meet their transportation needs. More comprehensive planning, taking into account such factors as desired land use patterns and environmental effects, is required as a prerequisite to federal funding.	Public transit, bikeways, highway enhancements to address transportation and community needs.
U.S. Federal Highway Administration (FHWA) Transportation & Community and System Preservation Pilot Program (TCSP)	Comprehensive initiative of research and grants to investigate the relationships between transportation and community and system preservation and private sector-based initiatives. States, local governments, and metropolitan planning organizations are eligible for these discretionary grants.	Grants to plan and implement strategies that improve the efficiency of the transportation system; reduce environmental impacts of transportation; reduce the need for costly future public infrastructure investments; ensure efficient access to jobs, services, and centers of trade; and examine private sector development patterns and investments that support these goals.
National Trails Endowment	The American Hiking Society manages a fund of money created by contributions to an annual endowment fund for trails. Money from the endowment will be made available to organizations for which foot trails are a primary focus.	Establish and maintain pedestrian foot trails.
Environmental and Mitigation Fund	The California State Department of Transportation (CALTRANS) has established this state fund for beautification improvements to roadsides to mitigate the effects of transportation projects.	Beautification improvements for roadsides.
Environmental Enhancement and Mitigation Program (EEMP) Grants (Prop111)	Three categories of projects are eligible, among them "highway landscaping and urban forestry." The city can pursue this for the purchase, installation, and maintenance of street trees. Projects must be designed to mitigate the environmental impacts of modified or new public transportation facilities but do not have to be within the road right-of-way.	Provision of highway landscaping and urban forestry for roadsides and transportation facilities.
Environmental Protection Agency (EPA) Program Grants	Federal grants for various purposes including state and local program research, demonstrations, development, and implementation.	Research, demonstrations, development and implementation of various environmental based programs including water pollution, conservation, solid waste disposal, etc.
Infrastructure State Revolving Fund Program	The Infrastructure State Revolving Fund (ISRF) Program provides low-cost financing to public agencies for a wide variety of infrastructure projects. ISRF Program funding is available in amounts ranging from $250,000 to $10,000,000, with loan terms of up to 30 years. Interest rates are set on a monthly basis.	Eligible project categories include city streets, county highways, state highways, drainage, water supply and flood control, educational facilities, environmental mitigation measures, parks and recreational facilities, port facilities, public transit, sewage collection and treatment, solid waste collection and disposal, water treatment and distribution, defense conversion, public safety facilities, and power and communications facilities.
FTA Metropolitan Planning Program	Operated by the Federal Transit Administration (FTA), this program provides financial assistance, through the states, to Metropolitan Planning Organizations (MPO) to support the costs of preparing long-range transportation plans required as a condition of obtaining Federal Capital Program and Urbanized Area Formula Program grants for transit projects.	Planning, engineering, design, and evaluation of transportation projects. Technical studies relating to management, operations, capital requirements, innovative financing opportunities, and economic feasibility; evaluation of previously assisted projects; and other similar or related activities preliminary to and in preparation for the construction, acquisition or improved operation of transportation systems, facilities and equipment including the planning for "livability" features such as improved pedestrian and bicycle access to the station and shops and community services in the station area, incorporating arts and artistic design in stations and surrounding areas, and other improvements that enhance the usability and community-friendliness of the transit system environment.
FTA Metropolitan Planning Program		Up to a maximum of 20 percent of the preliminary engineering and design costs for a transportation facility.
Transportation and Community and System Preservation Pilot Program	Comprehensive program to assist in planning, developing, and implementing strategies to integrate transportation and community and system preservation plans and practices.	Improve the efficiency of the transportation system, reduce environmental impacts of transportation, reduce the need for costly future public infrastructure investments, ensure efficient access to jobs, services and centers of trade, and examine development patterns and identify strategies to encourage compatible private sector development patterns.
California Infrastructure and Economic Development Bank (CIEDB)	The CIEDB was created in 1994 to promote economic revitalization, enable future development, and encourage a healthy climate for jobs in California. The CIEDB has broad authority to issue tax-exempt and taxable revenue bonds, provide financing to public agencies, provide credit enhancements, acquire or lease facilities, and leverage state and federal funds.	The Infrastructure Bank has broad authority to issue tax-exempt and taxable revenue bonds, provide financing to public agencies, provide credit enhancements, acquire or lease facilities, and leverage state and federal funds. The Infrastructure Bank's current programs include the Infrastructure State Revolving Fund (ISRF) Program and the Conduit Revenue Bond Program.
