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(2) 2035 LQ General Plan - Chapter II (11.19.13) - COMPLETE             Chapter  II     COMMUNITY  DEVELOPMENT      LAND  USE      CIRCULATION      LIVABLE  COMMUNITY      ECONOMIC  DEVELOPMENT      PARKS,  RECREATION  AND   TRAILS      HOUSING             LAND  USE   II-­‐1             LAND  USE     PURPOSE   The   Land   Use   Element   is   the   key   to   a   successful   General   Plan.   It   impacts   the   City’s   growth   most   directly,   and   provides   the   greatest   guidance  in  the  City’s  vision  for  its  build  out.  This  Element  includes  the   Land   Use   Map,   which   is   the   long   term   guide   to   development   and   redevelopment  of  property  in  the  City.  It  also  provides  policies  and   programs  that  define  and  shape  high  quality  residential,  commercial,   industrial  and  institutional  development  in  the  City.       California   Government   Code   Section   65300   establishes   the   requirement   for   a   Land   Use   Element,   and   also   dictates   its   general   content.   The   City   has   considerable   latitude   in   how   it   presents   and   enforces  the  mandatory  content,  and  over  the  years  has  established  a   land  use  pattern  that  has  not  been  significantly  changed  in  this  update.       The   Land   Use   Element   can   significantly   affect  other   Elements,   including  the  Circulation  Element,  especially  since  the  selection  of  land   uses  have  a  great  impact  on  the  number  of  vehicles  on  City  streets.  The   Land  Use  Element  is  also  closely  tied  to  the  Housing  Element,  as  it   must  assure  that  sufficient  lands  are  allocated  to  residential  land  uses   in  all  densities.  Both  the  Parks  and  Recreation  and  the  Open  Space   elements  also  depend  on  the  Land  Use  Element  to  provide  sufficient   land   for   parks   and   natural   open   space   to   preserve   the   recreational   opportunities  that  are  so  important  to  the  quality  of  life  in  La  Quinta.     This   Land   Use   Element   has   consolidated   several   of   the   City’s   previous  land  use  designations,  and  introduces  Mixed  Use  as  a   potential  future  land  use.  It  also  provides  background  and   direction  for  the  development  and  redevelopment  of  two   areas  of  particular  importance  to  the  City:  the  Highway   111  corridor,  and  the  Village.         LAND  USE   II-­‐2   Finally,   this   Land   Use   Element,   and   the   Land   Use   Map,   include   the   City’s  Sphere  of  Influence.  The  Sphere  is  described,  and  policies  and   programs  governing  its  land  uses  in  the  future,  should  the  lands  be   annexed,  are  also  included  in  this  document.  Only  if  these  lands  are   annexed   will   the   City’s   designations,   policies   and   programs   become   effective   for   this   area.   At   present,   these   lands   remain   under   the   jurisdiction  of  the  County  of  Riverside.     BACKGROUND     Land  Use  Designations   This  Land  Use  Element  includes  a  consolidation  of  several  of  the  land   use  designations  used  in  previous  General  Plans.  As  shown  in  Table  II-­‐1,   the   residential   designations,   which   previously   were   defined   in   five   categories,  have  been  reduced  to  two.  The  seven  previous  commercial   designations   have   been   combined   into   three,   and   the   open   space   designations,   which   were   previously   in   four   categories,   have   been   consolidated  into  two  designations.     Table  II-­‐1   Consolidated  Land  Use  Designations   Previous  Designation  New  Designation   Very  Low  Density  Residential  Low  Density  Residential  Low  Density  Residential   Medium  Density  Residential  Medium/High  Density   Residential  Medium  High  Density  Residential   High  Density  Residential   Regional  Commercial   General  Commercial   Community  Commercial     Neighborhood  Commercial   Commercial  Park   Office   Resort  Mixed  Use  Tourist  Commercial  Tourist  Commercial   Village  Commercial  Village  Commercial   Industrial/Light  Manufacturing  Industrial/Light   Manufacturing   Major  Community  Facilities  Major  Community  Facilities   Park  Recreational  Open  Space    Golf  Course   Open  Space    Natural  Open  Space  Watercourse       LAND  USE   II-­‐3   The  uses  typical  of  each  of  the  land  use  designations  are  described   below:     Low  Density  Residential  (Up  to  4  units  per  acre)   This   land   use   designation   is   appropriate   for   single   family   residential   development,  whether  attached  or  detached.  The  density  of  individual   parcels   is   further   refined   in   the   Zoning   Ordinance.   These   lands   are   typically   developed   as   subdivisions,   country   club   developments,   or   master  planned  communities.  On  lands  used  for  equestrian  purposes,   lots   must   be   a   minimum   of  one  acre.   Clustered   housing   projects   (including   condominiums),   providing   common   area   open   space,   appropriately  scaled  commercial  development  serving  the  project  or   amenities  are   also   appropriate   under   this   designation,   with   the   approval  of  a  Specific  Plan.  In  the  Sphere  of  Influence,  the  Low  Density   Residential   designation   is   applied   as   a   temporary   designation,   in   anticipation  of  the  preparation  of  a  Master  Plan  for  the  area  (please   see  the  discussion  of  the  Sphere  of  Influence,  below).     Medium/High  Density  Residential  (Up  to  16  units  per  acre)   The  Medium/High  Density  designation  is  designed  to  accommodate  a   broad  range  of  residential  land  uses,  including  small-­‐lot  subdivisions,   duplex,  condominium  and  apartment  projects.  The  density  of  individual   parcels  is  further  refined  in  the  Zoning  Ordinance.  Specific  Plans  may   be  appropriate  for  clustered  development  in  the  lower  density  zones,   but  are  not  required.  Uses  that  may  be  appropriate  with  the  approval   of   a   Conditional   Use   Permit   include   mobile   home   parks   and   subdivisions  and  bed  and  breakfast  facilities.  Small  retail  stores  that   provide  neighborhood  conveniences,  are  less  than  5,000  square  feet,   and  on  parcels  of  up  to  one  acre,  may  be  allowed  with  approval  of  a   Conditional  Use  Permit.     General  Commercial   This  land  use  designation  applies  to  the  majority  of  commercial  land  in   the   City.   The   full   range   of   commercial   uses   can   occur   within   this   designation,   ranging   from   supermarkets   and   drugstores   in   a   neighborhood   shopping   center,   to   major   national   retailers   in   large   buildings.  General  Commercial  uses  also  include  professional  offices,   service   businesses,   restaurants,   hotels   or   motels,   research   and   development  and  warehousing  or  similar  low  impact  quasi-­‐industrial   projects.  As  established  in  Policy  LU-­‐7.1,  mixed  use  development  is  also   appropriate  in  this  designation.  Mixed  use  projects  can  include  vertical   mixed   use  –  where   retail/office  occurs   on   the   ground   floor,   with   residential  units  above;  horizontal  mixed  use  –  where  retail/  office  uses   and   higher   density   residential   occur   next   to  each   other,   and   are     LAND  USE   II-­‐4   integrated   through   pedestrian   connections   and   common   areas;   or   mixed   use   added   to   existing   commercial   development  –  where   the   residential   project   abuts   or   wraps   around   an   existing   commercial   development.       Tourist  Commercial   This  land  use  designation  is  specifically  geared  to  tourism-­‐related  land   uses,  such  as  resort  hotels,  hotels  and  motels,  and  resort  commercial   development,   such   as   conference   centers,   restaurants,   resort-­‐ supporting  retail  and  services  (including  day  spas  and  similar  personal   services).  Time  share,  fractional  ownership  or  similar  projects  may  also   be  appropriate  in  this  designation,  with  the  approval  of  a  Conditional   Use  Permit.     Village  Commercial   The   Village   Commercial   designation   applies   specifically   to   the   traditional  commercial  core  of  the  City,  and  allows  specialty  retail  –   such   as   boutiques   and   art   galleries  –  as   well   as   restaurants,   professional   offices   and   services,   and   hotels.   Apartments,   condominiums   and   live-­‐work   space   is   also   appropriate   in   this   designation.  As  established  in  Policy  LU-­‐7.1,  mixed  use  development  is   allowed  in  this  designation.  Mixed  use  projects  can  include  vertical  or   horizontal  combinations   of   land   uses  that  are   integrated   through   pedestrian  connections  and  common  areas;  or  can  be  residential  units   added  to  existing  commercial  development.     Industrial/Light  Industrial  Manufacturing   This  land  use  designation  applies  only  to  land  currently  located  in  the   Sphere  of  Influence.  Therefore,  this  land  use  designation  would  only   become  applicable  if  the  designated  lands  are  annexed  into  the  City.   Appropriate   land   uses   include   business   parks;  value-­‐added  non-­‐ polluting   industrial   uses   operating   entirely   within   existing   buildings;   airport  and  aircraft  related  businesses;  warehousing  and  distribution;   and  light  manufacturing.  Outdoor  storage  as  an  ancillary  use  when  a   structure  is  the  primary  use  on  the  property  can  be  permitted  entirely   screened   from   public   view.   Commercial   retail   and  office   uses   that   support  industrial  projects  are  also  appropriate.  With  the  approval  of  a   Conditional   Use   Permit,   more   intense   industrial   uses,   including   appliance  and  furniture  manufacturing,  metal  product  manufacturing   and  transportation  equipment  manufacturing  may  be  appropriate.  All   projects   proposed   within   this   designation   will   be   compatible   with   surrounding  land  uses  or  land  use  designations,  and  will  mitigate  their   environmental  impacts  to  less  than  significant  levels.       LAND  USE   II-­‐5   Major  Community  Facilities   This   land   use   designation   has   been   assigned   to   existing   or   planned   municipal,   educational   or   public   facilities,   such   as   City   and   School   District   facilities   and   buildings,   utility   facilities   and   buildings,   fire   stations,  and  public  parking  lots  and  similar  uses.       Recreational  Open  Space   The  Recreational  Open  Space  designation  applies  to  parks,  recreation   facilities   (such   as   driving   ranges,   club   houses   and   athletic   facilities),   public  and  private  golf  courses.     Natural  Open  Space   This  land  use  designation  is  applied  to  areas  of  natural  open  space,   whether   owned   by   private   parties   or   public   entities.   With   the   exception   of   trail   or   trailhead   development,   little   development   is   permitted   in   this   designation.   Ephemeral   streams,   man   made  flood   control   channels   and   the   Coachella   Valley   Stormwater   Channel   are   designated   Natural   Open   Space.   Lands   purchased   by   conservation   organizations   for   the   Coachella   Valley   Multiple   Species   Habitat   Conservation  Plan  can  be  included  in  this  designation.     Zoning  Consistency   To  assure  consistency  and  compatibility  between  the  General  Plan  and   the   Zoning   Ordinance,  Table   II-­‐2  shows   the   Zoning   districts   that   correspond  to  each  land  use  designation.       LAND  USE   II-­‐6     Table  II-­‐2   Zoning  Designation  Consistency  Matrix   General  Plan  Designation  Zoning  Designation   Low  Density  Residential   RR  –  Rural  Residential  Overlay   EOD  –  Equestrian  Overlay   RVL    –  Very  Low  Density  Residential     RL  –  Low  Density  Residential   A/ER  –  Agricultural/Equestrian  Residential   RSP  –  Residential  Specific  Plan  Overlay*   Medium/High  Density   Residential   RC  -­‐  Cove  Residential   RM  –  Medium  Density  Residential   RMH  –  Medium  High  Density  Residential   RH  –  High  Density  Residential   RSP  –  Residential  Specific  Plan  Overlay*   General  Commercial   CR  –  Regional  Commercial   CP  –  Commercial  Park   CC  –  Community  Commercial   CN  –  Neighborhood  Commercial   CO  –  Office  Commercial   Tourist  Commercial  CT  –  Tourist  Commercial   Village  Commercial  VC  –  Village  Commercial   Industrial/Light   Manufacturing  I  –  Industrial/Light  Manufacturing   Major  Community  Facilities  MC  –  Major  Community  Facilities   Recreational  Open  Space  PR  –  Parks  and  Recreation   GC  –  Golf  Course   Natural  Open  Space   OS  –  Open  Space   FP  –  Flood  Plain   HC  –  Hillside  Conservation  Overlay   *Can  occur  in  any  residential  zone,  base  zone  governs  density.     Distribution  of  Land  Uses   The  Land  Use  Map  addresses  not  only  the  City’s  corporate  limits,  but   its  Sphere  of  Influence.  The  character  and  distribution  of  these  land   uses,   and   the   character   and   quantity   of   existing   development   are   described  for  both  these  areas  individually  below.  A  summary  of  all   lands  within  both  the  City  and  its  Sphere  of  Influence  is  also  provided.         LAND  USE   II-­‐7   City  Limits   There  are  a  total  of  22,855.5  acres  of  land  within  the  City’s  limits.  As   shown   in  Table   II-­‐3,  the   single  largest   land   mass   in   the   City   is   designated  Open  Space,  which  encompasses  53.3%  of  the  total  land   area  within  the  City,  or  12,192.5  acres  of  Natural  and  Recreational  Open   Space.  Residential  lands  take  up  31.7%  (7,255.7  acres)  of  the  land  in  the   City,  and  Commercial  lands  represent  4.4%  (1,005.1   acres)  of  City  lands.  26.9%  of  residential  lands  are   vacant,   while   33.4%   of   commercial   lands   are   vacant.     Also  shown  in  Table  II-­‐3  is  the  extent  of  existing   development.  In  2012,  there  are  a  total  of  23,489   housing   units   in   the   City,   the   vast   majority   of   which   are   attached   and   detached   single   family   homes.   The   vacant     residential   lands   have   a   potential   to   generate   an   additional   8,114   units,   4,752  of  which  would  be  single  family  units,  and   3,362   of   which   would   be   multi-­‐family   units   (including   condominiums,   townhouses   and   apartments).     It  is  also  estimated  that  there  are  currently  6.4  million  square  feet  of   commercial  and  resort  space  in  the  City,  and  that  the  commercial  lands   have  the  potential  to  generate  an  additional  3.2  million  square  feet  of   commercial  space,  including  retail,  office  and  resort  space.     Approximately   56.4%   of   lands   designated   for   Major   Community   Facilities  are  currently  developed  (252.7  acres),  and  193.8  acres  remain   available  for  development.         LAND  USE   II-­‐8     Table  II-­‐3   Land  Use  Summary   City  Limits  Only   Land  Use   Designation   Developed   Acres   Vacant   Acres   Total     Acres   Existing   Units   Potential   Units  Total  Units                               Low  Density   Residential  4,006.0  1,583.7  5,589.7    20,834      4,752      25,586     Medium/High   Density   Residential  1,292.4  373.6  1,666.0    2,655      3,362      6,017     Total  5,298.4  1,957.3  7,255.7    23,489    8,114  31,603                                               Existing   SF   Potential   SF  Total  SF   General   Commercial  385.6  184.0  569.6    3,695,282      1,763,309    5,458,591   Tourist   Commercial    206.6  138.9  345.5    1,979,889      1,331,106    3,310,996   Village   Commercial  77.1  12.9  90.0    738,865      123,623    862,488   Total  669.3  335.8  1,005.1    6,414,036      3,218,039      9,632,074                                 Major  Community   Facilities  252.7  193.8  446.5               Open  Space  -­‐   Natural  2,171.6  4,761.7  6,933.3               Open  Space  -­‐   Recreation  4,392.2  867.0  5,259.2               Street  Rights-­‐of-­‐ Way  1,764.6  191.1  1,955.7               Grand  Total  14,548.8  8,306.7  22,855.5               *Differences  in  sums  due  to  rounding.     Sphere  of  Influence   In  the  Sphere  of  Influence,  there  are  a  total  of  8,101.4  acres.  91.3%  of   land  is  designated  for  residential  land  uses.  3.5%  of  Sphere  lands  are   designated  for  commercial  land  uses,  and  less  than  1%  are  designated   for  industrial  land  uses.  There  is  no  designated  Open  Space  land  in  the   Sphere  currently.  The  acreage  is  shown  in  Table  II-­‐4,  below.     There  are  currently  a  total  of  801  housing  units  in  the  Sphere,  all  of   which  are   single   family   homes.   The   vacant   residential   lands   have   a   potential   to   generate   an   additional   20,699   units,   20,480   of   which   would  be  single  family  units,  and  219  of  which  would  be  multi-­‐family     LAND  USE   II-­‐9   units   (including   condominiums,   townhouses   and   apartments).  It   is   important   to   note   that  Policy   II-­‐1.4  requires   that   the   City   prepare   a   Master  Plan  for  the  Sphere  of  Influence  which  is  likely  to  significantly   change   land   uses   in   this   area,   particularly   in   terms   of   reducing   residential  densities  to  fit  the  character  of  the  Vista  Santa  Rosa  area.   Please  see  the  discussion  under  “Future  Development  in  the  Sphere  of   Influence,”  below.     It   is   also   estimated   that   there   are   currently   273,760   square   feet   of   commercial  space  in  the  Sphere,  and  that  the  commercial  lands  have   the   potential   to   generate   an   additional   2.5   million   square   feet   of   commercial  space,  including  retail,  office  and  resort  space.     The  Industrial/Light  Industrial  Manufacturing  lands  in  the  Sphere  are   currently  vacant,  and  could  generate  611,408  square  feet  of  space  in   the  future.     Finally,  there  are  29.8  acres  of  land  designated  for  Major  Community   Facilities,  with  all  but  1.6  acres  being  developed.           LAND  USE   II-­‐10       THIS  PAGE  INTENTIONALLY  LEFT  BLANK     LAND  USE   II-­‐11     Exhibit  II-­‐1   General  Plan  Land  Use  Map   LAND  USE   II-­‐12       PAGE  NUMBER  SPACER  -­‐  PULL  FROM  DOC     LAND  USE   II-­‐13     Table  II-­‐4   Land  Use  Summary   Sphere-­‐of-­‐Influence  Only   Land  Use  Designation   Developed   Acres   Vacant   Acres   Total   Acres   Existing   Units   Potential   Units   Total   Units   Low  Density  Residential  551.5  6,826.6  7,378.1    801      20,480      21,281     Medium/High  Density   Residential  0.2  24.4  24.6  0          219      219     Total  551.7  6,851.0  7,402.7    801      20,699      21,500                                                 Existing   SF   Potential   SF  Total  SF   General  Commercial  28.6  256.6  285.1    273,760      2,458,797    2,732,557   Total  28.6  256.6  285.1    273,760      2,458,797      2,732,557                                                 Existing   SF   Potential   SF  Total  SF   Industrial/Light   Manufacturing  0  63.8  63.8  0          611,408    611,408   Total  0.0  63.8  63.8    0      611,408      611,408                                 Major  Community   Facilities  28.17  1.61  29.8               Street  Rights-­‐of-­‐Way  319.93  0  319.9               Grand  Total  928.4  7,173.0  8,101.4               *Differences  in  sums  due  to  rounding.     City  Limits  and  Sphere  of  Influence  in  Total   Table  II-­‐5  summarizes  all  acreages  by  land  use  in  both  the  City  and   Sphere  of  Influence.       When   both   areas   are   totaled,   the   entire   Planning   Area   has   the   potential   to  generate   an   additional   28,813   housing   units,   25,232  of   which  would  be  single  family  homes,  and  3,581  would  be  multi-­‐family   units.   At   build   out,   the   Planning   Area   would   accommodate   53,103   housing   units,   46,867  of   which   would   be   single   family   homes,   and   6,236  would  be  multi-­‐family  units.     Further,  the  Planning  Area  has  the  potential  to  generate  an  additional   5.7  million  square  feet  of  commercial  space,  for  a  total  of  12.4  million   square  feet  of  commercial  space  at  build  out.  Industrial  space  could   total  611,408  square  feet  of  space  at  build  out.     LAND  USE   II-­‐14   Table  II-­‐5   Land  Use  Summary   City  Limits  and  Sphere  of  Influence   Land  Use   Designation   Developed   Acres   Vacant   Acres   Total   Acres   Existing   Units   Potential   Units  Total  Units   Low  Density   Residential  4,557.5  8,410.3  12,967.8    21,635      25,232      46,867     Medium/High   Density   Residential  1,292.6  398.0  1,690.6    2,655      3,581      6,236     Total  5,850.1  8,808.3  14,658.4  24,290  28,813  53,103                                 Existing   SF   Potential   SF  Total  SF   General   Commercial  414.2  440.6  854.7     3,969,042      4,222,106      8,191,148     Tourist   Commercial  206.6  138.9  345.5    1,979,889      1,331,106      3,310,996     Village   Commercial  77.1  12.9  90.0    738,865      123,623      862,488     Total  697.9  592.4  1,290.2    6,687,796      5,676,835      12,364,631     Industrial/Light   Manufacturing  0.0  63.8  63.8    -­‐          611,408    611,408                               Major  Community   Facilities  280.9  195.4  476.3               Open  Space  -­‐   Natural  2,171.6  4,761.7  6,933.3               Open  Space  -­‐   Recreation  4,392.2  867.0  5,259.2               Street  Rights-­‐of-­‐ Way  2,084.5  191.1  2,275.6               Grand  Total  15,477.2  15,479.7  30,956.9               *Differences  in  sums  due  to  rounding.     Residential  Build  Out  Population   The  US  Census  estimated  the  City’s  population  at  37,467  in  2010.  This   population  was  distributed  in  14,820  households,  which  translates  to  a   total   of   2.53   persons   per   household.   In   order   to   estimate   build   out   population  in  the  City,  the  total  number  of  potential  housing  units  was   multiplied  by  the  current  household  size,  resulting  in  a  total  population   in  the  City  at  build  out  of  79,956  persons.  It  is  difficult  to  estimate  what   percentage  of  the  City’s  housing  units  will  be  occupied  by  seasonal   residents  at  build  out,  but  if  the  current  seasonal  vacancy  rate  of  27.5%   were  to  carry  through  to  build  out,  the  permanent  population  in  the   City  would  be  57,968.     LAND  USE   II-­‐15   In  the  Sphere  of  Influence,  the  County  estimated  the  population  at   2,264   in   2010.   For   analysis   purposes,   it   was   assumed   that   the   household  size  in  the  Sphere  of  Influence  would  be  consistent  with   that   in   the   City   in   the   future.   Based   on   that   assumption,   the   total   population  in  the  Sphere  of  Influence  at  build  out  would  be  54,396.   Once  again,  it  is  important  to  note  that  the  Low  Density  Residential   land  use  designation  will  be  maintained  in  the  Sphere,  and  that  the   Master   Plan   called   for   in  Policy   LU-­‐1.4,  below,   will   result   in   lower   intensities  of  development.     If  all  housing  units  are  occupied,  and  all  the  potential  housing  units  in   both  the  City  and  the  Sphere  are  constructed,  the  total  population  in   the  City  and  Sphere  at  build  out  will  total  134,352  persons.     It  is  likely  that  residential  development  in  the  City  will  take  many  forms.   Master   planned   communities,   with   and   without   golf   courses,   will   continue   to   develop   where   they   have   been   approved   and   not   completed.  Within  City  limits,  however,  few  large  parcels  remain  to   allow  large  scale  golf  club  projects.  As  the  market  changes,  and  new   residents   look   for   different   options   for   living,   a   greater   variety   of   housing  types  will  be  required.  Whether  these  take  the  form  of  single   family  homes  or  townhomes,  apartments  or  stacked  flats,  the  City  can   expect   to   see   changes   in   its   housing   stock   to   reflect   changing   consumer   trends.   The   raised   awareness   of  resource  efficiency   and   healthy  living  will  change  the  residential  market,  and  by  extension  the   types  of  residential  projects  that  are  built  in  the  future.     Specific  Plans   The  City  has  a  number  of  approved  and  active  Specific  Plans  governing   development  of  residential,  commercial  and  resort  projects.  Many  of   these  have  been  built  out,  and  some  still  have  available  development   areas.  The  Planning  Department  maintains  a  map  of  existing  Specific   Plans.       