HIGHWAY
CORRIDOR PLAN
01 02
07 INTRODUCTION History, community profile, and planning process.
19
VISION A shared future for preservation and growth.
03
41 POLICES Context & rationale of desired outcomes.
04
57 IMPLEMENTATION Partners, timeframes, funding sources.
City Council
Mayor Linda Evans
Mayor Pro Tem Steve Sanchez Kathleen Fitzpatrick John Pena Robert Radi City Manager Jon McMillen
Planning Commission Chairperson
Mary Caldwell
Vice-chair Michael Proctor Kevin McCune Loretta Currie Phillip Bettencourt Stephen T. Nieto Taylor Libolt Varner
Design & Development Staff Director
Danny Castro
City Engineer Bryan McKinney Planning Manager Cheri L. Flores
Consultants
Rangwala Associates in association with Moule & Polyzoides Nelson Nygaard AHBE/MIG Fong Hart Schneider Partners Ian Espinoza Associates ... and thanks to numerous members of City Staff and La Quinta residents
4  South Pasadena General Plan
“The Highway 111 Corridor Plan is a critical part of La Quinta’s future. It’s exciting to engage residents and business owners to collectively develop strategies that create community livability and connectivity for both retail and recreation, while securing and expanding our economic position well into the future.” Linda Evans, Mayor of La Quinta
“More and more people shop with a click of a button and never leave home. We must be thoughtful about creating wonderful places to be entertained, shop, meet friends and family, and experience the beauty of La Quinta.” Danny Castro, Design and Development Director
“My vision is to create spaces that are communal, familiar, approachable,and comfortable, loved by residents and visitors alike so that they can endure the test of time.” Mary Caldwell, Chair of the La Quinta Planning Commission
Introduction 5
6  La Quinta Highway 111 Corridor Plan
01
Introduction
Context The Highway 111 Corridor is a two-mile long, 400-acre regional commercial hub at the center of the City, extending from the western city boundary, just east of Washington Street, to the eastern city boundary at Jefferson Street. The Corridor is a critical, centrally located component of intraregional travel through the Coachella Valley that accommodates about 40,000 vehicles per day. The intersection of Highway 111 and Washington Street in La Quinta is one of the highest volume intersections in the Coachella Valley, carrying over 70,000 vehicles per day. The retail, services and restaurants along the Corridor generate over 3/4th of the City’s sales tax revenues. Ensuring the Corridor’s economic resilience is essential to the City’s future. The La Quinta 2035 General Plan anticipates the Corridor may evolve with mixed use development opportunities as the highest and best use. The Plan’s goals and policies call for innovative land uses and mixed use development for the Corridor. CV Link, a 49-mile long regional, multimodal pathway is planned that will link Palm Springs to Thermal. The CV Link is is projected to attract 13,500-16,000 pedestrians, bicyclists, and other users annually.
Purpose The Corridor Plan will guide Highway 111 in a direction that improves the quality of life for residents, employees, and visitors. The Plan includes a clear and compelling vision that reimagines Highway 111 as an iconic place offering a range of memorable experiences. To implement the vision, the Plan features policies
and actions to preserve stable assets, encourage contextual infill development of vacant and underutilized parcels, create jobs, maintain and support existing compatible businesses, and accommodate housing for a variety of income levels. The Corridor Plan will provide a vision for the future as well as predictability for new retail, office, and development. The Corridor Plan offers: •
A community supported vision and guiding principles that encourages a vibrant and walkable area;
•
Goals and policies to guide decision-makers in achieving the community’s vision for the Highway 111 area;
•
Actions to be taken by the City to develop projects and partnerships that implement the goals and policies;
•
Phased catalytic projects to spur economic investment and residential and commercial development along Highway 111;
•
Assessment of current codes and recommendations for clear and precise standards that produce predictable outcomes; and
•
Streetscape improvements to activate the public realm, providing an inviting and engaging place.
The Corridor Plan also fulfills the goals, policies and actions of the 2035 La Quinta General Plan by promoting orderly growth, and efficiently utilizing existing infrastructure and services. Part 2: Vision 7
History
The Bradshaw Trail
Cahuilla Village settled around the wells in the desert.
The water wells in the area became a major stop for the Bradshaw Stage Line.
8 La Quinta Highway 111 Corridor Plan
The Cahuilla, native people of the valley were the only residents in the area for hundreds of years. The first encounter with Europeans was in 1774. Living inland within the desert the contact with Spanish and Mexican explorers, soldiers, and missionaries was limited. The land was valuable to the Cahuilla people as they could walk down the slope of the wash and fill their jugs with water from the wells below. By 1862, the Civil War was raging, and gold was needed to finance guns and ammo for both the north and south. In Arizona, along the Colorado River, a frontiersman on a trapping expedition stumbled upon a gold deposit. Once the word
got out about the strike, a safe and direct route from the California Coast to the Colorado River was in great demand. William Bradshaw, an experienced guide, soldier, and miner left San Bernardino looking for a route to the Colorado River. When he reached the Cahuilla Settlement of Toro Village, located southeast of present-day La Quinta, the tribal elder Chief Cabazon showed Bradshaw the trail they used to get to the Colorado River. He called it the Bradshaw trail and the Bradshaw Stage Line was formed. The Stage Line traveled from one water hole to the next and the well at Point Happy became a major stop along the route.
As gold ran out and railroad lines were laid in 1876, the Bradshaw Stage Line ceased to exist. However, the railroad needed water for steam engines. The Artesian Spring water just beneath the surface in an otherwise inhospitable desert proved immensely valuable to railroads and cultivated a three crop per year growing season with the railroad to take the crops to market. Railroad and agriculture began to draw non-Native Americans to the Coachella Valley to stay.
Point Happy in 1906, Norman (Happy) Lundbeck was an early homesteader to build near the well on the east side of the rocky hillside to shield the strong desert winds. His home, a store, and farm were located on this site that became know as Point Happy. In 1922, the homestead was sold to wealthy oil man and philanthropist Chauncey Clarke and he turned the tract into the Point Happy Date Garden and Ranch. This tract would later become Highway 111. The Point Happy Date
Gardens ranch eventually grew to 135 acres ideally suited to Mr. Clark’s two passions, pure bred Arabian horses and date cultivation. The Clarks were world travelers and believed that the Point Happy most closely resembled the Arabian climate where the horses and dates thrived. In addition to dates, the Clarks grew citrus and row crops. After Mr. Clark’s death in 1926, Mrs. Clarke stayed on at Point Happy. When she passed away in 1948, she left Point Happy to Claremont College.
The property was subsequently sold to William DuPont Jr., an heir to the DuPont Chemical fortune. He lived there until his death in 1965. The ranch was sold off to developers and the Highland Palms neighborhood was built in 1965. In the early 1980’s a shopping center with La Quinta’s first supermarket was built on the southwest corner of Washington and Highway 111.
Top Left Image: Sketch of entrance gate to Point Happy Ranch. Top Middle Image: Actor Rudolph Valentino riding a white Arabian horse at Point Happy Ranch. Top Image: Mrs Clarke and guest gather poolside on the lawn. Navajo rugs are spread around the pool. Left Image: A young lady picks dates at Point Happy Ranch.
Part 1: Introduction 9
1997
2007
Development Pattern Over the past two decades, Highway 111 has been transformed from a rural road into a commercial corridor to support nearby residential development. The streets, blocks, lots, buildings, and landscapes were designed primarily around automobile access. As a result of this auto-centric pattern of development the corridor lacks walkable, compact, neighborhood structure. This pattern also precludes the efficient use of transit which works best when stops are proposed in walkable environments. The corridor is highly succesful in generating 10  La Quinta Highway 111 Corridor Plan
sales tax revenue for the City. However, the wide travel lanes when combined with deep setbacks, and large parking lots fail to create a sense of enclosure that makes walking, biking, sitting, or spending time on the corridor a desirable activity. The escalating destabilization of large-format retail comes at a time of not only shifts in online shopping, demographics and associated consumer preferences, but also growing concerns about inefficient use of natural resources and the costs and environmental impacts of sprawling development patterns.
2019
Besides Zoning Standards, the 1997 Highway 111 Design Guidelines provide explanatory and interpretive recommendations. Good judgment is needed in deciding where and how to apply design guidelines in a consistent manner. Design Guidelines require oversight by discretionary review bodies, leading to a protracted and politicized planning process. The application of the design guidelines is skin deep and fails to breathe life and soul into a place. In the past two decades, the guidelines have not conceptualized a public realm by pulling together individual elements such as diverse street types, variety of public and private open spaces, and contextual building types into a complete, cohesive, and memorable place. When reviewing a project that does not meet the existing development regulations the City can either choose to revise the underlying zoning district or to replace the regulations with specific set of regulations tailored for the intended development project. Revising the underlying zoning district allows its reuse and promotes consistency and equity in its application. A Specific Plan, on the other hand, allows more flexibility and expediency to develop one-off set of standards.
In 2016, to encourage multi-family residential development in a mixed-use format along Highway 111, the City created a Mixed Use Overlay district. Collectively all of the existing development standards and design guidelines are vague in that they are not tied to a place-based vision for the corridor and the individual buildings fail to create a unique place. The standards are based primarily on the control of uses, with minimal direction over the forms or sequence of urbanization. The design guidelines have been less effective in promoting human scale, massing, and detailing. The resulting overall architecture fails to create cohesive and unique desert identity or a rich public realm.
Pavillion @ La Quinta (SP-2003-066)
OS
CC
Commercial Park (CP) Open Space (OS) Specific Plans
La Quinta Corporate Center (SP-1999-036)
La Quinta Court (SP-2000-047) CR
Jefferson Plaza (SP-1996-027)
CP CP
CR
Jefferson St
Design guidelines within many of the Specific Plans seek to create the ambience of a contemporary “Mediterranean, California Mission, Colonial Spanish, and Spanish Mediterranean Tuscan Village.” The built outcomes show few random elements from these styles on the building facades. Collectively, the individual projects have not coalesced to create the context of a walkable and human-scale public realm found in Mediterranean villages.
CC OS
Regional Commercial (CR) Community Commercial (CC)
Dune Palms Rd
Since the adoption of the first Specific Plan in 1987 for Washington Park, majority of the parcels along Highway 111 corridor have been developed under individual Specific Plans. Over the years, many of these specific plans have been amended multiple times.
Zoning Districts
One Eleven La Quinta (SP-1989-014)
CR
Komar Desert Center (SP-2005-075)
Ave 47
Washington Park (SP-1987-011)
Hwy 111 & Dune Palms Road
Adams St
Historically, Highway 111 has had three major Zoning Districts: Regional Commercial, Commercial Park and Community Commercial. Over the past two decades, Highway 111 properties have developed with 12 Specific Plan that have replaced majority of the three zoning districts.
Point Happy Shopping Center (SP-2000-043)
Washington St
Development Codes and Guidelines
(SP-2000-005) Center @ La Quinta (SP-1997-029) Dune Palms Center (SP-1996-028)
Code Audit Observations 1. The standards have enhanced the tax base by facilitating commercial development that draws from customers within the City and the larger regional trade area. 2. The standards and guidelines are not tied to a specific physical vision. 3. The Specific Plans have been used to get around existing zoning standards. Rather than amending the existing zoning standards based on an overall vision for the Corridor, the Specific Plans have allowed individual sets of regulations for each parcel that collectively have failed to produce a cohesive built or natural environment for the Corridor area. 4. Some Specific Plan have no development standards. For these sites staff typically has required compliance with the zoning standards that existed prior to the Specific Plan. The Specific Plan have vague emphasis on public realm. 5. Over the years, the circulation improvements have primarily been made to facilitate automobile access to the detriment of pedestrians, bike or transit mode. For example: dedicated turn lanes widen the intersections making street crossing more difficult. The token gesture of providing sidewalks, paths, sitting areas, or public art has failed to extend an invitation for people to gather and linger. Nothing in these shopping centers is designed to inspire people to spend more time. 6. The Specific Plans and their numerous amendments are difficult to enforce at the front counter or in the field. Part 1: Introduction 11
Market
2 miles
mile trade area 10
Washington St
CV
Link
298,600 people
Average household size
Seasonal homes make up 20.5% of the dwelling units, with other housing constituting 8.9%. Average apartment occupancy across Coachella Valley is 97.9%, with average rents of $1.16 per square foot per month. 12  La Quinta Highway 111 Corridor Plan
$377,450
Median household income
$58,500
75 retail, service, and restaurant facilities in 21 developments
78%
Renter
29%
23
mins
35,000 - 45,000 vehicles per day along Hwy 111 Corridor
Highway 111 businesses generate 78 % of City’s total Sales Tax
22%
Vacant
Average commute time
400 acres
2.6
Median home value
Housing tenure
Jefferson St 111
10 mile Trade Area Characteristics
Population
Dune Palms Rd
Adams St
111
49%
Owner
3.5 million square feet located in the 111 Corridor
The three auto dealerships on Hwy 111 are in the top 25 sales tax producing businesses every quarter.
Retail
$4.9 billion
1.6 m
Over 60% of retail space on Highway 111 is in power centers. A power center is a large shopping area that typically includes three or more “big box” stores. Power centers on Highway 111 contain 1.6 million square feet of rentable area, equal to 40% of the total La Quinta retail space inventory.
Pow
C
ters en
er
Of the 465 businesses and 5,651 employees along Highway 111 Corridor area, retail trade accounts for 19% of businesses and 44% of employees, while food services are 14% of businesses and 25% of employees.
40%
60%
of all retail in La Quinta
Housing
Average price for new home in La Quinta ($251 per square foot).
of all retail on Highway 111 in La Quinta
Hospitality Among 12 apartment developments in La Quinta, the 1,696 units showed an average occupancy of 98%, with average rents of $0.73 per square foot per month for affordable units and $1.41 for market rate.
$730,000
Residents within the Trade Area will spend an estimated $4.9 billion in retail sales, equal to about two thirds of all Coachella Valley retail sales.
square feet
•
1,095 hotel rooms in La Quinta.
•
Weekend occupancy rates average 76% annually, while weekday rates average 51%.
•
Average Daily Rate within La Quinta facilities is $218 ($209 weekday, $233 weekend).
•
Number of active short term vacation rentals – 1,200.
Part 1: Introduction 13
Getting Around Highway 111 As in other Coachella Valley cities, most travel on Highway 111 is by private vehicle.
The corridor is a critical, centrally located component of intraregional travel through the Coachella Valley that accommodates 35,000-40,000 vehicles per day. The intersection of Highway 111 and Washington Street in La Quinta is one of the highest volume intersections in the Coachella Valley, carrying over 70,000 vehicles per day. The La Quinta segment of the corridor generally features three travel lanes in each direction, various intermittent turning lanes, and a median down the center. The posted speeds along the segment are 45-50mph, and vehicles regularly travel much faster than this, especially during off-peak periods. Traffic signals for the corridor in La Quinta are also synchronized with the nearby cities of Rancho Mirage, Indian Wells, and Palm Desert to facilitate continuous traffic flow through each of these areas. The design and operation of Highway 111’s traffic system detract from the corridor’s function as the City’s primary revenue generator. To generate revenue, the City needs motorists to stop, but the design and operation of the corridor essentially prevents them from doing so, or even slowing down. This is exacerbated by the design of the development along the corridor, which is set far back 14 La Quinta Highway 111 Corridor Plan
from the road, making destinations difficult to identify for motorists who cannot safely see what is available around them while maintaining prevailing traffic speeds. Safety Between 2012 and 2017 there were 11 traffic incidents (3 of which involved pedestrians) that resulted in fatalities in La Quinta. In 2017, one of the three fatal traffic incidents in the city occurred on Highway 111 near the Dune Palms Road intersection, and in 2016, the only fatal traffic incident in the city occurred at the same intersection. Transit The Highway 111 corridor is served by two SunLine Transit bus routes (Line 111 and Line 70). Additionally, while La Quinta has no passenger rail services, an Amtrak connector bus makes stops on Highway 111 near the La Quinta Center Drive intersection. While there are no express services running along the corridor presently, the current roadway design characteristics of the corridor make it a candidate for potential exclusive bus lanes, bus rapid transit (BRT) light services, or full BRT services.