Impact Fees and Exactions	Dedications of land and impact fees are exactions which lessen the impacts of new development resulting from increased population or demand on services.	Dedication of land and fees in lieu of dedication; subdivision reservation for public use; development architectural review; and fees.
City General Fund	It is not uncommon for cities that are seeking to revitalize their community to commit a certain amount of the general fund to the effort over a period of years.	Improvements and ongoing projects or programs which have general community-wide benefits.
General Obligation Bonds	Tax-supported bonds used to finance the acquisition and construction of public capital improvements.	Public buildings, roads, infrastructure improvements and community centers.
Development Fees	Counties and cities may impose development fees on landowners in a "benefit area" to pay for a proportionate share of the public facilities required to serve a development.	Used for "necessary public services" which include parks and open areas.
Development Incentive Programs	Incentives encourage the private sector to provide the desired public improvement.	Public improvements.
General Taxes	Taxes include excise taxes, utility user taxes, and property tax to generate revenue.	Various community improvements.
Other Private Donations	Private donations for a variety of different types of projects are generally available from foundations, institutions and corporations that have major interests in these areas.	Various depending upon interest of private donors.
Revenue Bonds	Debt undertaken wherein payback is tied to specific revenue streams. This form of debt does not require a public vote.	Common uses include industrial development, housing and social services.
EPA—Clean Water Revolving Fund	Low interest-loan program established by the Federal Clean Water Act	Loans for projects that address point and nonpoint sources of water pollution
State Waters Resources Control Board Nonpoint Source Water Pollution Control	Established by the federal Clean Water Act § 319, these grants are for the implementation of state nonpoint source pollution control programs. Each state passes through a portion of these funds to other entities for implementing specific NPS management practices. State Water Quality agencies are the lead agencies for these grant programs.	Projects that solve water quality problems.
Safe Drinking Water State Revolving Fund	Low-interest loan program established by the 1996 Safe Drinking Water Amendments. U.S. EPA provides funds to each state to establishing ongoing loan programs. The state administers the State Revolving Fund (SRF) and makes loans to drinking water systems for projects which will ensure that drinking water remains safe and affordable. States may also fund wellhead and source water protection projects.	Loans for drinking water systems.
Solid Waste Assistance Funds	Grants to fund program development or pilot projects which promote waste reduction, recycled-content products, markets for recycled materials, or assist in the development of solid waste management plans and the clean-up of open dumps.	Incorporate EPA initiatives and priorities with source reduction, product stewardship, reuse, recycling, composting, and/or recycled product procurement projects. Stimulate market for difficult-to-recycle materials such as tires, construction/demolition debris, green waste and electronics.
Water Quality 104(b)(3) Grants	Grants to support critical National Pollutant Discharge Elimination System (NPDES) water quality related projects.	Water quality projects.
Water Quality Assessment and Planning	Grants established by the federal Clean Water Act § 205/§ 604, these funds will support water quality assessment and planning projects which will lead to implementable actions that promote healthy aquatic ecosystems.	Projects which foster local watershed management efforts that protect and enhance aquatic environmental conditions. Projects which result in Total Maximum Daily Loads calculations for impaired waters on State Clean Water Act Section 303(d) list.
Tea-21 Job Access And Reverse Commute Grants	The Job Access and Reverse Commute grant program assists states and localities in developing new or expanded transportation services that connect welfare recipients and other low income persons to jobs and other employment related services. Job access projects are targeted at developing new or expanded transportation services such as shuttles, vanpools, new bus routes, connector services to mass transit, and guaranteed ride home programs for welfare recipients and low income persons. Reverse commute projects provide transportation services to suburban employment centers from urban, rural and other suburban locations for all populations.	Expand transportation services.
The National Endowment for the Arts Challenge America Leadership Initiative	The National Endowment for the Arts will make a limited number of grants for design competitions to stimulate excellence in design in the public realm. The goal is to invest in projects that promote and use design to make communities across the nation more livable. This initiative is intended to bring institutions from across the country together with the best design talent, to raise the expectations and aspirations for public work, and to increase popular awareness of the importance of design in daily life. The Endowment will consider competitions for projects in areas of design that include: architecture, urban planning, industrial design, and/or landscape architecture. Projects may include, but are not limited to, competitions for schools, museums, performing arts spaces, municipal buildings, parks, waterfronts, bridges, highway rights-of-way, public housing, emergency service vehicles, innovative building technologies, transportation facilities, or large-scale master plans.	For design competitions in the public realm. Funding is not for construction.