Specific   Plans   will   continue   to   be   a   valuable   tool   for   creative   development  in  the  City.  For  mixed  use,  residential  and  commercial   development  projects,  the  Specific  Plan  allows  flexibility  in  design  and   site  planning  which  might  otherwise  be  restricted  by  issues  with  the   project’s  physical  features,  or  the  standards  of  the  Zoning  Ordinance.   Specific  Plans  can  provide  for  changes  and  easing  of  zoning  standards,   when  the  quality  of  the  development  and/or  amenities  compensate  for   these   changes.   In   the   future,   Specific   Plans   may   be   ideal   tools   for   mixed  use  projects  that  include  new  concepts  such  as  transit-­‐oriented     LAND  USE   II-­‐16   developments,   expand   the   City’s   revenue   base,   and   provide   high   quality,  innovative  designs.     Greater  detail  on  the  format  and  content  of  Specific  Plans  is  provided   in  Chapter  I  of  this  General  Plan,  and  in  the  Zoning  Ordinance.       Commercial  Development  Potential   As  described  above,  the  vacant  commercial  lands  in  the  City  have  the   potential  to  generate  an  additional  3.2  million  square  feet  of  space  in   the   City,   and   an   additional   2.5   million   square   feet   in   the   Sphere   of   Influence.  This  would  almost  double  the  commercial  space  currently   developed.     The  Highway  111  Corridor   The  majority  of  this  commercial  development  will  occur  on  Highway   111,  Washington  Street,  and  at  commercial  corners  in  the  northwestern   and  southeastern  corners  of  the  City.  In  addition,  over  the  life  of  this   General  Plan,  and  before  build  out  of  the  City,  it  is  likely  that  older   existing   commercial   projects   will   be   redeveloped,   as   their   current   layout,   mix   of   business   and   available   square   footage   fails   to   meet   market  demands.  It  is  critical  to  the  City’s  economy,  and  its  ability  to   maintain   services   for   residents   that   preserve   quality   of   life,   that   commercial   development,   particularly   on   Highway   111,   remain   successful,  vibrant  and  income-­‐producing.     The  City  is  required  to  participate  in  regional  efforts  to  reduce  vehicle   trips,   and   their   air   emissions,   through   the   requirements   and   implementation  programs  of   SB   375.   This   relatively   new   law   creates   “Sustainable   Community  Strategies”  being   developed   by   the   Southern   California   Association   of   Governments   (SCAG),   that   are   designed   to   intensify   development,   encourage   mixed   use   development   in   close   proximity   to   employment   centers,   bus   routes   and   commercial   services.       All  these  factors  combine  to  create  new  opportunities  for  the  City  in   the  future.    The  Highway  111  corridor,  and  by  extension  on  Washington     LAND  USE   II-­‐17   Street   to   Avenue   48,   will   continue   to   be   the   center   of   commercial   activities   in   the   City.   Highway  111   is   also   a   regional   roadway  that   connects  all  of  the  cities  of  the  Coachella  Valley,  and  is  the  spine  of   SunLine  Transit’s  route  system.  It  lends  itself  best  to  the  intensification   of  land  uses  envisioned  in  SB  375,  and  allows  the  City  to  consider  the   potential  of  mixed  use  development  for  the  long  term.     It  is  not  the  intent  of  the  City  to  impose  mixed  use  development  on  all   projects  in  the  Highway  111  corridor.  That  would  be  neither  practical   nor  feasible.  It  is  the  intent  of  the  following  discussion  to  spur  creative   thinking  and  a  new  approach  to   new   and   redeveloping   projects   on  Highway  111,  and  to  encourage   the   development   of   pedestrian-­‐ friendly,   interconnected   projects   that  serve  the  City’s  current  and   future  residents  and  visitors,  and   provide   them   with   expanded   living,   shopping   and   working   opportunities.     Mixed  use  development  is  defined  as  the  combination  of  two  or  more   land  uses  on  one  site.  In  the  case  of  the  Highway  111  corridor,  the  two   most  likely  land  use  types  are  residential  and  commercial  development.   The  placement  of  residential  units  in  this  area  would  meet  a  number  of   criteria  identified  under  SB  375,  and  in  modern  planning  principles:  it   would  place  residents  in  close  proximity  to  their  jobs;  it  would  make  it   easier  to  take  the  bus  to  work,  school  or  shopping;  and  it  would  create   an   immediately   adjacent   market   for   commercial   goods  and  services.     Mixed   use   development   relies   on   the   creation   of   an  environment  that  is  at   a  human  scale,  and  more   comfortable   for   a   pedestrian   than   typical   large  scale  commercial  development  typical  of  Highway  111  now.  To   achieve  a  more  pedestrian  scale,  existing  projects  can  be  modified,  as   shown   here,   to   add   smaller   scale  residential   or   commercial   development.  This   small   scale   project  close   to   cross  streets   and   internal  driveways  changes  the  environment  of  “big  box”  stores  that   currently  exists  in  this  area  by  bringing  the  scale  down  to  a  human   level.     LAND  USE   II-­‐18     It  is  also  important  to  remember  that  mixed  use  can  be  achieved  in  a   number  of  ways.  It  can  be  housing  over  retail  or  office  development,   which  is  the  most  common  concept  for  mixed  use.  But  it  can  also  be   achieved   by   building   residential   development  immediately  adjacent   to  retail  or  office  development,  and   creating   a   safe   and   pleasant   environment   for   the   resident   to   walk  from  home  to  work  or  shops.   It   has   even   been   successfully   constructed   by   building   residential   around  an  existing  “big  box”  store.   These   concepts   can   be   used   individually,  or  combined  in  one  or   more  projects  to  create  a  new  and   improved   environment   in   traditionally  commercial  areas.  New  concepts  and  projects  will  help  to   maintain  the  City’s  commercial  core  as  a  destination  for  shopping  in   the  region,  and  as  a  strong  revenue  source  for  the  City’s  general  fund.     This  General  Plan  establishes  the  concept  of  mixed  use  development,   and  as  provided  in  Policy  LU-­‐7.1  and  Program  LU-­‐7.1.a.,  requires  the   creation  of  a  Mixed  Use  Overlay  in  the  Zoning  Ordinance.  This  overlay   will  allow  flexibility  for  mixed  use  development  based  on  high  quality   development  standards,  and  will  also  preserve  traditional  commercial   development  potential,  and  the  income  generated   for  the  City  from  that  development.     The  Village   The   Village   is   the   traditional   core   of   the   City,   and   represents   its   roots.   This   neighborhood   currently   includes   a   mix   of   single   family   homes,   small   scale   apartment   projects,   commercial   retail  and   professional   development,   and   public   uses,   including   schools   and   the   Civic   Center   complex.   Several  homes  in  the  Village  have  been  converted  to   restaurants   or   offices,   enhancing   the   small   scaled   mix   of   uses   the   area   is   known   for.   It   is   the   City’s   “downtown,”  and  its  scale  makes  it  more  accessible   and  inviting  for  an  afternoon’s  visit  than  the  Highway   111  corridor.         LAND  USE   II-­‐19   Historically,  the  Village  has  struggled  with  access  issues.  Because  it  is   not  located  on  one  of  the  City’s  major  streets,  it  can  be  hard  to  find.   The  lack  of  major  roads  also  can  cause  traffic  congestion,  particularly   during  major  events.  The  City  and  businesses  in  the  Village  have  been   successful   in   improving   the   identity   of  the  Village,  so  that  it  is  now  easier   to   find,   and   attracts   residents   and   visitors   throughout   the   year.   Continuing  to  provide  better  signage   and  identity  for  the  Village  will  be  key   to  its  long  term  success.     The   Village  already   includes   mixed   use   development,   and   has   the   potential  to  add  to  the  City’s  mixed   use  inventory.  The  type  and  scale  of   such  development  will  be  on  a  smaller  scale  than  what  is  possible  on   Highway  111,  but  can  be  just  as  significant  in  terms  of  expanding  living   and  working  experiences  for  the  City’s  current  and  future  residents.   The   Village   already  has   schools,   shopping   and   work   opportunities   within  it.  The  weakest  link  is  the  residential  component,  which  has  not   developed  at  a  concentrated  scale.  In  order  to  improve  the  success  of   existing   businesses   in   the   area,   and   encourage   the   development   of   additional   businesses,   more   residential   units  must  be  developed  to  support  them.   In  order  for  mixed  use  to  be  successful  in   the   Village,   it   must   successfully   inter-­‐ connect   residential   to   commercial   development,   and   create   an   environment   that   encourages   walking   and   biking.   The   Village  is  also  now  accessible  by  golf  cart,   and   that   means   of   transport   must   be   preserved   and   enhanced.   Future   development   can   take   advantage   of   the   smaller  scale  of  the  Village,   and   include   paseos   or   urban   trails   that   are   shaded   and   offer   seating   and   access   to   businesses   and   school,   mid-­‐block   trails  for  bicycles  and  golf   carts,   and   parking   areas   that   include   secure   bike     LAND  USE   II-­‐20   parking   and   charging   stations.   The   inclusion   of   these   types   of   enhancements  in  the  Village  will  do  two  things:  enhance  its  desirability   as  a  destination,  and  reduce  traffic  congestion.  A  master  plan  for  a   system  of  trails  and  paths  would  help  to  stimulate  creative  design  of   these  facilities  in  the  future.     Development   in   the   Village   can   take   many   forms:   retail   or   office   development  with  residential  units  above;  live/work  units  that  provide   an  office  at  the  street,  and  residential  behind;  condominium  units  or   stacked  flats  next  to  retail;  and  centralized  parking  that  serves  multiple   projects.  The  Village  Commercial  Zoning  designation  already  allows  off-­‐ site  parking,  and  should  be  reviewed  and  updated  to  address  creative   solutions  for  mixed  use  projects.  Also  critical  to  the  Village’s  long  term   success  will  be  designs  that  incorporate  trails  for  people  and  bicycles,   and  paths  or  routes  for  alternative  fuel  vehicles,  including  golf  carts,   NEVs  and  others  as  new  technology  expands.     Future  Development  in  the  Sphere  of  Influence   The  City’s  Sphere  of  Influence  consists  of  two  non-­‐contiguous  areas:  a   small  area  at  its  north  boundary,  which  is  currently  developed  as  a  mix   of  single  family  homes  and  commercial  nurseries;  and  a  larger  area  at   the  east  side  of  the  City,  that  is  much  larger,  and  much  less  developed.     The  northern  Sphere,  which  totals  about  100  acres,  if  annexed  in  the   future,  is  likely  to  continue  as  a  single  family  home  area.  Because  of  its   small  land  area,  and  the  fact  that  75%  of  these  lands  are  developed,  no   major  change  in  character  is  expected.     The   southern   Sphere,   however,   consists   of   8,000   acres,   within   the   Vista   Santa   Rosa   Community.   Although   Vista   Santa   Rosa   is   in   unincorporated  Riverside  County,  it  has  traditionally  been  tightly  knit,   and  fiercely  protective  of  its  rural  character.  The  prior  City  General  Plan   had  placed  a  Low  Density  Residential  designation  on  the  majority  of   this  area,  with  the  addition  of  an  equestrian  overlay.  During  the  last   economic  boom,  lands  within  Vista  Santa  Rosa  experienced  significant   development  pressure,  and  several  projects  were  approved  but  never   developed.    Also  during  this  time,  Riverside  County  and  the  residents   and  landowners  of  Vista  Santa  Rosa  developed  a  Land  Use  Concept   Plan,  which  although  never  adopted,  represented  the  master  planning   of   the   area.   The   Concept   Plan   took   a   neo-­‐traditional   planning   approach,   concentrating   development   along   Airport   Boulevard,   between  Jackson  Street  and  Van  Buren  Street,  and  allowing  residential   development  of  decreasing  density  to  the  south.     LAND  USE   II-­‐21   The   City   was   approached   by   several   developers   and   land   owners   during  this  time  as  well.  Several  scattered  annexation  requests  were   considered,  and  some  initiated,  but  none  was  completed.  At  the  time,   the   most   significant   issues   were   tied   to   land   use   intensity   and   compatibility   with   Vista   Santa   Rosa’s   character,   and   the   fiscal   implications  of  annexation.  Because  the  majority  of  the  area  was  in  a   County   Redevelopment   Area,   the   City   would  have  received  no   property   tax   to   pay   for   services   upon   annexation.  Although   the   County’s   Redevelopment   Agency   has   been   eliminated,   as   have   all   Redevelopment  Agencies  in  the  State,  the  County  had  bonded  against   future  development  in  this  and  other  redevelopment  areas,  and  these   bonds  will  eliminate  the  potential  for  property  tax  revenues  for  the   City,  should  annexation  occur.  Although  these  bonds  will  eventually  be   paid  off,  limited  revenue  potential  associated  with  property  tax  will   remain  an  issue  for  a  number  of  years  in  this  area.       In  order  to  address  the  long  term  development  of  the  Vista  Santa  Rosa   community,  particularly  if  this  area  is  ever  annexed  to  the  City,  it  is   necessary  to  also  address  its  land  use  planning.  As  this  area  is  likely  to   experience   development   pressure   again   when   economic   conditions   improve,  its  long  term  land  use  plan  must  be  addressed  prior  to  the   consideration  of  individual  development  proposals.  In  order  to  achieve   a   long   term,   cohesive   and   successful   development   area,   master   planning  of  the  entire  southern  Sphere  area  must  be  undertaken.  This   Master   Plan   must   be   community   based,   and   must   balance   planning   principles  -­‐-­‐  including  limiting  urban  sprawl,  lowering  vehicle  trips  and   greenhouse  gas  emissions,  while  preserving  the  rural  character  of  this   area.  The  land  use  plan  must  also  demonstrate  that  the  Sphere,  once   annexed,  will  be  revenue  neutral  or  revenue  enhancing.  Annexation   must   not   create   a   revenue   drain   on   the   City   (please   also   see   the   Economic   Development   Element).  As   described   in  Policy   LU-­‐1.4,   the   City  should  not  consider  annexation  of  any  part  of  the  southern  Sphere   of   Influence   prior   to   completion   of   this   proposed   Master   Plan,   to   assure   that   development   proceeds   in   a   manner   that   satisfies   good   planning  principles  and  stakeholders’  needs.     Open  Space  and  Recreation  Land   The  single  largest  land  use  designation  in  the  City  is  the  Open  Space   designation.  There  are  over  12,000  acres  of  natural  and  recreational   open  space  within  the  City  limits.       The  Natural  Open  Space  category  applies  particularly  to  lands  in  the   foothills  of  the  mountains  that  the  City  has  always  strived  to  preserve.   These   lands   provide   a   backdrop   to   the   development   on   the   Valley     LAND  USE   II-­‐22   floor,   and   are   areas   important   to   biological   resource   preservation.     They  provide  an  important  social  and  economic  asset  to  the  City  that   cannot  be  under-­‐valued.     The  Recreation  Open  Space  lands  in  the  City  are  primarily  golf  courses   and  parks,  which  also  provide  an  important  social  and  economic  value   in  the  City.  Golf  course  development  has  spurred  unparalleled  growth,   and  has  enhanced  the  tourism  industry  in  the  City.  Golf  courses  and   parks  provide  opportunity  for  outdoor  activity,  and  enhance  the  living   environment  for  the  City’s  residents.     This   Land   Use   Element   makes   no   change   to   Open   Space   land   use   designations.  It  preserves  these  lands  for  the  long  term,  and  reasserts   the  City’s  commitment  to  their  preservation.     PLANNING  FOR  THE  FUTURE   As   described   in   this   Land   Use   Element,   the   City   faces   a   number   of   challenges  in  its  future  development.  Lands  within  the  City  are  limited,   and   its   build   out   will   likely   see   changes   in   the   character   of   development,   mostly   tied   to   changes   in   the   market   and   consumer   demand.       The  type  and  intensity  of  residential  development  may  change  in  the   future,  as  the  City’s  demographic  profile  changes,  and  people  look  for   different   housing   options,   whether   because   of   aging,   changing   lifestyles,  or  employment  choices.  The  mix  of  land  use  designations,   and   the   detailed   standards   provided   in   the   Zoning   Ordinance   for   residential   development,   will   allow   the  City   to   meet   these   needs,   regardless  of  the  type  of  housing  proposed,  and  enhance  the  quality  of   life  for  all.     The  City  will  also  see  redevelopment  of  older  properties  in  the  future,   and   must   be   prepared   to   consider   and   evaluate   new   development   concepts   that   may   change   over   time.   The   preservation   and   enhancement  of  development  standards  to  enhance  the  quality  of  life   for  the  City’s  residents,  businesses  and  visitors  is  central  to  the  success   of  these  development  projects.     This   Land   Use   Element   includes   policies   and   programs   to   address   anticipated   development   trends   in   the   future.   The   City   must   remember,  however,  that  trends  may  change  during  the  life  of  this   General  Plan,  and  may  require  change  in  the  policy  direction  in  this   document.  Periodic  review  of  the  Land  Use  Map  and  the  policies  and     LAND  USE   II-­‐23   programs  in  this  Element  will  assure  that  the  City  is  able  to  meet  the   needs   of   its   population,   while   preserving   the   high   quality   of   development  it  is  known  for.     GOALS,  POLICIES  AND  PROGRAMS   GOAL  LU-­‐1         Land  use  compatibility  throughout  the  City.     v Policy  LU-­‐1.1   The  Land  Use  Map  shall  implement  the  goals  and  policies  of  the  Land   Use  Element  and  the  other  Elements  of  this  General  Plan.      Program  LU-­‐1.1.a:  Maintain  consistency  between  the  Land  Use   Map  and  Zoning  Map,  consistent  with  the  Zoning  Designations   Consistency  Matrix.      Program  LU-­‐1.1.b:  The   Zoning   Ordinance   will   include   design   standards   in   all   zoning   districts   that   assure   high   quality   development.     v Policy  LU-­‐1.2   All  land  use  decisions  shall  be  consistent  with  all  applicable  General   Plan  policies  and  programs  and  shall  uphold  the  rights  and  needs  of   property  owners  as  well  as  those  of  the  general  public.     v Policy  LU-­‐1.3   The  City  Council  shall  review  the  City’s  Sphere  of  Influence  every  five   years.       v Policy  LU-­‐1.4   No   annexation   affecting   lands   in   the   southern   Sphere   of   Influence   (also  known  as  Vista  Santa  Rosa)  shall  occur  until  a  Master  Plan  for  this   area  has  been  adopted,  unless  the  annexation  is  required  for  municipal   purposes.      Program  LU-­‐1.4.a:  The   Master   Plan  for   Vista   Santa   Rosa   will   include   an   active   and   aggressive   community   participation   program  to  ensure  that  community  character  is  reflected  in  the   Plan.       LAND  USE   II-­‐24    Program  LU-­‐1.4.b:  The  Master  Plan  for  Vista  Santa  Rosa  can  be   initiated  by  the  City,  or  by  property  owners  or  developers  who   are  willing  to  fund  the  project.     v Policy  LU-­‐1.5   All  annexation  applications  by  land  owners  shall  include  a  fiscal  analysis   that   fully   addresses   the   fiscal   impact   of   the   proposed   annexation.    Subsequently,   all   annexation   applications   shall   also   include   a   Development   Agreement   application   or   other   mechanism   that   demonstrates   how   the   annexation   will   be   revenue   neutral   or   revenue  positive  for  the  City.     GOAL  LU-­‐2     High  quality  design  that  complements  and  enhances  the  City.     v Policy  LU-­‐2.1   Changes  and  variations  from  the  Zoning  Ordinance  in  a  Specific  Plan   will  be  offset  by  high  quality  design,  amenities  and  mix  of  land  uses.     v Policy  LU-­‐2.2   Specific  Plans  shall  be  required  for  projects  proposing  the  integration   of   recreation,   tourist   commercial   and   residential   uses;   and   for   all   projects  proposing  flexible  development  standards  that  differ  from  the   Zoning  Ordinance.      Program  LU-­‐2.2.a:  Maintain   detailed   requirements   for   the   preparation  of  Specific  Plans  in  the  Zoning  Ordinance.      Program  LU-­‐2.2.b:  The   Planning   Director   will   determine   substantial  conformance  in  approved  Specific  Plans.      Program  LU-­‐2.2.c:  The   Planning   Director   has   the   authority   to   waive   the   need   for   a   Specific   Plan   amendment   under   the   following  circumstances:     § When  changes  to  the  land  use  allocation  are  less  than  5%;   § When   the   off-­‐site   circulation   pattern   and   turning   movements  will  not  be  altered  by  the  proposed  change;   § When  the  change  is  considered  minor  in  nature  and  does   not  conflict  with  the  purpose  and  intent  of  the  Specific  Plan;   or     § When  no  new  land  use  is  proposed.     LAND  USE   II-­‐25     v Policy  LU-­‐2.3   The  City’s  outdoor  lighting  ordinance  will  be  maintained.     v Policy  LU-­‐2.4   Planning  for  all  major  community  facilities  shall  carefully  consider  the   potential   impacts   to   adjacent   development,   particularly   residential   development.      Program  LU-­‐2.4.a:  Maintain   standards   for   municipal   facilities,   utility   substations,   schools   and   similar   public   facilities   in   the   Zoning  Ordinance.     v Policy  LU-­‐2.5   Public  and  utility  projects  shall  be  subject  to  the  same  standards  as  the   development  community.     v Policy  LU-­‐2.6   Participate   in   efforts   to   preserve   and   protect   sensitive   resources   throughout   the   City   and  its  Sphere   of  Influence,   in   support   of   the   CVMSHCP.      Program  LU-­‐2.6.a:  Maintain  and  enforce  the  Hillside  Preservation   Ordinance.      Program  LU-­‐2.6.b:  Amend   the   Land   Use   Map   as   necessary   to   ensure   the   preservation   of   sensitive   resources   through   the   designation  of  open  space.      Program  LU-­‐2.6.c:  Encourage  the  use  of  native  landscaping  and   “links”  golf  courses  that  preserve  areas  of  natural  terrain  and   native  vegetation.     v Policy  LU-­‐2.7   Continue  to  include  park  facilities  planning  in  neighborhood  planning   efforts.      Program  LU-­‐2.7.a:  Continue  to  utilize  the  Quimby  Act  to  charge   park  fees  and  allow  for  park  development.      Program  LU-­‐2.7.b:  Incorporate   park   planning   into   annexation   studies  and  annexation  community  outreach  efforts.     LAND  USE   II-­‐26     GOAL  LU-­‐3     Safe  and  identifiable  neighborhoods  that  provide  a  sense  of  place.     v Policy  LU-­‐3.1   Encourage  the  preservation  of  neighborhood  character  and  assure  a   consistent  and  compatible  land  use  pattern.      Program  LU-­‐3.1.a:  Periodically  review  land  use  designations  to   assure  that   changes   in  the   community   and   marketplace   are   met.      Program  LU-­‐3.1.b:  Apply  the  City’s  discretionary  powers  and  site   development   review   process   consistently   to   assure   that   subdivision  and  development  plans  are  compatible  with  existing   residential  areas.     v Policy  LU-­‐3.2   Density   transfers   may   occur   in   Specific   Plans   when   common   area   amenities  and  open  space  are  provided.     v Policy  LU-­‐3.3   Maintain  residential  development  standards  including  setbacks,  height,   pad   elevations   and   other   design   and   performance   standards  that   assure  a  high  quality  of  development  in  the  Zoning  Ordinance.      