Jefferson St
Ave 47
Dune Palms Rd
Washington Street intersection is one of the busiest intersection in Coachella Valley.
Line 111 Line 70
Adams St
Highway 111 is designed and operated as a high-speed pass-through and regional travel route for motorists travelling to and from locations further afield of La Quinta. As such, most of the traffic on the La Quinta segment of the corridor consists of motorists from other cities passing through La Quinta without stopping. Some local commuters avoid Highway 111 during peak hours, if possible, due to congestion.
Washington St
Roads and Traffic
SunLine Routes Serving Highway 111 Corridor in La Quinta
SunLine Transit Line 111 travels east-west almost exclusively along Highway 111 between Palm Springs and Coachella, makes six stops in each direction along the La Quinta segment of the route, mainly near major intersections. Line 70 travels north-south between residential areas in La Quinta and Bermuda Dunes, mostly along Washington Street, and makes one stop in each direction at the Washington Street/Highway 111 intersection. Aside from Line 70, Line 111 connects to several additional SunLine routes, while Line 70 connects to only one additional route. The quality of bus stop facilities varies along the segment. Some stop locations are attractively designed and well maintained, while others are bench only, leaving their users exposed to the sun and weather. All stops, however, are located far from most actual destinations, due to the suburban big-box design of the development.
Active Transportation
Hwy 111
Bus Stop
Walking Conditions The segment of Highway 111 that passes through La Quinta was designed, and is operated, exclusively as a high-speed pass-through. Further, development and economic activity along the segment is distinctly suburban, characterized by big box retail and corporate fast-food and casual dining with deep setbacks from the sidewalk and/or buildings set back behind large surface parking lots. These conditions are not conducive to a walkable environment. The walking facilities along Highway 111, and throughout the city as a whole, are abundant, appropriately sized, and well maintained. However, the sidewalks also meander and cross between private properties and the public parkways. While this indirectness may not be inherently problematic, it is not ideal in this context where the walkability is already generally poor. Pedestrian crossing conditions could also be improved. At intersections, pedestrian crossings consist mostly of basic painted crosswalks. Some intersections have no
Wendy’s
Several major shopping locations along the corridor have some form of bicycle parking such as bike racks or dedicated bike parking areas available. Further, every bus in the SunLine Transit system features bike racks. SunLine Bicycle Parking SunLine plans to add bicycle racks and lockers at certain locations along the corridor (see table below).
Walmart Entrance
Example of Walking Conditions: A transit user who gets off at Bus Stop #548 (Hwy 111/Dune Palms) must walk about one-third of a mile, nearly all of which is through unshaded surface parking lots, to get to the front door of the Walmart Supercenter. Similarly, a worker in that same Walmart Supercenter would have to walk about one-quarter of a mile each way through parking lots to eat lunch at the nearby Wendy’s.
crossing facilities at all. Signalized intersections feature pedestrian signals, but these must be activated by push button. Crossings are also very long (about 160 feet typically, but some are much longer), and there are no pedestrian islands or refuges to break up the crossing. Bicycling Conditions Overall, Highway 111 is likely only usable for the most confident and experienced bicycle riders. There are no dedicated bicycling facilities on the corridor, nor any that access the corridor, in La Quinta. However, many of the sidewalks along the corridor are wide and smooth enough to accommodate casual bicycle riders. Many intersections also feature bicycle signal detection, allowing riders to trigger a green light when cars are not around.
Line
Street
Cross Street
Stop ID
Direction
Position
Facility Type
70
Adams St
Hwy 111
84
Southbound
Farside
Locker
70
Adams St
Hwy 111
891
Northbound
Nearside
Rack
111
Hwy 111
Washington
547
Eastbound
Farside
Rack
111
Hwy 111
Adams St
561
Westbound
Farside
Locker
111
Hwy 111
Adams St
571
Eastbound
Farside
Locker
Planned Active Mobility Projects CV Link CV Link is a planned 49-mile regional, multimodal, mixed-use trail that would link Palm Springs to Thermal. While the La Quinta segment of CV Link is not planned to travel on or along Highway 111, it does travel across (and connect to) the northern extent of the study area behind the commercial development along the northern side of the corridor in the Whitewater River Channel. Further, the entire Highway 111 corridor itself is undergoing a $3m signal optimization throughout the CV Link area. The construction of the La Quinta segment of CV Link is anticipated to begin in 2019-20, and is expected to be a catalytic multimodal project for the region, attracting 13,500-16,000 pedestrians, bicyclists, and other users annually.
Meandering sidewalks along Highway 111
Part 1: Introduction 15
Project Coordination
J/19
Visioning
Discovery
F
M
A
M
J
J
A
Planning Process
Community Workshop Activity One Composite Map
Adams St
Good Places along Hwy 111 Places that need improvement
Link
Jefferson St
Ave 47
Dune Palms Rd
Places with a big opportunity
CV
Washington St
The planning process for the Highway 111 Corridor Plan began in January 2019, and was designed around extensive and thoughtful public input. The five-step process started with a joint meeting with the City Council and Planning Commission to review the scope and schedule, finalize the civic engagement strategies, and identify ongoing or current issues and opportunities on the corridor. The quantitative and qualitative feedback gathered at the discovery stage allowed the community to establish a common understanding of the existing place, market, people, and mobility options. The City hosted a Community Workshop to discuss growth patterns, land uses, and transportation options for Highway 111 corridor. The participants engaged in planning activities that provided qualitative feedback on community issues, preferences, and opportunities for the Highway 111 corridor. The heart of the Planning Process was the three-day Charrette in April 2019. A charrette is a collaborative and rigorous planning process that harnessed the talents and energies of individuals to create and support an overall vision for the Highway 111 Corridor Plan area. The compressed time facilitated creative problem-solving by accelerating decision-making and reducing non-constructive negotiation tactics, and encouraged people to abandon their usual working patterns and “think outside of the box.” Two additional interim joint meetings allowed the City Council and Planning Commission to review progress and offer feedback and direction on key items. 16 La Quinta Highway 111 Corridor Plan
Final Plan Acceptance
Draft & Refine Corridor Plan
Community Workshop participants engaged in two activities: Activity 1 (two images above): Participants were asked to identify on an map with a green dot good places; with a blue dot places with a big opportunity; and with a red dot places that needed improvement. Activity Two (three images to the right): Participants took a visual preference survey. They reviewed and rated a range of street images from -5 (bad) to +5 (excellent). For each street image they discussed and presented the elements of street design that were desirable and those elemensts that were less than desirable.
S
O
N/19
Community Engagement
The community engagement approach was designed around five goals: 1. Inform — to provide the public with balanced and objective information to assist them in understanding the challenges, alternatives, opportunities, and/ or solutions; 2. Consult — to obtain public feedback on analysis, alternatives and/or decisions; 3. Involve — to work directly with the public throughout the process to ensure that public concerns and aspirations are consistently understood and considered;
Noontime educational presentations included three speakers who are experts on the topics of corridor planning, mobility, and retail trends. The presentations are intended to provide context, to inspire and spark ideas for the future development of Highway 111.
4. Collaborate — to partner with the public in each aspect of the decision including the development of alternatives and the identification of the preferred solution; and
The charrette took place onsite at a vacant commercial space on Highway 111.
The extensive public engagement process combined new and trusted techniques to encourage a diverse group of citizens to contribute to the Corridor Plan, including three-day visioning charrette, community workshop, an on-line public survey, pop-up workshop, and a robust online presence to help guide the process. The noontime presentations at the charrette brought three national experts to provide perspective, present alternatives, and stimulate community dialogue. Opportunities to participate included large public meetings to small stakeholder roundtables, surveys, project web page updates, email notifications, and Facebook posts. Each method encouraged the public to learn and convey their opinions on what was important for the City to consider over the next 20 years.
5. Empower — to place final decision- making in the hands of the public.
Civic Engagement Strategies Project Tour
Online Engagement
Public Survey
Info-graphics
Community Workshop
Interviews
Joint Council & Planning Commission Meetings
Speaker Series
Visioning Charrette
Pop-up Workshop
Part 1: Introduction 17
“We are a brilliant jewel sought out by millions from around the world for leisure and respite, and home to a diverse community. The Highway 111 Corridor should be refreshed to become a place to enjoy, entertain, shop and play for everyone.” Elisa Guerrero, Old Town Peddler, La Quinta business owner and resident
18 La Quinta Highway 111 Corridor Plan
02 Link
•
Jefferson St
Washington St
CV
Dune Palms Rd
economic engines for the City, and are anticipated to remain this way in the foreseeable future; and
Adams St
111
Vision
111
Ave 47
The large parcel at the southwest corner of Avenue 47 and Adams Street has been approved for residential development of 200 units.
The vision is consistent with recent revisions to the design and zoning standards that reduce the current 50 feet building setback and allow building frontages to be closer to the street, creating a greater relationship between the street, its activities, and the buildings.
Key Concepts The Corridor Area Plan offers a vision for a vibrant and walkable mixed use corridor along Highway 111. The broad strategy is to concentrate development in parcels on the north side of Highway 111 and at the edge of the CV link for a number of reasons: •
There are two significant vacant parcels of land (privately owned) along the north side. These parcels face both the Highway 111 and the CV Link creating potent sites
for demonstrating how responsible development could create positive frontages along both Highway 111 and the CV link. They could become the seeds of incremental development to follow; •
Many of the uses to the south of Highway 111, such as the Century Theaters to the west, the car dealerships between Adams Street and Dune Palms Road, and the Costco to the east, are important current
1. Redesigning Highway 111 as an Iconic Arterial: This is the principal catalytic project of this vision. Highway 111 will be re-designed as a pedestrian-friendly corridor. Specifically, it will retain three travel lanes in each direction. When the parcels are developed with urban frontages, the width of the lanes will be reduced, and parallel parking can be added on both sides. The existing median, which is approximately 28 feet wide, will also be reduced to 18 Part 2: Vision 19
Guiding Principles: • Preserve and enhance the successful revenue generating assets;
Natural Rock Formation Gateway
• Create memorable experiences by orchestrating great streets and public spaces; • Leverage walkable and mixed-use development on vacant infill parcels;
P CV L
ink
P
• Combine tactical small-scale interventions with larger scale catalytic projects;
P
al .w 5
m
in
P
k
Hwy 111
• Eliminate legal barriers to developing great places. feet. In summary, the total existing distance from curb to curb which is 125 feet will change to 115 feet. There will be intermittent bulb outs between the parallel parking, with ample trees and rich landscaping. The visual and experiential quality of Highway 111 will be significantly different than what it is today.
P
Highway 111 Corridor Concept Plan
2. A Cultural Trail along the northern edge of Highway 111: The sidewalk along the northern edge of Highway 111 will be redesigned as a Cultural Trail. The intent is to create a linear space that integrates biking, pedestrian activity, landscape and public art into a unique place that can become a signature for the City.
4. Creating a rich frontage of Buildings, Parks and Greens along the CV Link: The CV Link along the Whitewater River is a unique place in its own right. It is however, currently faced by buildings that turn their backs to this open space. Our vision calls for the incremental reversing of this, by having buildings front this wash. Additionally, the length of this wash is enriched by a number of parks and greens that offer various recreational opportunities along the CV Link.
6. Regulating Incremental Urban Infill in the “Island” between Highway 111 and the CV Link: This vision calls for seeding a pedestrian-friendly block-street pattern within the vacant parcels to the north of Highway 111, as precedents for incremental development to follow. An urbanism of blocks and streets is the antithesis of the large suburban tracts that currently occupy this place. The details of this idea are shown in the pages that follow.
3. Integrating the Highway and the CV Link as an Open Space Loop: The CV Link is a project that has been approved for construction by the City. The vision is to connect the CV Link to the Highway through new streets thereby creating a continuous pedestrian and bicycle loop.
5. Use of Existing Parking Lots for Community Events: The study area has many expansive parking lots that while providing space for cars do little else. This vision calls for the tactical use of some of the spaces in these lots for community fairs and other gatherings.
7. Creating Mixed-Use Districts along Highway 111: The long-term urban form of this place will be sequential mixed-use districts, each clearly demarcated by Highway 111 and the side streets. Through their specific form, use, and character, the districts can create a series of unique places and destinations along the highway.
20 La Quinta Highway 111 Corridor Plan
Landscape Program Vision
“This vision seeks to attract experience-based businesses and residential development to
The City of La Quinta will create a 21st century landscape resort style that embraces its community and celebrates the desert ecology. Through the middle of the 20th century, destination resort and recreation landscape design, characterized by turf, palm and tropical plantings, has defined Coachella Valley. Palm Springs popularized this post-war aesthetic by showing the public their favorite celebrity frolicking in a pool or playing golf in the middle of a desert. The idealized image of the oasis perfectly fitted our mid-century optimism. Today, this landscape motif still exists especially in cities with golf resorts like Indian Wells. However, with dwindling resources and a growing population, many communities of the Coachella Valley are doing what they can to conserve water and be more sustainable. The City of La Quinta can differentiate itself from its neighboring cities by embracing the desert landscape and ecology.
create a true mixed-use area that will connect residents and businesses in a community-
Landscaping Guidelines •
Bring trees and plantings closer to the street to visually narrow the corridor and help to calm traffic.
•
Reduce turf grasses to active and passive recreation areas only.
•
Use adaptive and native desert plantings to create an active, living ecosystem.
•
Improve human comfort by providing shade, filter the dust and sand, create beauty and a sense of place.
•
Embrace the CV Link connections with open spaces that are inviting and welcoming.
•
Provide a gateway into the City that announces the community to the visitor.
•
Create policy that maintains the living desert. ecosystem and provides landscape resilience.
based environment.” Cheri Flores, Planning Manager, City of La Quinta
Catalytic Projects The following is a menu of individual projects that form the components of this plan. The strategic investment in these projects and their specific order of implementation will depend on numerous market and economic forces. However, they could broadly be divided into three categories: 1. Public Improvement Projects – Projects that are either within the public right-of-way or on land owned by the City: a. Highway 111 Streetscape; b. CV-Link;
2. Private Development Projects
3. Public-Private Partnerships
a. A new Town Center between Highway 111 & The CV Link in the vacant parcel between Dune Palms & Adams;
a. Development within the City-owned vacant parcel
c. Washington & Jefferson Street Enhancement;
b. A new mixed-use project on the vacant parcel at Dune Palms & Highway 111; and
d. Dune Palms & Adams Street Enhancement; and
c. Other potential infill projects.
b. New Access Streets connecting Highway 111 & the CV Link
e. A new network of pedestrian-friendly streets. The Highway 111 Corridor Plan area is composed of two major transportation corridors - the highway itself and the CV Link. The highway is a 20th Century transportation archetype that represents the automobile as the most important method of mobility. The CV Link represents a 21st Century idea to return to human powered and small electric powered vehicles as a mode of transportation. Both corridors will need to be addressed and be optimized to bring growth and prosperity to the City of La Quinta.