Adopt-a-Light Program (Tree, Bench, etc.)	The city can recover costs of public improvements.	As a unique method for paying for street lighting fixtures, or any other streetscape element, a small projected plaque sign could be affixed to the light pole with the name or logo of the local merchant/business/person/entity who purchased the fixtures. This program can also be applied to historic plaques, benches, trees, paving surfaces, and banners.
Business Improvement Areas (BIA)	Self-taxing business districts. BIAs include Business Improvement Districts (BIDs), Local Improvement Districts (LIDs) and other such financial districts.	Business and property owners pay for capital improvements, maintenance, marketing, parking, and other items as jointly agreed to through systematic, periodic self-assessment.
The Energy Foundation	The Energy Foundation will support regional transportation reform through analysis, policy research, regulatory work, and advocacy. The Foundation will explore policy options that promote alternatives to increased single occupancy vehicle use and to new highway construction. The foundation will also support analysis and advocacy to promote increased vehicle fuel efficiency.	Transportation policy analysis.
The Gunk Foundation Grants for Public Arts Projects	The Gunk Foundation aims to support the production of non-traditional public art projects related to public space. Support for artwork displayed in spaces of public transportation, city streets, or work places is given. Non-traditional, thought-provoking public work that is site specific.	Grants are provided for works of public art that are non-traditional and have a meaningful connection to the space they are in. The committee will not fund art education, art festivals, art therapy, mural projects, community gardens, restoration projects, architectural design projects, traditional commemorative sculpture/painting, or traditional theater projects.
American Greenways Eastman Kodak Grant Program	The program encourages action-oriented greenway projects. Keys to determining which projects will receive grants are the importance of the project to local greenway development efforts, how likely the project is to produce tangible results, and the extent to which the grant results in matching funds from other resources.	Grants to stimulate the planning and design of greenways.
Leaf-It-To-Us: Kid's Crusade for Trees!	This tree planting grant program is a statewide campaign designed to provide opportunities to involve California's primary and secondary school students to become more knowledgeable in the benefits trees play in providing for livable communities, improving the global environment, and making improvements to their local learning environment. The program provides funds for community tree planting projects initiated and undertaken by school kids in partnership with school volunteers for local governments to purchase trees, which are environmentally tolerant and high quality. Trees must be on public property, and projects must be completed within 18 months of project award. The city can apply and receive awards for up to four years in a row.	Tree planting.
Urban Forestry Grant Program: Trees for the Millennium	This program provides grants for local governments to purchase trees, which are environmentally tolerant and high quality. Trees must be on public property, and projects must be completed within 18 months of project award. The city can apply and receive awards for up to four years in a row.	Purchase trees.
Public Works and Economic Development Act of 1965—Grant	The basic grant rate may be up to 50 percent of the project cost. Severely depressed areas may receive supplementary grants to bring the Federal contribution up to 80 percent of the project cost; recognized Indian tribes may be eligible for up to 100 percent assistance. Additionally, eligible areas located within and actively participating in the operations of Economic Development Districts are, subject to the 80 percent maximum Federal grant limit, eligible for a 10 percent bonus on grants for public works projects. On average, EDA's investment covers about 50 percent of project costs.	Project include: (1) Infrastructure for industrial park development; (2) port development and expansion; (3) infrastructure necessary for economic development (e.g., water/sewer facilities); (4) renovation and recycling of old industrial buildings; (5) construction of vocational-technical facilities and skill centers; (6) construction of incubator facilities; (7) redevelopment of brownfields; and (8) eco-industrial development. Investments in facilities such as water and sewer system improvements, industrial access roads, industrial and business parks, port facilities, railroad sidings, distance learning facilities, skill-training facilities, business incubator facilities, redevelopment of brownfields, eco-industrial facilities, and telecommunications infrastructure improvements needed for business retention and expansion. Eligible activities include the acquisition, rehabilitation, design and engineering, or improvement of public land or publicly-owned and operated development facilities, including machinery and equipment. Projects may also include infrastructure for broadband deployment and other types of telecommunications-enabling projects and other kinds of technology infrastructure. Eligible projects must fulfill a pressing need of the area and must: (1) improve the opportunities for the successful establishment or expansion of industrial or commercial plants or facilities; (2) assist in the creation of additional long-term employment opportunities; or (3) benefit the unemployed/underemployed residents of the area or members of low-income families. In addition, all proposed investments must be consistent with the currently approved Comprehensive Economic Development Strategy for the area in which the project will be located, and the applicant must have the required local share of funds committed and available. Also, the project must be capable of being started and completed in a timely manner.