Program  LU-­‐3.3.a:  Provide  incentives  in  the  Zoning  Ordinance  for   creative  and  high  quality  development;  projects  that  reduce  the   dependence   on   automobiles;   projects   that   incorporate   trails   and   paths   for   pedestrians   and   bicycles;   and   projects   that   incorporate  transit  and  alternative  transportation  facilities  into   their  designs.     GOAL  LU-­‐4       Maintenance  and  protection  of  existing  neighborhoods.     v Policy  LU-­‐4.1   Encourage   compatible   development   adjacent   to   existing   neighborhoods   and  infrastructure.       LAND  USE   II-­‐27    Program  LU-­‐4.1.a:  Continue  to  use  creative  planning  techniques,   including  the  merger  of  small  residential  lots  in  the  Cove,  to   encourage  development  in  existing  neighborhoods.     v Policy  LU-­‐4.2   Capital  improvement  projects  for  developed  areas  in  the  City  should  be   of  first  priority,  to  encourage  infill  development.      Program  LU-­‐4.2.a:  Require  necessary  improvement/extension  of   intervening   roadways   and   infrastructure   to   serve   new   development.     GOAL  LU-­‐5       A  broad  range  of  housing  types  and  choices  for  all  residents  of  the  City.     v Policy  LU-­‐5.1   Use   development   incentives   to   achieve   a   mix   of   housing,   including   affordable  housing.      Program   LU-­‐5.1.a:  Monitor   the   progress   made   to   achieve   Housing  Element  mandated  goals  for  the  provision  of  housing,   and  consider  amendments  to  the  General  Plan  when  necessary   to  help  achieve  those  goals.     v Policy  LU-­‐5.2   Consider   changes   in   market   demand   in   residential   product   type   to   meet  the  needs  of  current  and  future  residents.      Program   LU-­‐5.2.a:  Periodically   review   and   update,   as   needed,   the  standards  of  the  Zoning  Ordinance  to  allow  for  changes  in   residential  product  types  without  the  need  for  a  Specific  Plan.      Program   LU-­‐5.2.b:  Include   detailed   residential   development   standards  in  the  Mixed  Use  Overlay  zoning  district.     GOAL  LU-­‐6       A  balanced  and  varied  economic  base  which  provides  a  broad  range  of   goods  and  services  to  the  City’s  residents  and  the  region.       LAND  USE   II-­‐28   v Policy  LU-­‐6.1   Commercial  land   use   designations   shall   allow   a   full  range   of   retail,   office,  resort  and  institutional  businesses  in  the  City.      Program   LU-­‐6.1.a:  As   part   of   the   update   of   the   Economic   Development  Plan,  review  the  Land  Use  Map  regularly  to  assure   that  sufficient  lands  are  designated  for  commercial  uses  which   support  the  needs  of  the  community  and  surrounding  areas.      Program  LU-­‐6.1.b:  Encourage  the  integration  of  a  wide  range  of   support  services  at  employment  centers,  including  child  care,   occupational   health,   fitness   facilities   and   convenience   retail   shops.      Program   LU-­‐6.1.c:  Maintain   economic   and   demographic   statistical  data  and  make  this  data  available  to  the  development   community  and  other  interested  parties.     v Policy  LU-­‐6.2   Maintain   commercial   development   standards  in   the   Zoning   Ordinance,   including   set   backs,   height,   pad   elevations   and   other   design   and   performance  standards  that  assure  a  high  quality  of  development.       v Policy  LU-­‐6.3   Support   and   encourage   the  expansion   of   the   resort   industry  as   a   key   component  of  the  City’s  economic  base.      Program  LU-­‐6.3.a:  Provide  standards  for  a  broad  range  of  tourist   commercial  land  uses  in  the  Zoning  Ordinance     v Policy  LU-­‐6.4   Support   the   development   of   a   broad   range   of   non-­‐polluting,   carefully   planned  industrial  uses.      Program  LU-­‐6.4.a:  Include  provisions  for  industrial  development,   including  development  standards,  permitted  and  conditionally   permitted  land  uses  in  the  Zoning  Ordinance.     v Policy  LU-­‐6.5   Industrial  lands  shall  be  located  along  major  transportation  corridors,  and  in   areas  that  maximize  all  available  infrastructure.       LAND  USE   II-­‐29   v Policy  LU-­‐6.6   Encourage  the  development  of  vocational  and  technical  programs  in  the   educational   system   to   help   the   industrial   sector   find   qualified   local   employees.     v Policy  LU-­‐6.7   Consider  the  airport  Master  Plan  in  all  development  proposals  adjacent   to  the  Jacqueline  Cochran  Airport.      Program   LU-­‐6.7.a:  Standards   for   development   adjacent   to   airports  shall  be  developed  which  maximize  the  need  for  public   safety.      Program  LU-­‐6.7.b:  Projects  located  within  the  influence  area  of   the  Airport’s  Land  Use  Plan  will  include  review  and  analysis  of   their  conformance  with  the  Land  Use  Plan  in  their  application   submittal.     GOAL  LU-­‐7       Innovative  land  uses  in  the  Village  and  on  Highway  111.     v Policy  LU-­‐7.1   Encourage  the  use  of  mixed  use  development  in  appropriate  locations.      Program   LU-­‐7.1.a:  Establish   a   Mixed   Use   Overlay   for   all   the   commercial  zoning  designations.     v Policy  LU-­‐7.2   Mixed  Use  developments  within  300  feet  of  Highway  111  must  include  retail   commercial  development  for  at  least  75%  of  the  ground  floor  leasable  area.     v Policy  LU-­‐7.3   Encourage  the  use  of  vacant  pads  in  existing  commercial  development  on   Highway  111  for  residential  use.      Program   LU-­‐7.3.a:  Amend   the   Zoning   Ordinance   to   include   standards   for   high   density   residential   development   within   commercial  zones.     v Policy  LU-­‐7.4   Develop  incentives  for  Mixed  Use  projects.       LAND  USE   II-­‐30    Program  LU-­‐7.4.a:  Consider  density  bonuses,  modified  parking   requirements,  expedited   entitlement   and   building   permit   processing  and  fee  waivers  for  Mixed  Use  projects.     v Policy  LU-­‐7.5   Develop  a  Master  Non-­‐Motorized  Transportation  Plan  for  the  Village.     v Policy  LU-­‐7.6   Review  and  amend,  as  necessary,  the  Village  Design  Guidelines  to  allow   maximum  flexibility  for  Mixed  Use  projects.     v Policy  LU-­‐7.7   Continue  to  allow  off-­‐site  parking  through  the  payment  of  in  lieu  fees  in  the   Village,  as  well  as  other  creative  parking  alternatives.      Program  LU-­‐7.7.a:  Plan  for  and  fund  a  City  parking  structure  in   the  Capital  Improvement  Program.     v Policy  LU-­‐7.8   Encourage  the  expansion  of  transit  service  to  meet  commuter  needs.      Program  LU-­‐7.8.a:  Expand  transit  opportunities  on  Highway  111   and  to  the  Village  to  allow  a  broad  range  of  services  (including   special  event  shuttle  services).     RELATED  GOALS   As  described  above,  this  Element  relates  to  others  in  this  General  Plan.   The  following  Goals,  and  their  associated  policies  and  programs,  are     closely  related  to  those  of  this  Element.     GOAL  SC-­‐1:  A  community  that  provides  the  best  possible  quality  of  life   for  all  its  residents.     GOAL   ED-­‐1:  A   balanced   and   varied   economic   base  serving   both  the   City’s  residents  and  the  region.     GOAL  PR-­‐1:  A  comprehensive  system  of  parks,  and  recreation  facilities   and  services  that  meet  the  active  and  passive  needs  of  all  residents  and   visitors.     GOAL  OS-­‐3:  Preservation  of  scenic  resources  as  vital  contributors  to   the  City’s  economic  health  and  overall  quality  of  life.     LAND  USE   II-­‐31                             THIS  PAGE  INTENTIONALLY  LEFT  BLANK         CIRCULATION   II-­‐33             CIRCULATION     PURPOSE     The  Circulation  Element  has  been  designed  to  assure  the  provision  of  a   multi-­‐modal  transportation  system  that  responds  to  the  full  range  of   transportation   needs.   The   Element   takes   into   account   existing   and   long  term  regional  traffic  and  transportation  infrastructure  needs.  Its   purpose  is  to  correlate  with  community  and  regional  land  use  plans  to   assure   a   transportation   network   that   moves   motorized   and   non-­‐ motorized  vehicles,  and  pedestrians,  safely  and  efficiently  through  the   City  and  region.  Therefore,  the  Circulation  Element  must  assure  that   the  City’s  transportation  system  ties  into  the  network  beyond  the  city   limits.       The  Circulation  Element  incorporates  regional  plans  and  facilities,  and   helps   assure   cost-­‐effective   and   comprehensive   transportation   management.   Thoughtful   land   planning   and   a   logical   and   well-­‐ conceived  hierarchy  of  local  and  regional  streets  will  allow  the  City  to   balance  transportation  infrastructure  and  quality  of  life.       In   addition   to   its   close   relationship   to   the   Land   Use   Element,   the   Circulation   Element   is   also   directly   tied   to   the   Housing,   Air   Quality,   Noise,   Public   Infrastructure,   and   Economic   Development   Elements,   among  others.  The  Livable  Community,  Flooding  and  Hydrology,  and   Parks,  Recreation  and  Trails  Elements  are  also  related  to,  affect  and  are   affected   by   the   Circulation   Element.   Finally,   the   General   Plan   is   mandated  to  address  all  systems  that  move  people,  goods,  energy,   water,   sewage,   storm   drainage,   and   communications.   To   the   extent   these   systems   overlap,   they   are   discussed   in   this   Element.     The   Circulation   Element   is   compliant   with   California   Government   Code   Section   65302(b),   which   directs   jurisdictions  to  prepare  General  Plans  that  identify   existing   and   proposed   major   thoroughfares,   transportation  routes,  and  other  local  public     CIRCULATION   II-­‐34   utilities   and   facilities.   Recently   adopted  65302(b)(2)(A)   of   the   Government  Code  provides  direction  on  how  the  Circulation  Element   shall  address  the  requirements  of  the  Complete  Streets  Act.     As  set  forth  in  Government  Code  Sections  65103(f)   and   65080,   the   City   is   required   to   coordinate   its   Circulation  Element  provisions  with  the  applicable   regional   transportation   plan.   In   the   General   Plan   study   area   these   regional   agencies   include   the   California  Department  of  Transportation  (Caltrans),   the   Coachella   Valley   Association   of   Governments   (CVAG),   the   Southern   California   Association   of   Governments   (SCAG)   and   the   SunLine   Transit   Agency.   In   addition,   federal   and   state   transportation  planning  must  be  coordinated  with   local  planning  pursuant  to  Section  134,  Title  23  of   the   U.S.   Code   and   California   Government   Code   Section  65080(a),  respectively.     Assembly   Bill   32   (AB   32),   The   Global   Warming   Solutions   Act   of   2006,   requires   the   reduction   of   pollutants   that   contribute   to   greenhouse   gas   (GHG)   emissions   and   climate   change,   including   vehicular   emissions.   The   California   Air   Resources   Board   (CARB)   has   identified   passenger   vehicles   as   the   number  one  emitter  of  GHG  emissions  in  California  and  asserts  that   improved  land  use  and  transportation  policy  are  essential  to  the  State   meeting  AB  32  goals.  Air  quality  and  GHG  emissions  are  associated  with   growing  traffic  volumes  and  infrastructure  demand.       Senate  Bill  375  (SB  375)  builds  on  the  existing  regional  transportation   planning  process  to  connect  the  reduction  of  GHG  emissions  from  cars   and  light  trucks  to  regional  land  use  and  infrastructure  planning.  SB375   requires   that   all   communities   establish   policies   that   will   reduce   the   need   for   traditional   automobile   travel,   and   encourage   the   use   of   transit  and  other  forms  of  alternative  transportation.     Land  use  patterns  and  the  existing  transportation  infrastructure  play  a   direct  role  in  the  rate  and  growth  of  vehicle  miles  traveled  (VMT).  They   influence  the  distance  that  people  travel  and  the  mode  of  travel  they   choose.   Studies   show   that   even   with   aggressive   state   and   federal   vehicle  efficiency  standards  and  the  use  of  alternative  fuels,  meeting   the  State’s  GHG  reduction  goals  will  require  a  reduction  in  how  much   the   average   Californian   drives   as   well   as   a   change   in   the  type   of   vehicles   we   drive.   Reducing   miles   traveled   is   challenged   by   H w y   1 1 1     CIRCULATION   II-­‐35   conventional  land  use  planning.  For  instance,  between  1970  and  2000,   California's  population  grew  by  about  70  percent,  while  vehicle  miles   traveled  during  that  same  period  grew  by  162  percent.     State   mandates   combined   with   sound   community   planning   can   do   much  to  address  the  transportation-­‐related  emission  of  pollutants  and   GHGs.   These   include   complementary   land   use   planning   discussed   elsewhere  in  the  Circulation  Element  and  throughout  the  General  Plan.   Other  steps  that  can  be  taken  include  optimizing  the  availability  and   use  of  non-­‐motorized  modes  of  transportation,  ultimately  encouraging   walking  and  cycling.  As  the  vehicle  fleet  transitions  to  alternative  fuels   and   electric   vehicles   we   will   also   see   a   reduction   in   transportation-­‐ related  emissions.     BACKGROUND     The  movement  of  people  and  goods  through  the  City  and  Coachella   Valley   can  be  profoundly   affected  by  whether   and   how   well   our   communities  thrive  economically.  The  La  Quinta  Circulation  Element  is   a  direct  outgrowth  of  existing  development,  local  and  regional  land   use  and  transportation  planning,  and  data  collection  and  analysis.  The   Element  relies  on  the  modeling  of  existing  and  future  traffic  conditions   in  the  City  and  the  surrounding  Coachella  Valley  region.       Constraints  and  Opportunities   The   City’s   transportation-­‐ related   constraints   and   opportunities   are   roughly   equally  balanced.  The  City  is  the   last   and   most   southerly   “cove   community”   in   the   Coachella   Valley,   and   has   evolved   along   and   out   from   the   coves   and   foothills   of   the   Santa   Rosa   Mountains.  As  a  result,  a  large   portion  of  the  City’s  population   lives  in  a  geographic  cul-­‐de-­‐sac,  where  there  are  limited  outlets  to  the   more  broadly  distributed  roadway  network  on  the  valley  floor  to  the   north  and  east.    Yet  the  City’s  original  Village  continues  to  serve  as  a   community  and  area-­‐wide  draw  to  resident,  visitor  and  business  traffic.       Over   the   past   two   decades,   the   City   has   nearly   built   out   on   the   northern  portions  of  the  corporate  limits.  Development  in  the  City  has   continued  farther  southeast  along  the  mountain  foothills  and  out  onto   La  Quinta  Cove  Looking  South     CIRCULATION   II-­‐36   the   adjoining   desert   floor.   Planning   efforts   southeast   of   the   City,   including   a   portion   of   its   Sphere   of   Influence,   have   ranged   from   continued  agricultural  uses  to  planned  mixed-­‐use  communities,  with   neighborhood  and   community   commercial   services   planned   along   Avenue  62  and  near  Highway  86.       Regional  Transportation  Plans  (RTPs)   The  City,  CVAG  and  SCAG  have  been  coordinating  the  maintenance  and   updating  of  the  Regional  Transportation  Plan  (RTP).  The  RTP’s  goal  is   to  achieve  an  integrated  and  balanced  regional  transportation  system,   including   mass   transit,   highways,   railroads,   bicycle,   walking,   goods   movement,  maritime  transport,  and  aviation.  The  RTP  is  meant  to  be   action-­‐oriented  and  pragmatic,  and  to  consider  both  short-­‐term  and   long-­‐term  issues.  The  RTP  establishes  the  region’s  priorities  for  funding   transportation   infrastructure   projects   and   other   transportation   programs.       The  RTP   Guidelines  recommend   multimodal   transportation   network   policies  and  the  identification  of  the  financial  resources  necessary  to   accommodate   such   policies.   Local   and   regional   transportation   planning   must   also   consider   opportunities   to   accelerate  programming  for  projects  that  retrofit  or   rehabilitate   existing   roads   to   provide   safe   and   convenient  travel  by  all  users.       Regional   planning   requires   working   with   CVAG,   Riverside  County  and  Valley  cities  to  ensure  that  the   Circulation   Element   and   local   street   and   road   standards  are  coordinated  and  support  the  needs   of  all  transportation  system  users.     Land  Use  Patterns  and  Transportation  Planning   The  Land  Use  Element’s  existing  and  future  land  use  patterns  shape   the   demand   for   transportation   services   and   facilities.   Land   use   efficiencies   have   a   direct   effect   on   how,   when   and   where   traffic   is   generated.  Land  use  efficiencies  are  affected  by  densities,  diversity  and   proximity   of   mixed   land   uses.   The   General   Plan   update   reflects   development  trends  in  both  City  and  regional  land  use  moving  toward   a  more  closely  integrated  grouping  of  land  uses.  This  can  reduce  the   need  for  travel  outside  the  neighborhood  by,  for  example,  providing   shopping  within  walking  or  biking  distance  of  homes.           CIRCULATION   II-­‐37   As  the  City  plans  its  transportation  system  through  the  year  2035,  it  is   assumed  that  the  City  will  continue  to  serve  as  the  premier  destination   golf   resort   community   in   the   valley.   While   permanent   residents   will   continue   to   comprise   the   majority   of   community   traffic,   seasonal   traffic   volumes   can   increase   by   up   30%   between   late   fall   and   early   spring.         The  transportation  issues  faced  by  the  City  and  the  Coachella  Valley   include  low  occupancy  per  vehicle,  a  substantial  physical  separation   between  employment  and  housing  in  the  region,  and  the  established   roadway  network.  As  a  result,  the  buildout  of  the  La  Quinta  planning   area   and   the   Coachella   Valley   could   result   in   even   more   intractable   traffic  and  transportation  challenges.     Optimizing  Land  Use  and  Transportation  Planning   According   to   the   FHWA   National   Household   Travel   Surveys,   on   average,  25%  of  vehicle  trips  are  between  home  and  work,  while  most   of  the  other  75%  are  short  trips  -­‐-­‐  running  errands,  picking  up  the  kids   and  other  local  trips.  With  this  understanding,  the  Land  Use  Element   can  better  reflect  the  need  for  proximity  of  homes  to  schools,  shops   and   business   centers.   This   proximity   of   complementary   land   uses   allows  more  people  to  walk,  bike  or  use  a  golf  cart  or  NEV,  and  reduces   demand  for  roadway  capacity.       The   mandates   associated   with   SB375   require   increased   vehicle   occupancy,   mixed-­‐use   and   transit   oriented   development,   and   use   of   mass   transit   systems.   La   Quinta   may   have   a   natural   advantage   in   facilitating   the   use   of   alternative   modes   of   travel,   especially   golf   carts/NEVs.   In   addition,   the   high   number   of   service   jobs   in  the   community   and   region   should   encourage  the  location  of  bus  stops   within   a   ten-­‐minute   walk,   or   easy   bicycling   distance   between   residential   neighborhoods   and   employment  centers.  The  City’s  neighborhoods  can  be  protected  from   the  impacts  from  noise,  and  vehicle  emissions  can  be  minimized  by   shortening  or  eliminating  vehicle  trips.     Transit-­‐Oriented  Land  Planning   Historically,   most   urban   development   was   centered   around   mass-­‐ transit,   starting   with   ports   and   harbors,   and   in   the   19th  century,   Civic  Center  Bus  Stop     CIRCULATION   II-­‐38   railroads.   Train   stations   generated   a   need   for   commercial   activities   such   as   buses,   taxis   and   car   rentals   services,   hotels,   restaurants,   shopping,  newsstands  and  convenience  services.  Today,  many  transit-­‐ oriented  developments  also  incorporate  employment  centers,  such  as   professional  office,  entertainment  retail  and  high-­‐density  housing.       Public  transit  is  not  currently  well  utilized  in  La  Quinta  or  the  region.   Transit-­‐oriented  land  planning  may  have  limited  application  in  the  City   in  the  immediate  future,  but  it  is  evolving,  and  future  efforts  should  be   made  to  maximize  the  accessibility  and  efficiency  of  the  transit  system.   Features  that  make  transit  systems  efficient  include  short  direct  routes   and   minimum   time   between   the   point   of   origin   and   destination.   Frequent  buses  on  a  route  reduce  headway  (waits  between  buses)  and   thoughtful  interconnectivity  with  other  routes  increases  the  efficiency   of  transfers.     The  Highway  111  corridor  and  the  “Village”  area  of  the  City  offer  some   potential  for  transit-­‐based  land  use  planning.  To  be  effective,  higher   density  residential  development  should  be  planned  in  the  vicinity  of   bus  routes.  Such  housing  must  also  be  affordable  and  appealing  to   those  in  the  service  and  retail  industries  that  are  more  likely  to  take   advantage  of  transit  services.  Transit-­‐oriented  residential  development   should  also  be  located  close  to  schools  and  commercial  services.  Bus   stops  should  be  located  within  a  ten-­‐minute  walk  of  housing  and  major   employment  areas.  Major  stops  should  include  facilities  that  allow  for   park-­‐and-­‐ride,  and  the  parking  of  bicycles  and  golf  carts  or  NEVs.       Critical  levels  of  ridership  are  needed  to  justify  investment  in  transit-­‐ oriented   facilities   and   services.   Dispersed,   low-­‐density   development   results  in  fewer  riders  per  route  mile,  and  longer  trips  from  trip  origin   to  destination.  Creation  of  critical  ridership  is  essential  to  justify  the   investment  needed  to  provide  adequate  levels  of  infrastructure  and   service.  The  City  and  SunLine  Transit  Agency  must  strike  a  balance  of   riders  and  destinations,  and  assure  logical  and  efficient  connections   through  simple  and  direct  routes.  Future  development  in  the  southeast   portion  of  the  planning  area  will  provide  important  opportunities  for   the   type   of   integrated   mixed-­‐use   neighborhoods   that   can   take   advantage  of  transit.       Neighborhood  Transportation  Planning   The  City  roadway  system,  ranging  from  local  streets  to  major  arterials,   should   be   distributed   and   scaled   to   address   existing   and   projected   demand.  At  the  same  time,  the  street  system  should  be  designed  to   assure   that   local   traffic   stays   local,   and   regional   travel   is   efficiently   channeled   to   collectors   and   arterials.   The   design   of   the   roadway     CIRCULATION   II-­‐39   network   should   facilitate   arterial   use   while   protecting   local   neighborhoods   from   cut-­‐through   and   other   non-­‐local   traffic.  This   segregation  of  local  and  through  traffic  occurs  throughout  the  City  and   it’s  many  gated  communities.     The   use   of   traffic   calming   designs,   such   as   narrower   road   widths,   medians,  and  circuitous  routes  convenient  only  to  local  traffic,  will  also   serve  to  preserve  neighborhoods  from  undue  traffic  impacts.       Traffic  Calming   Simply  stated,  traffic  calming  is  the  implementation  of  design  features   that  slow  down  traffic  and  improve  safety.  Traffic  calming  is  also  used   to  adjust  the  flow  of  traffic  to  levels  compatible  with  surrounding  land   uses,  such  as  residential  neighborhoods,  parks,  schools  and  pedestrian-­‐ oriented  shopping  areas.  Calming  is  typically  accomplished  by  imposing   constraints   on   movement   and   by   providing   less   generous   roadway   paved   sections.   Such   design   features   as   curvilinear   streets,   narrow   travel  lanes  and  landscaped  median  islands  act  to  slow  down  traffic   and   require   greater   awareness   of   the   driver.   The   more   generous   landscaping   resulting   from   narrower   paved   streets   also   improves   neighborhood  aesthetics.     