Part 2: Vision 21
An Incremental Master Plan The phasing diagrams show a possible scenario of how the area could develop over time: Phase 1: a. Town Center along Highway 111: The vacant parcel north of Highway 111 between Adams Street and Dune Palms Road is a great site to seed new urbanism. This is the largest of the privately owned vacant parcels, and also faces both the highway and the CV Link. The vision calls for a north-south connecting street to link the Highway and the CV Link. This street terminates into a park facing the CV Link. A series of blocks and streets break the parcel into a finely grained urban network. b. New mixed-use development: New infill development on the vacant corner parcel at Highway 111 and
22  La Quinta Highway 111 Corridor Plan
Dune Palms Road. This also has a network of intimate blocks and streets with parks facing the CV Link. Parking is within mid-block parking lots and along the streets. c. New mixed-use development on City owned parcel: New infill development on the vacant western portion of the City owned parcel south of Highway 111. In summary, the first phase leverages the presence of the City and privately owned vacant parcels without intruding into the other existing sites and businesses.
Existing Coachella Valley Wash
Part 2: Vision  23
CV Link Shade Trees
A
B
COACHELLA VALLEY WASH
BIKE AND GOLF LANE CONCRETE PAVING
BIKE PARKING PEDESTRIAN LANE PERMEABLE PAVERS
GOLF CART PARKING
BOLLARDS AT ENTRANCE BIKE PARKING GOLF CART PARKING
Acacia Salicina (Weeping Acacia)
Prosopis Chilensis (Chilean Mesquite)
Dalbergia sissoo (Indian Rosewood)
Small Trees
PLANTING
SHADE TREES - Acacia salicina - Prosopis chilensis - Dalbergia sissoo - Cercidium floridum
PLANTING SEATING (TYP.)
LAWN AREA OPEN SPACE
DESERT PLANTING - Agave shawii subsp. shawii - Calliandra californica -Caesalpinia mexicana - Buddleia marrubifolia - desert milkweed - Red Bird of Paradise
Acacia Aneura (Mulga)
Acacia Stenophylla (Shoestring Acacia) Cercidium Floridum (Palo Verde)
SEATING
Accent Trees
SMALL TREES - Acacia aneura - Acacia stenophylla - Cercidium floridum - Cercidium praecox
ARCADE BUILDING
ACCENT TREES - Chilopsis linearis - Sophora secundiflora - Chitalpa tashkentensis
A
B
COFFEE BAR AND SHADED SEATING
Chilopsis Linearis (Texas Mountain Laurel)
Sophora Secundiflora (Texas Mountain Laurel)
24  La Quinta Highway 111 Corridor Plan
Chitalpa Tashkentensis (Pink Dawn and Morning Cloud
SHADE TREES - Acacia salicina - Prosopis chilensis - Dalbergia sissoo - Cercidium floridum
ACCENT TREES - Chilopsis linearis - Sophora secundiflora - Chitalpa tashkentensis
1% SLOPE COACHELLA VALLEY WASH
DESERT PLANTING - Agave shawii subsp. shawii - Calliandra californica -Caesalpinia mexicana - Buddleia marrubifolia - desert milkweed - Red Bird of Paradise
COFFEE BAR AND SHADED SEATING
20’
SECTION A
15’
20’
15’
20’
10’
BIKE AND GOLF CART PATH
LAWN
PEDESTRIAN PATH PERMEABLE PAVERS BIKE PARKING
35’
15’
10’
15’
SMALL TREES - Acacia aneura - Acacia stenophylla - Cercidium floridum - Cercidium praecox
The CV Link is designed to be bright and festive. Pedestrians, bike and electric vehicles are meant to be able to travel from desert city to city with comfort and ease. The CV Link’s landscape and open space design within this corridor in La Quinta will be open and welcoming to travelers. Stops along the CV Link will have a cool grassy open space for users to rest and lie down. Shade from structures and trees will be ample and inviting. The City will encourage vendors and developers to open their businesses to this corridor and provide goods and services to support travelers who choose this alternate mode of transportation.
1% SLOPE COACHELLA VALLEY WASH
BIKE AND GOLF CART TRAIL
DESERT PLANTING - Agave shawii subsp. shawii - Calliandra californica -Caesalpinia mexicana - Buddleia marrubifolia - desert milkweed - Red Bird of Paradise
PEDESTRIAN TRAIL
SEATING
BIKE AND GOLF CART PARKING
25’
15’
10’
Shaded areas for rest along CV Link
Desert Planting
15’
SECTION B
Understory plantings for the streetscapes will be adaptive and native desert plantings that will conserve water, naturalize and reduce maintenance as it matures. Areas near the CV Link will create a filter that will keep sand and dust from inundating the bluffs above the wash.
Along Highway 111, areas between the Palo Verde street trees can be used for bio-filtration or infiltration. The plantings for these areas will aid in filtering the water and slow the water down to allow for ground water recharge of the aquifer.
Cafe along CV Link
Community events on central green
Part 2: Vision 25
Highway 111 Art History Opportunity
Rammed earth wall or mosaic tile art/seat walls
Highway light
Bench for seating
Canopy shade tree Chinese Pistache or Jacaranda
Palo Verde
Cholla light @ 26 ft. on center 4 ft. walk adjacent to parking
Phoenix Dactylifera Palm (group of two)
Bioswale with existing curb/gutter behind bioswale zone
Tall trees on mountain side, lower trees on valleyside to reinforce ground plane geometry
Typical plan of Highway 111: The active urban frontage, wide sidewalk and cultural trail, streetscape, context based lighting, public art, landscaping that spatially divides the large expanse of Highway 111 while providing shade and visual delight contribute to create a signature corridor for the Coachella Valley region.
26  La Quinta Highway 111 Corridor Plan
NORTH R.O.W.
SOUTH R.O.W.
Corner Plaza
46’
7’
11’
33’
Highway 111 Typical Section
Typical section of Highway 111: The proposed landscape will create a distinctive aesthetic, spatial, and experiential impression of place.
Lower level tree Palo Verde brought close to corner for shade
Zero curb corner with bollards
Pistacia chinensis (Chinese Pistache)
Parkinsonia Florida (Palo Verde)
Phoenix Dactylifera (Date Palm)
Understory desert plants
Example of rammed earth wall. The wall along the Cultural Trail would only be 18" high and no more than 36" for dining area demarcation.
Cholla light standard elevations, between interface of ped walk and Cultural Trail.
Selux highway light with dual heads. One for highway 25 ft tall, One for pedestrians 15ft tall, with banner street side.
Example of benches.
Part 2: Vision 27
28  La Quinta Highway 111 Corridor Plan
The spatial organization of landscaping is carefully integrated into the design of the streets, open spaces, and architecture to create an iconic street for the Coachella Valley. Highway 111 will be redesigned as a pedestrian-friendly corridor. The near term development opportunities are the greatest on vacant tracts located north of Highway 111. These tracts also allow connections with the CV Link. Therefore, the vision calls for a different design for the north and south frontages. The southern frontages along Highway 111 will continue to serve the stable revenue generating uses with enhanced landscaping to provide shade, human scale to the corridor, and color. The northern frontage along Highway 111 will be transformed incrementally, starting with the vacant lots and gradually spreading to other adjacent frontages as they redevelop.
bicycle path through Highway 111. The trail will integrate biking and pedestrian activity that feature local ecology through landscaping and public art and help create a “one-of-a-kind” memorable place for the City. The Cultural Trail will connect the various uses along the northern side of Highway 111.
Embrace the sidewalk with building fronts — Pedestrian comfort is principally a function of spatial definition — how places are shaped. Streets need good edges to succeed. Active building frontages closer to the sidewalk edge with storefront windows make walking more interesting, safe, and comfortable.
Put wasted pavement to better use – The redesign will retain three travel lanes in each direction. As urban development occurs along Highway 111, the width of the lanes will be reduced, creating parallel parking on both sides. The existing median, which is approximately 28 feet wide will also be reduced to 18 feet. There will be intermittent bulb outs between the parallel parking, with ample trees and rich landscaping. The visual and experiential quality of Highway 111 will be significantly different than what it is today.
Use lighting to support urbanism —The design, height, and frequency of the light poles are adjusted for the different context. Along the curb’s edge, a dual head light pole will consist of Selux light head at 25 feet height for the highway lanes and another head at 15 feet height tall, with banner street side for the sidewalk. A unique Cholla Cactus skeletal inspired light pole will light up the cultural trail and sidewalk. A Cultural Trail along the northern edge – The sidewalk along the northern edge of Highway 111 will be redesigned as a Cultural Trail. The Cultural Trail will be a buffered, beautifully paved, richly landscaped and artfully lighted pedestrian and
Integrating the Highway and the CV Link as an Open Space Loop – The CV Link is a project that has been approved for construction by the City. The community vision is to connect it to the Highway through new streets thereby creating a continuous pedestrian and bicycle loop.
Enhance human comfort – Rows of shade trees of consistent size and alignment bring order to the street, visually subdivide the large corridor space, define the pedestrian space, calm the traffic, protect the pedestrian from cars, and provide a consistent canopy for shade. The accent trees provide color, human scale, and more shade. The palm trees accentuate the iconic image of the corridor. Understory landscaping visually softens the streetscape. Part 2: Vision 29
Phase 2: Dune Palms Rd
a. The Town Center first phase could expand east and create a complete Town Center with more than 200,000 sf of retail, and 200 units of housing. This would create a new street face towards Dune Palms Road, completing the northwest corner of the Highway 111 and Dune Palms Road intersection. b. The new mixed-use development on the vacant corner parcel at Highway 111 and Dune Palms Road could also expand along a network of blocks and streets east creating a positive and urban street face for a significant length along Highway 111 along both sides of the Highway 111 and Dune Palms Road intersection. c. The series of parcels along the west side of Dune Palms Road and south of Highway 111 could develop into a mixed-use development, with commercial uses facing the highway.
Phase 2
Dune Palms Rd
Phase 3:
3a
3b
Phase 3
30  La Quinta Highway 111 Corridor Plan
a. On the north side of Highway 111, the Town Center development could expand west. b. On the south side, the development on the City owned parcel could expand west towards the Highway 111 and Dune Palms Road intersection. In short, by concentrating development around the Highway 111 and Dune Palms Road intersection, this vision hopes to achieve a fully built four-sided urban junction that can mark a clear place type in contrast to the rest of the sprawling condition. The north-south streets within all these developments will ensure access and connectivity to Highway 111 and further north to the CV Link. These streets along with the enhanced Highway 111 sidewalks will create a pedestrian network to allow a new and different lifestyle to its residents.
Dune Palms Rd
Possible development in the north-west and south-west precinct: The diagram shows how incremental development could occur in other areas beyond the Highway 111-Dune Palms intersection, along similar lines. This diagram is drawn to suggest that while this vision advocates concentrating development with and around the vacant parcels to enable the creation of a 100% intersection, it also acknowledges that this may not necessarily be the case depending on market conditions. Wherever new development begins, it should be regulated to ensure the creation of a block street network, with guidelines informing the massing and character of the streets, open spaces and buildings.
Part 2: Vision  31
The existing pattern of development has paved two-thirds of the project area for automobile parking and circulation.
Any of the large existing parking lots can be tactically transformed to host temporary festivals and events.
32  La Quinta Highway 111 Corridor Plan
Part 2: Vision  33
34  La Quinta Highway 111 Corridor Plan
The Signature of Place The following is a broad list of design elements that will root this vision to the climate and geography of La Quinta. Taken together, they will help create and expand a distinct signature of place that is specific to the La Quinta region, and its culture: 1. Arcades – One story arcades will form the street frontage of several buildings in this plan. These arcades will be deep enough to allow people to both walk and sit within. They will offer much needed shade from the harsh desert sun. Their specific character and design variety will bring both continuity and diversity to the architecture of the place. 2. Awnings – The transition between the commercial building face and the sidewalk will be accented by deep awnings. They will offer shade as well as a softer visual element along the sidewalk. 3. Covered Streets – Certain streets within the plan could be covered with canvas recalling the beautiful shaded desert streets found across the world. Such streets could be unique destinations in that they may be open only to select vehicles, with a heavy priority on pedestrian activity, compared to other multi-modal streets. 4. Parking Groves – Parking lots behind the buildings and within the blocks will be designed as tree groves. This will help mitigate heat island effect and also create a more comfortable and visually pleasing place within the center of each block. 5. Shaded Courtyards – Within and between buildings, vertically proportioned courtyards will create shaded places for gathering and interaction. The vertical proportions of these spaces is a conscious gesture to create shaded environments within the hot sun. 6. Trellises and Arbors – Building terraces and open spaces will be shaded using trellises and planted arbors. This will add additional texture to the buildings and streetscapes. 7. Building faces with minimal openings – As an architectural response to the desert climate, buildings will be designed with minimal openings rather than large glass walls. 8. Local Trees – The variety of trees selected for the streets, parking lots and landscaped areas will all be part of the local and regional geography, rendering a familiar sense of place. The specific location and arrangement of these trees will in turn add specificity and uniqueness to the Highway and its surrounds.
Part 2: Vision 35
Mobility La Quinta has articulated a desire for a safer, more complete, multi-modal transportation system that maximizes the economic potential of the Highway 111 corridor as a great place to live, work and visit. The Highway 111 Corridor Plan features streets that are more pedestrian-scaled, increases the availability of on-street parking, and creates a comprehensive town center bicycle network. The proposed changes will lower driving speeds, shorten average crossing distances, provide a comfortable bicycle facility approximately every five blocks, and create a walkable downtown that supports commercial activity. The changes will only result in a modest increase in travel times to commuters who are traversing the entire Highway 111 corridor. Street Types Connectivity increases the ability of pedestrians to connect to intended destinations. One indicator of pedestrian connectivity is intersection density, which is one of the most important aspects on peoples’ choice to walk. Intersection density is the number of intersections in an area. Where intersection density is high, there are multiple options and paths for pedestrians. Where there is low intersection density, there are fewer opportunities for pedestrians to connect to other streets. Low intersection density requires pedestrians to walk farther to reach a cross street or major connection where there may be transit connections or access more of the network destinations. The 36 La Quinta Highway 111 Corridor Plan
vision for the mixed-use areas along the corridor illustrates the densely connected network that is common to most every place people value highly. That network should be made up of several types of streets that perform different mobility and accessibility objectives. Major Thoroughfares – These larger streets have a primary function of moving cars and buses, but within the study area they should be designed to do so at no more than 30 miles per hour. Access Streets – These streets are focused on getting travelers to their destinations. They will likely have left turn lanes to help get cars to parking areas and many have bike lanes to allow cyclists from the east-west paths get to their parking spots.
Highway 111 (Major Thorughfare, Urban)
Main Streets – These streets in the center of commercial nodes should be slow and narrow. Their function is access for all modes of travel with pedestrians taking priority. Local Streets – The streets that will connect the rest of the districts, these streets should also be small and safe for all users. Driving Lanes The traffic volumes along Highway 111 between Washington Street and Jefferson Street range from 32,000 to 36,000 vehicles per day. Currently, there are three travel lanes in each direction plus a center Highway 111 (Major Thorughfare, Standard)
Hwy 111 Urban Hwy 111 Standard North-South Streets Access Streets Local Streets Shared Streets
Each community must make its own decisions about how much congestion makes sense for them. Chasing zero congestion comes with a price tag as wide roads with fast driving present a barrier to pedestrians. La Quinta residents during the charrette provided feedback about where they fall on this spectrum. There was no real support for the higher levels of congestion, but support for trading off a bit of congestion if the rewards could help meet their overall community goals.
Street Types Map
North-South Streets (Dune Palms Road as Main Street)
left turn lane and additional left and right turn lanes at a number of intersections. This is more lanes than would be physically required to carry the traffic volumes. A narrow street section, however, comes with more traffic congestion – particularly in the peak hours.
Access Streets
Local Streets
As such, the “middleground” approach discussed for La Quinta was to maintain the general six-lane cross-section along the Highway 111 corridor, but to reconsider some of the right turn and dual left turn lanes.