Environmental Protection Agency (EPA) Sustainable Development Challenge Grants	This EPA grant program is designed to encourage people, organizations, governments and businesses to work cooperatively to develop flexible, locally-oriented approaches that link place-based environmental management with sustainable development and revitalization. The program funds projects that improve the environment, build sustainable futures for communities, help local economies and encourage partnerships among community groups, businesses, government and others. It looks for projects yielding the greatest environmental and economic benefits, and leverage the most community investment and resources.	The program could potentially fund the demonstration of a wide variety of environmentally and economically sustainable projects in all environmental media and program areas. These projects could help identify those practices which show promise of being truly sustainable and those which are not and should be avoided.
Environmental Protection Agency (EPA) Underground Storage Tank Trust Fund Program Grant	EPA's Office of Solid Waste and Emergency Response oversees two grant programs dealing with underground storage tanks. The State Underground Storage Tanks (UST) Program provides project grants to assist state governments in the development and implementation of underground storage tank programs, so as to build their capacity to operate their programs in lieu of the federal program. A high priority is to encourage owners and operators to upgrade or replace their tanks well in advance of the deadline. Owners and operators of UST systems have until December 22, 1998, to upgrade, replace or close substandard systems. The Leaking Underground Storage Tank (LUST) Trust Fund Program provides project grants (cooperative agreements) to support state corrective action and enforcement programs that address releases from underground storage tanks containing petroleum. Funds are used to provide resources for the oversight and cleanup of petroleum releases from underground storage tanks where owners and operators are unknown, unwilling or unable to take corrective actions themselves. States may also oversee responsible party cleanups. A ten percent state cost share is required.	The program can be used not only to solve the immediate problem of leaking underground petroleum storage tanks, but also to raise public awareness of the pollution threat to groundwater.
Water Recycling Facilities Planning Grant Program	These funds can be used by public agencies for low-interest loans for the design and construction of projects and grants for facilities planning.	Loans for Water recycling projects. Grants for planning studies.
Department of Water Resources Proposition 13 Water Conservation Program	The Water Bond 2000 measure, Proposition 13 (approved in March 2000), provides loan and grant funding for Urban and Agricultural Water Conservation, Infrastructure Rehabilitation (reduction in distribution system water losses), and Groundwater Recharge and Storage projects or feasibility studies.	Low interest loans and grants for construction projects, and grants for feasibility studies to public agencies and incorporated mutual water companies.
California Pollution Control Financing Authority Sustainable Communities Loan and Grant Program	The SCGL program has been designed to be flexible and encourage creativity. Funding will be awarded to communities that wish to implement policies, programs and projects using sustainable development principles. All projects must encompass sustainable development principles to be eligible for funding. Examples of eligible projects include: (1) Specific plans, or portions of specific plans that direct the nature of development and revitalization within the boundaries of a required general plan consistent with sustainable development principles. (2) Alternative transportation studies, urban design studies, finance plans, redevelopment plans and engineering studies that facilitate sustainable development. (3) Projects such as a community center, park enhancements, or infrastructure improvements that are key elements of a comprehensive community or neighborhood sustainable development plan. (4) Funding for local communities to hire individuals at various stages of planning depending on the needs of the community. An example would be hiring a new staff member or consultant to assist an individual community with the design and/or implementation of a particular plan for development or revitalization using sustainable development principles. (5) Funding for communities to hire technical experts to identify, assess, and complete applications for state, federal and private economic assistance programs that fund sustainable development and sound environmental policies and programs. Rather than focus on one prescriptive approach.	SCGL may fund specific plans, portions of specific plans, alternative transportation studies, finance plans, redevelopment plans, engineering studies, public projects and other projects that promote sustainable development principles.