Conflicts   can   arise   between   traffic   calming   efforts   and   the   need   to   provide  adequate  access  for  police,  fire  and  other  emergency  vehicles.   One   fundamental   requirement   is   a   minimum   20-­‐foot   clear   lane   for   emergency  vehicles  along  streets  or  alleys,  regardless  of  whether  on-­‐ street  parking  is  permitted.  Accommodating  both  traffic  calming  and   adequate   emergency   vehicle   access   can   be   achieved   through   thoughtful   design   of   the   roadway   network   to   shorten   segments   of   narrower  streets,  the  provision  of  alleys  for  alternative  access,  parking   restrictions   and   through   other   means.   Rights-­‐of-­‐way   and   pavement   widths  may  be  reduced  with  the  provision  of  other  design  features   that  assure  adequate  emergency  vehicle  access.       Traffic  calming  devices  typically  come  in  two  varieties:  horizontal  and   vertical.  Horizontal  designs  include  chicanes  (weaving  patterns),  mini-­‐ traffic   circles,   median   slow   points   or   chokers,   and   intersection   pop-­‐ outs.   Vertical   devices   include   road   bumps   or   speed  tables,   speed   bumps  and  raised  crosswalks.       The  City  has  developed  a  Traffic  Calming  Program1  that  describes  the   conditions,   options   and   practices   of   traffic   calming.   In   addition   to   summarizing   the   regulatory   process   associated   with   traffic   calming,                                                                                                                   1  "Neighborhood   Traffic   Management   Program",   prepared   by   the   Department   of   Public  Works.  2008.     CIRCULATION   II-­‐40   the  program   also   provides   guidance   on   technical   and   management   approaches   appropriate   to   a   wide   range   of   circumstances.   Issues   associated  with  parking,  emergency  access,  utilities  and  other  roadway   users  are  also  addressed  in  the  City's  traffic  calming  program.     Accommodating  Utility  Services   In  addition  to  moving  people  and  goods,  the  transportation  network   also   serves   as   a   route   for   other   public   infrastructure,   including   drainage,  water  and  sewer  lines,  electricity,  telephone  and  cable.  These   will  generally  be  comparable  in  scale  to  the  capacity  of  the  roadway,   but   their   installation   and   maintenance   can   sometimes   conflict   with   roadway  operations,  including  unsatisfactory  closure  and  re-­‐paving  of   utility  trenches,  and  the  manner  and  efficacy  of  traffic  control.       Levels  of  Service     Level  of  Service  (LOS)  is  the  qualitative  characterization  of  the  capacity   and   operation   of   a   segment   of   roadway   or   an   intersection.   For   roadway  segment  travel,  LOS  is  a  measure  of  the  flow  of  traffic,  while   for   intersections   the   LOS   is   based   on   the   number  of   seconds   the   vehicle  is  delayed  in  passing  through  the  intersection.  LOS  includes  a   range   of   alphabetical   connotations   “A”   through   “F”,   with   LOS   A   representing   the   best/free-­‐flow   conditions   and   LOS   F   indicating   the   worst/system  failure.       Roadway  segment  and  intersection  levels  of  service  are  represented  as   volume   to   capacity   ratios,   or   vehicle   demand   divided   by   roadway   capacity.   Therefore,   as   the   ratio   approaches   1.00,   or   maximum   capacity,  the  roadway  approaches  LOS  F.  Additional  travel  and  turning   lanes   increase   capacity,   as   do   the   inclusion   of   raised   medians   and   restricted  access  on  a  roadway.  Restricted  access  and  raised  medians   increase  roadway  capacity  by  reducing  the  number  of  vehicle  conflict   points   and   improving   traffic   flows.   Restricted   access   avoids   loss   of   capacity   caused   by   interruptions   and   disruptions   to   traffic   flow   resulting  from  vehicles  coming  onto  or  leaving  the  roadway.       The  various  LOS  classifications  for  roadway  segments  are  set  forth  in   the   table   below.   Caution   should   be   used   in   applying   the   letter   (A   through   F)   delineators   to   levels   of   service,   which   for   roadway   segments   are   qualitative   rather   than   quantitative   assessments   of   performance   characteristics.   While   a   helpful   qualifier   of   roadway   performance,   the   volume   to   capacity   ratio  provides   a   better   quantitative  assessment  of  roadway  operating  conditions.             CIRCULATION   II-­‐41       Table  II-­‐6   Level  Of  Service  Description   Mid-­‐Link  and  Uninterrupted  Flow   Level  of  Quality  of  Traffic  Flow    Volume/Capacity   Service    Ratio     A  Free  flowing,  low  volumes,  high  speed;  speed      not  restricted  by  other  vehicles  in  the  traffic      stream.    0.00  -­‐  0.60     B  Operating  speeds  and  maneuverability  in  the      range  of  stable  flow,  but  presence  by  other      traffic  begins  to  be  noticeable.  Freedom  to    select  desired  speeds  is  relatively  unaffected,      but  there  is  a  slight  decline  in  the  freedom      to  maneuver.    0.61  -­‐  0.70     C  Operating  speeds  and  maneuverability      significantly  controlled  by  other  traffic  Quality      of  operations  still  within  the  range  of  stable  flow.  0.71  -­‐  0.80       D  Tolerable  operating  speeds,  high  traffic  density      but  stable  flows;  often  used  as  design  standard      in  urban  areas.  At  this  level,  speed  and  freedom      to  maneuver  are  severely  restricted.  Drivers      experience  general  discomfort  and  inconvenience.  0.81  -­‐  0.90         E  At  or  near  maximum  traffic  volume  a  roadway  can      Accommodate  during  peak  traffic  periods.  Low      speed  but  uniform  traffic  density.  “Maximum      Capacity”.  Highly  susceptible  to  breakdowns  in  flow.    0.91  -­‐  1.00     F  System  failure;  long  queues  of  traffic;  unstable      flows;  stoppages  of  long  duration;  traffic  volume      and  speed  can  drop  to  zero;  traffic  volume  will  be      less  than  the  volume  which  occurs  at  Level  of    Service  E.  Not  Meaningful   Source:  Highway  Capacity  Manual,  Transportation  Research  Board  -­‐  Special  Report   209,  National  Academy  of  Science,  Washington,  D.C.  1997.         CIRCULATION   II-­‐42   Flexible  Application  of  LOS   Level   of   Service   should   not   be   viewed   as   the   sole   determinant   of   acceptability.   There   is   and   will  continue   to   be   a   need   to   provide   flexibility   in  determining   an   acceptable   level   of   service   for   a   given   roadway  or  intersection.  Although  accepting  a  lower  level  of  service   (LOS  E  or  even  F)  at  certain  intersections  and  segments  during  peak   season  may  result  in  periodic  congestion,  once  familiar  with  network   constraints,   travelers   will   seek   alternative   paths   and   traffic   will   be   distributed  to  those  parts  of  the  network  with  surplus  capacity.       Part   of   this   consideration   includes   the   application   of   the   Complete   Streets  design  philosophy,  which  is  especially  relevant  to  La  Quinta.   While  taking  every  measure  to  accommodate  vehicular  traffic  may  help   move   cars   and   trucks   more   efficiently   through   the   community,   this   effort   can   result   in   streets   that   will   not   safely   accommodate   pedestrian,   cyclists   or   NEVs.   Therefore,   the   need   to   move   vehicles   must  be  balanced  with  the  need  to  provide  opportunities  for  other   modes  of  travel.     Intersection  Analysis  Method   Intersections  represent  the  most  constrained  portion  of  the  roadway   network.  In  the  General  Plan  Traffic  Impact  Analysis,  intersection  levels   of  service  were  analyzed  using  the  Highway  Capacity  Manual  (HCM)   2000  operations  method.  The  Highway  Capacity  Manual  expresses  the   Level  of  Service  at  an  intersection  in  terms  of  delay  or  waiting  time  to   get   through   the   various   intersection   approaches.   For   signalized   intersections,  average  total  delay  per  vehicle  is  used  to  determine  the   LOS.  Intersection  LOS  is  defined  quantitatively  in  the  following  table.  A   more  detailed  discussion  of  LOS  values  can  be  found  in  the  General   Plan  Traffic  Impact  Analysis  in  the  Program  EIR  Technical  Appendices.     CIRCULATION   II-­‐43     Table  II-­‐7   Intersection  Levels  of  Service   Level  of   Service   Description  Signalized   Intersection   Delay  (seconds   per  vehicle)   Unsignalized   Intersection   Delay  (seconds   per  vehicle)   A  Excellent   operation.   All   approaches   to   the   intersection   appear   quite   open,   turning   movements  are  easily  made,  and   nearly  all  drivers  find  freedom  of   operation.   <  10  <  10   B  Very  good   operation.   Many   drivers   begin   to   feel   somewhat   restricted   within   platoons   of   vehicles.   This   represents   stable   flow.   An   approach   to   an   intersection   may   occasionally   be   fully   utilized   and   traffic   queues   start  to  form.   >10  and  <  20  >10  and  <  15   C  Good  operation.   Occasionally   drivers   may   have   to   wait   more   than   60   seconds,   and   back-­‐ups   may   develop   behind   turning   vehicles.   Most   drivers   feel   somewhat  restricted   >20  and  <  35  >15  and  <  25   D  Fair   operation.   Cars   are   sometimes  required  to  wait  more   than   60  seconds   during   short   peaks.  There  are  no  long-­‐standing   traffic  queues.   >35  and  <  55  >25  and  <  35   E  Poor   operation.   Some   long-­‐ standing   vehicular   queues   develop  on  critical  approaches  to   intersections.     >55  and  <  80  >35  and  <  50   F  Forced   flow.   Represents  jammed   conditions.   Backups   form   locations   downstream   or   on   the   cross   street   may   restrict   or   prevent  movement  of  vehicles  out   of   the   intersection   approach   lanes;   therefore,   volumes   carried   are  not  predictable.  Potential  for   stop  and  go  type  traffic  flow.   >  80  >  50   Source:   Highway   Capacity   Manual,   Special   Report   209,   Transportation   Research   Board,  Washington,  DC,  2000.             CIRCULATION   II-­‐44   Roadway  Capacity   Capacity  is  generally  defined  as  the  number  of  vehicles  that  may  pass   over   a   section   of   roadway   in   a   given   time   period  under   prevailing   conditions.  Capacities  of  roadways  are  most  restricted  by  intersection   design  and  operation,  which  are  discussed  further  below.  Typically,  the   PM  peak  hour  is  the  heaviest  traffic  flow  of  the  day.  However,  it  should   be  noted  that  in  the  planning  area  the  peak  daily  traffic  volumes  are   spread  across  a  greater  time  period,  rather  than  the  typical  AM  and  PM   peak  periods.  The  following  table  describes  the  various  capacity  values   assigned  for  differing  roadway  sizes  and  levels  of  service.       Table  II-­‐8   City  Roadway  Classifications   Level  of  Service  Volumes/Capacity  Values   (Average  Daily  Trips  –  ADT)     Facility  Type     Lane   Confi-­‐ guration   LOS  A   (60%)   LOS  B   (70%)   LOS  C   (80%)   LOS  D   (90%)   LOS  E   (100%)   LOS  F     Local  2U  <5,490  5,490  -­‐ 6,390   6,390  -­‐ 7,290   7,290  -­‐ 8,190   8,190  -­‐ 9,000  >9,000   Collector  2U  <8,540  8,540  -­‐ 9,940     9,940  -­‐ 11,340   11,340  -­‐ 12,740   12,740  -­‐ 14,000  >14,000   Modified     Secondary  2D  <11,590  11,590  -­‐ 13,490   13,490  -­‐ 15,390   15,390  -­‐ 17,290   17,290  -­‐ 19,000  >19,000   Secondary  4U  <17,080  17,080  -­‐ 19,880   19,880  -­‐ 22,680   22,680  -­‐ 25,480   25,480  -­‐ 28,000  >28,000   Primary  4D  <25,560  25,560  -­‐ 29,800   29,800  -­‐ 34,080   34,080  -­‐ 38,340   38,340  -­‐   42,600  >42,600   Major  6D  <36,600  36,600  -­‐ 42,700   42,700  -­‐   48,800   48,000  -­‐ 54,900   54,900  -­‐ 61,000  >61,000   Augmented   Major  8D  <45,600  45,600  -­‐   53,200   53,200  -­‐   60,800   60,800  -­‐   68,400   68,400  -­‐ 76,000  >76,000   Source:  City  of  La  Quinta  Engineering  Bulletin  #06-­‐13  (June  14,  2012).  Will  be  applied  to  both  tables.       Acceptable  Levels-­‐of-­‐Service  (LOS)   As  directed  by  this  General  Plan,  City  of  La  Quinta  Engineering  Bulletin   #06-­‐13,  mandates  that  the  City  strive  to  maintain  the  minimum  level  of   service  for  its  intersections  at  not  worse  than  LOS  D.  At  intersections   along   roadways   contained   in   the   Riverside   County   Congestion   Management  Program  (CMP)  System  of  Highways  and  Roadways,  the   minimum   level   of   service   required   is   to   be   not   worse   than   LOS   E.   Within  the  City  of  La  Quinta,  Highway  111  is  designated  as  a  CMP  facility.     CIRCULATION   II-­‐45   Therefore,  LOS  E  operations  are  considered  acceptable  at  intersections   along   Highway   111.   The   County   of   Riverside   Measure   A   funding   guidelines  do  not  specify  a  minimum  level  of  service.     The   Circulation   Element   establishes   and   directs   actions   to   maintain   acceptable  levels  of  service  on  all  community  roadways.  The  City  traffic   engineers   and   transportation   planners   strive   to   provide   optimum   roadway  operating  conditions  while  controlling  the  costs  of  building   and  maintaining  infrastructure  to  assure  those  conditions.  As  traffic   volumes  on  local  and  Valley  roadways  have  increased,  even  LOS  D  has   become  a  standard  that  is  progressively  more  difficult  and  costly  to   achieve.       Even  with  planned  roadway  improvements  set  forth  in  the  Circulation   Element  and  the  General  Plan  EIR  and  associated  traffic  study,  buildout   of  the  City  General  Plan  may  not  result  in  all  intersections  operating  at   LOS  D.  Exceedances  of  the  City's  LOS  D  goal  are  only  acceptable  where   maximum   feasible   intersection   improvements   have   been   implemented.   As   discussed   below,   special   improvements   and   management  programs  and  strategies,  including  the  implementation   of  Complete  Streets,  will  be  necessary  to  assure  that  future  operation   of  City  roads  and  intersections  does  not  exceed  LOS  D.       Average  Daily  Traffic  Volumes  or  Vehicles  Per  Day   The  total  number  of  vehicles  that  travel  a  defined  segment  of  roadway   over  a  twenty-­‐four  hour  period  are  quantified  as  Average  Daily  Trips   (ADT)  or  Vehicles  Per  Day  (VPD).  ADT  is  a  useful  “benchmark”  number   for   determining   various   appropriate   roadway   configurations   and   design   aspects.   The   peak   hour   information,   which   is   the   highest   volume  of  traffic  to  pass  over  a  segment  of  roadway  during  an  hour   period,  is  also  a  useful  means  of  determining  a  roadway's  capacity  and,   indirectly,   intersection   levels   of   service.   Tables   and   exhibits   below   provide  the  average  daily  volumes  for  the  current  (2010)  period  for  the   General  Plan  designated  roadways.     CIRCULATION   II-­‐46   Exhibit  II-­‐2   General  Plan  Roadway  Classifications       CIRCULATION   II-­‐47   Exhibit  II-­‐3   General  Plan  Street  Cross  Sections           CIRCULATION   II-­‐48   The  La  Quinta  Traffic  Model   City  traffic  is  a  consequence  of  every  household,  every  business,  every   public  and  quasi-­‐public  institution,  every  service  and  all  the  activities   associated  with  each.  The  traffic  model  uses  standard  references,  a   variety  of  socio-­‐economic  data  set  forth  in  the  RivTAM  model  and  the   various  land  use  assignments  made  to  lands  within  the  City  and  its  SOI.   Modern   roadway   networks   are   designed   and   analyzed   using   sophisticated  computer  models  that  provide  a  very  mechanical  view  of   what  in  truth  is  a  very  diverse,  complex  and  highly  variable  system.   Data   is   infrequently   and   narrowly   collected   along   major   roadway   segments   and   at   important   intersections.   These   data   are   supplemented   by   data   collected   for   the   General   Plan   update.   Therefore,  traffic  modeling  is  a  useful  tool  for  predicting  future  traffic   volumes,   but   there   is   substantial   potential   to   affect   future   trip   reduction  and  enhanced  mobility  beyond  the  predictions  of  the  traffic   model.     The   La   Quinta   traffic   model   provides   a   forecast   that   incorporates   Geographic   Information   System   (GIS)   mapping,   a   variety   of   socio-­‐ economic   data   for   the   La   Quinta   planning   area   and   the   region,   enhanced   roadway   network   editing   and   travel  demand   modeling   capabilities  based  on  land  use  and  other  data.  In  addition  to  traffic   forecasting,  the  La  Quinta  traffic  model  can  be  applied  to  other  land   use   plans,   including   specific   plans   and   development   plan   analyses.   Specifically,  the  La  Quinta  traffic  model  consists  of  a  traditional  four   step   modeling   process   including   (1)   trip   generation,   (2)   trip   distribution,  (3)  mode  split  (choice),  and  (4)  traffic  assignment.       To  work  from  a  more  refined  level,  the  traffic  modeling  process  begins   with   defining  the   traffic   analysis   zones   (TAZ)   and   the   roadway   network,  establishing  efficient/logical  traffic  routes,  collecting  land  use   and  socio-­‐economic  data  on  each  TAZ,  calculating  trip  generation  in   each   TAZ,   distributing   traffic   and   its   assignment   to   individual   road   segments.  The  regional  traffic  model  divides  the  General  Plan  planning   area  into  150  TAZs  following  CVATS  zone  boundaries,  General  Plan  land   use  boundaries,  street  centerlines  and  other  GIS  data,  thereby  greatly   increasing  the  detail  of  the  analysis.       CIRCULATION   II-­‐49   The   model   then   loads   the   traffic   onto   the   roadway   network,   and   approximates  how  actual  traffic  enters  and  utilizes  the  local  roadway   system.  The  model  also  considers  a  variety  of  roadway  characteristics,   including  the  type  of  roadway,  free-­‐flow  speeds,  and  hourly  travel  per   lane.  The  model  distributes  the  projected  volume  of  traffic  that  will   occur  due  to  the  buildout  of  the  General  Plan  land  use  plan  and  factors   growth  in  other  areas  of  the  Valley.  From  this  information  the  design   requirements  to  maintain  acceptable  traffic  flows  are  determined.  Two   model   scenarios   were   included   in   the   La   Quinta   Model,   namely   the   base  year  2009  and  the  forecast  year  2035.     The  structure  of  the  La  Quinta  Model  is  a  highly  detailed,  fine-­‐grained   level  of  analysis  that  has  been  developed  in  a  manner  consistent  with   the  Riverside  County  Transportation  Analysis  Model  (RivTAM),  which  is   also   the   basis   for   regional   transportation   planning   coordinated   by   CVAG.  A  detailed  description  of  the  La  Quinta  Model  is  provided  in  the   General  Plan  EIR.     Trip  Generation   Trip  generation  provides  the  raw  material  for  traffic  modeling.  Vehicle   trips  generated  within  each  TAZ  of  the  modeling  area  are  based  on   land  use  data  as  designated  by  existing  land  uses  and  the  General  Plan   Land  Use  Element.  The  total  number  of  vehicle  trips  produced  in  or   attracted  to  a  geographic  area  is  directly  related  to  the  land  use  and   demographic  variables  found  in  each  TAZ.  The  model  estimates  the   number   of   peak   season   vehicle   trips   that   will   be   produced   on   an   average  weekday  for  each  zone.       Trip  Distribution  and  Traffic  Assignment   Trip   distribution   and   assignment   involves   providing   a   general   directional  distribution  of  trips  and  then  assigning  the  trips  to  specific   streets.  Typically,  this  distribution  of  trips  is  based  on  the  formula  that   the  distribution  of  trips  is  proportional  to  the  “attractiveness”  of  the   land   use   and   the   distance   (or   travel   time)   from   the   point   of   trip   production.  The  end  result  forecasts  of  daily  traffic  volumes  yield  the   aggregate  assignment  of  trips  to  roadways  between  and  connecting   TAZs  throughout  the  City.       Transportation  System  Management   An   essential   part   of   the   Circulation   Element   and   its   supporting   technical   studies   is   Transportation   System   Management   (TSM).   According   to   the   Federal  Highway   Administration,   5   percent   of   congestion   is   due   to   poorly   timed   traffic   signals.   Optimizing   signals   involves  only  moderate  capital  costs  but  takes  dedication  of  staff  time   to  analyze  traffic  patterns  and  develop  an  optimal  timing  scheme.  The     CIRCULATION   II-­‐50   primary  goal   of   TSM   is   to   improve   the   efficiency   of  the   existing   transportation  system  by  better  use  of  these  facilities  and  by  shifting   user  demand.       The   Transportation   Systems   Management   process   identifies   improvements   that   enhance   the   operational   capacity   of   the   existing   system.   Better   managing   and   operating  of  existing  transportation  facilities   will   realize   improved   traffic   flow,   improved   air  quality,  and  more  efficient  movement  of   vehicles  and  goods.       TSM   strategies   are   low-­‐cost   but   effective.   They   include   intersection   and   signal   improvements,   vehicle   detector   upgrades,   optimized  signal  timing,  systems  monitoring   and   responsive   management,   facilitating   turning   and   slip   lanes,   restriping   for   alternative   modes   and   traffic   calming,   and   effective   signage  and  lighting.  TSM  includes  the  ability  to  monitor,  in  real  time,   the  traffic  and  travel  conditions  on  major  roadways  and  to  share  that   information   with  drivers   and   system   managers   to   improve   the   operation  of  the  roadway  system.     TSM   strategies,   either   individually   or   as   a   package   of   supportive   programs,  attempt  to  reduce  existing  traffic  congestion,  and  increase   the   person-­‐carrying   capacity   of   the   transportation   system.   Other   benefits  of  TSM  include  improved  air  quality,  conservation  of  energy   resources,  reduction  of  new  transportation  and  parking  facility  needs,   and   prolonged   life   of   existing   transportation   infrastructure.  TSM   components  enhance  system  accessibility  and  safety.           As   a   general   rule,   the   development   and   implementation   of   TSM   strategies   cost   less   than   traditional   capital   projects.   To   achieve   the   highest   degree   of   TSM   success   possible,   the   City’s   planning   and   implementation  of  TSM  should  be  coordinated  with  adjoining  cities,   the  County,  CVAG  and  SCAG.  SunLine  Transit  Agency,  developers,  and   employers  should  also  be  consulted  on  an  on-­‐going  basis.  TSM  should   correlate   land   use   and   circulation   elements   to   assure   that   planned   street   and   highway  capacities   will   adequately   accommodate   traffic   generated  by  planned  land  uses.  TSM  programs  that  promote  flexible   hours  at  places  of  employment  may  improve  the  levels  of  service  of   area   streets   and   highways   by   reducing   peak   hour   flows.   The   City’s   Livable  Community,   Air   Quality   and   Natural   Resources   Elements   Roadway Volume/Capacity Relationship 2000 1600 1200 800 400 60 45 30 50% 40% Multi- mph mph mph Green Green Phase 2 2 4 Ho u r l y V o l u m e s P e r L a n e   CIRCULATION   II-­‐51   include  clean   air   and   energy   conservation   policies,   which   may   be   implemented   through   TSM   programs   to   reduce   and   shorten   motor   vehicle   trips,   broaden   use   of   alternative   travel   modes,   and   thereby   reduce  air  pollution,  GHG  emissions  and  energy  use.     California  Complete  Streets  Act  (AB  1358)   Assembly  Bill  1358  was  signed  into  law  in  2008  and  cites  as  its  purpose:       “In  order  to  fulfill  the  commitment  to  reduce  greenhouse   gas  emissions,  make  the  most  efficient  use  of  urban  land   and   transportation   infrastructure,   and   improve   public   health   by   encouraging   physical   activity,   transportation   planners  must  find  innovative  ways  to  reduce  vehicle  miles   traveled   (VMT)   and   to   shift   from   short   trips   in   the   automobile  to  biking,  walking  and  use  of  public  transit.”     