Shared Streets
Part 2: Vision 37
Pedestrian Crossing Improvements The plan sets the most ambitious standards for Highway 111 between Adams Street and Dune Palms Road. Within this section, a consistent cross-section with three travel lanes in each direction, single left turn lanes and no right turn lanes in the westbound direction (the north side of the street that fronts the planned mixed-use areas) is recommended. Lane widths within this section would be narrowed from the current wide conditions, to a more standard 11-12 feet per lane. This narrowing will create space along the curb for other uses (parking, greenspace, vehicle pickups) that may change and evolve as the land redevelops and transportation technology evolves. This cross-section will create a small amount of additional congestion in the peak commuting hours. However, this core area has the most potential for transformation and is the place where the tradeoff sweet spot can best be met. For example, narrowing the lanes and adding bulbouts at the intesections could potentially reduce the pedestrian crossing distance from 140 feet to 88 feet – a reduction of 40%. That degree of improvement to the pedestrian environment is precisely the type of intervention needed to convince potential investors that this corridor is a place that is serious about a walkable environment. At the other end of the spectrum, the intersections of Highway 111 with Washington Street on the west and Jefferson Street on the east are proposed to retain the same basic lane arrangement as is currently in place. There are small improvements recommended to the 38 La Quinta Highway 111 Corridor Plan
intersections on each end – for example, adding crosswalks to the fourth leg at Washington Street/111 and at Depot Drive/111. By and large, however, given that north-south traffic is highest at these end intersections, it is recommended that automobile traffic be accommodated and accompanied by some pedestrian safety improvements. This balancing of the tradeoffs that turns the dial toward urbanism in the core with the most development potential, and accommodates reasonable traffic movement on the ends that are less likely to see radical change was an approach that resonated with community members during the charrette. Intersection Design A number of additional intersection interventions are recommended: Crosswalks - Crosswalks should be added on all four legs of each signalized intersection. Adding the fourth leg crosswalks to intersections such as Washington Street and Depot Drive will send a welcoming signal to those wishing to or needing to walk. Corner Radii – The wide intersection corner radii present at intersections and driveways along the corridor foster high speed right turns, endangering pedestrians walking along the corridor. A new, tighter, standard should be adopted in the core area and applied whenever a new construction project is undertaken. Crossing Spacing – Some new, signalized, pedestrian crossings should be added, particularly between Adams Street
and Dune Palms Road. The spacing of crossings in this area should eventually be no more than 600 feet apart. Transit Service While the service along Highway 111 is good for a community of its size, the bus stops are far from the end destinations due to the large parking lots and setbacks. There is little transit itself can do to remedy this shortfall. The question is commonly asked whether the buses can drop off in the shopping center parking lots rather than along the street, but that sort of pattern costs a lot of time and is not fair to other riders on the route who are not destined for the shopping centers. In the end, the solution will be to bring the land uses closer to the transit service as the area redevelops over time. As the mixed-use nodes do begin to develop, it may be worth considering some type of self-taxing option to supplement the operating costs to build even better service. This could take the form of a small area circulator (like a small shuttle or trolley), or could be used to boost the frequency and hours of operation of the current SunLine service. Technology is also making transit faster and easier to use. SunLine has been an innovator in the past (piloting alternative fuels technology) and may be receptive to implementing many of the technological advances being used around the country. The SunLine bus fleet uses Global Positioning System to monitor bus locations and provide realtime arrival updates to users, via the SubBus Tracker app. Signal prioritization is being considered in some communities to add
to the overall speed of the lines. Improved payment systems will someday allow quicker boarding and potentially could incorporate access to other services such as bikeshare, scooters or other personal mobility devices. Parking Perhaps the most important aspect of the park-once environment, however, is how much cost is saved and land freed up from supplying parking. •
Use surface parking as a land-banking tool. In the early phases of the redevelopment, well-placed surface parking can keep development costs low. The placement of that parking, however, should accommodate more dense future development that would utilize structured parking. Parking, deployed strategically, can allow the density of the site to develop over time.
•
Phase in paid parking in core mixeduse areas. Market-priced parking is the best tool available to incentivize people to sort themselves to various parking locations rather than competing for the closest spot. Before the need for paid parking is present, however, setting well-conceived time restrictions on street parking in the mixed use areas can keep spaces free for potential customers.
•
Revise zoning code to better support walkable, mixed-use development on the corridor. Require unbundled parking for rental and for-sale residential, commercial space, and other uses. Unbundled parking is the
The diagram illustrates how uses whose parking demand peaks at different times of day can utilize the same spaces if the uses are mixed closely together.
practice of selling or leasing parking spaces separate from the purchase or lease of the commercial or residential use. Require provision of spaces for car-sharing and bicycle parking, and require provision of free transit passes. Establish policies requiring builders of commercial properties to include parking costs as a separate line in leases. Substantially reduce parking requirements in the mixeduse zones along the corridor. •
•
Consider the need for loading zones on retail streets, typically 60 feet in length, during the detailed design phase of the roadway reconfiguration projects. Place on-street parking on as many of the new streets as possible. Not only does this lower the parking burden for each project, but it provides a natural buffer from traffic for pedestrians on the sidewalks.
Curb Evolution and New Mobility As technology in transportation continues to rapidly evolve, major benefits such as improved safety, increased mobility and ease of use are on the horizon. While self-driving cars may be the norm someday, several technologies are already providing, or poised to provide, significant transportation improvements. Initial gradations of vehicle automation are already appearing in vehicles. Driver assisted technologies, such as lane departure warnings and adaptive cruise control, have continued to improve safety. As vehicle to vehicle (v2v) and vehicle to infrastructure (v2i) communication become common, an 81% reduction in crashes could be achieved among unimpaired drivers. Technologies have the potential to increase the capacity of existing roadways and intersections, through more efficient
signal timing and tighter vehicle spacing. As these technologies begin to emerge, La Quinta should update infrastructure technologies to maximize capacity and safety of the network.
benefits of things like safer driving speeds and shorter crosswalks earlier in the change process.
A range of new users have emerged in recent years, including operators of bikeshare bikes, electric scooters and Transportation Network Company (TNC) vehicles (Lyft/Uber). Design needs may include reserved zones for shared mobility parking and pick-up/drop-off areas for TNCs. In the coming years, autonomous vehicles (AVs) are anticipated to have significant impacts on street design needs. It is anticipated that automation will have a significant impact on the efficiency of parking, as well as the use of curb space for passenger loading/drop-offs.
Elements such as curb extensions or pedestrian safety islands can be piloted with lower-cost materials including pavement markings and delineator posts. The pilot to permanent approach allows for quick implementation and the opportunity to observe project impacts prior to permanent installation. However, project elements should take into account existing streetscape plans for different roadway users to ensure long-term compatibility. For example, the design of curb extensions at intersections should not extend into the space needed for planned bikeways.
Tactical Implementation The idea of tactical introduction of food trucks and pop up space has been discussed for many areas of the site. The spaces behind the current shopping centers could be quickly repurposed to invite in users of the CV Link. Likewise, space along Highway 111 that will someday be on-street parking, could be used for food trucks or even parklets to help change the use and character along the corridor quickly.
Pilot to Permanent Approach
Opportunities will arise over time to implement some projects in a shorter timeframe, including as streets come up for regularly scheduled resurfacing. Where possible, these projects should also be included in previously planned city improvements, including those in the Capital Improvements Program (CIP). Several long-term projects that could complete the corridor’s transportation network could be implemented at any time.
Even the fundamental changes to the Highway 111 corridor itself need not wait for streetscape reconstruction funds to emerge. Many communities have used paint to reposition the corridor to its eventual width and operations, both to test out the consequences at a lower cost (with the ability to reverse if needed). This can be a way to start reaping the Part 2: Vision 39
40  La Quinta Highway 111 Corridor Plan
03
Policy
1. SUSTAINED PROSPERITY The City has historically had three dominant economic sectors: tourism, golf, and retail commercial. While the resort hotels and golf courses are located off of the Highway 111 Corridor, the retail commercial is mostly along Highway 111 Corridor.
(HEAL) certified city. The City is a natural destination for peace, tranquility, and spiritual renewal, that offers a variety of physical activities such as biking, hiking, and walking combined with social, intellectual, nutritional, as well as artistic and cultural wellness.
A. Tourism: Hotels, Resorts, and Second Homes
Art is an integral part of the brand and lifestyle in La Quinta. The popular Art on Main Street event features over 100 artists each season showing and selling their paintings, jewelry, mixed media, photography, ceramics, glass, woodwork, textiles, sculptures and more. Over 120 works of public art throughout the community can be enjoyed year-round. The proposed Cultural Trail on Highway 111 combines active living and art with mobility. The long-awaited CV Link could bring an influx of visitors from the region to stop along Highway 111 in La Quinta to eat, shop, and be entertained.
Besides resort hotels, tourism in La Quinta also includes a growing demand for second homes and vacation homes. Over a quarter of the City’s housing stock is seasonal residences which increases the City’s population by almost 50% in the winter. Fractional ownership and timeshare projects attract tourists for shorter periods from a week to a month. Hotel residences have a strong appeal for high-end buyers desiring a second home in the desert. Sited on an 18-hole Arnold Palmer Classic golf course and set against the Santa Rosa Mountains, the Montage and Pendry hotels will reinforce the City’s growing reputation as a premier destination resort community in Coachella Valley. In addition to the hotels, the Montage will offer 30 luxury "Golf Villas” and The Pendry will offer 66 fully furnished, multistory residential condos. This development is projected to secure the City’s financial future, through hotel property and sales taxes.
C. Mixed-Use Residential The workforce supporting the growth in tourism and health and wellness industry will fuel an interest to live, work, and shop in walkable mixed use centers along Highway 111. Increasingly, mixed use developers are focusing on more “experiential” ways to attract people and hold on to them long enough that they’ll browse and buy instead of stay home and click.
B. Health and Wellness La Quinta is a Healthy Eating and Active Living
Part 3: Policy 41
“Customer experience is...the future of how physical retailers will generate revenue. Experiences won’t just sell products. Experiences will be the products.” Doug Stephens, Retail Industry Futurist D. Experience-based Retailing The regional retail development along the Highway 111 Corridor generates the lion’s share of the sales tax in the City. Development along Highway 111 has been dominated by big-box shopping centers. The old retail store model of stacking standard goods in large format buildings is no longer sustainable — these goods can be conveniently delivered to the doorstep for cheaper prices online. The long term challenge is to make existing and future retail resilient to the shifts in shopper behaviors, generational preferences, and rise in e-commerce. Retail needs to offer something local and fresh with engaging customer experiences. To compete with the internet, both the store and the place around the store needs to be memorable.
The auto dealerships, stable retail and entertainment uses on the south side of Highway 111 contribute significantly to the City’s revenue. Their continued success and expansion will continue to contribute to the City’s long-term fiscal health. Large vacant parcels are mostly located north of Highway 111. Mixed use developments on these parcels will need to focus on “experience” to create foot traffic and active public spaces. The changes in customer preference and infrastructure improvements along Highway 111 and CV Link may encourage existing retail parcels to be redeveloped as walkable mixed use development.
Policies and Actions P1.1
Maintain and enhance the Highway 111 current tax base.
A1.1a
Continue to strengthen the Highway 111’s retail base.
A1.1b
A1.1c
Great public amenities, transformative public investments, walkable mixed use neighborhoods, and ability to support high quality development are key objectives to maintain and enhance the revenue contribution from Highway 111 properties. Attract and retain high-value and high-wage jobs in leisure and hospitality industry (food services; arts; entertainment and recreation; hotels and other accommodations) and diversify the local economy. Ensure that new development is not a fiscal burden to the City. The City should adopt a clear set of policies to ensure that new development does not impose any fiscal burdens to the City and does not take away resources from providing the current level of services. This is typically achieved by requiring proponents of new developments to provide a fiscal impact analysis of proposed projects, and have it peer reviewed by an independent consultant (compensated by the project proponents), prior to approving final entitlements. While it is not suggested that all projects be fiscally positive as a requirement for approval, as there may be projects considered by the City for their strategic importance or catalytic potential, it is important that the fiscal impacts of new projects are publicly circulated and reviewed as part of the City’s decision-making process.
P1.2
Coordinate investment in public infrastructure with new growth to harness the power of placemaking.
A1.2
Support infrastructure improvements such as the Cultural Trail and CV Link linear park. La Quinta should capitalize on developer interest in Highway 111, with targeted improvements that will encourage further improvements.
42 La Quinta Highway 111 Corridor Plan
P1.3
Preserve, enhance, and build on existing Highway 111 Corridor assets.
A1.3b
Support catalytic infill development of vacant and underutilized parcels.
A1.3a
P1.4 A1.4
Protect and enhance stable areas along the Highway 111 Corridor.
Leverage the vacant parcels, to create a pulse of development intensity and commercial activity at Dune Palms Road intersection. Vacant and small underutilized sites contribute little to the City’s tax base, and also diminish the character of the Highway 111 Corridor. These are prime opportunities for redevelopment and new growth that conforms with the City’s Highway 111 vision and context, and bolsters the City’s tax base. The City can encourage development on these sites by engaging with property owners and developers to facilitate transactions and development activity. Such sites offer an excellent opportunity to begin transforming Highway 111 into a veritable mixed-use corridor. Early “proof of concept” projects will demonstrate feasibility and will likely convince others to follow suit. Attract a greater variety of experience-based retail and office tenants by building upon existing strengths and market opportunities. Implement district-wide retail branding and tenanting strategy that builds upon the cluster of tourism, health, and wellness, while adding other retail desired by the community, such as experience-based retail and retail for a wider demographic.
The City should implement a Highway 111 district-wide branding strategy that emphasizes building upon the City’s existing market opportunities and strengths, including tourism, health and wellness clusters as well as other retail and office uses that the community has expressed interest in, like experience-based retail and tech/creative offices. Such a strategy would best be organized by a Business Improvement District, or similar entity, with the capacity to engage property owners, the broker community, and other relevant stakeholders. A cohesive branding and tenanting strategy will provide a platform for local businesses to reach a wider audience as well as attracting new retail and office tenants to the area. It will also enhance the image of the area as a cohesive regional destination offering unique retail, dining, and entertainment experiences. This will help to attract more visitors from surrounding communities, bolstering retail sales and strengthening Highway 111 Corridor Area’s retail tax base.
P1.5
Create a diversity of housing options..
A1.5a
Support high-quality multi-family housing for a diverse range of income levels.
A1.5b
P1.6
A1.6a
A1.6b
Younger demographics are increasingly drawn toward urban-style, walkable living, as are baby boomers who value their independence, but anticipating limited mobility, are moving to multifamily homes in close proximity to transit, retail, food and dining and entertainment choices.
Remove regulatory and procedural barriers to good design.
Encourage multifamily projects that are urban in design and facilitate a pedestrian oriented environment by utilizing ground-floor retail, and active and vibrant streetscapes. Support local businesses.
As the Highway 111 Corridor works to increase its appeal and attract new businesses and development, it will be important to similarly ensure that existing businesses are able to thrive and grow as well. Provide incentives to encourage businesses and land owners to renovate and strengthen their businesses.
Provide grants and low-cost loans for façade and landscaping improvements, business development training and support to local businesses through periods of transition. Brand and market the Highway 111 Corridor.
Local character is increasingly important to both younger and older demographics. Enhancing Highway 111’s image will ultimately need to be rooted in a sense of authenticity, and promoting existing “ local gems” will help attract new businesses, visitors and residents, while supporting existing businesses by increasing awareness and drawing new visitors. The “Shop LQ” campaign supports local businesses by creating more ads, social media pushes and encouraging not just local residents, but the entire Coachella Valley to shop La Quinta.
Part 3: Policy 43
A1.8
Enhance economic development delivery capacity.