(Ord. 2019 § 2, 2017)

§ 21.10.570 Implementation priorities.

Implementing the Route 66 Corridor specific plan entails partnerships between public agencies, residents, property owners, business representatives, and other interests for prioritization of opportunities that exist within the Route 66 Corridor specific plan area. The purpose of this section is to set forth an initial set of implementation priorities pertaining to streetscape, land use and façade rehabilitation, that will help public and private interests to focus on immediate opportunities for revitalization of the Route 66 Corridor specific plan area. It is important that the implementation priorities are reviewed on an annual basis to ensure they reflect current trends and conditions.

Streetscape Improvement Phasing. Streetscape improvements are prioritized using a two-tiered approach, the first of which focuses on immediate improvements applicable to the entire Route 66 Corridor specific plan project area, with the second focusing on specific subareas within the Route 66 Corridor specific plan project area.

Immediate Priority Streetscape Improvement Projects.

Priority #1: Banner Installation.

Discussion: As presented in Article IV, a banner program is recommended to help further identify and "brand" the Route 66 Corridor specific plan project area and strengthen the sense of place.

Action: Upon adoption of the specific plan, a banner design should be selected (see Exhibit 4-14: Route 66 banner concepts) and installed on existing light poles to quickly "brand" the corridor and immediately improve the image of Route 66. Banner installation may be subject to Southern California Edison approval.

Priority #2: Screenwall Installation.

Discussion: Design concepts are presented in Article IV for screenwalls to provide the Glendora community with an ability to screen existing uses or facilities that may not contribute to the desired visual character of the Route 66 Corridor specific plan project area. Cost estimates for these improvements are provided in Table 7-8.

Action: Upon adoption of the specific plan, candidate locations for screenwalls within the Route 66 Corridor specific plan project area should be identified, followed by construction of the screenwalls. Placing an initial priority for this component will facilitate negotiation with property owners and identify necessary right-of-way acquisition.

Priority Subareas for Phased Streetscape Improvements. As illustrated in Exhibit 7-1: Priority Subareas—Phased Streetscape Improvements, the following five subareas have been prioritized within the Route 66 Corridor specific plan project area to receive streetscape enhancements as funding and other resources become available.

Priority Area #1: Grand Avenue Gateway.

Discussion: The Grand Avenue gateway provides the primary north/south gateway to the Route 66 Corridor. Streetscape enhancements are a top priority for the Grand Avenue gateway as it is envisioned to serve as the primary commercial/retail district within the city through the provision of higher intensity commercial development that caters to the local and regional market. Cost estimates for these improvements are shown in Table 7-5.

Action: Identify, pursue, secure, and allocate resources to the design and construction of streetscape improvements, corner treatments, neighborhood entries, rock walls, and other community design enhancements for the Grand Avenue gateway subarea.