Resulting   Government   Code   Section   65302(b)(All-­‐2)(A)   and   (B)   requires  jurisdictions  to  substantially  revise  their  Circulation  Element  so   as  to  assure  a  balanced,  multimodal  transportation  network  that  meets   the  needs  of  safe  and  convenient  travel  in  a  manner  that  is  suitable  to   the  rural,  suburban,  or  urban  context  of  the  General  Plan,  all  of  which   apply  to  the  La  Quinta  planning  area.  Ensuring  that  roads  and  other   facilities  provide  safe  mobility  for  all  travelers,  not  just  motor  vehicles,   is   at   the   heart   of   complete   streets.    The   act   also   states   that   the   Circulation  Element  addresses  a:     “plan  for  a  balanced,  multimodal  transportation  network   that  meets  the  needs  of  all  users  of  streets,  roads,  and   highways,   defined   to   include   motorists,   pedestrians,   bicyclists,   children,   persons   with   disabilities,   seniors,   movers   of   commercial   goods,   and   users   of   public   transportation,  in  a  manner  that  is  suitable  to  the  rural,   suburban,  or  urban  context  of  the  general  plan”.     Designing  Complete  Streets   Typical  elements  that  make  up  a  complete  street  include  sidewalks,   bicycle  lanes  (or  wide,  paved  shoulders),  shared-­‐use  paths,  designated   bus   lanes,   safe   and   accessible   transit   stops,   and   frequent   and   safe   crossings   for   pedestrians,  including   median   islands,   accessible   pedestrian  signals,  and  curb  extensions.    A  design  for  a  complete  street   in  a  rural  area,  such  as  Vista  Santa  Rosa,  may  look  quite  different  from   one  in  an  urban  or  suburban  area.    A  complete  street  in  a  rural  area   may  provide  wider  shoulders  or  a  separate  multiuse  path  instead  of   sidewalks,  while  a  complete  street  in  a  more  urban/suburban  area  such     CIRCULATION   II-­‐52   as  the  Highway  111  corridor  may  be  customized  to  accommodate  more   destination-­‐oriented  needs  and  expectations  of  urban  travelers.     Therefore,   rural   areas   of   the   City   and   Sphere   may   require   wide   shoulders  to  accommodate  pedestrian,  bicycle,  or  equestrian  travel.   Within   the   City’s   suburban   or   urban   context,   street   design   should   accommodate   pedestrian   and   bicycle   travel   with   the  inclusion   of   sidewalks   and   bicycle   lanes,   along   with   controlled   street   crossings.   Where   there   are   greater   distances   between   destinations,   benches,   covered   resting   areas,   and   other   facilities   should   be   provided   that   allow  for  people  to  successfully  walk  or  ride  a  bicycle  to  frequently   visited  destinations.       Adapting  Existing  Roads  for  Complete  Streets   The  current  transportation  network  has  its  origins  in  the  last  century.   Over   time,   the   roadway   network   has   evolved   in   a   manner   largely   incremental  with  urban  development.  Agricultural  facilities  (especially   canals),   inconsistent   right-­‐of-­‐way   acquisition   and   varying   roadway   standards  have  resulted  in  areas  with  sometimes  substantial  variability   in  existing  and  potential  future  roadway  improvements.  Therefore,  the   melding  of  existing  improvements,  constraints  and  opportunities,  and   the   directives   of   the   Circulation   Element   require   that   the   City   have   some  flexibility  in  solving  special  conditions  on  a  case-­‐by-­‐case  basis.     It  is  also  important  that  the  City  further  consider  appropriate  policies,   standards,  implementation  measures  and  plans  specifically  for  those   areas.  The  Circulation  Element  allows  for  the  modifying  of  roadway   and  other  transportation  plans,  as  needed,  and  in  most  cases  without   the   need   for   a   General   Plan   Amendment.   This   allows   the   City   the   flexibility  of  adaptive  management,  to  blend  and  harmonize  various   nuances   in   design   and   to   assure   a   responsive   and   well-­‐balanced   multimodal  transportation  network.  When  considering  the  needs  of  all   users,  needs  of  the  community,  traffic  demand,  impacts  on  alternate   routes,   impacts   on   safety,   funding   feasibility,   and   maintenance   feasibility,   relevant   laws   and   regulations   should   be   reviewed   and   mandates  addressed.     Funding  Complete  Streets   Federal  transportation  program  and  funding  focus  is  now  on  economic   competitiveness,  livability,  state  of  repair,  and  environmental  benefits.   The  federal  government,  including  the  FHWA  and  EPA,  is  expected  to   continue  to  be  a  source  of  funding  for  a  Complete  Streets  program.   Other  sources  are  expected  to  include  individual  new  projects’  street   improvements   in   the   future,   state   funds,   local   Measure   A   funds,   Developer  Impact  Fees,  bonding  and  others.         CIRCULATION   II-­‐53   Roundabouts  and  Other  Innovative  Designs   Roundabouts  have  been  in  use  for  a  long  time  and  have  evolved  into   smoother   flowing,   high   capacity   roadway   systems.   Highways   and   rail   lines   have   been   consolidated,   multi-­‐modal   paths   have   been   developed   along   stormwater   channels  and  areas  of  public  open   space,   and   networks   of   community   bike   paths  have   been   woven   together   to   provide   area-­‐ wide   access.  Diversifying   the   La   Quinta   transportation   network   and   opportunities   will   enhance   mobility   and   quality   of   life   for   residents  and  visitors.     Roundabouts   Roundabouts   (or   rotaries,   as   they   are   sometimes   called)   historically   were  to  be  found  largely  in  Europe,  especially  France  and  England.  In   the  past  two  decades  roundabouts  have  made  significant  in-­‐roads  into   roadway   networks   in   the   United   States.   The   City   is   host   to   roundabouts  at  the  intersection  of  Jefferson  Street  and  Avenue  52  and   elsewhere,  and  while  this  local  experiment  in  innovative  intersection   design   has   received   mixed   reviews,   the   roundabout   has   real   advantages  that  may  be  applicable  to  other  City  intersections.     Roundabout  design  is  driven  by  the  particulars  of  driving  rules  in  the   US,  including  driving  on  the  right  side  of  the  street.  Therefore,  vehicles   traveling   on   the   modern   roundabout   in   this   country   do   so   in   a   counterclockwise  direction  and  usually  around  a  raised  center  island.   Traffic   entering   the   roundabout   yields   to   traffic   already   circulating   within  it  and  may  be  directed  to  an  inside  or  outside  lane  depending  on   how  far  around  one  needs  to  travel  before  exiting  the  roundabout.       While   roundabout   speeds   are   relatively   low   (15   to   20   mph),   traffic   never  stops,  so  there  is  a  lot  of  capacity  in  this  type  of  intersection   design  if  properly  utilized.  Another  advantage  of  roundabouts  is  the   general  avoidance  of  having  to  stop  traffic  for  other  vehicular  traffic.       According   to   the   Federal   Highway   Administration,   roundabouts   are   generally  safer  than  signalized  intersections  for  several  reasons.  Traffic   in   modern   roundabouts   travel   at   lower   speeds   when   entering   and   exiting.   They   have   fewer   conflicting   points   than   do   conventional   intersections,  and  right-­‐angle  and  head-­‐on  crashes  are  eliminated.  A     CIRCULATION   II-­‐54   four-­‐leg  (one  feeder  lane  in  each  direction)  roundabout  has  about  75%   fewer  conflict  points  compared  to  STOP-­‐controlled  intersections.       Roundabouts  can  also  be  used  as  a  traffic-­‐calming  device  in  areas  with   low  vehicle  volumes  and  higher  numbers  of  pedestrians  and  bikers,   where   they   may  in   some   cases  also   have   four-­‐way   stop   controls.   Generally,  pedestrian  and  bicyclist  safety  is  increased  in  a  roundabout;   for  instance,  pedestrians  only  need  to  look  in  one  direction  at  a  time  at   each  approach.     While  the  cost  of  constructing  a  roundabout  will  typically  exceed  that   for   a   signalized   intersection,   the   annual   savings   in   electricity   and   operations  and  maintenance  results  in  a  payback  within  five  to  seven   years.  Additional   long-­‐term   savings   is   realized   as   long   as   the   roundabout  is  in  service.       Roundabouts   also   contribute   to   a   decrease   in   pollutant   emissions,   including  greenhouse  gases,  as  a  result  of  little  or  now  stop  and  go   traffic,   efficient   operating   speeds   and   shortened   travel   time.   Roundabouts   can   directly   contribute   to   GHG   reductions   through   improved  operational  efficiencies.     Multi-­‐Use  Paths   Multi-­‐Use  paths  are  a  system  of  routes  that  can  provide  a  convenient   connection   between   neighborhoods,   schools,   parks,   shopping,   restaurants,   dog   parks   and   other   activity   centers.   These   trails   are   designed   to   support   a   good   mix   of   cyclists,   walkers,   joggers   and   skaters.  Portions  of  these  trails  may  also  serve  equestrian  users.     Multi-­‐use  pathways   provide   opportunities   for   economic   benefit   and   growth  by  providing  pedestrian  and  bicycle  access  to  restaurants  and   other  businesses,  without  the  need  for  additional  parking  and  traffic   congestion.   In   addition,   these   paths   increase   property   values   and   tourism  and  recreation-­‐related  spending  on  items  such  as  bicycles,  in-­‐ line  skates  and  lodging.  Property  values  are  also  positively  affected  in   communities  with  a  well-­‐developed  multi-­‐use  path  network  enhances   health   and   recreation   benefits  -­‐-­‐  according   to   a   2000   National   Association  of  Home  Builders  survey  of  what  active  adults  and  older   seniors  want  in  their  communities,  walking  and  jogging  paths  ranked   #1.     The  City  has  had  ambitious  plans  for  a  network  of  multi-­‐use  paths  that   would  connect  residences,  commercial  services  and  open  space  areas.   The   plans   for   multi-­‐use  paths   have   been   more   finely   tailored   to   enhance  alternative  access  to  the  City’s  activity  centers.         CIRCULATION   II-­‐55   All-­‐Weather  Access   Major  drainages  that  affect  roadway   access   both   within   the   City   and   the   planning  area  include  the  Whitewater   River   and   the   La   Quinta   Evacuation   Channel.  The  Whitewater  River  is  the   principal   drainage   affecting   all-­‐ weather   access   in   the   City.   Current   all-­‐weather   crossings   exist   on   Washington   Street,   Eisenhower   Drive,   Adams   Street   and   Jefferson   Street.  Dune  Palms  Drive  is  currently   a   low-­‐flow   crossing.   Future   all-­‐ weather   crossings   are   also   planned   for   the   southern   extensions   of   Jefferson  Street  and  Madison  Street.     All-­‐weather   access   and   roadway   capacity   are   also   affected   by   stormwater  runoff,  which  is  frequently  conveyed  by  local  streets  into   dedicated   surface   and   sub-­‐surface   stormwater   facilities.   Areas   of   inadequate  drainage  can  result  in  on-­‐road  ponding,  unsafe  conditions,   and  reduced  accessibility  and  capacity.     Roadway  Capacity  Preservation   The   construction   and   maintenance   of   roads   is   one   of   the   most   expensive  public  responsibilities.  Rights-­‐of-­‐way  for  roads  also  create  a   substantial  demand  on  limited  land  and  can  have  adverse,  as  well  as  ,   impacts  on  adjoining  property.  Therefore,  roadway  design,  operation   and  maintenance  must  be  as  cost-­‐effective  as  possible.  Along  major   arterial   roadways,   such   as   Highway   111,   Washington   Street,  Fred   Waring  Drive,  Miles  Avenue,  Jefferson  Street,  Madison  Street,  Monroe   Street   and   other   major   roadways,   access   from   adjoining   properties   should  be  controlled  and  limited.  In  more  densely  developed  areas,   limited  access  and  median  islands  will  also  improve  roadway  operation   for  vehicles  and  pedestrians.       Securing  Right  of  Way   The  City  has  generally  been  able  to  secure  right-­‐of-­‐way  adequate  to   provide  full-­‐width  segment  roadway  improvements,  and  has  also  been   able  to  secure  additional  right-­‐of-­‐way  along  major  arterials  designated   as   Image   Corridors,   described   below.   The   need   for   expanded   intersection  improvements  throughout  the  City  in  the  future,  may  in   some  instances  require  additional  right-­‐of-­‐way  be  secured  to  provide   for   additional   through   and   turning   lanes.   The   greatest   demand   for   additional  right-­‐of-­‐way  may  be  at  future  critical  intersections,  where     CIRCULATION   II-­‐56   dual  left  turn  lanes  and  dedicated  right  turn  lanes  would  be  needed.   Please  see  the  General  Plan  Program  EIR  for  critical  intersection  design   standards  and  technical  information.     Pedestrian  and  Other  Non-­‐Motorized  Users   Pedestrian  and  other  non-­‐motor  circulation  is  encouraged  in  the  City   wherever  possible.  The  provision  of  sidewalks,  bike  lanes  and  off-­‐street   paths  is  especially  important  along  major  roadways  in  the  community.   While  sidewalks  have  been  constructed  in  various  parts  of  the  City,  in   some   areas   their   design   and   construction   has   been   inconsistent,   disjointed  and  unconnected.  In  future  development,  pedestrian  safety   and  accommodation  should  be  given  emphasis  equal  to  that  currently   given  to  automobile  access.       Parking  and  Access  Facilities   In  addition  to  issues  associated  with  roadway  capacity  along  segments   and  at  intersections,  the  City’s  roadway  network  can  also  be  affected   by   the   design   and   location   of   access   drives   and   on-­‐site   parking   facilities.  The  newer  commercial  developments  in  the  City  provide  safe   and  efficient  access  and  adequate  parking  to  serve  their  customers.   Some   older   non-­‐residential   developments,   particularly   in   the   Village   area,  are  limited  in  their  ability  to  provide  sufficient  off-­‐street  parking.   Conversely,   large   commercial   developments   on   Highway   111   have   in   some  cases  been  designed  to  accommodate  parking  needs  during  the   peak  season,  and  have  resulted  in  large  expanses  of  parking  which  go   largely  unutilized  during  the  rest  of  the  year.       It  is  essential  that  new  development,  as  well  as  projects  undergoing   redevelopment,   be   required   to   provide   on-­‐site   parking   adequate   to   meet   the   parking   demand   generated,   without   providing   excessive   parking  and  associated  expanses  of  asphalt.  Parking  lot  ingress  and   egress   must   also   be   thoughtfully   controlled   and   consolidation   encouraged   to   minimize   disruption   to   traffic   flow   and   facilitate   the   preservation  of  capacity,  while  assuring  safety.  Enhanced  access  for   pedestrians  and  bicyclists  should  also  be  addressed  within  and  along   streets  and  sidewalks  surrounding  developments.       Every  opportunity  should  be  taken  to  encourage  integrated,  shared   and  reciprocal  parking  design  and  management  as  a  means  of  better   matching  parking  availability  with  varying  parking  demand  distributed   during  the  day.           CIRCULATION   II-­‐57   City  Image  Corridors   The  scenic  resources  that  can  be  viewed  from  the  City’s  public  rights-­‐ of-­‐way   provide   some   of   the   most   beautiful   views   in   the   Coachella   Valley  and  add  significantly  to  the  quality  of  life  the  community  has  to   offer.  The  La  Quinta  viewsheds  are  part  of  what  gives  the  City  its  sense   of  place,  which  is  both  close  and  intimate,  and  grand  and  panoramic.       It   is   also   important   to   note   that   the   City’s   scenic   resources   are   varied   and   diverse,   ranging  from  the  intimate  coves  nestled  in   the  foothills,  to  the  expansive  views  of  the   Santa  Rosa  Mountains.  These  resources  also   include  the  varied  streetscapes  and  the  rural   areas  of  the  City  and  its  Sphere.  Protection   of   these   resources   is   important   to   preserving  the  City’s  unique  quality  of  life.     Threats  to  the  City’s  scenic  image  corridors   include  inappropriate  and  unattractive  land   uses,   unattractive   or   inadequate   landscaping,  inadequately  buffered  parking,  excessive  or  inappropriate   signage,  high  walls  and  berms  that  block  views,  and  overhead  power   lines  that  degrade  views.       The  protection  and  enhancement  of  views  along  City  image  corridors  is   also  furthered  by  securing  parkway  easements  along  major  roadways.   Enhanced   parkways  better   assure   viewshed   protection   and   provide   expanded  access  for  alternative  modes  of  travel.  Parkway  easements   along   image   corridors   help   assure   that   the   traveling   public   (and   adjoining   property   owners)   share   in   a   quality   landscaped   parkway   experience.     Recognizing  that  these  Image  Corridors  create  the  sense  of  place  in  La   Quinta,  their  protection  must  always  be  in  the  forefront  of  community   and  transportation  design.  The  City  has  and  shall  continue  to  work  to   protect   and   preserve   these   important   community   assets   that   are   a   major  draw  to  visitors  and  new  residents  to  the  City.  Important  image   corridors,  as  well  as  locations  where  community  gateway  treatments   enhance  the  local  and  city-­‐wide  sense  of  place,  are  mapped  on  Exhibit   II-­‐4.         CIRCULATION   II-­‐58     Exhibit  II-­‐4   Image  Corridors             CIRCULATION   II-­‐59   Special  Planning  Areas   On  an  on-­‐going  basis,  the  City  continues  to  assess  the  transportation   needs  of  certain  areas  of  the  community,  including  the  Highway  111   corridor  and  the  Village  area.  Also  important  are  lands  in  the  southeast   quadrant   of   the   planning   area,   where   thoughtful   and   multi-­‐ jurisdictional  planning  is  essential  to  its  efficient  development.  An  area-­‐ wide  goal  for  this  and  other  relatively  undeveloped  portions  of  the   planning   area   should   be   to   optimize   land   use,   assure   an   adequate,   responsive  and  forward-­‐looking  transportation  system,  and  optimize   the   use   of   multi-­‐modal   and   mass   transit   facilities.   Transportation   concepts  for  these  areas  are  further  discussed  below.     Highway  111  Corridor   Historically,   Highway   111   dates   back   to   the   Native   American   Cocomaricopa   Trail   and   later   the   Bradshaw   Trail,   has   long   been   an   important  intra-­‐regional  transportation  link.  The  highway  is  listed  as  a   Congestion   Management   Program   roadway,   as   established   by   the   Riverside  County  Congestion  Management  Program  (CMP).  Today,  the   segment  of  the  Highway  111  corridor  in  La  Quinta  is  a  typical  extended   retail   corridor   providing   community   and   neighborhood   commercial   services,  auto  sales,  and  large  and  small  commercial  centers  anchored   by   big   box   retailers.   Along   the   corridor,   residential   development   is   generally  located  north  of  the  Whitewater  River  and  south  of  Avenue   47  and  Auto  Center  Drive  on  the  west,  and  south  of  the  stormwater   evacuation  channel  on  the  east.  Most  of  the  housing  north  and  south   of  Highway  111  is  single  family.  The  La  Quinta  High  School’s  location  in   this  area  also  provides  another  destination  and  source  of  traffic.     Long-­‐term   movement   along   Highway   111   and  the   adjoining   arterial   roadways  of  Washington  Street,  Adams  Street,  Dune  Palms  Road  and   Jefferson   Street   is   constrained   by   limitations   of   right-­‐of-­‐way   and   surrounding   uses.   Therefore,   every   effort   must   be   made   to   gain   as   much  efficiency  as  possible  along  Highway  111  to  assure  that  this  vital   link  continues  to  operate  at  acceptable  levels  of  service.  Long-­‐term   accessibility  to  local  businesses  is  essential  if  they  are  to  thrive.     Transportation  Centers   Further  consideration  should  be  given  to  improvements  on  Highway  111   and  adjoining  corridors  that  shift  travel  from  private  cars  and  trucks  to   alternative  modes,  including  public  transit,  golf  carts,  ride-­‐sharing,  car-­‐ sharing,   bicycling,   bicycle-­‐sharing,   and   walking.   The   City   should   consider  the  establishment  of  transportation  centers  that  are  multi-­‐ modal  and  allow  transportation  modes  to  intersect.  They  should  be   conveniently   sited,   and   in   consideration   of   the   surrounding   high     CIRCULATION   II-­‐60   capacity   roadways,   major   pedestrian   generators   and   intersecting   transit  routes  the  following  prospective  locations  are  recommended   for  consideration:      Washington  Street/Fred  Waring  Drive/Via  Sevilla    Miles  Avenue  /Adams  Street    Adams  Street/Hwy  111/Avenue  47    Avenue  47/Caleo  Bay  Drive    Washington  Street/Calle  Tampico    Eisenhower  Drive/Avenida  Montezuma     The  City  shall  also  continue  to  explore  expanding  SunLine  bus  routes   and  services,  including  Bus  Rapid  Transit  (BRT)  along  Highway  111  and   Harrison  Avenue.  Sunline  services  are  further  discussed  below  under   the  heading  Sunline  and  Public  Transportation.  Additional  accessibility   will   also   be   created   by   expanding   the   City   golf   cart/Neighborhood   Electric   Vehicle   (NEV)   and   bicycle   routes   to   connect   residential   and   activity  centers.     Village  at  La  Quinta     The   Village   area   of   La   Quinta   is   one   of   the   oldest   parts   of   the   community,  with  homes  dating  back  to  the  1920s.  Recent  development   has  invigorated  the  “village”  feel  and  strengthened  the  character  of   the  neighborhood.  The  village  environment  is  also  supported  by  the   civic  center  facilities  (City  Hall,  Senior  Center,  Library)  on  the  east,  and   parklands   (La   Quinta   Community   Park)   on   the   west.   The   area   is   primarily  served  by  Calle  Tampico,  Avenue  52,  Washington  Street,  and   Eisenhower  Drive.  The  Village  is  located  at  the  lower  portion  of  the  La   Quinta  Cove,  and  the  area  must  accommodate  a  high  volume  and  wide   array  of  traffic.       The   area   is   also   a   venue   for   special   events,   including   the   La   Quinta   Arts   Festival.   These   events   can   rapidly   consume   parking   and   congest   the   streets   with   tourists   unfamiliar   with   the   area.   A   variety   of   strategic   plans   should  be  developed  to  enhance  Village  access   via   bike   and   golf   cart/NEV,   as   well   as   by   pedestrians  living  in  the  area.     The   Village   area   is   especially   well   suited   to   serve   those   wanting   pedestrian   and   multi-­‐ modal  access,  having  a  wide  mix  of  residential   opportunities,  hotels,  restaurants,  galleries  and     CIRCULATION   II-­‐61   other   commercial   services   for   the   neighborhood   and   visitors.   City   parks  and  open  space  are  also  a  major  attraction  in  the  village  area.  Its   proximity  to  major  resorts,  including  the  La  Quinta  Hotel  and  Silver   Rock  Resort,  adds  to  the  synergistic  mix  of  land  uses  in  this  area,  as   does  its  accessibility  by  walking,  bicycling,  and  golf  cart/NEV.  Land  uses   and  planning  that  emphasize  the  pedestrian  scale  of  the  Village  area   are  further  discussed  in  the  Land  Use  Element.       Truck  Routes   The  City  of  La  Quinta  and  its  Sphere  host  numerous  major  roadways   that   provide   intercity   connectivity,   as   well   as   access   to   major   developments   in   the   community.   The   City   has   identified   comprehensive  truck  routes  that  facilitate  deliveries  of  goods,  as  well   as  construction  materials  and  other  heavy  loads.  Primary  truck  traffic   occurs  on  Highway  111  and  Washington  Street,  but  there  are  numerous   other  roadways  where  truck  access  is  also  important.  City  truck  routes,   including  those  with  weight  restrictions,  are  shown  on  Exhibit  II-­‐5.       ALTERNATIVE  TRANSPORTATION  SYSTEM     The  General  Plan  recognizes  the  need  to  optimize  pedestrian,  bicycle,   golf   carts   and   Neighborhood   Electric   Vehicles   (NEVs)   and   other   transportation   vehicles   throughout   the   planning   area.   