Engage with property owners to gauge appetite for a Business Improvement District (BID).
ion
at ov
44  La Quinta Highway 111 Corridor Plan
Place
Architecture Urban Design Landscape Design
Inn
Business Improvement Districts (BIDs), which have been implemented throughout Los Angeles County and other US cities, collect a special levy from property owners within a geographically defined area to support agreed-upon special services and programs that enhance the desirability and performance of the district. BID activities include district-wide marketing support, public realm maintenance, organizing special events, and providing private security patrols. BIDs have been shown to have a large, positive impact on the value of commercial property while improving the quality of life for community members. In the Highway 111 context, a BID could provide much needed organizational capacity and a more steady, long-term commitment of financial resources. In addition, it could be instrumental in managing many of the initiatives proposed in this plan, including the district branding and marketing, retail tenanting strategy, and shared parking agreements. Formation of a BID will require an individual or group of individuals to form a proponent group to gather community support.
Health & Wellness
Hwy 111
A Cu rt & ltu re
Pop-up events will bring more activity in the area while demonstrating the viability of the area for additional retail and businesses. The strategy should include food trucks and seasonal festivals or other temporary uses in vacant spaces such as temporary art exhibitions or eating and drinking experiences.
ce ien sil Re
P1.8
Encourage property owners to collaborate on new “pop-up� events to make use of vacant or underutilized storefronts or parcels or parking lots.
2. PLACEMAKING
Mo reet bil s & ity
A1.7
Promote higher levels of foot traffic with activities and events.
St
P1.7
Placemaking is a people-centered approach to the planning, design and management of public spaces so that it presents engaging and rewarding experiences. At the visioning charrette, the community came together to collectively reimagine the intertwined physical, social, cultural, and ecological qualities of the Highway 111 Corridor to create a great place. Highway 111 placemaking efforts examined streets, trails, parks and open spaces, landscaping, public art, branding place, and way-finding.
B. Parks, Open Spaces, and Trails
A. Streets As Places Most La Quinta streets have been designed with the needs of drivers and automobile traffic put first. This traffic-centered conception of streets has led to the creation of dysfunctional places. The needs of people who want to use streets in other ways – such as for walking, shopping, cycling, using wheelchairs, or sitting and watching the world go by – have been given relatively little consideration. The social and economic value of streets as places of community interaction, as well as conduits for traffic – is being rediscovered. New ways of designing complete streets that ensure that all users benefit, and that better places result
are being implemented in the La Quinta Village with intersection roundabouts, pedestrian and bikeway, mid-block crossings, and landscape improvements. Along similar lines, the vision for Highway 111 calls for a balanced allocation of area for protected bikes and a safe, comfortable, and engaging place for people to walk, sit, and shop, while maintaining the same number of vehicular through lanes carrying traffic on Highway 111.
Policies and Actions P2.1
A2.1 P2.2 A2.2a A2.2b
Redesign Highway 111 as a signature place.
Coordinate infrastructure improvements to be in sync with private development.
Street design will contribute to the social, economic, and environmental aspects of the Highway 111 area. Design the street network, its dimensions, speeds (where possible), and building placement that yield a balance with pedestrian scale and mobility, appropriate to the context of the area.
Update the development codes (zoning and/or Specific Plans) to include design standards for a range of street types for different contexts, consistent with the Highway 111 Corridor vision.
Parks, open spaces, and trails provide an opportunity to exercise, access sunshine, nature and fresh air, and encourage people to walk or bike. They can have a significant impact on people’s stress levels and overall mental health, particularly in busy areas like Highway 111. Public open spaces, whether playgrounds, picnic fields, trails or even just engaging streets, can help build community by giving neighbors a realm in which to get to know each other.
The greatest opportunity for public space exists in reimagining the streets and trails as linear public space corridors that connect a range of new smaller parks and open spaces that provide safe, comfortable, and inviting walking and biking experiences. The vision for the Highway 111 Corridor Area identifies a range of public and private open spaces connected through trails and walkable streets.
Policies and Actions P2.3 A2.3a
A2.3b A2.3c A2.3d P2.4
Encourage the dynamic and flexible use of existing open spaces and promote a variety of new open spaces. Support the CV-Link regional trail system.
Subdivide large vacant and underutilized tracts into walkable block, streets, and public open spaces.
Redesign the sidewalk along the northern edge of Highway 111 as a Cultural Trail that integrates biking, pedestrian activity with local and regional arts and culture features.
Develop an integrated open space loop connecting the Cultural trail on Highway 111 to the CV Link. Encourage development and events that activate the parks and open spaces.
A2.4a
Phase the parks and open space improvements to be in sync with private development.
A2.4b
Encourage small parks and other tactical use of parking lots for shortterm events/festivals.
Part 3: Policy 45
Understory plantings for the streetscapes will be adaptive and native desert plantings that will conserve water, naturalize and reduce maintenance as it matures. Areas near the CV Link will create a filter that will keep sand and dust from inundating the bluffs above the wash. C. Landscaping The Corridor Plan Area features two major east-west transportation corridors Highway 111 and CV Link. Highway 111 serves an important function of accommodating the movement of regional and local automobile traffic. Besides the mobility function, Highway 111 is also a place — arguably the most visible place in the City. The quality of this public place can improve quality of life and increase our desire to spend time in this place. Rows of street trees along sidewalks and medians, quality furniture, and coordinated lighting add human scale, comfort, interest, safety and delight. Street trees also improve property values, retail viability, and public health; absorb UV rays, pollutants, stormwater; and reduce urban heat island effect by providing valuable shade for area users. The present width of Highway 111 in addition to the adjacent large parking lots creates a less than desirable environment for people outside of their cars. Street trees visually subdivide the large streetspace into more pedestrian scaled areas. Large trees will provide shade and the tree canopy add human scale to Highway 111. Accent trees add color and enhance corridor identity. The Highway 111 medians and major north/south streets 46 La Quinta Highway 111 Corridor Plan
crossing the Highway will be defined with Mexican Fan Palms. These trees already exist in corridors and will serve as a way-finding device to guide visitors to the area. On the north side of Highway 111, pedestrians and bicyclists will have the opportunity to traverse the corridor using the Cultural Trail. This multi-modal trail will feature a double row of shade and accent trees. Pedestrian level pole lamps will light the way and provide safe night time passage while still keeping levels below the dark sky thresholds. The CV Link is designed to be bright and festive. Pedestrians, bikes and electric vehicles are meant to be able to travel from desert city to desert city with comfort and ease. The CV Link’s landscape and open space design within this corridor in La Quinta will be open and welcoming to travelers. Stops along the CV Link will have a cool grassy open space for users to rest. Shade from structures and trees will be ample and inviting. The City can encourage vendors and developers to open their businesses to this corridor and provide goods and services to support travelers who choose this alternate mode of transportation.
Plant Palettes: Overall, planting in the Highway 111 Corridor should be governed by a combination of water conservation, desert ecology and plant material that is maintained. For all onand off-street landscaping, the State of
California’s Water Use Classification of Landscape Species (WUCOLS) is the recommended regulatory standard (see https://ucanr.edu/sites/WUCOLS/). The recommended palette specifically for La Quinta lists 733 trees, shrubs, ground cover and vines that are rated “very low” to “moderate/medium” in water use in this area. Locally, the Living Desert Zoo and Gardens in Palm Desert publishes a recommended plant palette (Attachment 2) that expands the WUCOLS list to include local varieties that have been proven resilient in the low desert.
Policies and Actions P2.5
Monitor and require compliance with approved landscape plans.
A2.5
Identify parcels that are not in compliance with approved landscape plans and require plant material to be installed per approved plans.
P2.6 A2.6 P2.7 A2.7
Ensuring enforcement. Landscape plans should be built as designed and approved, and maintained in perpetuity – not a diluted version or variation from the plan as approved. There should be a greater probability of enforcement and stricter sanctions.
Landscape parking lots for human use no less than for cars.
Identify parking lots with deficient landscaping and collaborate with property owners to install landscaping to break the monotony of the parking surface and provide shade.
Modify development codes (zoning and/or Specific Plans) to require landscaping consistent with the vision of the Highway 111 Corridor Plan.
Adopt place-based codes that provide clear and precise direction on the landscape design of the public and private realm.
uin La Q ta
Present a distinctive, compelling & attractive place to visit
Increase civic pride
One look, one voice, & one message
Address out of date & inaccurate perceptions
Make it easier to visit La Quinta
Place La Quinta on map
Focused marketing & investment on competitive advantage
tail Re
, Health/Wellnes m s i s, ur
To
D. Place Branding
Provide higher return on investment (ROI)
Visitors
Benefits of Place Branding Place-branding benefits quality of life of residents, enhance the businesses climate, and attracts more tourists and visitors. Place-branding is integrated strategic actions for shaping distinctive, compelling, and rewarding place and experiences; and managing and communicating Highway 111 Corridor’s competitive identity message. The integrated brand is based on the community’s vision for Highway 111 and assists decision makers in setting priorities for capital investments, budgeting, and guiding development of the place
“Way-finding refers to information systems that guide people through a physical environment and enhance their understanding and experience of the space.” The Society of Experiential Graphic Design E. Way-Finding
There is a symbiotic relationship between Highway 111 Corridor’s brand and way-finding system. The goal of Highway 111 way-finding design system is to aid
the user in orienting themselves in the place and then in navigating to a specific destination.
Way-finding locations
for long-term success.
District Gateway Paths Edges
Reimagining Highway 111 as a place will involve efforts and investments in infrastructure, landscape, and buildings (hardware); events, arts, culture, and entertainment (software), and organizational structure like a Business Improvement District.
Nodes
Policies and Actions P2.8
Reimagine Highway 111 as an iconic place.
A2.8b
Activate the place with cultural and entertainment events.
A2.8a A2.8c P2.9
A2.9
Support improvements to infrastructure and landscape.
Support permanent and temporary public art installments along the Cultural Trail and CV Link.
Develop capacity for creating, communicating, and monitoring the Highway 111 brand.
An organizational structure is necessary to orchestrate, manage, promote, and monitor Highway 111 as an attractive travel destination and to enhance its public image as a dynamic place to shop, entertain, live and work. The exact structure is flexible and may involve collaboration between existing and/or new entities.
Explore creating a Business Improvement District (BID) and/or partnering with existing City Staff, La Quinta Chamber of Commerce, Greater Palm Springs Convention and Visitors Bureau, Coachella Valley Economic Partnership.
The entrances to the Highway 111 District, significant edges around public spaces, paths (Cultural Trail and CV Link); and nodes (Dune Palms Road intersection) are potential locations for way-finding signs. These elements control and facilitate all movement throughout the Corridor for both people and vehicles. Architecture, landscaping, lighting, art, and technology all play a significant role in the vision for the Highway 111 wayfinding system. The framework for visibility and access begins when a developer eval-
uates and selects the project site based on proximity to the CV Link, Cultural Trail, adjacent retail, parks and transit services. The architecture then responds to the context. For example, exposing the retail while striving for privacy for residential uses. Landscape and lighting elements define paths, identify nodes, and collectively these elements give character to the Highway 111 District. The landscape design will show the way by channeling traffic and the presence and type of light will reinforce the message after the sun goes down. Part 3: Policy 47
HIGHWAY
Shop
CV Link
P
Cultural Trail
Blackhawk Way
Link
HIGHWAY Jefferson St
Washington St
CV
Dune Palms Rd
Adams St
111
111
Adams St
Dune Palms Rd
Ave 47
Ave 48
Signage will provide direction, information, identification. In addition, regulatory signs such as “no parking” and “no exit” will establish rules and order. Smartphone and the Global Positioning System (GPS) have put powerful wayfin-
ding tools into the hands of almost every person. In the future, digital solutions for wayfinding could become more ubiquitous and offer another platform to guide people and enhance their experience along the Corridor.
Policies and Actions P2.10 Signs will guide pedestrians, bicyclists, motorist, and transit users to major destinations, parking areas, nodes, and points of interest.
A2.10a A2.10b A2.10c
Wayfinding signs should be synced with development of destinations with flexibility to add more destinations on signs when necessary. Architecture, landscaping, lighting, art, and technology should facilitate orientation and guide people to the various destinations of interest.
Identify simple ways to improve existing signage in the near term, such as by identifying the location of confusing or missing signage. Make such improvements and continue to evaluate signage needs. Identify destinations and places of interest.
Provide Corridor maps at transit stops, paths, and nodes where pedestrians need to make decisions on routes to destinations.
48 La Quinta Highway 111 Corridor Plan
P2.11 A2.11a
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Wayfinding signs will be aesthetically consistent, easy to see, positioned to promote safety, and be made of durable materials that are easy to maintain. Develop a consistent, legible, and logical palette of directional signs and icons to provide ways to find major destinations more easily.
A2.11b
Signs should be well-lighted, but not illuminated so that they are overly visual intensive or distracting.
A2.11c
Material and paint selections should be durable and graffiti resistant. Regulatory and other traffic signs shall be high intensity reflective sheeting.
A2.11d
Provide adequate resources for the on-going management and maintenance of signs.
Policies and Actions P2.12 Provide creative expressions in the Highway 111 Corridor Area. A2.12 P2.13 A2.13a A2.13b A2.13c A2.13d P2.14 Entry Monument at Jefferson Street and Highway 111.
A2.14a
F. Public Art Public art instills a greater sense of identity and understanding of the Highway 111 place, the ideas and values of its people, and creates a memorable experience for all. Public art comes in many forms, sizes, and media. Art can be participatory and interactive or passive and contemplative. Public art can be permanent, or temporary installations that enliven public spaces for a limited period of time, often during events and festivals. La Quinta’s Art in Public Places
program has been hugely successful in acquiring a large inventory of permanent public artwork placed throughout the City.
A2.14b
Encourage permanent and temporary art installations in parks, open spaces, and streets.
Strive for financial resiliency to provide and maintain public art in the Corridor Area. Evaluate requiring 2% of eligible capital project costs to be directed for public art.
Evaluate requiring 2% of all private development construction cost to be directed for public art. Collaborate with other community groups and non-profit organizations to maximize resources.
Explore naming rights, sponsorships and asset management opportunities to create ongoing revenue for maintenance and operations of existing public art. Integrate public art into the development review and capital improvement program.
Continue to implement provisions for public art as a requirement for large development projects, and develop City initiatives for the provision of public art as part of the Design and Development and Community Resources Departments goals and objectives. Work cooperatively with City Boards, Commissions and committees, and other public and private organizations promoting art and cultural activities throughout the City.
The Cultural Trail and CV Link provide a unique opportunity for temporary and interactive public art installations. Temporary art installations can be more experimental because they are gone after a short time. Rotating public art installations can become visitor and tourist attractions for the Highway 111 Corridor.
Part 3: Policy  49
G. Community Events
Community events and festivals are fun activities for locals and visitors that reinforces the identity of Highway 111 Corridor, stimulates the growth of tourism and businesses, and provides free marketing and advertising. La Quinta hosts a variety of year-round events and festivals throughout the City. In November 2019, a Brew in LQ Craft Beer Festival will be hosted in the One Eleven La Quinta Shopping Center parking lot to demonstrate the activation of parking lots on Highway 111. Brew in LQ will feature craft breweries, food vendors, live music, games, and art installations from local artists. Other Highway 111 property owners have
3. Mobility expressed interest to host pop-up events in their parking lots. The proposed Cultural Trail and CV Link to be designed with connecting parks and open spaces provides an ideal venue to promote attractions and events along the Highway 111 Corridor area. Throughout the year, the region hosts many international events such as Coachella Valley Music and Arts Festival, BNP Paribas Open, Fashion Week, International Film Festival, and Stagecoach Music Festival. Highway 111 should coordinate their events and festivals in conjunction with these international festivals to attract the many visitors from the region.