Priority Area #2: Barranca Avenue Gateway.

Discussion: The Barranca Avenue gateway provides the western "front door" into the city and is envisioned to provide a high-level of street-oriented development and strong pedestrian comfort for nearby college students and area residents. Cost estimates for these improvements are shown in Table 7-4.

Action: Following streetscape enhancements to the Grand Avenue gateway subarea, identify, pursue, secure, and allocate resources to the design and construction of streetscape improvements, corner treatments, gateway medians, and other pedestrian design details for the Barranca Avenue gateway subarea.

Priority Area #3 Glendora Avenue Gateway.

Discussion: The Glendora Avenue gateway plays a central role in improving the functional and visual connection between the Route 66 Corridor and the Glendora Village area. Cost estimates for these improvements are shown in Table 7-6.

Action: Following streetscape enhancements to the Barranca Avenue gateway subarea, identify, pursue, secure, and allocate resources to the design and construction of streetscape improvements, corner treatments, gateway medians, and other community design details for the Glendora Avenue gateway subarea.

Priority Area #4: Glendora Avenue Village Connection.

Discussion: The Glendora Avenue Village connection is a pivotal area for maintaining and enhancing a pedestrian-friendly zone between the Village, the future transit area and Route 66. Cost estimates for these improvements are shown in Table 7-6.

Action: Following streetscape enhancements to the Glendora Avenue gateway subarea, identify, pursue, secure, and allocate resources to the design and construction of streetscape improvements and other community design details for the Glendora Avenue Village connection subarea.

Priority Area #5 Lone Hill Gateway.

Discussion: The Lone Hill gateway is the eastern gateway of Glendora's Route 66 Corridor and serves to feature views to the San Gabriel Mountains while reinforcing attractive commercial development and neighborhood compatibility. Cost estimates for these improvements are shown in Table 7-7.

Action: Following streetscape enhancements to the Glendora Avenue Village connection subarea, identify, pursue, secure, and allocate resources to the design and construction of streetscape improvements, corner treatments, gateway medians, and other community design details for the Lone Hill gateway subarea.

Priority Subareas and Target Sites for Reuse. The Route 66 Corridor specific plan project area contains many reuse opportunities for underutilized properties. As illustrated in Exhibit 7-2: Priority Subareas and Target Sites for Reuse, fifteen sites have been initially identified by the city as priorities for reuse based upon a variety of factors including strategic location, economic and market conditions, environmental considerations, and property owner interest. Of the fifteen target sites, ten are organized into five priority subareas to provide public and private sectors with an additional level of prioritization when considering resource allocation and implementation direction.

All target sites offer the Route 66 Corridor specific plan project area with opportunities to establish new design and land use precedents that carryout the Glendora community's vision for the area. As such, all target sites will receive heightened focus by the city with respect to marketing and outreach, as well as special design review concessions and other reuse incentives.

Priority Subareas for Façade Rehabilitation. The city currently administers a grant program for façade rehabilitation that it funds on a yearly basis. Based upon a visually evident need by existing buildings for façade improvements to reflect the image enhancement objectives embodied in the Route 66 Corridor specific plan, the following three façade rehabilitation priority subareas have been identified (as illustrated in Exhibit 7-3: Priority Subareas for Façade Rehabilitation).

Priority Subarea A: The area generally located along Route 66, east of Glendora Avenue and west of Lorraine Avenue.

Priority Subarea B: The area generally located along Route 66 and Vermont Avenue west of Glendora Avenue and east of Grand Avenue.

Priority Subarea C: The area generally located along Route 66, west of Grand Avenue and east of Barranca Avenue.

The priority subareas include buildings that either show signs of blight, appear outdated, or that otherwise are not architecturally compatible with the design image presented in the Route 66 Corridor specific plan. Buildings within these subareas, especially those containing locally owned and operated businesses, will receive increased priority for façade rehabilitation grants made by the city.

(Ord. 2019 § 2, 2017)