Although   no   explicit  provision  has  been  made  for  equestrian  riders,  the  standards  to   be  applied  to  the  development  of  multi-­‐use  paths,  as  discussed  below,   will  accommodate  equestrian  use.       As  discussed  throughout  the  General  Plan,  land  use  planning  is  geared   to   achieve   a   synergy   that   optimizes   golf   cart/NEV   and   other   non-­‐ vehicular  access  to  commercial  services,  schools,  daycare,  employment   centers,   and   parks,   community   recreation   facilities  and   open   space   areas.       Bike   paths   and   multi-­‐use   path  systems   are   also   an   increasingly   important   community   asset   to   homebuyers,   including   families   and   retirees.  Attractive  multi-­‐use  paths  are  also  an  important  part  of  the   streetscape   and   its   function   as   a  key   aesthetic   feature   of   the   community,  providing  opportunities  for  biking,  roller-­‐blading  and  other   recreational  activities.             CIRCULATION   II-­‐62       Exhibit  II-­‐5   Designated  Truck  and  Weight  Restricted  Routes     CIRCULATION   II-­‐63       Bike  Lanes  and  Facilities   Bicycle-­‐ways,  bike  lanes  and  other  bike  routes  not  only  provide  a  quick   and  convenient  alternate  form  of  transportation,  they  also  reduce  air   and   noise   pollution   attributed   to   motor   vehicle   use   and   encourage   healthy   living.   An   extensive   and   safe   bikeway   system  should   be   considered  an  integral  part  of  any  community  circulation  system,  and   especially  so  for  a  resort  residential  community   where  such  activities  are  an  integral  part  of  the   resort   and   vacation   experience.   Incentives   for   bicycle   use,   such   as   a   reduction   in   required   parking  spaces  in  exchange  for  the  placement  of   bicycle   racks,   are   becoming   more   common,   as   traffic  and  pollution  levels  continue  to  increase,   and  shall  be  an  integral  part  of  the  General  Plan   and  development-­‐specific  approvals.     Currently,  the  City  has  a  growing  system  of  sidewalks,  bicycle  lanes  and   multi-­‐use  paths.  Carefully  thought  out  and  planned  expansion  of  these   alternative  transportation  corridors  serving  pedestrians  and  bicyclers   will   enhance   and   give   greater   opportunity   to   the   use  of   various   alternative  modes  of  transportation.       Bike   routes   should   be   clearly   marked   and   striped   and   should   be   designed  as  one-­‐way  bike  routes  to  flow  in  the  same  direction  as  the   adjacent  automobile  traffic.  Also  please  see  the  Parks,  Recreation  and   Trails  Element.         CIRCULATION   II-­‐64   Exhibit  II-­‐6   Bike  Paths  Master  Plan         CIRCULATION   II-­‐65   Golf  Cart/NEV  Route  System   As  part  of  the  overall  evaluation  and  planning  of  the  City  circulation   system,  the  General  Plan  identifies  pathways  along  existing  and  future   roadways  connecting  residential,  recreational,  commercial  and  other   community  amenities.  As  with  on-­‐street  bike  paths,  golf  cart/NEV  path   safety  is  of  the  utmost  importance.  Expanded  golf  cart  and  NEV  usage   can  provide  an  enjoyable,  convenient,  economical  and  safe  alternative   to  conventional  automobile  use.  Golf  carts  and  NEVs  that  share  the   road  with  automobiles  have  little  effect  on  traffic  speeds  and  may,  in   fact,  serve  to  calm  traffic.  Bicyclists  sharing  the  on-­‐pavement  path  with   golf   carts   and   NEVs   need   to   be   made   aware   of   their   presence   to   optimize  their  compatibility.     Golf  cart  registration  is  not  required  if  operated  on  a  roadway  within   one  mile  of  a  golf  course,  and  designated  for  such  use  by  ordinance  or   resolution.  Golf  carts  may  not  be  operated  on  roads  with  speed  zones   above  25  mph  except  by  ordinance  or  resolution  by  a  local  authority,   and  must  meet  equipment  Requirements   for   On-­‐Road   Use  as   specified   in   CVC   §24001.5.   State   law   requires   that   golf   carts   for   street   use  other   than   as   described   above  be   licensed.   They  are   limited   to   routes   posted   at   35   mph   or   slower,   although   golf   carts   may   be   permitted   on   higher   speed   roadways   with  approval  of  appropriate  engineering   analysis.       NEVs  operate  at  top  speeds  of  20  to  25  MPH,  are  classified  as  motor   vehicles  and  require  registration,  insurance,  and  a  valid  California  driver   license  to  operate.  NEVs  can  travel  on  streets  posted  more  than  35   miles  per  hour  if  an  NEV  lane  is  provided.  Assuming  a  posted  maximum   speed  limit  of  45  MPH  and  a  design  speed  of  55  MPH,  golf  carts  and   NEVs  could  be  operated  on  most  City  streets  with  NEV  lanes.  Approved   golf  cart  and  NEV  routes  are  shown  on  the  Golf  Cart  and  NEV  Routes   exhibit.  The  City  sets  minimum  design  criteria,  signage,  and  golf  cart   and  operator  requirements.  (See  Exhibit  II-­‐7  &  Exhibit  II-­‐8:  Golf  Cart   and  NEV  Routes).     Electric  Vehicle  Charging  Stations   The  first  “opportunity  charging  stations”  were  simple  110v  plugs  in  a   basic   configuration.   These   stations,   along   with   designated   parking   spaces,  were  often  placed  in  out-­‐of-­‐the-­‐way  places  away  from  store   entrances.  As  the  use  of  golf  carts  and  NEVs  has  grown  and  retailers     CIRCULATION   II-­‐66   have  learned  to  understand  the  benefits  of  catering  to  this  commuter,   parking   space   location   and   charging   station   design   have   evolved.   Today,  spaces  are  more  prominently  located  and  the  charging  stations   have   been   adapted   to   accommodate   golf   carts,   NEV,   and   full-­‐size   electric  and  plug-­‐in  hybrids,  they  also  reflect  greater  design  aesthetic.   These  low  cost  charging  stations  should  be  included  in  conditions  of   approval  for  new  development  and  redevelopment  where  use  of  NEVs   and  other  electric  vehicles  is  expected.         CIRCULATION   II-­‐67     Exhibit  II-­‐7   Golf  Cart/NEV/Multi-­‐Use  Paths  (A)         CIRCULATION   II-­‐68   Exhibit  II-­‐8   Golf  Cart/NEV/Multi-­‐Use  Paths  (B)         CIRCULATION   II-­‐69   Types  of  Trails   There  are  generally  two  types  of  trails  that  are  applicable  to  a  General   Plan   trail   system:   urban   trails   and   open   space   trails.   Urban   trails,   principally  sidewalks  and  multi-­‐use  paths  along  roadways,  are  expected   to   serve   as   the   most   widely   distributed   system   of   alternative   transportation   routes   through   the   community,   linking   residential   neighborhoods  with  central  areas  of  the  community.  While  open  space   trails  will  function  as  an  access  to  natural  and  scenic  resource  areas,  it   is   expected   that   they   will   generally   be   used   for   jogging,   hiking,   horseback   riding   and   bike   riding.   Both   types   of   paths   will   utilize   appropriate  signage  for  directional  guidance,  and  consist  of  suitable   designs   and   materials.   Consideration   must   also   be   given   for   the   provision  of  shade,  especially  during  the  summer  months.  Together,   urban  and  open  space  trails  and  paths  create  a  multi-­‐use  path  system   that   can   accommodate   all   types   of   users,   and   provide   access   to   a   variety  of  areas.       Multi-­‐Use  Path  Design   It   is   the   intent   of   the   Circulation   Element  that  multi-­‐use  paths  provide   pedestrian,   bicycle   and   NEV   travel   ways   that   are   separated   from   automobile   traffic.   Path   crossings   must  be  safe  for  all  users,  and  should   also  provide  convenient  connections   to   the   City’s   street   network.   In   general,  path   crossings   should   be   treated   just   like   other   intersection   types,  oriented  at  90  degree  angles   whenever   possible,   ensuring   safety   for  all  trail  and  road  users.  In  addition   to   typical   intersection   lighting,   signage,   and  traffic   control   features,   trail  crossings  should  include  design  features  that  warn  both  path  and   roadway  users  of  the  crossing.  Restricting  parking  near  path  crossings,   as   at   typical   intersections,   enhances   sight   distance.   The   speed   that   various  types  of  cyclists  can  be  expected  to  maintain  under  various   conditions  can  also  influence  the  design  of  facilities  such  as  shared  use   paths.  Compatibility  of  other  users  with  cyclists  is  also  an  important   consideration.       Some  of  the  elements  that  enhance  off-­‐street  path  design  include  the   following:     Sidewalk  and  Multi-­‐Use  Path     CIRCULATION   II-­‐70    frequent  access  points  from  the  local  road  network.  If  access   points  are  spaced  too  far  apart,  users  may  have  to  travel  out  of   their  way  to  enter  or  exit  the  path,  which  can  discourage  use    wayfinding   signs   that   direct   users   to   and   from   the   path   and   major  roadway  crossings    appropriate   pavement   load   thresholds   to   allow   heavy   maintenance   equipment   to   use   the   path   without   causing   damage    intersection   designs   that   alert   motorists   to   the   presence   of   cyclists,  and  that  alert  cyclists  to  the  presence  of  motor  vehicles    security  measures    separate  pedestrian  paths  to  reduce  conflicts  with  bicycles    landscape   designs   to   accommodate   bicycles   and   discourage   loitering     SunLine  Transit  Agency  and  Public  Transportation   The   provider   of   public   transit   service   within   La   Quinta   and   the   Coachella  Valley  is  the  SunLine  Transit  Agency,  which  was  created  in   1977  and  has  since  evolved  to  provide  a  wide  range  of  public  transit   services.   The   periodically   updated   Comprehensive   Operational   Analysis   (COA),   last   conducted   in   2005/06,   thoroughly   examines   and   analyzes   existing   transit   service   and   offered   recommendations   for   future   service   improvements  in  the  City  and  valley.     In  addition  to  SunLine’s  fleet  of  new   buses   powered   by   compressed   natural   gas   and   other   clean-­‐burning   fuels,   SunLine   is   also   integrating   other   innovative   technologies   and   fuels   into   the   local   public   transit   system.  In  2002  SunLine  introduced  a   bus   powered   entirely   by   zero-­‐ emission  fuel  cell  technology.       Local  Bus  Service   The  City  and  Sphere  of  Influence  are   directly   served   by   two   bus   routes,   Line   111   and   Line   70.   Line   111,   runs   along  Highway  111  from  Indio  to  Palm   Springs  and  is  a  main  trunk  line  in  the  SunLine  system.  Line  70  extends   from  the  south  end  of  the  La  Quinta  Cove,  north  to  and  east  along     CIRCULATION   II-­‐71   Avenue   47,   then   north   along   Adams   Street   where   it   turns   west   to   Washington  Street  and  north  to  Country  Club  Drive.     Supplemental  SunLine  Services   The  SunDial  is  a  valley-­‐wide,  ADA-­‐compliant  service  providing  curb-­‐to-­‐ curb  next  day  service  that  is  wheelchair  accessible.  Sunline  is  putting   into  service  a  new  "Riverside  Commuter  Express  Route  210"  service   that  will  run  between  Palm  Desert  and  Riverside.  This  service  will  be  an   expansion   of   the  existing  RTA   CommuterLink   Route   210   service   between  Banning  and  Riverside,  with  local  stops  to  include  Thousand   Palms/I-­‐10  area,  Cabazon  and  other  communities  to  the  west.     SunLine  Bus  Rapid  Transit  (BRT)  Route   SunLine  has  been  developing  the  bus  rapid  transit  or  BRT  concept  for   application   in   the   Coachella   Valley.   The   purpose   of   the   BRT   is   to   provide   express   service   between   major   destinations,   with   a   limited   number  of  strategically  selected  stops  along  the  route  to  limit  travel   time.       The  BRT  route  may  also  provide  opportunities  for  the  development  of   transit-­‐oriented  mixed-­‐use  development,  especially  along  Highway  111   where  the  use  of  a  BRT  system  might  be  best  utilized  by  local  residents   and   employees.   Areas   of   adequately   intense   development   will   constitute  a  potential  market  for  this  type  of  mass  transit  system.  The   City  shall  continue  to  coordinate  with  SunLine  to  assure  optimum  bus   and  other  mass  transit  services.     Other  Bus  Services   Amtrak   California's  Thruway   Bus   Service   Route   19b  recently   established  a  stop  in  La  Quinta  on  Hwy  111,  connecting  to  train  stations   in  San  Bernardino  and  Bakersfield.  The  bus  stop  is  located  at  78998   Highway   111   in   La   Quinta  [in   front   of   Target   (East   Bound)   and   Eisenhower  Urgent  Care  (West  Bound).]  Route  19B  also  stops  at  the   Palm  Springs  Airport  and  originates  from  the  Indio  bus  terminal.     CIRCULATION   II-­‐72   Air  Transportation     La  Quinta  and  the  Coachella  Valley  region  are  served  by  three  airports,   each  of  which  is  briefly  described  below:       Palm  Springs  International  Airport     Palm  Springs  International  Airport  is  located  west  of  Gene  Autry  Trail   and   north   of   Ramon   Road   in   the   City   of   Palm   Springs,   and   is   the   primary  air  transportation  link  for  the  Coachella  Valley.  The  airport  is   classified  in  the  National  Plan  of  Integrated  Airport  Systems  (NPIAS)  as   a  long-­‐haul  commercial  service  airport.  It  is  capable  of  supporting  non-­‐ stop  commercial  service  to  destinations  over  1,500  miles  away,  and  is   classified   as   a   small   hub   air   passenger   airport   based   upon   the   percentage   of   national   airline   enplanements   it   supports.   Airport   enplanements  are  projected  to  reach  approximately  809,256  by  the   year  2015     Jacqueline  Cochran  Regional  Airport     The  Jacqueline  Cochran  Regional  Airport  is  located  immediately  east  of   the   City’s   Sphere   of   influence,   on   the   east   side   of  Harrison   Street,   between   Avenue   56   (Airport   Boulevard)   and   Avenue   62.   Annual   aircraft   operations   at   Jacqueline   Cochran   Regional   Airport   were   estimated   at   65,000   in   2002,   none   of   which   were   of   a   commercial   nature.  The  airport's  master  plan  projects  this  activity  to  reach  some   110,000  operations  by  2022  and  to  continue  to  grow  along  with  the   urbanization   of   the   Coachella   Valley.   While   commercial   passenger   services  are  anticipated  there  is  no  projected  date  when  these  might   be  offered.     Bermuda  Dunes  Airport     Bermuda  Dunes  Airport  is  a  General  Aviation  Airport  located  on  100±   acres  adjacent  and  parallel  to  the  Union  Pacific  Railroad/  Interstate-­‐10   corridor,  approximately  three  miles  north  of  the  City  limits.  The  airport   is  bounded  on  the  north  by  Country  Club  Drive,  on  the  south  by  Avenue   42,  on  the  west  by  Adams  Street  and  on  the  east  by  Jefferson  Street.  A   total  of  approximately  25,332  operations  occur  at  this  airport,  of  which   about  6.6%  are  business  jets.  The  expansion  of  facilities  at  this  airport  is   essentially  precluded  by  surrounding  development.  Annual  maximum   capacity  is  estimated  at  75,000  operations  per  year.     Railway  Facilities   Rail  lines  of  the  Union  Pacific  Railroad  (UPRR)  are  located  north  and   east  of  the  La  Quinta  planning  area.  Rail  freight  service  is  provided  to   the  Coachella  Valley  by  the  Union  Pacific  Railroad  (former  SPRR),  with   freight  transfer  facilities  located  in  Indio  and  Coachella.  There  is  also   Amtrak   service   to   Indio   and   Palm   Springs.   These   rail   facilities   carry     CIRCULATION   II-­‐73   approximately  40  trains  per  day,  almost  all  of  which  are  freight.  The   County  and  local  jurisdictions  are  exploring  possible  future  access  to   Union  Pacific  Rail  lines  for  future  passenger  and  freight  service  access.     LA  QUINTA  TODAY:  CURRENT  CONDITIONS     For  many  decades  and  especially  over  the  last  30-­‐years,  the  La  Quinta   roadway  network  has  been  driven  by  geography,  land  use  decisions   and  the  makeup  of  the  City  and  Coachella  Valley  economies.  Overall   land   use   densities   in   the   Coachella   Valley   are   not   very   high,   and   therefore  our  communities  are  more  spread  out.  We  are  also  highly   dependent  upon  the  automobile  and  with  low  rates  of  occupancy.       Regional  Roadways     Regional   roadways   are   those   that   provide   intra-­‐valley   and   super   regional  connections.  These  include  State  Highways  111  and  86,  and   U.S.   Interstate-­‐10.   State   Highway   111   begins   at   its   juncture   with   Interstate-­‐10  three  miles  west  of  Palm  Springs  and  extends  southeast   to  Brawley  in  the  Imperial  Valley.  Highway  86  connects  the  planning   area  and  other  parts  of  the  Coachella  Valley  with  Imperial  County  and   Mexico.   Interstate-­‐10   connects   the   Los   Angeles   region   with   Arizona   and   other   cities   and   states   to   the   east.   Together,   these   important   roadways   provide   regional,   interstate   and   international   connections   for  the  City  and  the  Coachella  Valley.  Each  of  these  regional  facilities  is   briefly  discussed  below.     Highway  111   Highway   111   has   become   an   intra-­‐regional   connector   serving   local   cities.  Some  through-­‐traffic  appears  to  have  moved  north  to  I-­‐10,  in   response  to  congestion  along  Highway  111.  In  the  City,  this  roadway  has   already   been   improved   to   its   ultimate   six-­‐lanes   divided   design   standard.   Highway   111   serves   a   wide   mix   of   commercial   land   uses.   Current   traffic   volumes   range   from   29,726   to   more   than   38,000   vehicles  per  day  (VPD).  SunLine  bus  service  is  available  along  its  length   and  this  roadway  serves  as  a  designated  truck  route.     Highway  86S  Expressway   Highway  86S  is  a  semi-­‐limited  access  expressway  and  an  intra-­‐regional   arterial   highway   providing   access   to  Avenue  62  in  the  southeastern   portion   of   the   City.   Highway   86S   is   a   northwest-­‐southeast   trending   expressway   designated   as   a   “Freeway”   in   the   County   of   Riverside   General  Plan,  with  a  variable  right-­‐of-­‐way.  In  the  vicinity  of  the  planning   area,   Highway   86S   has   been   improved   as   a   four-­‐lane   high   volume   roadway   with   a   wide   median   island.   Current   (2007)   traffic   volumes     CIRCULATION   II-­‐74   range  from  14,000  to  more  than  27,500  vehicles  per  day  (VPD).  Due  to   high  future  volumes,  the  current  at-­‐grade  intersection  of  SR-­‐86  and   Avenue   62  has   been   planned   for   expansion   to   provide   a   grade-­‐ separated  facility  utilizing  a  partial  cloverleaf  design.     U.S.  Interstate-­‐10   Interstate-­‐10  is  currently  built  as  a  six  to  eight-­‐lane  divided  freeway   accessed  from  both  loop  and  diamond  interchanges  spaced  a  minimum   of  one  mile  apart.  I-­‐10  provides  essential  inter-­‐city  and  inter-­‐regional   access   and   is   also   a   critical   part   of   the   local   road   network   moving   people   and   goods   into   and   out   of   the   Valley.   Current   (2007)   traffic   volumes   average   81,000   vehicles   per  day   (VPD)   in   the   vicinity   of   Washington   Street.   Direct   City   access   to   I-­‐10   is   currently   provided   through  interchanges  with  Washington  Street  and  Jefferson  Street.     Local  Major  Roadways   The  City  has  developed  and  maintains  an  extensive  arterial  roadway   network,   which,   in   addition   to   the   regional   facilities   serving   the   community,  also  serves  both  local  and  inter-­‐city  traffic.  The  City  road   network   has   been   built   essentially   along   a   north-­‐south   grid,   with   interconnections   with   major   arterials   passing   through   adjacent   jurisdictions.       Washington  Street     Washington   Street,   oriented   in   a   north-­‐south   direction,   consists   of   three   lanes   in   each   direction,   and   is   classified   as   a   Major   Arterial.   Current  traffic  volumes  range  from  approximately  23,000  to  more  than   40,000  vehicles  per  day  (VPD).  Washington  Street  provides  access  to   Highway   111   and   to   I-­‐10   north   of   the   City   limits.   Intersections   with   Washington  Street  are  currently  operating  at  Level  of  Service  (LOS)  C   or  better,  with  the  exception  of  its  intersection  with  Highway  111  (LOS   D  in  2010).  Roadway  segments  operate  at  LOS  C  or  better.  Washington   Street   provides   all-­‐weather   crossings   at   the   Coachella   Valley   Stormwater   Channel   (Whitewater   River)   and   the   La   Quinta   Stormwater   Evacuation   Channel.   Bicycles   are   accommodated   and   SunLine  bus  service  is  also  available  along  the  majority  of  its  length.     Eisenhower  Drive     Eisenhower  Drive  is  oriented  in  an  east-­‐west  direction  at  Washington   Street,   and   transitions   to   a   north-­‐south   roadway   at   Avenue   50.   Eisenhower   Drive   consists   of   two   lanes   in   each   direction   and   is   classified   as   a   Primary   Arterial.   Eisenhower   Drive   provides   an   all-­‐ weather   at   the   La   Quinta   Stormwater   Evacuation   Channel.   Current   traffic  volumes  range  from  10,000  to  12,000  VPD.  Intersections  with     CIRCULATION   II-­‐75   Eisenhower   Drive  are   operating   at   LOS   C   or   better   and  roadway   segments  operate  at  LOS  A.  Bicycles  and  golf  carts  are  accommodated   on  portions  of  Eisenhower.     Avenida  Bermudas     Avenida  Bermudas  is  oriented  in  a  north-­‐south  direction  and  consists  of   two  lanes  in  each  direction,  extending  from  Calle  Tampico  on  the  north   to  the  top  of  the  Cove  on  the  south.  This  roadway  is  classified  as  a   Secondary  Arterial  with  traffic  volumes  ranging  from  3,400  to  9,200   VPD.   Avenida   Bermudas   provides   a   variable   paved   section   ranging   from  four  lanes  in  the  Village  area  to  two  lanes  near  the  top  of  the   cove.   The   intersections   of   Eisenhower   Drive   and   Calle   Tampico   is   operating  at  LOS  C  or  better  and  roadway  segments  operate  at  LOS  A.   Bicycles  and  buses  are  accommodated.     Calle  Tampico   Calle  Tampico,  oriented  in  an  east-­‐west  direction,  consists  of  two  lanes   in   each   direction   west   of   Washington   Street   and   one   lane   in   each   direction   east   of   Washington   Street,   and   is   classified   as   a   Primary   Arterial  west  of  Washington  Street.  East  of  Washington  Street,  Calle   Tampico   is   classified   as   a   Collector   Street.   Current   traffic   volumes   range  from  5,300  VPD  west  of  Avenida  Bermudas  and  about  10,000   VPD  west  of  Washington  Street.  Its  intersections  all  currently  operate   at  LOS  C  and  roadway  segments  operate  at  LOS  A.    Bicycles,  golf  carts   and  buses  are  accommodated.     Adams  Street     Adams  Street  is  oriented  in  a  north-­‐south  direction  and  consists  of  two   lanes  in  each  direction  except  north  of  Fred  Waring  Drive  where  it  is   currently   one   lane   in   each   direction.   It  is   classified   as   a   Secondary   Arterial  and  has  been  built  as  a  Primary  Arterial  between  Highway  111   and   Avenue   48,   with   traffic   volumes   ranging   from   12,000   to   14,000   VPD.   Its   intersections   all   currently   operate   at   LOS   C   and  roadway   segments  operate  at  LOS  A.  Bicycles  and  buses  are  accommodated.  A   bridge  to  Carry  Adams  Street  over  the  Coachella  Valley  Stormwater   Channel  (Whitewater  River)  is  about  to  begin  construction  (2012).     Dune  Palms  Road     Dune  Palms  Road  is  oriented  in  a  north-­‐south  direction  and  consists  of   two  lanes  in  each  direction  between  Fred  Waring  Drive  and  Westward   Ho  Drive,  one  lane  in  each  direction  between  Westward  Ho  Drive  and   Highway  111,  and  two  lanes  in  each  direction  between  Highway  111  and   Avenue   48.   Dune   Palms   Road   is   classified   as   a   Secondary   Arterial.   Current  traffic  volumes  range  from  10,000  to  12,000  VPD.    Intersections     CIRCULATION   II-­‐76   with  Dune  Palms  Road  are  operating  at  LOS  C  and  roadway  segments   operate  at  LOS  A.  Bicycles  are  accommodated.  There  is  an  at-­‐grade   crossing  of  the  Whitewater  River  with  long-­‐term  plans  for  at  least  a   low-­‐flow  crossing  at  this  location.     