•
•
•
Policies and Actions P2.15
A2.15a A2.15b P2.16 A2.16a A2.16b
P2.17
A2.17a
A2.17b
Expand places and spaces where community events and festivals can occur.
Work with owners to allow artists’ temporary and opportunistic use of spaces and venues such as vacant walls, storefronts, empty buildings, underutilized parking lots, and open spaces to visually activate and enliven the area. Attract visitors from popular international events within the region.
Identify and partner with regional agencies hosting international events. Host Highway 111 events in conjunction with the international events.
50 La Quinta Highway 111 Corridor Plan
Long Pedestrian Crossings on Highway 111 – All of the width on Highway 111 makes the crossing distances for pedestrians very long and uninviting. Long Spacing Between Crosswalks – The safe pedestrian crossings at all signalized intersections along the corridor are inconveniently far apart. Distance of Transit Stops from Land Uses – While transit frequency is good for a community of La Quinta’s size, the bus stops on Highway 111 are far from the actual destinations due to the parking lots and setbacks.
•
Lack of Bicycling Facilities – There is limited opportunity for bicyclists.
•
Lack of Shade for Walking Comfort – In hot weather environments such as La Quinta, the exposure to sunlight and the lack of shade add to pedestrian discomfort.
Examine current zoning and permitting requirements with the objective of supporting and facilitating community events and festivals.
Work with owners and the developers of empty tenant spaces and parking lots to encourage a variety of pop-up events, exhibits, performances, and temporary retail activities.
High-Speed Driving Along Highway 111 – The wide expanses of asphalt along Highway 111 encourage high speed driving. Not only are there many lanes, but the lanes are 12 and 14 feet wide – too wide according to recent studies on traffic safety.
•
Develop the Cultural Trail and CV Link with various parks and open spaces in the Corridor area.
Facilitate use of vacant or underutilized space by arts and cultural groups.
viable for development. As long as the speed of these cars is appropriate to the context, the people going though can be convinced to stop for uses along the study corridor.
Issues
Opportunities •
High Visibility Properties – The large volumes of traffic passing along the corridor continue to make the land
•
Planned Bike Trail Along the Wash – The CV Link will provide a new mobility option for current corridor users and bring new people by the corridor, presenting a growth opportunity.
•
Good Transit Frequency for a Lower Density Community – Uses and an urban form more oriented to the transit service could better capitalize on this asset.
Aspirations Some of the current obstacles could be tackled to address the issues raised above. Below are some of the physical characteristics that exemplify the challenges and approaches to addressing those gaps: Analysis Driving Lanes: The team undertook an analysis of the traffic volumes relative to the available street capacity along Highway 111 between Washington Street and Jefferson Street. The traffic volumes along this section range from 32,000 to 36,000 vehicles per day. Currently, there are three travel lanes in each direction plus a center left turn lane and additional left and right turn lanes at a number of intersections. This is more lanes that would be physically required to carry the traffic volumes. A more constrained
Measure
Current Status
Better Standard
Options
Ped Crossing Spacing
1200 feet
<600 feet
New Crossings
Ped Crossing Width
150 feet
75-100 feet
Tighter Intersections
Volume/Capacity•
0.75
<0.8 in suburban environment
Keep Thru Lanes
Driving Speeds
45 mph limit
<35 mph
Introduce Design Elements
Transit Service
20/45 minute frequency
>30 minute frequency
Re-orient Buildings
Bike Connectivity
None
Serve walkable district
Connect to CV Link
• Volume/Capacity Ratio is a measurement of the operating capacity of a roadway or intersection where the number of vehicles passing through is divided by the number of vehicles that could theoretically pass through when at capacity. If vehicles (v) divided by capacity (c) is less than one the facility has additional capacity. If (v)/(c) is greater than one it is likely that the peak hour will elongate into a peak period.
section, however, comes with more traffic congestion – particularly in the peak hours. Each community must make its own decisions about how much congestion makes sense for them. A desire to achieve zero congestion comes with a high price tag and wide roads with fast driving that present a barrier to pedestrians. Few communities, however, are satisfied with severe traffic congestion. The team undertook a discussion with La Quinta residents during the community workshop about where they fall on this spectrum. There was no real support for the levels of congestion present in West Hollywood, but support for trading off a bit of congestion if the rewards could help meet their overall community goals. As such, the “middle-ground” approach discussed for La Quinta was to maintain the general seven-lane cross-section, but to reconsider some of the right turn and dual left turn lanes that contribute to the current overall width of Highway 111. Recommendations The community has articulated a clear desire for a safer, more complete, multimod-
al transportation system that maximizes the economic potential of the Highway 111 corridor as a great place to live, work and visit. The Vision in whole represent streets that are more pedestrian-scaled, with the potential for on-street parking provided when urban development occurs, and a comprehensive urban center bicycle network. The proposed changes will lower driving speeds, shorten average crossing distances, provide a comfortable bicycle facility approximately every five blocks, and create a walkable corridor that supports commercial activity and makes the corridor a great place to live, work and visit. Despite the significant changes to the circulation and number of turn lanes, we expect only a modest increase in travel times to commuters who are traversing the entire Highway 111 corridor. A. Pedestrian Crossing Improvements The plan sets the most ambitious standards for Highway 111 between Adams Street and Dune Palms Road. Within this section, a consistent cross-section with three travel lanes in each direction, single left turn lanes and no right turn
lanes in the westbound direction (the north side of the street that fronts the planned mixed-use areas) is recommended. Lane widths within this section would be reduced from the current 12 and 14 feet (outer lanes next to sidewalk on both sides) feet to a more standard 11-12 feet per lane. This narrowing will create space along the curb for other uses (parking, bike lanes, trails, greenspace, vehicle pickups) that may change and evolve as the land redevelops and transportation technology evolves (see Curb Evolution and New Mobility in a later section).
automobile traffic be accommodated and accompanied by some pedestrian safety improvements.
This consistent cross-section will create a small amount of additional congestion in the peak hours. However, this core area has the most potential for transformation and is the place where the tradeoff sweet spot can best be met. For example, narrowing the lanes and adding bulbouts at the intersections could potentially reduce the pedestrian crossing distance from 140 feet to 110 feet – a reduction of 21%. That degree of improvement to the pedestrian environment is precisely the type of intervention needed to convince potential investors that this corridor is a place that is serious about a walkable environment.
In addition to the cross-section changes outlined above, which will shorten pedestrian crossing distances, a number of additional intersection interventions are recommended:
At the other end of the spectrum, the intersections of Highway 111 with Washington Street on the west and Jefferson Street on the east are proposed to retain the same basic lane arrangement as is currently in place. There are small improvements recommended to the intersections on each end – for example, adding crosswalks to the fourth leg at Washington Street/111 and at Depot Drive/111. By and large, however, given that north-south traffic is highest at these end intersections, it is recommended that
This balancing of the tradeoffs that turns the dial toward urbanism in the core with the most development potential, and accommodates reasonable traffic movement on the ends that are less likely to see radical change was an approach that resonated with community members during the workshop. B. Intersection Design
•
Crosswalks - Crosswalks should be added on all four legs of each signalized intersection. It is common in suburban environments to give a few extra seconds of traffic signal time to cars by significantly inconveniencing pedestrians. The Highway 111 corridor does not want to be that type of place. Adding the fourth leg crosswalks to intersections such as Washington Street and Depot Drive will send a welcoming signal to those wishing to or needing to walk.
•
Corner Radii – The wide intersection corner radii present at intersections and driveways along the corridor foster high speed right turns, endangering pedestrians walking along the corridor. A new, tighter, standard should be adopted in the core area and applied whenever a new construction project is undertaken. Part 3: Policy 51
•
Crossing Spacing – Some new, signalized, pedestrian crossings should be added, particularly between Adams Street and Dune Palms Road. The spacing of crossings in this area should eventually be no more than 600 feet apart.
every place people value highly. That network should be made up of several types of streets that are performing different mobility and accessibility jobs. •
C. Street Types Connectivity increases the ability of pedestrians to connect to intended destinations. One indicator of pedestrian connectivity is intersection density, which is one of the most important aspects on peoples’ choice to walk. Intersection density is the number of intersections within an area. Where intersection density is high, there are multiple options and paths for pedestrians. Where there is low intersection density, there are fewer opportunities for pedestrians to connect to other streets. Low intersection density requires pedestrians to walk farther to reach a cross street or major connection where there may be transit connections or access more of the network destinations. The plan for the mixed-use areas along the corridor illustrates the densely connected network that is common to most
52 La Quinta Highway 111 Corridor Plan
•
Major Thoroughfares – These larger streets have a primary function of moving cars and buses, but within the study area they should be designed to do so at no more than 30 miles per hour. Access Streets – These streets are focused on getting travelers to their destinations. The streets will likely have left turn lanes to help get cars to parking and many have bike lanes to allow cyclists from the east-west paths get to their parking spots.
•
Main Streets – These streets in the center of commercial nodes should be slow and narrow. Their function is access for all modes of travel with pedestrians taking priority.
•
Local Streets – The busy streets that will connect the rest of the districts. These streets should also be small and safe for all users.
Policies and Actions P3.1 Crossing a street should be easy, safe, convenient, and comfortable. A3.1a
A3.1b A3.1c P3.2
A3.2
Where feasible, at urban intersections reduce lane widths from 12 and 14 feet to 11 to 12 feet per lane and add bulb-outs at intersection to reduce pedestrian crossing distance. Design tighter corner radii for urban intersections to facilitate safer and shorter crossing distance, yet still allow for larger vehicles to access. Add signalized pedestrian crossing between Adams Street and Dune Palms Road.
The street network will provide a pattern of multimodal streets that serves all land uses and facilitates easy access to local, city, and regional destinations. Street network offers many route choices that connect origins with their destinations.
Establish a street network that will provide a variety of street types which differ in terms of their network continuity, cross-section design, and adjoining land use. The individual streets themselves will change in character depending on their immediate land use context.
D. Transit Service While the service along Highway 111 is good for a community of its size, the bus stops are far from the end destinations due to the large parking lots and setbacks. There is little transit itself can do to remedy this shortfall. The question is commonly asked whether the buses can drop off in the shopping center parking lots rather than along the street, but that sort of pattern costs a lot of time and is not fair to other riders on the route who are not destined for the shopping centers. In the end, the solution will be to bring the land uses closer to the transit service as the area redevelops over time. As the mixed-use nodes do begin to develop, it may be worth considering some type of self-taxing option to supplement the operating costs to build even better service. This could take the form of a small area circulator, such as a shuttle or trolley service, or to be used to boost the
frequency and hours of operation of the current Sunline service. Tech is also making transit faster and easier to use. SunLine has been an innovator in the past (piloting alternative fuels technology) and may be receptive to implementing many of the technological advances bubbling up around the country. The bus fleet uses GPS to monitor bus locations and provide real time arrival updates to users, via the SubBus Tracker app. Signal prioritization is being considered in some communities add to the overall speed of the lines. Improved payment systems will someday allow quicker boarding and potentially could incorporate access to other services such as bikeshare, scooters or other personal mobility devices. Other considerations to improve the waiting areas for transit should be a priority, for example, landscaping, misters, kiosks, shade, and possibly water fountains.
E. Parking Perhaps the most important aspect of the park-once environment is how much cost is saved and land freed up from supplying parking. Policies and Actions P3.4
A3.4a
A3.4b
A3.4c A3.4d
Policies and Actions P3.3
Transit use will be convenient, reliable, safe, and comfortable.
A3.3b
Explore feasibility for a circulator shuttle providing connections every 30 minutes or more often to major destinations.
A3.3a
Support urban pattern of development that makes transit use feasible.
A3.4e A3.4f
Proactively manage public and private parking supply within a common area as a shared resource, and focus on measures to ensure availability and access rather than simply increasing supply. Use surface parking as a land-banking tool.
In the early phases of the redevelopment, well-placed surface parking can keep development costs low. The placement of that parking, however, should accommodate more dense future development that would utilize structured parking. Parking, deployed strategically, can allow the density of the site to develop over time. Phase in paid parking in core mixed-use areas.
Market-priced parking is the best tool available to incentivize people to sort themselves to various parking locations rather than competing for the closest spot. Before the need for paid parking is present, however, setting well-conceived time restrictions on street parking in the mixed use areas can keep spaces free for potential customers. Revise zoning code to better support walkable, mixed use development on the corridor.
Require unbundled parking for rental and for-sale residential, commercial space, and other uses. Unbundled parking is the practice of selling or leasing parking spaces separate from the purchase or lease of the commercial or residential use.
Require provision of spaces for car-sharing and bicycle parking, and require provision that commercial and/or residential development provide free transit passes to their employees or residents. Place on-street parking on as many of the newly created streets as possible.
Not only does this lower the parking burden for each project, but it provides a natural buffer from traffic for pedestrians on the sidewalks.
Part 3: Policyâ&#x20AC;&#x201A; 53
F. CV Link Accessibility
G. La Quinta Cultural Trail
The coming introduction of the CV link regional multi-use path represents a tremendous opportunity for the Highway 111 Corridor. Lots of potential new users will be moving past the corridor, and serve as a valuable new customer base.
While the CV Link represents a unique trail spine opportunity, spreading this energy throughout the study area will multiply the benefits. A key idea that emerged from the visioning charrette was to repurpose some of the setback space along the north side of Highway 111 as a local cultural trail – the La Quinta Cultural Trail. This trail would bring bikes into the center of the community in a form that is comfortable to all users. The Cultural Trail can introduce public art and display signs that include local historic/ cultural information and highlight places of interest. This type of buffered trail is much more palatable to most people than a 5 foot bike lane next to moving traffic. The La Quinta Cultural Trail has the potential to be a signature element around which the identity and energy of the corridor and its future development can build.
Policies and Actions P3.5
A3.5a
A3.5b A3.5c
Create an inviting public and private realm that attracts people from the CV Link to the Highway Corridor area. Provide multiple points of access to CV Link trail.
The Highway 111 Corridor vision calls for access to the trail at the termination of each of the north-south streets. Require new private developments and encourage existing developments that front the wash to provide access directly on to the CV Link.
Create development standards to encourage bike-friendly retail and cafes and eating establishments along the CV Link. Tactical Catalysts: Active uses along the CV Link frontage need not require full redevelopment or rebuild — a pop-up food truck out in the back area of the store could be a quick way to reset expectations for the property as a whole.
Policies and Actions P3.6 Support a safe, comfortable, and continuous bike and pedestrian pathway on the north side of Highway 111. A3.6a
A3.6b A3.6c
54 La Quinta Highway 111 Corridor Plan
Build the Cultural Trail as a continuous safe and spacious pathway for bicyclists and pedestrians to utilize for access, recreation, and as a way to enjoy the Corridor.
Make the trail environmentally and aesthetically pleasing with landscaping governed by water conservation, desert ecology and maintainable plant material. Program activities and feature permanent and rotating public art along the Cultural Trail.
H. Curb Evolution and New Mobility
drop-offs.
“The new plan rethinks outdated
As technology in transportation continues to rapidly evolve, major benefits such as improved safety, increased mobility and ease of use are on the horizon. While self-driving cars may be the norm someday, several technologies are already providing, or poised to provide, significant transportation improvements.
I. Tactical Implementation
planning principles and
The idea of tactical introduction of food trucks and pop up space has been discussed for many areas of the site. The spaces behind the current shopping centers could be quickly repurposed to invite in users of the CV Link. Likewise, space along Highway 111 that will someday be on-street parking, could be used for food trucks or even parklets to help change the use and character along the corridor quickly.
establishes a framework for long
Initial gradations of vehicle automation are already appearing in vehicles. Driver assisted technologies, such as lane departure warnings and adaptive cruise control, have continued to improve safety. As vehicle to vehicle (v2v) and vehicle to infrastructure (v2i) communication become common, an 81% reduction in crashes could be achieved among unimpaired drivers. Technologies have the potential to increase the capacity of existing roadways and intersections, through more efficient signal timing and tighter vehicle spacing. As these technologies begin to emerge La Quinta should update infrastructure technologies to maximize capacity and safety of the network. A range of new users have emerged in recent years, including operators of bikeshare bikes, electric scooters and Transportation Network Companies (TNC) vehicles such as Lyft/Uber. Design needs may include reserved zones for shared mobility parking and pick-up/ drop-off areas for TNCs. In the coming years, autonomous vehicles (AVs) are anticipated to have significant impacts on street design needs. It is anticipated that automation will have a significant impact on the efficiency of parking, as well as the use of curb space for passenger loading/
Even the fundamental changes to the Highway 111 corridor itself need not wait for streetscape reconstruction funds to emerge. Many communities have used paint to reposition the corridor to its eventual width and operations to test out the consequences at a lower cost (with the ability to reverse if needed). This can be a way to start reaping the benefits of things like safer driving speeds and shorter crosswalks earlier in the change process. J. Pilot to Permanent Approach Elements such as curb extensions or pedestrian safety islands can be piloted with lower-cost materials including pavement markings and delineator posts. The pilot to permanent approach allows for quick implementation and the opportunity to observe project impacts prior to permanent installation. However, project elements should take into account existing streetscape plans for different roadway users to ensure long-term compatibility. For example, the design of curb extensions at intersections should not extend into the space needed for planned bikeways.
term economic health with the goal of creating a pedestrian first environment that is uniquely La Quinta.” Stephen Nieto, La Quinta Planning Commissioner K. Taking Advantage of Opportunities Opportunities will arise over time to implement some projects in a shorter timeframe, including as streets come up for regularly scheduled re-surfacing (funds to cover other project costs such as signal modifications could be required). Where possible, these projects should also be included in previously planned city improvements, including those in the Capital Improvements Program (CIP). Several long-term projects that could complete the corridor’s transportation network could be implemented at any time.
Part 3: Policy 55
56â&#x20AC;&#x201A; La Quinta Highway 111 Corridor Plan
04
Implementation
This Section describes the steps and actions to implement the Highway 111 Corridor Plan based on collaboration with community members, City decision makers, and City Staff.
Time frames: Each action includes a time frame, within which the action is recommended to be carried out. These are intended to provide a general sense of how long it will take to implement the action.
The Highway 111 Corridor Plan is designed to be implemented over the next 20 years (2020 —2040) by residents, business and property owners, non-profit organizations, community groups, city and county agencies, and elected and appointed officials. Some actions are straightforward and relatively easy to achieve, others will demand significant investment of time and resources and will require steadfast commitment on numerous levels.
•
Ongoing: Some actions require continuous monitoring or effort. These are identified as ongoing actions.
•
Immediate: Begin work immediately.
•
Near term: Begin work within 1 to 3 years.
•
Mid term: Begin work within 4 to 7 years.
The City will need to develop robust partnerships with local businesses, residents and other public agencies to fully implement the vision outlined for the Highway 111 Corridor. These partnerships will be crucial to ensuring the most important strategies are being implemented, and the most pressing community needs are being addressed.
•
Long term: Begin work within 7 to 10 years.
Implementers: Agencies and partners most likely to carry out the action. Most actions include one or more City Departments. In some cases, however, the action is entirely within the private or non-profit sector. Funding Sources: Potential funding sources are identified for each action item. Part 4: Implementation 57
Regulatory Framework
The Highway 111 Corridor Plan recommends a PlaceBased Code (aka form-based codes) be adopted. These Place-based standards would be closely calibrated to the community supported physical vision for the Highway 111 corridor. Place-based Codes (PBC) emphasize standards that shape the collective public realm and offer a great deal of flexibility in the individual private realm. Standards for the public realm are based on a vision. Conversely, existing development codes control the use of the private realm with vague standards that have been unable to conceptualize a cohesive public realm. PBCs are clear and precise standards that offer predictability. Like the vision, the PBCs are also developed with citizen input. The citizens have a higher comfort level with the end result that the standards are likely to pro58 La Quinta Highway 111 Corridor Plan
Link
Dune Palms Rd
Adams St
CV
Jefferson St 111 Ave 47
Dune Palms Rd
The standards in the various Specific Plans and remnant zoning districts are not based on a community supported physical vision for the Highway 111 corridor. The Specific Plans fail to address design of complete streets and range of interconnected public and private open spaces. Therefore, the existing standards will not be effective in implementing the Highway 111 Corridor Plan vision.
Blackhawk Way
Adams St
In the absence of a coordinated vision, for a long time, individual sets of regulations contained within 11 Specific Plans, Zoning Codes, and Design Guidelines have attempted to shape the pattern and character of development that we see on Highway 111 today.
111
Washington St
This Plan represents the community’s vision for the Highway 111 Corridor area. This vision includes a physical masterplan and broad land use policies to implement the vision. One of the most important implementation tools is the development code that is intended to regulate and direct land development to create the place imagined by the community’s vision. For this to happen, the development code must be based on the community vision.
Ave 48
Example of Highway 111 Corridor Regulating Plan: The regulating plan, unlike typical use-based zoning codes, is based on development intensity and character, on a block-to-block, lot-to-lot basis. The different zone colors represent a great deal of physical determination and legal implication, and provide a very high level of context sensitivity and detail.
duce. City staff gets a streamlined and easy to administer review process. PBCs also create more choices, more opportunities and more options for the property owner. In place-based coding, it is much easier to align the form, uses, building types, and infrastructure with market potential. This is because PBCs are an end-toend integrated product that brings together the various disciplines of planning, design, economic development,
engineering, and public safety early on to perform in unison. It becomes possible to analyze the community-supported vision from every point of view, to figure out the cost, and understand how various public and private partners can implement that vision. The results are therefore more predictable. At the same time, a lighter focus on use allows buildings to be nimble to the market.
Lot Private Frontage
R.O.W Public Frontage
Lot Private Frontage
R.O.W Public Frontage
Components of the Highway 111 Corridor PBC should include: Section 1
Purpose and Applicability
Section 2
Zones and Regulting Plan
Section 3
Land Use Standards
Section 4
Development Standards by Zone
Section 5
Building Standards
Section 6
Frontage Standards
Section 7
Street and Block Standards
Section 8
Civic Space Standards
Section 9
Landscape Standards
Section 10
Signs and Other Design Standards
Section 11
Administration
Section 12
Definitions
Purpose, use, and applicability of the code. Map with zones that assign the codeâ&#x20AC;&#x2122;s various standards to physical locations. Allowed, prohibited, and restricted land uses.
Setbacks, height, and parking standards aimed at generating the individual buildings on a block that collectively with other buildings will shape the form of the public realm.
There are a couple of options on how the PBC can be deployed: Option 1: The Place-Based Code can be adopted for the entire Corridor all at once; or Option 2: Proceed incrementally in a phased approach. Begin with re-coding those areas where (re)development pressures are the greatest. Such sites could include City-owned parcels, vacant sites, or sites with underutilized assets. Over time, as other parcels are ready for redevelopment, the Place-Based Code could be expanded to other areas of the Corridor.
Design standards for individual buildings. Standards for private frontages that provide a transition and interface between the street and the building. Design standards for streets and blocks. Standards for parks and open spaces.
Landscape standards for streets and open spaces.
Design standards for signs and streetscape elements. Responsibility and authority to review and make final decision. General and land use terms defined.
Frontages generate street level facades that support active and continuous pedestrian friendly environment. Frontages range in design and character depending on the context.
Part 4: Implementationâ&#x20AC;&#x201A; 59
Funding Sources
Active Transportation Program (ATP)
To carry out the actions recommended in this Plan, a variety of Federal, State, regional, local, and private funding sources have been identified:
ATP taps both state and federal funds for bike and pedestrian projects across California. The program allows cities to compete for grants to build bicycle/ pedestrian paths, install bike racks, and other projects or programs that make walking or biking easier, safer and more convenient.
Federal Community Development Block Grant This fund accounts for activities of the Community Development Block Grant received from the U.S. Department of Housing and Urban Development, including monies received from this agency as part of the federal stimulus program. National Endowment for the Arts Grants for Arts Projects The NEA Grants fund institutions whose projects are vehicles for any of the following: the portfolio of American Art is expanded, Americans throughout the nation experience art, and Americans of all ages acquire knowledge or skills in the arts, and American communities are strengthened through the arts. State Enhanced Infrastructure Financing District (EIFD) An EIFD is a governmental entity established by a city that carries out a plan within a defined area (boundaries of which do not need to be contiguous) to construct, improve and rehabilitate infrastructure; construct housing, libraries, and parks; remediate brownfields, etc.
60 La Quinta Highway 111 Corridor Plan
Caltrans Transportation Planning Grant The Caltrans Sustainable Transportation Planning Grants seeks to fund projects that ensure consideration of sustainability, preservation, mobility, safety, innovation, economy, health, and equity in transportation planning. California Strategic Growth Council (CSGC) The CSGC provides grants to cities to promote sustainable community planning and natural resource conservation. The grant program supports development, adoption, and implementation of various planning elements in three focus areas: Local Sustainable Planning, Regional SB 375 Plus, and Regional Planning Activities with Multiple Partners. California Arts Council (CAC) CAC offers grants as well as provides a great resource to search for other grants by applicant type and field. Proposition 68 Authorizes $4 billion in general obligation bonds for: creation and rehabilitation of state and local parks, natural resources
protection projects, climate adaptation projects, water quality and supply projects, and flood protection. Proposition 41 Authorizes $600 million in general obligation bonds for affordable multifamily supportive housing to relieve homelessness, affordable transitional housing, affordable rental housing, or related facilities for veterans and their families. Regional AQMD Program The AB 2766 Motor Vehicle Subvention Program is a funding source for cities to encourage the development of measures or projects that result in the reduction of motor vehicle emissions. Projects include alternate fuels/electric vehicles, vehicle emissions abatement, land use strategies that encourage people to walk, bike or use public transit, traffic management, transportation demand management, effective bike expenditures, PM reduction strategies, and public education. SCAG Sustainable Planning Grant The Southern California Association of Government (SCAG) offers direct funding of innovative planning initiatives for member cities through the Sustainability Planning Grants program. The Sustainability Planning Grants Program provides direct technical assistance to SCAG member jurisdictions to complete planning and policy efforts that enable implementation of the regional SCS. Grants are available in the following three categories:
•
Integrated Land Use – Sustainable Land Use Planning, Transit Oriented Development (TOD) and Land Use & Transportation Integration;
•
Active Transportation – Bicycle, Pedestrian and Safe Routes to School Plans;
•
Green Region – Natural Resource Plans, Climate Action Plans (CAPs) and Green House Gas (GHG) Reduction programs.
Measure A In 1988, voters approved Measure A, Riverside County’s half-cent sales tax for transportation as a proactive response to growing congestion. In addition to major highway and transit projects, funding is also provided to improve local streets and roads. Local Capital Improvement Program (CIP) The CIP identifies all of the major projects to be undertaken to improve facilities and infrastructure within the city. During the fiscal year, a separate CIP document that reflects the current year program and proposes a program of prioritized projects for the next four to five years is prepared. City Departments submit all proposed projects in the foreseeable future, along with their best cost-estimate. The request includes the year a project will commence, any funding sources that may be available with either future sources or ones which might have been previously designated, justification for the project, and on-going costs expected to occur
after the project has been completed. The CIP budget team then compiles the information and presents a draft CIP program to the City Council. Projects are prioritized, based on City Council and staff input.
street and streetscape enhancements, and plazas. A PBID formation petition, which is initiated by property owners, requires the signature of more than 50 percent of the property owners, weighted by assessment liability.
General Fund
Park Dedication Fees
The General Fund is the City’s largest single fund type used to account for basic City services such as police, fire, design and development, community resources, and general administration. The three major sources of revenue are property, sales, and transient occupancy taxes. For the 19-20 budget, the breakdown is as follows:
The City receives fees from developers to fund recreation facilities. These funds are used for qualified recreational purposes throughout the city.
The City charges one-time impact fees on new private development to offset the cost of improving or expanding City facilities to accommodate the project. Impact fees are used to help fund the construction or expansion of needed capital improvements.
Art in Public Places Fund
Development Agreements
To account for development fees paid in lieu of acquisition and installation of approved artworks in a development with expenditures restricted to acquisition, installation, maintenance and repair of artworks at approved sites.
Development agreements are contracts negotiated between project proponents and public agencies that govern the land uses that may be allowed in a particular project. Development agreements provide a developer with assurances for a specified length of time that the proposed project may proceed as originally approved, and not be affected by future changes in land use regulations. In exchange for this assurance, the landowner/developer may agree to public improvements, land dedications, or in-lieu fees, as negotiated with the City, as a condition of the agreement.
Total Revenue 57,847,200 Property Tax 9,344,200 or 16.2% of the total TOT 9,860,000 or 17% Sales Tax (all) 19,782,400 or 34.2%, of which 9,535,900 (16.5%) is the City’s Bradley-Burns 1% allocation of sales tax and 10,246,500 (17.7%) is the Measure G 1% transaction tax. Property Business Improvement District A Property and Business Improvement District (PBID) is a mechanism of funding improvements through assessments to businesses and real property within the established PBID boundaries. Under the Property and Business Improvement District Law of 1994, revenues from PBID assessments may be used to fund capital improvements and maintenance costs for projects such as parking facilities, street furniture, public restrooms, art, parks,
Measure G A One Percent (1%) sales tax measure, approved by voters in 2016, increased the sales tax from 8% to 9%. All revenue generated by this Measure goes to the City’s general fund and is available for expenditure for any and all services, programs and projects funded by the City, including: police protection; projects such as parks, streets, landscaping and flood control; programs attracting businesses; youth/senior services, sports/recreation programs; and preserving property values and quality of life.
an unpredictable funding source. Developer Contributions Development Impact Fee
Various Grant Funds Various Federal, State, and regional grant programs distribute funding for public improvements. Because grant programs are typically competitive, grant funds are
Part 4: Implementation 61
1. Sustained Prosperity Policies/Actions
Policies/Actions Timeframe
Responsible Party
Cost
Funding Source
Timeframe
Responsible Party
Cost
Funding Source
P1.5
Create a diversity of housing options.
A1.5a
Support high-quality multi-family housing for a diverse range of income levels.
On-going
CM, DD
$
General Fund
Economic Development Fund
A1.5b
Remove regulatory and procedural barriers to good design (new zoning/place-based codes).
Immediate
DD, CM
$$$
Economic Development Fund
P1.6
Support local businesses.
Tourism, Health & Wellness, Mixed-Use Residential, Experience-Based Retail P1.1
Maintain and enhance the Highway 111 current tax base.
A1.1a
Continue to strengthen Highway 111’s retail base.
On-going
A1.1b
Attract and retain high-value and high-wage jobs in leisure and hospitality industry (food services; arts; entertainment and recreation; hotels and other accommodations) and diversify the local economy.
On-going
CM
$$
General Fund
A1.6a
Provide incentives to encourage businesses and land owners to renovate and strengthen their businesses.
On-going
CM, Business & Property Owners
$
Economic Development Fund
A1.1c
Ensure that new development is not a fiscal burden to the City.
On-going
DD, CM
$
Economic Development Fund
A1.6b
Brand and market the Highway 111 Corridor.
Near Term - Ongoing
CM
$$$
General Fund
P1.7
Promote higher levels of foot traffic with activities and events.
A1.7
Encourage property owners to collaborate on new “pop-up” events to make use of vacant or underutilized storefronts or parcels or parking lots.