Jefferson  Street   Jefferson  Street  is  oriented  in  a  north-­‐south  direction  and  consists  of   three  lanes  in  each  direction.  It  is  classified  as  a  Major  Arterial  north  of   Avenue  54  and  as  a  Modified  Secondary  Arterial  between  Avenue  58   and  Avenue  62.  Jefferson  Street  provides  access  to  State  Highway  111,   southern  parts  of  the  City,  and  to  I-­‐10  north  of  the  City  limits.  Current   traffic  volumes  range  from  12,000  to  27,000  VPD.    Intersections  with   Jefferson  Street  are  operating  at  LOS  C  or  better;  the  roundabout  at   Avenue  52  is  operating  at  LOS  A.  Roadway  segments  operate  at  LOS  A.   Bicycles   are   accommodated.   There   are   two   all-­‐weather   crossings   of   major   drainages   in   the   planning   area,   including   one   just   south   of   Highway  111  over  the  La  Quinta  Evacuation  Channel  and  one  over  the   Whitewater   River   north   of   Highway   111.   An   additional   all-­‐weather   crossing  of  the  Dike  2  stormwater  protection  levee  is  planned  south  of   Avenue  58.     Madison  Street   Madison  Street  is  oriented  in  a  north-­‐south  direction  and  consists  of   one  lane  in  each  direction  between  Avenue  50  and  Avenue  52  and  four   lanes  in  each  direction  between  Avenue  52  and  Avenue  60.  Madison   Street   is   classified   as   a   Primary   Arterial   between   Avenue   50   and   Avenue  58,  as  a  Secondary  Arterial  between  Avenue  58  and  Avenue  60,   and  as  a  Modified  Secondary  Arterial  between  Avenue  60  and  Avenue   62.   Current   traffic   volumes   range   from   3,300   to   9,200   VPD.     Most   intersections  with  Madison  Street  are  operating  at  LOS  A  or  B,  with  its   intersection  with  Avenue  50  operating  at  LOS  C  in  the  AM  and  D  in  the   PM   peak   hours.  Roadway  segments   operate   at   LOS   A.   Bicycles   are   accommodated.   An   all-­‐weather   crossing   of   the   Dike   4   stormwater   protection  levee  is  planned  north  of  Avenue  62.     Monroe  Street   Monroe  Street  is  oriented  in  a  north-­‐south  direction  and  consists  of   one  lane  in  each  direction.  It  is  classified  as  a  Primary  Arterial  between   Avenue  52  and  Avenue  60  and  as  a  Secondary  Arterial  between  Avenue   60  and  Avenue  62.  Monroe  Street  provides  access  to  State  Highway  111   and  to  I-­‐10  north  of  the  City  limits.  Current  traffic  volumes  range  from   2,500  to  3,100  VPD.    Intersections  with  Monroe  Street  are  operating  at   LOS  B  or  better,  with  roadway  segments  operating  at  LOS  A.  Bicycles   are  accommodated.     CIRCULATION   II-­‐77   Jackson  Street   Jackson  Street  is  oriented  in  a  north-­‐south  direction  and  consists  of   one  lane  in  each  direction.  It  is  classified  as  a  Primary  Arterial.  Jackson   Street  is  located  in  the  City’s  Sphere  of  Influence  and  provides  access   to  State  Highway  111  and  to  I-­‐10  north  of  the  City  limits.  Current  traffic   volumes   range   from   1,700   to   3,300   VPD.   In   the   planning   area,   intersections   with   Jackson   Street   operate   at   LOS   B   or   better,   with   roadway  segments  operating  at  a  LOS  A.  Bicycles  are  accommodated.     Van  Buren  Street   Van  Buren  Street  is  oriented  in  a  north-­‐south  direction  and  consists  of   one  lane  in  each  direction.  It  is  classified  as  a  Primary  Arterial  between   Avenue  52  and  Avenue  60  and  as  a  Secondary  Arterial  between  Avenue   60  and  Avenue  62.  Van  Buren  Street  is  located  in  the  City’s  Sphere  of   Influence.  In  the  planning  area,  intersections  with  Van  Buren  Street   operate  at  LOS  B  or  better,  with  roadway  segments  operating  at  a  LOS   A.  No  alternative  modes  of  travel  are  accommodated.     Harrison  Street   Harrison  Street  is  oriented  in  a  north-­‐south  direction  and  consists  of   one  lane  in  each  direction.  It  is  classified  as  a  Major  Arterial.  Harrison   Street  is  located  in  the  City’s  Sphere  of  Influence.  In  the  planning  area,   intersections   with   Jackson   Street   operate   at   LOS   B   or   better,   with   roadway  segments   operating   at   a   LOS   A.   No   alternative   modes   of   travel  are  accommodated.     Fred  Waring  Drive   Fred  Waring  Drive  (Avenue  44)  is  oriented  in  an  east-­‐west  direction  and   consists  of  three  lanes  in  each  direction  between  Washington  Street   and  Adams  St  and  between  Dune  Palms  Road  and  Jefferson  Street.   Between   Adams   Street   and   Dune   Palms   Road,   Fred   Waring   Drive   consists  of  two  lanes  in  both  directions.  Fred  Waring  Drive  is  classified   as  a  Primary  Arterial.  Current  traffic  volumes  range  at  approximately   24,500  VPD.    Intersections  with  Fred  Waring  Drive  are  operating  at  LOS   C,   with  roadway  segments   operating   at   LOS   A.  Bicycles   are   accommodated  on  this  roadway.     Miles  Avenue   Miles  Avenue  is  oriented  in  an  east-­‐west  direction  and  consists  of  two   lanes   in   each   direction.   It   is   classified   as   a   Primary   Arterial.   Current   traffic   volumes   between   Washington   Street   and   Adams   Street  are   approximately   24,500   VPD.   Intersections   with   Miles   Avenue   are   currently  operating  at  LOS  C,  with  roadway  segments  operating  at  LOS   A.  Bicycles  and  a  bus  route  are  accommodated.     CIRCULATION   II-­‐78   Avenue  48   Avenue  48,  oriented  in  an  east-­‐west  direction,  consists  of  two  lanes  in   each  direction,  and  is  classified  as  a  Primary  Arterial.  Current  traffic   volumes  between  Washington  Street  and  Madison  Street  range  from   9,600  VPD  east  of  Jefferson  Street,  to  about  18,400  VPH  east  of  Dune   Palms  Road.  Intersections  with  Avenue  48  are  currently  operating  at   LOS   C,   with  roadway  segments   operating   at   LOS   A.   Bicycles   are   accommodated.     Avenue  50   Avenue  50,  oriented  in  an  east-­‐west  direction,  consists  of  two  lanes  in   each  direction,  and  is  classified  as  a  Primary  Arterial.  Current  traffic   volumes   between   Washington   Street   and  Madison   Street   average   9,800  VPD.  Intersections  with  Avenue  48  are  currently  operating  at   LOS   C,   with   the   exception   of   the   Avenue   50   intersection   with   Washington  Street,  which  is  operating  at  LOS  D.  Roadway  segments   are  operating  at  LOS  A.  Bicycles  are  accommodated.     Avenue  52   Avenue  52  is  oriented  in  an  east-­‐west  direction  and  consists  of  two   lanes   in   each   direction   between   Avenida   Bermudas   and   Jefferson   Street.   Between   Jefferson   Street   and   Monroe   Street,   Avenue   52   consists  of  two  eastbound  lanes  and  one  westbound  lane.  Between   Monroe   Street   and   Jackson   Street,   Avenue   52   consists   of   one   eastbound  lane  and  two  westbound  lanes.  Avenue  52  is  classified  as  a   Primary  Arterial  throughout  the  City  and  the  City’s  Sphere  of  Influence.   Current  traffic  volumes  range  from  7,200  VPD  west  of  Monroe  Street   to   about   16,100   VPD   west   of   Washington   Street.   Intersections   with   Avenue   52   are   currently   operating   at   LOS   C   or   better,   with   the   exception   of   the   Avenue   52   intersection   with   Avenida   Bermudas,   which  is  operating  at  LOS  D.  Roadway  segments  are  operating  at  LOS   A.  Bicycles,  golf  carts  and  buses  are  accommodated.     Avenue  54   Avenue   54   is   an   east-­‐west   street   consisting   of   two   lanes   in   each   direction  between  Jefferson  Street  to  east  of  Monroe  Street.  East  of   Monroe  Street,  Avenue  54  is  a  variable  roadway  with  two  westbound   lanes  and  one  eastbound  lane.  East  of  Monroe  Street,  Jefferson  Street   provides  one  lane  in  each  direction.  Avenue  54  is  classified  as  a  Primary   Arterial  between  Jefferson  Street  and  Monroe  Street  and  is  classified   as  a  Secondary  roadway  between  Monroe  Street  and  Van  Buren  Street.   Current  traffic  volumes  are  7,200  VPD  between  Jefferson  and  Madison   Streets.  Intersections  with  Avenue  52  are  currently  operating  at  LOS  C   or   better,   with   the   exception   of   the   Avenue   52   intersection   with     CIRCULATION   II-­‐79   Avenida  Bermudas,  which  is  operating  at  LOS  D.  Roadway  segments   are   operating   at   LOS   A.   Bicycles,   golf   carts   and   buses   are   accommodated.     Avenue  56  (Airport  Boulevard)   Airport  Boulevard  or  Avenue  56  is  an  east-­‐west  street  extending  east   of   Madison   Street,   and   consisting   of   two   lanes   in   each   direction   between   Jefferson   Street   Monroe   Street.   East   of   Monroe   Street,   Avenue  56  is  a  two-­‐lane  roadway.  Avenue  56  is  classified  as  a  Primary   Arterial.  Current  traffic  volumes  are  1,900  VPD  east  of  Madison  Street.   Intersections   are   currently   operating   at   LOS   C   or   better,   with   the   exception   of   the   Avenue   52   intersection   with   Avenida   Bermudas,   which  is  operating  at  LOS  D.  Roadway  segments  are  operating  at  LOS   A.   Bicycles,   golf   carts   and   buses   are   accommodated   on   the   fully   improved  segment  of  this  roadway.     Avenue  60   Avenue  60  is  an  east-­‐west  street  extending  from  the  US  Bureau  of   Reclamation   Dike   4,   eastward  to   the   Coachella   Valley   Stormwater   Channel.  Local  two  lane  segments  also  occur  between  the  stormwater   channel  and  the  Highway  111/86S  Expressway  corridor,  east  of  which  it   continues  as  a  local  street  serving  primarily  agriculture.  Avenue  60  is   designated  as  a  Secondary  roadway  from  Madison  Street  on  the  west   to  Monroe  Street,  east  of  which  it  is  classified  as  a  Primary  Arterial.   Avenue   60   is   currently   improved   as   a   two-­‐lane   roadway,   except   between   Madison   Street   and   Monroe   Street   where   it   provides   one   eastbound   through   lane,   two   westbound   through   lanes,   median   islands  and  turn  lanes.  Current  traffic  volumes  are  3,000  VPD  east  of   Madison  Street  and  1,500  east  of  Monroe  Street.     Avenue  62   Much  of  the  southern  boundary  of  the  General  Plan  planning  area  is   east-­‐west  running  Avenue  62,  which  is  partially  improved  from  USBR   Dike   No.   4   eastward   to   the   east   end  of   the   valley,   crossing   the   stormwater  channel,  as  well  as  Highway  111  and  the  86S  Expressway.   Avenue  62  is  classified  as  a  Modified  Secondary  west  of  Monroe  Street   (extended),   and   is   classified   a   Secondary   east   of   Monroe   Street.   Between  Madison  Street  and  Monroe,  Avenue  62  is  planned  to  have  a   74  foot  right  of  way.  Current  traffic  volumes  are  1,000  VPD  west  of   Monroe   Street   and   ranging   from   500   to   800  VPD   east   of  Monroe   Street.           CIRCULATION   II-­‐80   Existing  Traffic  Conditions   The  existing  traffic  conditions  in  the  City  provide  a  baseline  for  the   analysis   of   the   impacts   associated   with   the   implementation   and   buildout   of   the   Land   Use   Map.   The   analysis   of   existing   and   future   conditions  examines  in  detail  thirty-­‐seven  (37)  intersections  and  sixty-­‐ four   (64)   roadway   segments   both   in   the   corporate   limits   and   the   Sphere  of  Influence.     The  period  of  January  through  March  is  considered  the  peak  season  in   terms  of  traffic  volumes  in  the  City  of  La  Quinta.  Existing  and  future   traffic  conditions  have  been  analyzed  on  the  basis  of  this  peak  season.     Existing  Intersection  Operating  Conditions   A  level  of  service  analysis  was  conducted  in  2011  to  evaluate  existing   intersection  operations  during  the  AM  and  PM  peak  hours  based  on   data  collected  on  intersection  volumes  at  these  locations.  Table  II-­‐9   describes  current  operating  conditions.       Based   upon   the   analysis   conducted,   all   but   four   of   the   37   study   intersections  currently  operate  at  LOS  C  or  better.  The  intersection  of   Washington  Street/Highway  111  operates  at  LOS  D  but  very  near  LOS  C   during  the  AM  peak  hour.  During  the  PM  peak  hour,  this  intersection   operates   at   a   slightly   worse   delay   but   remains   at   LOS   D.   The   intersections   of   Washington   Street/Avenue   50   and   Avenida   Bermudas/Avenue  52   both   operate   at   LOS   D   and   very   near   LOS   C,   during  the  AM  peak  hour.  The  intersection  of  Madison  Street/Avenue   50  operates  at  LOS  D  during  only  the  PM  peak  hour.  In  summary,  all   study  intersections  are  operating  at  acceptable  levels  of  service  (LOS  D   or  better).         CIRCULATION   II-­‐81   Table  II-­‐9   Existing  Peak  Hour  Intersection  Analysis   Peak  Hour/Peak  Season  Level  of  Service   Intersection  Traffic   Control   AM  Peak  Hour  PM  Peak  Hour   LOS  Delay   (Sec)  V/C  LOS  Delay   (Sec)  V/C   1.  Washington  St   &  Fred  Waring   Dr   Signal  C  34.9  0.810  C  34.1  0.699   2.  Washington  St   &  Miles  Ave  Signal  C  29.2  0.592  C  28.0  0.642   3.  Washington  St   &  Channel  Dr  Signal  B  18.2  0.422  C  25.3  0.642   4.  Washington  St   &  Hwy  111  Signal  D  35.3  0.753  D  42.3  0.930   5.  Washington  St   &  Ave  48  Signal  C  32.3  0.907  C  25.1  0.714   6.  Washington  St   &  Eisenhower  Dr  Signal  C  23.7  0.579  C  20.7  0.574   7.  Washington  St   &  Ave  50  Signal  D  37.7  0.851  C  29.4  0.644   8.  Washington  St   &  Calle  Tampico  Signal  C  24.7  0.442  C  25.4  0.406   9.  Washington  St   &  Ave  52  Signal  C  23.2  0.496  C  25.5  0.309   10.  Eisenhower   Dr  &  Calle   Tampico   Signal  C  24.1  0.422  C  27.2  0.398   11.  Avenida   Bermudas  &  Ave   52   Signal  D  38.6  0.855  C  26.3  0.321   12.  Adams  St  &   Fred  Waring  Dr  Signal  C  34.6  0.773  C  28.8  0.640   13.  Adams  St  &   Miles  Ave  Signal  C  31.4  0.447  C  30.8  0.505   14.  Adams  St  &   Hwy  111  Signal  C  29.0  0.443  C  28.7  0.598   15.  Adams  St  &   Ave  48  Signal  C  32.2  0.622  C  30.2  0.503   16.  Dune  Palms   Rd  &  Fred   Waring  Dr   Signal  C  25.4  0.659  C  20.2  0.615   17.  Dune  Palms   Rd  &  Miles  Ave  Signal  C  31.9  0.494  C  31.0  0.370   18.  Dune  Palms   Rd  &  Westward   Ho   Signal  C  30.8  0.561  C  31.4  0.590     CIRCULATION   II-­‐82     Table  II-­‐9  (cont’d)   Existing  Peak  Hour  Intersection  Analysis   Peak  Hour/Peak  Season  Level  of  Service   Intersection  Traffic   Control   AM  Peak  Hour  PM  Peak  Hour   LOS  Delay   (Sec)  V/C  LOS  Delay   (Sec)  V/C   19.  Dune  Palms   Rd  &  Hwy  111    Signal  C  30.3  0.488  C  26.6  0.582   20.  Dune  Palms   Rd  &  Ave  48  Signal  C  24.1  0.529  C  25.9  0.454   21.  Jefferson  St  &   Fred  Waring  Dr  Signal  C  31.2  0.520  C  30.6  0.481   22.  Jefferson  St     &  Hwy  111  Signal  C  30.3  0.494  C  30.8  0.622   23.  Jefferson  St   &  Ave  48  Signal  C  32.5  0.591  C  31.4  0.560   24.  Jefferson  St   &  Ave  49  Signal  C  23.9  0.435  C  20.1  0.392   25.  Jefferson  St   &  Ave  50  Signal  C  32.9  0.574  C  34.4  0.568   26.  Jefferson  St   &  Ave  52   Round-­‐ about  A  7.5  -­‐  A  7.0  -­‐   27.  Jefferson  St   &  Ave  54  AWSC  B  11.6  0.481  B  11.6  0.496   28.  Madison  St  &   Ave  50  AWSC  C  17.1  0.725  D  32.4  0.981   29.  Madison  St  &   Ave  52  AWSC  B  12.1  0.483  B  13.0  0.447   30.  Madison  St  &   Ave  54  AWSC  B  10.8  0.354  B  11.5  0.439   31.  Madison  St  &   Ave  58  AWSC  A  8.4  0.107  A  9.1  0.175   32.  Madison  St  &   Ave  60  AWSC  A  8.0  0.143  A  9.1  0.286   33.  Monroe  St  &   Ave  52  AWSC  B  13.8  0.528  B  14.4  0.546   34.  Monroe  St  &   Ave  54  AWSC  B  10.2  0.272  B  10.6  0.357   35.  Monroe  St  &   Ave  58  AWSC  A  7.7  0.091  A  8.5  0.216   36.  Monroe  St  &   Ave  60  AWSC  A  7.9  0.094  A  8.1  0.131   37.  Monroe  St  &   Ave  62  AWSC  A  7.5  0.073  A  7.4  0.077     CIRCULATION   II-­‐83   Existing  Roadway  Segment  Operating  Conditions     Key  roadway  segments  have  also  been  analysed  as  part  of  the  General   Plan  update.  The  existing  roadway  segment  average  daily  volume-­‐to-­‐ capacity   ratio   and   level   of   service   analysis   results   are   presented   in   Table  II-­‐10,  below.         Table  II-­‐10   Existing  Average  Daily  Traffic   Peak  Hour/Peak  Season  Roadway  Segment  Level  of  Service   Roadway  Link  Existing   ADT   Roadway   Designation   Exist.  #   of   Lanes   Existing   Capacity   Existing   V/C  Ratio  -­‐   LOS   Washington  St   Ave  42  to  Fred  Waring   Dr  37,426  Major  6  59,300  0.66  –  B   Fred  Waring  Dr  to   Miles  Ave  40,633  Major  6  59,300  0.71  –  C   Miles  Ave  to  Hwy  111  32,915  Major  6  59,300  0.58  –  A   Hwy  111  to  Ave  48  36,710  Major  6  59,300  0.64  –  B   Ave  48  to  Eisenhower   Dr  33,465  Major  6  59,300  0.59  –  A   Eisenhower  Dr  to  600’   north  of  Ave  50  27,129  Major  6  59,300  0.48  –  A   600’  north  of  Ave  50   to  Ave  50  27,129  Major  5  47,500*  0.57  –  A   Ave  50  to  Calle   Tampico  23,434  Major  6  59,300  0.41  –  A   Eisenhower  Dr   Washington  St  to  Ave   50  12,0131  Primary  4  41,400  0.32  –  A   Avenue  50  to  Calle   Tampico  9,9751  Primary  4  41,400  0.26  –  A   Avenida  Bermudas   Calle  Tampico  to  Ave   52  3,3881  Secondary  4  28,000  0.12  –  A   Ave  52  to  Calle   Durango  9,2751  Secondary  4  28,000  0.33  –  A   Adams  St   Westward  Ho  Dr  to   Hwy  111  13,724  Secondary  4  41,400  0.36  –  A   Hwy  111  to  Ave  48  12,035  Secondary  4  41,400  0.32  –  A   Dune  Palms  Rd   Westward  Ho  Dr  to   Hwy  111  9,282  Secondary  2  19,000  0.49  –  A   Hwy  111  to  Ave  48  8,373  Secondary  4  41,400  0.22  –  A         CIRCULATION   II-­‐84   Table  II-­‐10  (cont’d)   Existing  Average  Daily  Traffic   Peak  Hour/Peak  Season  Roadway  Segment  Level  of  Service     Roadway  Link     Existing   ADT   Roadway   Designation   Exist.  #   of   Lanes   Existing   Capacity   Existing   V/C  Ratio  -­‐   LOS   Jefferson  St   Country  Club  Rd  to   Fred  Waring  Dr  20,913  Major  6  59,300  0.35  –  A   Fred  Waring  Dr  to   Miles  Ave  23,764  Major  6  59,300  0.40  –  A   Westward  Ho  Dr  to   Hwy  111  27,112  Major  6  59,300  0.46  –  A   Hwy  111  to  Ave  48  26,889  Major  6  59,300  0.45  –  A   Ave  48  to  Ave  50  27,133  Major  6  59,300  0.46  –  A   Ave  50  to  Ave  52  16,169  Major  6  59,300  0.27  –  A   Ave  52  to  Ave  54  12,399  Major  6  59,300  0.21  –  A   Madison  St   Ave  50  to  Ave  52  5,664  Primary  2  14,000  0.40  –  A   Ave  54  to  Airport  Blvd  9,219  Primary  4  41,400  0.22  –  A   Airport  Blvd  to  Ave  58  6,348  Primary  4  41,400  0.15  –  A   Ave  58  to  Ave  60  3,341  Secondary  4  41,400  0.08  –  A   Monroe  St   Ave  52  to  Ave  54  3,147  Primary  2  14,000  0.22  –  A   Ave  54  to  Airport  Blvd  2,532  Primary  2  14,000  0.18  –  A   Jackson  St   Ave  54  to  Airport  Blvd  3,338  Primary  2  14,000  0.24  –  A   Airport  Blvd  to  Ave  58  2,326  Primary  2  14,000  0.17  –  A   Ave  58  to  Ave  60  1,734  Primary  2  14,000  0.12  –  A   Ave  60  to  Ave  62  1,569  Primary  2  14,000  0.11  –  A   Van  Buren  St   Ave  52  to  Ave  54  4,663  Primary  2  14,000  0.33  –  A   Ave  54  to  Airport  Blvd  3,346  Primary  2  14,000  0.24  –  A   Airport  Blvd  to  Ave  58  1,472  Primary  2  14,000  0.11  –  A   Ave  58  to  Ave  60  1,176  Primary  2  14,000  0.08  –  A   Ave  60  to  Ave  62  1,017  Secondary  2  14,000  0.07  –  A   Harrison  St   Airport  Blvd  to  Ave  58  6,690  Major  2  14,000  0.48  –  A   Fred  Waring  Dr  (Ave  44)   Washington  St  to   Adams  St  24,492  Primary  6  59,300  0.41  –  A         CIRCULATION   II-­‐85   Table  II-­‐10  (cont’d)   Existing  Average  Daily  Traffic   Peak  Hour/Peak  Season  Roadway  Segment  Level  of  Service   Roadway  Link  Existing   ADT   Roadway   Designation   Exist.  #   of   Lanes   Existing   Capacity   Existing   V/C  Ratio  -­‐   LOS   Miles  Ave   Washington  St  to   Adams  St  9,828  Primary  4  41,400  0.24  –  A   Hwy  111   Washington  St  to   Adams  St  29,726  Major  6  59,300  0.50  –  A   Adams  St  to  Dune   Palms  Rd  31,348  Major  6  59,300  0.53  –  A   Dune  Palms  Rd  to   Jefferson  St  38,037  Major  6  59,300  0.64  –  B   Ave  48   Washington  St  to   Adams  St  12,903  Primary  4  41,400  0.31  –  A   Dune  Palms  Rd  to   Jefferson  St  18,364  Primary  4  41,400  0.44  –  A   Ave  50   Washington  St  to   Jefferson  St  9,663  Primary  4  41,400  0.23  –  A   Jefferson  St  to   Madison  St  9,990  Primary  4  41,400  0.24  –  A   Calle  Tampico   Eisenhower  Dr  to   Avenida  Bermudas  5,3501  Primary    41,400  0.13  –  A   Avenida  Bermudas  to   Washington  St  10,0631  Primary    41,400  0.24  –  A   Ave  52   Avenida  Bermudas  to   Washington  St  16,133  Primary  4  41,400  0.39  –  A   Washington  St  to   Jefferson  St  13,529  Primary  4  41,400  0.33  –  A   Jefferson  St  to   Madison  St  10,306  Primary  2  19,000  0.54  –  A   Madison  St  to   Monroe  St  7,238  Primary  2  19,000  0.38  –  A   Ave  54   Jefferson  St  to   Madison  St  8,386  Primary  4  41,400  0.20  –  A   Airport  Blvd   Madison  St  to   Monroe  St  1,893  Primary  4  41,400  0.05  –  A         CIRCULATION   II-­‐86   Table  II-­‐10  (cont’d)   Existing  Average  Daily  Traffic   Peak  Hour/Peak  Season  Roadway  Segment  Level  of  Service     Roadway  Link     Existing   ADT   Roadway   Designation   Exist.  #   of   Lanes   Existing   Capacity   Existing   V/C  Ratio  -­‐   LOS   Ave  58   Madison  St  to   Monroe  St  2,188  Secondary  4  41,400  0.05  –  A   Monroe  St  to  Jackson   St  1,554  Secondary  2  14,000  0.11  –  A   Ave  60   Madison  St  to   Monroe  St  3,067  Secondary  2  19,000  0.16  –  A   Monroe  St  to  Jackson   St  855  Primary  2  14,000  0.06  –  A   Ave  62   Madison  St  to   Monroe  St  1,0251  Modified   Collector  2  14,000  0.07  –  A   Monroe  St  to  Jackson   St  804  Secondary  2  14,000  0.06  –  A   Jackson  St  to  Van   Buren  St  557  Secondary  2  14,000  0.04  –  A   Van  Buren  St  to   Harrison  St  866  Secondary  2  14,000  0.06  –  A     All  but  four  of  the  roadway  segments  analyzed  are  currently  operating   at  LOS  A.  Three  segments  (Ave  42  to  Fred  Waring  Dr.,  Hwy  111  to  Ave   48,  and  Dune  Palms  Rd.  to  Jefferson  St.)  are  operating  at  LOS  B.  One   segment   (Fred   Waring   Dr.   to   Miles   Ave.)   is   operating   at   LOS   C.   All   analyzed  roadway  segments  are  operating  well  within  the  acceptable   levels  of  service.         CIRCULATION   II-­‐87     Exhibit  II-­‐9   Existing  (2010)  Average  Daily  Traffic  Volumes       CIRCULATION   II-­‐88   GENERAL  PLAN  BUILDOUT     It  has  been  assumed  that  buildout  of  the  General  Plan  will  occur  in   2035.  As  a  direct  result  of  the  analysis  conducted  on  existing  traffic  and   roadway  conditions,  including  an  assessment  of  potential  for  further   widening  City  roadways,  the  roadway  classification  system  has  been   slightly  modified.  This  process  has  also  taken  into  consideration  special   issues  of  concern  and  opportunities  to  enhance  community  circulation.         General   Plan   Buildout   Intersection   Operating   Conditions  with   2002   General  Plan  Enhancements   The  level  of  service  analysis  was  conducted  to  evaluate  the  effects  of   buildout  of  the  Land  Use  Map  on  intersection  operations  during  the   AM  and  PM  peak  hours.  The  analysis  assumed  the  previously  adopted   General   Plan   roadway   network   with   a   modification   that   returns   Washington  Street  to  a  6-­‐lane  facility  between  Highway  111  and  Avenue   48  (and  along  a  short  segment  of  Highway  111).  The  2002  General  Plan   called  for  eight  travel  lanes  along  this  segment  and  on  that  portion  of   Highway   111   from   Washington   Street   to   the   westerly   city   limits.   Because   of   existing   development,   this   widening   is   not   currently   possible.     Year   2035   with   General   Plan  Land  Use   Plan   traffic   volumes   were   calculated,   distributed   and   assigned.   The   external   trips   generated   within  adjoining  jurisdictions  are  assigned  to  the  perimeter  roadway   network   by   the   RivTAM   model.   These   "external"   trips   can   be   substantial,   comprising   approximately   53   percent   of   Highway   111   traffic.       The   future   lane   configurations   of   the   study   intersections   assumed   buildout  of  a  modified  version  of  the  City's  2002  General  Plan  roadway   network,  and   intersection   geometries   are   optimized   to   provide   the   greatest  amount  of  capacity  with  the  lowest  investment  of  land  and   infrastructure.  