CR, CM, Business and Property Owners
$
General Fund and Grant Funds
P1.8
Enhance economic development delivery capacity.
A1.8
Engage with property owners to gauge appetite for a Business Improvement District.
Near term Ongoing
CM
$
Economic Development Fund
On-going
PW, DD
$
General Fund
P1.2
CM
Coordinate investment in public infrastructure with new growth to harness the power of placemaking. On-going to Long Term
A1.2
Support infrastructure improvements such as the Cultural Trail and CV Link linear park.
P1.3
Preserve, enhance, and build on existing Highway 111 Corridor assets.
A1.3a
Protect and enhance stable areas along the Highway 111 Corridor.
A1.3b
Support catalytic infill development of vacant and underutilized parcels.
P1.4
A1.4
$-$$
On-going
On-going
CM, PW, DD
CM
CM, DD
$$$$
Measure G, ATP, CTPG, AB2766, CIP, BID, DIF, SCAG
$-$$
Economic Development Fund
$-$$
Economic Development Fund, General Fund
Attract a greater variety of experience-based retail and office tenants by building upon existing strengths and market opportunities. Implement district-wide retail branding and tenanting strategy that builds upon the cluster of tourism, health, and wellness, while adding other retail desired by the community, such as experience-based retail and retail for a wider demographic.
Near term to On-going
2. Placemaking Streets as Places P2.1
Redesign Highway 111 as a signature place.
A2.1
Coordinate infrastructure improvements to be in sync with private development.
P2.2 CM
$$$
Ongoing
General Fund A2.2a
Street design will contribute to the social, economic, and environmental aspects of the Highway 111 area. Design the street network, its dimensions, speeds (where possible), and building placement that yield a balance with pedestrian scale and mobility, appropriate to the context of the area.
Long Term
PW, DD
$$$$
General Fund, Measures A & G, CIP, SCAG, ATP, CTPG
Near Term - Ongoing
DD
$$$
CIP, SCAG Grant, CTPG
Update the development codes (zoning and/or A2.2b
Specific Plans) to include design standards for a range of street types for different contexts, consistent with the Highway 111 Corridor vision.
62 La Quinta Highway 111 Corridor Plan
Policies/Actions
Timeframe
Responsible Party
Cost
Funding Source
Parks, Open Space, & Trails P2.3
Encourage the dynamic and flexible use of existing open spaces and promote a variety of new open spaces.
A2.3a
Support the CV-Link regional trail system.
Near - Mid Term
DD, PW, CR
$$
Measure G, Grant funding, Prop 68 Grant
Ongoing
DD
$
Developer funded (entitlements)
$$$$
Measure G, ATP, CTPG, AB2766, SB 821, CIP, BID, DIF, SCAG
$$$$
Measure G, ATP, CTPG, AB2766, SB 821, CIP, BID, DIF, SCAG
Subdivide large vacant and underutilized tracts A2.3b
into walkable block, streets, and public open spaces. Redesign the sidewalk along the northern
A2.3c
edge of Highway 111 as a Cultural Trail that integrates biking, pedestrian activity with local
Long Term
DD, PW, CR
and regional arts and culture features.
Develop an integrated open space loop connectA2.3d
ing the Cultural trail on Highway 111 to the CV Link.
Mid Long Term
DD, PW
P2.4
Encourage development and events that activate the parks and open spaces.
A2.4a
Phase the parks and open space improvements to be in sync with private development (new zoning/place-based codes).
A2.4b
Encourage small parks and other tactical use of parking lots for short-term events/festivals.
Long Term
DD, PW
$$$$
Measure G, Park Dedication Fees (Quimby), CIP, EIFD, BID, Prop 68
Near - Mid Term
DD, PW, CR
$$
Measure G, General Fund, BID, CIP
“We want the main corridor in La Quinta to be energized to encourage future development that provides a sense of place unique to La Quinta. A place that is the focus of continued economic growth while uniting our community in the pursuit of the healthy lifestyle that is already part of the fabric of our City.” Kathleen Fitzpatrick, City Councilmember, City of La Quinta
Policies/Actions
Timeframe
Responsible Party
Cost
P2.7
Modify development codes (zoning and/or Specific Plans) to require landscaping consistent with the vision of the Highway 111 Corridor Plan.
A2.7
Adopt place-based codes that provide clear and precise direction on the landscape design of the public and private realm.
P2.8
Encourage development and events that activate the parks and open spaces.
A2.8a
Support improvements to infrastructure and landscape.
Near Long Term
PW, DD
$$$$
Measure G, Grants, CIP, BID, EIFD
A2.8b
Activate the place with cultural and entertainment events.
Near Long Term
CR
$
General Fund & Non-Profits
A2.8c
Support permanent and temporary public art installments along the Cultural Trail and CV Link.
$$
General Fund, Non-Profits & NEA Grants, Art in Public Places Fund
P2.9
Develop capacity for creating, communicating, and monitoring the Highway 111 brand.
Immediate
DD, PW
$$$
Landscaping P2.5
Monitor and require compliance with approved landscape plans. Identify parcels that are not in compliance with
A2.5
approved landscape plans and require plant
Ongoing
material to be installed per approved plans. P2.6
DD, CR (Code Compliance)
$
General Fund, Lien Properties
and collaborate with property owners to install landscaping to break the monotony of the parking surface and provide shade.
Near - Mid Term
Near Long Term
CR
CIP, SCAG, CTPG
Explore creating a Business Improvement
Landscape parking lots for human use no less than for cars.
District (BID) and/or partnering with existing
Identify parking lots with deficient landscaping A2.6
Funding Source
DD
$$$
Measure G, CIP, BID
A2.9
City Staff, La Quinta Chamber of Commerce, Greater Palm Springs Convention and Visitors Bureau, Coachella Valley Economic
Near Term - Ongoing
CM
$
General Fund; Economic Development Fund
Partnership.
Part 4: Implementation 63
Policies/Actions
Timeframe
Responsible Party
Cost
Funding Source
$
General Fund
Public Art P2.12
Provide creative expressions in the Highway 111 Corridor Area.
A2.12
Encourage permanent and temporary art installations in parks, open spaces, and streets.
P2.13
Strive for financial resiliency to provide and maintain public art in the Corridor Area.
A2.13a
Evaluate requiring 2% of eligible capital project costs to be directed for public art.
Near Long Term
PW, CR
$
CIP, Grants, Art in Public Places
A2.13b
Evaluate requiring 2% of all private development construction cost to be directed for public art.
Near Long Term
DD, CR
$
DIF
A2.13c
Collaborate with other community groups and non-profit organizations to maximize resources.
Near Long Term
CR
$
General Fund and Non Profits
A2.13d
Explore naming rights, sponsorships and asset management opportunities to create ongoing revenue for maintenance and operations of existing public art.
Near Long Term
CM, CR
$$
Art in Public Places Fund
P2.14
Integrate public art into the development review and capital improvement program.
A2.14a
Continue to implement provisions for public art as a requirement for large development projects, and develop City initiatives for the provision of public art as part of the Design and Development and Community Resources Departments goals and objectives.
Near Long Term
CR, DD
$
General Fund
Wayfinding signs will be aesthetically consistent, easy to see, positioned to promote safety, and be made of durable materials that are easy to maintain.
A2.14a
Near Long Term
CR
$
General Fund
Develop a consistent, legible, and logical palette of directional signs and icons to provide ways to find major destinations more easily.
Work cooperatively with City Boards, Commissions and committees, and other public and private organizations promoting art and cultural activities throughout the City.
Community Events
The western entrance to Highway 111 in La Quinta is defined by the beautiful Santa Rosa Mountains. Policies/Actions
Timeframe
Responsible Party
Cost
Funding Source
Way-finding P2.10
Signs will guide pedestrians, bicyclists, motorist, and transit users to major destinations, parking areas, nodes, and points of interest.
A2.10a
Identify simple ways to improve existing signage in the near term, such as by identifying the location of confusing or missing signage. Make such improvements and continue to evaluate signage needs. Identify destinations and places of interest.
A2.10b
Provide Corridor maps at transit stops, paths, A2.10c
and nodes where pedestrians need to make decisions on routes to destinations.
P2.11
A2.11a
Near - Mid Term
PW, DD, CM, Business & Property Owners
$$
Near Term - Ongoing
CM, CR
$$
Near Term - Ongoing
CM, DD
Near Term
CM
$$
General Fund, Measure G, CIP, BID
General Fund Measure G, CIP, BID
CR
$$
General Fund
P2.15
Expand places and spaces where community events and festivals can occur.
A2.15a
Develop the Cultural Trail and CV Link with various parks and open spaces in the Corridor area.
Long Term
DD, PW, CR
$$$$
ATP, CalTrans Planning Grant, AB2766, CIP, Measure G, BID, DIF, SCAG
A2.15b
Examine current zoning and permitting requirements with the objective of supporting and facilitating community events and festivals.
Immediate - Near Term
DD, CR
$$$$$
CIP, SCAG, CTPG
A2.11b
Signs should be well-lighted, but not illuminated so that they are overly visual intensive or distracting.
Near Term
PW, DD
$$$
Operations Funds, General Fund, Measure G, BID
A2.11c
Material and paint selections should be durable and graffiti resistant. Regulatory and other traffic signs shall be high intensity reflective sheeting.
Near Long Term
PW, CM
$-$$
Gas Tax, Measure A, Measure G, BID
A2.11d
Provide adequate resources for the on-going management and maintenance of signs.
Near Long Term
PW
$-$$$
Gas Tax, Measure A, Measure G, BID
64â&#x20AC;&#x201A; La Quinta Highway 111 Corridor Plan
Near Long Term
Policies/Actions
Timeframe
Responsible Party
Cost
Funding Source
Facilitate use of vacant or underutilized space by arts and cultural groups.
A2.16a
Work with owners and the developers of empty tenant spaces and parking lots to encourage a variety of pop-up events, exhibits, performances, and temporary retail activities.
Near Long Term
A2.16b
Work with owners to allow artistsâ&#x20AC;&#x2122; temporary and opportunistic use of spaces and venues such as vacant walls, storefronts, empty buildings, underutilized parking lots, and open spaces to visually activate and enliven the area.
Near Long Term
P2.17
Attract visitors from popular international events within the region.
A2.17a
Identify and partner with regional agencies hosting international events.
Near Long Term
CR, CM
$-$$
General Fund, Hotel Rebate Program
A2.17b
Host Highway 111 events in conjunction with the international events.
Near Long Term
CR, CM
$-$$
General Fund, Hotel Rebate Program
CR
$
$
General Fund
General Fund
Pedestrian Crossing Improvements, Intersection Design, & Street Types Crossing a street should be easy, safe, convenient, and comfortable.
A3.1a
Where feasible, at urban intersections reduce lane widths from 12 and 14 feet to 11 to 12 feet per lane and add bulb-outs at intersection to reduce pedestrian crossing distance.
A3.1b
Design tighter corner radii for urban intersections to facilitate safer and shorter crossing distance, yet still allow for larger vehicles to access.
A3.1c
P3.2
A3.2
Add signalized pedestrian crossing between Adams Street and Dune Palms Road.
Mid Long Term
Mid Long Term
Long Term
PW
PW
PW
Long Term
PW, DD
Cost
Funding Source
DD
$$$
CIP, SCAG, CTPG
DD, SunLine
$$$$$$$
CIP, SCAG, CTPG
P3.3
Transit use will be convenient, reliable, safe, and comfortable.
A3.3a
Transit use will be convenient, reliable, safe, and comfortable.
A3.3b
Explore feasibility for a circulator shuttle providing connections every 30 minutes or more often to major destinations.
Immediate Near Term
Immediate Near Term
$$$$$$$
Measures A & G, CIP, Transportation Grants
$$$$$$$
Measures A & G, CIP, Transportation Grants
$$$
Measures A & G, CIP, Transportation Grants
P3.4
Proactively manage public and private parking supply within a common area as a shared resource, and focus on measures to ensure availability and access rather than simply increasing supply.
A3.4a
Use surface parking as a land-banking tool.
Near - Mid Term
DD
$
CIP, SCAG, CTPG
A3.4b
Phase in paid parking in core mixed-use areas.
Long Term
DD
$$
CIP, SCAG, CTPG
A3.4c
Revise zoning code to better support walkable, mixed use development on the corridor.
Immediate -
DD
$$$
CIP, SCAG, CTPG
A3.4d
Require unbundled parking for rental and for-sale residential, commercial space, and other uses.
Long Term
DD
$
CIP, SCAG, CTPG
A3.4e
Require provision of spaces for car-sharing and bicycle parking, and require provision that commercial and/or residential development provide free transit passes to their employees or residents.
Near - Mid Term
DD, CM, SunLine, Business and Property Owners
$
CIP, SCAG, CTPG, Economic Developent Fund, BID
A3.4f
Place on-street parking on as many of the newly created streets as possible.
Long Term
DD, PW
$
CIP, SCAG, CTPG
$$$$
Measure A, CIP, Transportation Grants
Near Term
CV Link Accessibility P3.5
Create an inviting public and private realm that attracts people from the CV Link to the Highway Corridor area.
A3.5a
Provide multiple points of access to CV Link trail.
Near - Mid Term
DD, PW
$$$
ATP, CTPG, AB2766, CIP, Measure G, BID, DIF, SCAG
A3.5b
Require new private developments and encourage existing developments that front the wash to provide access directly on to the CV Link.
Near - Mid Term
DD
$$$
CIP, SCAG, CTPG
A3.5c
Create development standards to encourage bike-friendly retail and cafes and eating establishments along the CV Link (new zoning/ place-based code).
Immediate
DD
$$$
CIP, SCAG, CTPG
The street network will provide a pattern of multimodal streets that serves all land uses and facilitates easy access to local, city, and regional destinations. Establish a street network that will provide a variety of street types which differ in terms of their network continuity, cross-section design, and adjoining land use. The individual streets themselves will change in character depending on their immediate land use context.
Responsible Party
Parking
3. Mobility
P3.1
Timeframe
Transit Service
P2.16
CR, DD
Policies/Actions
Part 4: Implementationâ&#x20AC;&#x201A; 65
“Creating this retail-tainment environment where people are out and about while being surrounded by the beauty of our City. It’s amazing to be a part of it!” Marcie Graham, Marketing Manager, City of La Quinta Policies/Actions
Timeframe
Responsible Party
Cost
Funding Source
La Quinta Cultural Trail P3.6
Support a safe, comfortable, and continuous bike and pedestrian pathway on the north side of Highway 111.
A3.6a
Build the Cultural Trail as a continuous safe and spacious pathway for bicyclists and pedestrians to utilize for access, recreation, and as a way to enjoy the Corridor.
Mid Long Term
A3.6b
Make the trail environmentally and aesthetically pleasing with landscaping governed by water conservation, desert ecology and maintainable plant material.
Mid Long Term
A3.6c
Program activities and feature permanent and rotating public art along the Cultural Trail.
Mid Long Term
DD, PW
DD, PW
CR
$$$$
ATP, CTPG, AB2766, CIP, Measure G, BID; DIF, SCAG
$$$$
ATP, CTPG, AB2766, CIP, Measure G, BID; DIF, SCAG
$$
ATP, CTPG, AB2766, CIP, Measure G, BID; DIF, SCAG
ATP
Active Transportation Program
Costs
BID
Business Improvement District
$
under $100,000
CM
City Manager
$$
$100,000 to $250,000
CR
Community Resources
$$$
$250,000 to $1,00,000
CTPG
Caltrans Planning Grant
$$$$
Over $1,00,000
CM
City Manager
DD
Design and Development
DIF
Development Impact Fee
PW
Public Works
66 La Quinta Highway 111 Corridor Plan
Part 4: Implementationâ&#x20AC;&#x201A; 67