These  additional  improvements  that  go  beyond  those   set  forth  in  the  2002  General  Plan  are  discussed  in  the  section  that   follows.   The   General   Plan   EIR   provides   detailed   information  on   the   operation  of  intersections  without  improvements.     The  analysis  of  2002  General  Plan  improvements  indicates  that  24  of   the  37  intersections  are  projected  to  operate  at  LOS  E  or  worse  upon   General  Plan  buildout.  Of  these,  22  are  projected  to  operate  at  LOS  F   and  5  at  LOS  E.  This  scenario  assumes  that  Washington  Street  remains   at  its  current  six  through  lanes.             CIRCULATION   II-­‐89   Exhibit  II-­‐10   General  Plan  Buildout  (2035)  Average  Daily  Traffic  Volumes       CIRCULATION   II-­‐90   General   Plan   Buildout   Intersection   Operating   Conditions   With   2012   General  Plan  Enhancements   As  set  forth  in  the  General  Plan  Traffic  Impact  Analysis,  some  additional   physical  widening  is  called  for  at  certain  planning  area  intersections.   The   full   intersection   improvements   needed   by   2035   to   assure   operations  at  LOS  D  or  better  are  set  forth  below  and  are  shown  on   Exhibit  II-­‐11.  Enhancements  include  traditional  roadway  widening  and   the   use   of   alternative   intersection   design.  Additional,   largely   non-­‐ physical   improvements   to   be   applied   include  the   development   and   implementation   of   transportation   systems  management  and   transportation  demand  management  (TSM  and  TDM).       Additional  widening  at  some  intersections  may  not  be  possible  and  is   not  always  viewed  as  a  community  improvement  in  any  event.  There   are   also  existing  physical   constraints   that   preclude   some   of   the   improvements   needed   to   assure   acceptable   levels   of   service.   Consideration  is  also  given  to  lesser  improvements  that  would  require   an   ongoing   commitment   to   systems   operations   or   they   will  fail   to   deliver   minimum   LOS   D   conditions.   The   following   physical   improvements   are   needed   to   assure   acceptable   levels   of   service   at   General  Plan  intersections.        Washington  Street/Fred  Waring  Drive  –     § Northbound   approach:   three   left-­‐turn   lanes,   four  through   lanes,  one  right-­‐turn  lane   § Southbound   approach:   two   left-­‐turn   lanes,   four   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase   § Eastbound   approach:   two   left-­‐turn   lanes,   four   through   lanes,  two  right-­‐turn  lanes   § Westbound   approach:   two   left-­‐turn   lanes,   four   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase      Washington  Street/Miles  Avenue  –   § Northbound   approach:   one   left-­‐turn   lane,   three   through   lanes,  one  right-­‐turn  lane   § Southbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  one  right-­‐turn  lane   § Eastbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  shared  through/right-­‐turn  lane   § Westbound   approach:   two   left-­‐turn   lanes,   two   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase.       CIRCULATION   II-­‐91    Washington  Street/Channel  Drive  –   § Northbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  shared  through/right-­‐turn  lane   § Southbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  shared  through/right-­‐turn  lane   § Eastbound   approach:   one   shared   left-­‐turn/through/right-­‐ turn  lane   § Westbound   approach:   one   shared   left-­‐turn/through   lane,   one  right-­‐turn  lane.      Washington  Street/Highway  111  –   § Northbound  approach:  three  left-­‐turn  lanes,  three  through   lanes,  one  right-­‐turn  lane   § Southbound   approach:   three   left-­‐turn   lanes,   two  through   lanes,  one  shared  through/right-­‐turn  lane   § Eastbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  two  right-­‐turn  lanes  with  a  right-­‐turn  overlap  phase   § Westbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase.      Washington  Street/Avenue  48  –   § Northbound  approach:  two  through  lanes  and  one  shared   through/right-­‐turn  lane   § Southbound   approach:   two   left-­‐turn   lanes,   three   through   lanes   § Westbound  approach:  three  left-­‐turn  lanes  and  one  right-­‐ turn  lane  with  a  right-­‐turn  overlap  phase.      Washington  Street/Eisenhower  Drive  –   § Northbound   approach:   one   left-­‐turn   lane,   three   through   lanes,  one  right-­‐turn  lane   § Southbound   approach:   one   left-­‐turn   lane,   two   through   lanes,   one   shared   through/right-­‐turn   lane,   one   right-­‐turn   lane   § Eastbound   approach:   two   left-­‐turn   lanes,   one   shared   left-­‐ turn/through  lane/right-­‐turn  lane   § Westbound   approach:   one   shared   left-­‐turn/through   lane/right-­‐turn  lane      Washington  Street/Avenue  50  –   § Northbound   approach:   one   left-­‐turn   lane,   three   through   lanes,  one  right-­‐turn  lane   § Southbound   approach:   two   left-­‐turn   lanes,   two   through   lanes,  one  shared  through/right-­‐turn  lane     CIRCULATION   II-­‐92   § Eastbound  approach:  two  left-­‐turn  lanes,  one  through  lane,   one  shared  through/right-­‐turn  lane   § Westbound  approach:  two  left-­‐turn  lanes,  one  through  lane,   one  shared  through/right-­‐turn  lane,  one  right-­‐turn  lane  with   a  right-­‐turn  overlap  phase.      Washington  Street/Calle  Tampico  –   § Northbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  shared  through/right-­‐turn  lane   § Southbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase   § Eastbound   approach:   two   left-­‐turn   lanes,   one   shared   left-­‐ turn/through  lane,  one  right-­‐turn  lane   § Westbound   approach:   one   left-­‐turn   lane,   one   shared   through/right-­‐turn  lane      Washington  Street/Avenue  52  –   § Northbound   approach:   one   shared   left-­‐turn/through/right-­‐ turn  lane   § Southbound  approach:  one  left-­‐turn  lane,  one  shared  left-­‐ turn/through   lane,   two   right-­‐turn   lanes   with   a   right-­‐turn   overlap  phase   § Eastbound  approach:  two  left-­‐turn  lanes,  one  through  lane,   one  shared  through/right-­‐turn  lane   § Westbound  approach:  one  left-­‐turn  lane,  two  through  lanes,   one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase      Eisenhower  Drive/Calle  Tampico  –   § Northbound   approach:   one  left-­‐turn   lane,   two   through   lanes,  one  right-­‐turn  lane   § Southbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  shared  through/right-­‐turn  lane   § Eastbound   approach:   one   shared   left-­‐turn/through/right-­‐ turn  lane   § Westbound  approach:  one  left-­‐turn  lane,  one  right-­‐turn  lane   with  a  right-­‐turn  overlap  phase      Avenue  52/Avenida  Bermudas  –   § Northbound   approach:   one   shared   left-­‐turn/through,   one   right-­‐turn  lane  with  a  right-­‐turn  overlap  phase   § Southbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  right-­‐turn  lane   § Eastbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  shared  through/right-­‐turn  lane     CIRCULATION   II-­‐93   § Westbound  approach:  two  left-­‐turn  lanes,  one  through  lane,   one  shared  through/right-­‐turn  lane      Adams  Street/Fred  Waring  Drive  –   § Northbound   approach:   two   left-­‐turn   lanes,   one   through   lane,  one  right-­‐turn  lane   § Southbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  right-­‐turn  lane   § Eastbound   approach:   one   left-­‐turn   lane,   three   through   lanes,  one  right-­‐turn  lane   § Westbound   approach:   one   left-­‐turn   lane,   three  through   lanes,  one  right-­‐turn  lane      Adams  Street/Miles  Avenue  –   § Northbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  right-­‐turn  lane   § Southbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  shared  through/right-­‐turn  lane   § Eastbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  shared  through/right-­‐turn  lane   § Westbound  approach:  one  left-­‐turn  lane,  two  through  lanes,   one  right-­‐turn  lane      Adams  Street/Highway  111  –   § Northbound   approach:   two   left-­‐turn   lanes,   two   through   lanes,  one  right-­‐turn  lane   § Southbound   approach:   two   left-­‐turn   lanes,   two   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase   § Eastbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  one  right-­‐turn  lane   § Westbound   approach:   two   left-­‐turn   lanes,   three  through   lane,  one  right-­‐turn  lane      Adams  Street/Avenue  48  –   § Northbound   approach:   one   shared   left-­‐turn/through   lane,   one  shared  through/right-­‐turn  lane   § Southbound   approach:   one   left-­‐turn   lane,   one   left-­‐ turn/through  lane,  one  right-­‐turn  lane   § Eastbound  approach:  one  left-­‐turn  lane,  two  through  lanes,   one  right-­‐turn  lane   § Westbound  approach:  one  left-­‐turn  lane,  two  through  lanes,   one  right-­‐turn  lane       CIRCULATION   II-­‐94    Dune  Palms  Road/Fred  Waring  Drive  –   § Northbound   approach:   two   left-­‐turn   lanes,   one   right-­‐turn   lane   § Eastbound  approach:   two   through   lanes,   one   shared   through/right-­‐turn  lane   § Westbound   approach:   one   left-­‐turn   lane,   three   through   lanes      Dune  Palms  Road/Miles  Avenue  –   § Northbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  shared  through/right-­‐turn  lane   § Southbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  shared  through/right-­‐turn  lane   § Eastbound  approach:  one  left-­‐turn  lane,  two  through  lanes,   one  right-­‐turn  lane   § Westbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  shared  through/right-­‐turn  lane      Dune  Palms  Road/Westward  Ho  Drive  –   § Northbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  shared  through/right-­‐turn  lane   § Southbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  shared  through/right-­‐turn  lane  with  a  right-­‐turn  overlap   phase   § Eastbound   approach:   one   left-­‐turn   lane,   one   shared   through/right-­‐turn  lane   § Westbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase      Dune  Palms  Road/Highway  111  –   § Northbound   approach:   two   left-­‐turn  lanes,   two   through   lanes,  one  right-­‐turn  lane   § Southbound   approach:   two   left-­‐turn   lanes,   two   through   lanes,  one  right-­‐turn  lane   § Eastbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  one  right-­‐turn  lane   § Westbound   approach:   two   left-­‐turn   lanes,   three  through   lanes,  one  right-­‐turn  lane      Dune  Palms  Road/Avenue  48  –   § Northbound   approach:   one   shared   left-­‐turn/through/right-­‐ turn  lane   § Southbound   approach:   two   left-­‐turn   lanes,   one   right-­‐turn   lane     CIRCULATION   II-­‐95   § Eastbound  approach:  two  left-­‐turn  lanes,  one  through  lane,   one  shared  through/right-­‐turn  lane   § Westbound  approach:  one  left-­‐turn  lane,  two  through  lanes,   one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase      Jefferson  Street/Fred  Waring  Drive  –   § Northbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  one  right-­‐turn  lane   § Southbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  one  right-­‐turn  lane   § Eastbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase   § Westbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  one  right-­‐turn  lane      Jefferson  Street/Highway  111  –   § Northbound   approach:   two   left-­‐turn   lanes,   four   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase   § Southbound   approach:   three   left-­‐turn   lanes,   four   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase   § Eastbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase   § Westbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase      Jefferson  Street/Avenue  48  –   § Northbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  one  right-­‐turn  lane   § Southbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  one  right-­‐turn  lane   § Eastbound  approach:  one  left-­‐turn  lane,  two  through  lanes,   one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase   § Westbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  shared  through/right-­‐turn  lane      Jefferson  Street/Avenue  49  –   § Northbound   approach:   one   left-­‐turn   lane,   three   through   lanes,  one  right-­‐turn  lane   § Southbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  shared  through/right-­‐turn  lane   § Eastbound   approach:   one   left-­‐turn   lane,   one   shared   through/right-­‐turn  lane   § Westbound   approach:   one   left-­‐turn   lane,   one   shared   through/right-­‐turn  lane     CIRCULATION   II-­‐96      Jefferson  Street/Avenue  50  –   § Northbound   approach:   one   left-­‐turn   lane,   three   through   lanes,  one  right-­‐turn  lane   § Southbound   approach:   two   left-­‐turn   lanes,   three   through   lanes,  one  right-­‐turn  lane   § Eastbound  approach:  two  left-­‐turn  lanes,  one  through  lane,   one  shared  through/right-­‐turn  lane   § Westbound  approach:  two  left-­‐turn  lanes,  one  through  lane,   one  shared  through/right-­‐turn  lane      Jefferson  Street/Avenue  52  –   § Three-­‐lane  roundabout  or  signalized  intersection  or  replace   with  a  traditional  signalized  intersection  of  :   o Northbound   approach   of   two   left-­‐turn   lanes,   two   through  lanes,  and  one  right-­‐turn  lane;   o Southbound  approach  of  one  left-­‐turn  lane,  two  through   lanes,  and  one  right-­‐turn  lane;   o Eastbound  approach  of  one  left-­‐turn  lane,  two  through   lanes,  and  one  right-­‐turn  lane  with  a  right-­‐turn  overlap   phase;  and   o Westbound  approach  of  one  left-­‐turn  lane,  two  through   lanes,  and  one  right-­‐turn  lane  with  a  right-­‐turn  overlap   phase.      Jefferson  Street/Avenue  54  –   § Northbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  right-­‐turn  lane   § Southbound   approach:   two   left-­‐turn   lanes,   two   through   lanes,  one  right-­‐turn  lane   § Eastbound  approach:  one  left-­‐turn  lane,  one  through  lane,   one  right-­‐turn  lane   § Westbound  approach:  one  left-­‐turn  lane,  one  through  lane,   two  right-­‐turn  lanes  with  a  right-­‐turn  overlap  phase   § Alternatively,  construct  a  two-­‐lane  roundabout  (will  require   further  detailed  analysis)        Madison  Street/Avenue  50  –   § Construct   a   two-­‐lane   roundabout   (will   require   further   detailed  analysis);  or  construct  a  signalized  intersection  with   the  following  improvements:   o Northbound  approach:  one  left-­‐turn  lane,  three  through   lanes,  one  right-­‐turn  lane     CIRCULATION   II-­‐97   o Southbound  approach:  two  left-­‐turn  lanes,  two  through   lanes,  one  right-­‐turn  lane   o Eastbound   approach:   one  left-­‐turn   lane,   one   through   lane,  one  shared  through/right-­‐turn  lane   o Westbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase      Madison  Street/Avenue  52  –   § Construct   a   two-­‐lane   roundabout   (will   require   further   detailed  analysis);  or  construct  a  signalized  intersection  with   the  following  improvements:   o Northbound  approach:  two  left-­‐turn  lanes,  two  through   lanes,  one  right-­‐turn  lane   o Southbound  approach:  two  left-­‐turn  lanes,  two  through   lanes,  one  right-­‐turn  lane   o Eastbound   approach:   one   left-­‐turn   lane,   one   through   lane,  one  shared  through/right-­‐turn  lane   o Westbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  right-­‐turn  lane      Madison  Street/Avenue  54  –   § Construct   a   two-­‐lane   roundabout   (will   require   further   detailed  analysis);  or  construct  a  signalized  intersection  with   the  following  improvements:   o Northbound  approach:  two  left-­‐turn  lanes,  two  through   lanes,  one  right-­‐turn  lane   o Southbound  approach:  one  left-­‐turn  lane,  one  through   lane,  one  combined  through/right-­‐turn  lane   o Eastbound   approach:   one   left-­‐turn   lane,  two  through   lanes,  one  right-­‐turn  lane   o Westbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase      Madison  Street/Avenue  58  –   § Construct   a   two-­‐lane  roundabout   (will   require   further   detailed  analysis);  or  construct  a  signalized  intersection  with   the  following  improvements:   o Northbound  approach:  one  left-­‐turn  lane,  two  through   lanes,  one  right-­‐turn  lane   o Southbound  approach:  one  left-­‐turn  lane,  one  through   lane,  one  shared  through/right-­‐turn  lane   o Eastbound   approach:   one   left-­‐turn   lane,   one   through   lane,  one  shared  through/right-­‐turn  lane     CIRCULATION   II-­‐98   o Westbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase      Madison  Street/Avenue  60  –   § Construct   a   two-­‐lane   roundabout   (will   require   further   detailed  analysis);  or  construct  a  signalized  intersection  with   the  following  improvements:   o Northbound  approach:  one  left-­‐turn  lane,  one  through   lane,  one  shared  through/right-­‐turn  lane   o Southbound  approach:  two  left-­‐turn  lanes,  two  through   lanes,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase   o Eastbound   approach:   two   left-­‐turn   lanes,   one   through   lane,  one  shared  through/right-­‐turn  lane   o Westbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  right-­‐turn  lane      Monroe  Street/Avenue  52  –   § Construct   a   two-­‐lane   roundabout   (will   require   further   detailed  analysis);  or  construct  a  signalized  intersection  with   the  following  improvements:   o Northbound  approach:  two  left-­‐turn  lanes,  two  through   lanes,  one  right-­‐turn  lane   o Southbound  approach:  two  left-­‐turn  lanes,  two  through   lanes,  one  right-­‐turn  lane   o Eastbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  right-­‐turn  lane   o Westbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  right-­‐turn  lane      Monroe  Street/Avenue  54  –   § Construct   a   two-­‐lane   roundabout   (will   require   further   detailed  analysis);  or  construct  a  signalized  intersection  with   the  following  improvements:   o Northbound  approach:  one  left-­‐turn  lane,  three  through   lanes,  one  right-­‐turn  lane   o Southbound  approach:  one  left-­‐turn  lane,  two  through   lanes,  one  right-­‐turn  lane   o Eastbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  right-­‐turn  lane   o Westbound   approach:   one   left-­‐turn   lane,   two   through   lanes,  one  right-­‐turn  lane           CIRCULATION   II-­‐99    Monroe  Street/Avenue  58  –   § Construct   a   two-­‐lane   roundabout   (will   require   further   detailed  analysis);  or  construct  a  signalized  intersection  with   the  following  improvements:   o Northbound  approach:  one  left-­‐turn  lane,  two  through   lanes,  one  right-­‐turn  lane   o Southbound  approach:  one  left-­‐turn  lane,  one  through   lane,  one  shared  through/right-­‐turn  lane   o Eastbound   approach:   one   left-­‐turn   lane,   one   through   lane,  one  shared  through/right-­‐turn  lane   o Westbound   approach:   one   left-­‐turn   lane,   one   through   lane,  one  shared  through/right-­‐turn  lane      Monroe  Street/Avenue  60  –   § Construct   a   two-­‐lane   roundabout   (will   require   further   detailed  analysis);  or  construct  a  signalized  intersection  with   the  following  improvements:   o Northbound  approach:  one  left-­‐turn  lane,  one  through   lane,  one  shared  through/right-­‐turn  lane   o Southbound  approach:  two  left-­‐turn  lanes,  one  through   lane,  one  shared  through/right-­‐turn  lane   o Eastbound   approach:   one   left-­‐turn   lane,   one   through   lane,  one  shared  through/right-­‐turn  lane   o Westbound   approach:   one   left-­‐turn   lane,   one   through   lane,  one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase      Monroe  Street/Avenue  62  –   § Construct   a   two-­‐lane   roundabout   (will   require   further   detailed  analysis);  or  construct  a  signalized  intersection  with   the  following  improvements:   o Northbound  approach:   one   shared   left-­‐ turn/through/right-­‐turn  lane   o Southbound   approach:   one   shared   left-­‐turn/through   lane,  one  right-­‐turn  lane   o Eastbound   approach:   one   left-­‐turn   lane,   one   shared   through/right-­‐turn  lane   o Westbound  approach:  one  shared  left-­‐turn/through  lane,   one  right-­‐turn  lane  with  a  right-­‐turn  overlap  phase     Exhibit  II-­‐11  illustrates  the  various  intersection  geometries  that  would   result   as   a   consequence   of   implementing   the   intersection   improvement   recommendations.  Not   all   of   these   improvements   appear  to  be  feasible  due  to  the  lack  of  available  right-­‐of-­‐way,  shared     CIRCULATION   II-­‐100   jurisdiction  of  certain  intersections  with  other  jurisdictions  and  other   constraints.     Table  II-­‐11  summarizes  intersection  operating  conditions  in  2035  with   General  Plan  buildout  and  the  implementation  of  the  recommended   intersection  enhancements.  The  levels  of  service  projected  in  Table  II-­‐11   reflect   the   needed   improvements,   which  would  improve   2035   operating  conditions  at  these  intersections  to  LOS  D  or  better.       Exhibit  II-­‐11  illustrates  the  various  intersection  geometries  that  would   result   as   a   consequence   of   implementing  the   intersection   improvement   recommendations.   Not   all   of   these   improvements   appear  to  be  feasible  due  to  the  lack  of  available  right  of  way,  shared   jurisdiction   of   certain   intersections   and   other   constraints.   It   should   again  be  noted  that  first  consideration  is  to  be  given  to  roundabouts  at   several  intersections  in  the  southeastern  planning  area,  followed  by   conventional   signalized   intersections   where   roundabouts   are   determined  to  be  infeasible.           CIRCULATION   II-­‐101   Exhibit  II-­‐11   General  Plan  Buildout  Intersection  Configurations   With  Improvements  Achieving  LOS  D  or  Better         CIRCULATION   II-­‐102       PAGE  NUMBER  SPACER  -­‐  PULL  FROM  DOC     CIRCULATION   II-­‐103     Table  II-­‐11   2035  Peak  Season  Intersection  Operating  Conditions   General  Plan  Roadway  Network  With  Enhancements   Intersection  Traffic  Control  AM  Peak  Hour  PM  Peak  Hour      LOS  Delay  (Sec)  V/C  LOS  Delay  (Sec)  V/C   1.  Washington  St  &  Fred  Waring  Dr  Signal  D  37.3  0.820  D  54.2  1.018   2.  Washington  St  &  Miles  Ave  Signal  C  25.5  0.724  D  40.8  0.970   3.  Washington  St  &  Channel  Dr  Signal  B  13.1  0.591  C  24.3  0.886   4.  Washington  St  &  Hwy  111  Signal  D  41.5  0.911  D  52.5  1.018   5.  Washington  St  &  Ave  48  Signal  D  38.9  1.033  D  46.9  1.030   6.  Washington  St  &  Eisenhower  Dr1  Signal  C  28.3  0.771  C  31.4  0.819   7.  Washington  St  &  Ave  50  Signal  C  23.3  0.590  C  33.8  0.891   8.  Washington  St  &  Calle  Tampico2  Signal  C  20.4  0.492  C  24.2  0.481   9.  Washington  St  &  Ave  52  Signal  C  31.8  0.800  C  25.3  0.769   10.  Eisenhower  Dr  &  Calle  Tampico  Signal  C  23.1  0.361  C  24.6  0.438   11.  Avenida  Bermudas  &  Ave  52  Signal  C  27.2  0.707  C  26.5  0.238   12.  Adams  St  &  Fred  Waring  Dr  Signal  C  31.9  0.851  D  37.0  0.889   13.  Adams  St  &  Miles  Ave  Signal  C  34.7  0.764  D  46.6  0.938   14.  Adams  St  &  Hwy  111  Signal  C  32.8  0.683  D  35.8  0.877   15.  Adams  St  &  Ave  48  Signal  D  38.6  0.818  D  54.0  0.942   16.  Dune  Palms  Rd  &  Fred  Waring  Dr  Signal  B  19.3  0.666  C  30.3  0.879   17.  Dune  Palms  Rd  &  Miles  Ave  Signal  D  36.3  0.709  D  50.8  0.945   18.  Dune  Palms  Rd  &  Westward  Ho  Dr  Signal  C  32.5  0.758  D  43.5  0.938   19.  Dune  Palms  Rd  &  Hwy  111    Signal  C  32.4  0.610  D  41.1  0.903   20.  Dune  Palms  Rd  &  Ave  48  Signal  C  25.3  0.590  C  31.2  0.770   21.  Jefferson  St  &  Fred  Waring  Dr  Signal  D  36.9  0.831  D  44.9  0.963   22.  Jefferson  St    &  Hwy  111  Signal  C  32.1  0.695  D  53.8  1.033   23.  Jefferson  St  &  Ave  48  Signal  D  40.4  0.909  D  46.2  0.974   24.  Jefferson  St  &  Ave  49  Signal  B  17.7  0.656  B  16.9  0.678   25.  Jefferson  St  &  Ave  50  Signal  C  33.9  0.753  D  43.4  0.923   26.  Jefferson  St  &  Ave  52  Roundabout  A  3.0  -­‐  A  3.4  -­‐   27.  Jefferson  St  &  Ave  54  New  Signal3  B  15.3  0.650  B  15.4  0.645   28.  Madison  St  &  Ave  50  New  Signal3  D  38.2  0.874  D  51.4  0.998   29.  Madison  St  &  Ave  52  New  Signal3  D  39.8  0.883  D  54.5  0.986   30.  Madison  St  &  Ave  54  New  Signal3  D  38.2  0.818  D  52.7  0.965   31.  Madison  St  &  Ave  58  New  Signal3  C  24.7  0.581  D  52.6  1.007   32.  Madison  St  &  Ave  60  New  Signal3  D  51.8  0.975  D  38.7  0.829   33.  Monroe  St  &  Ave  52  New  Signal3  C  33.9  0.722  D  53.7  1.023   34.  Monroe  St  &  Ave  54  New  Signal3  C  30.2  0.696  D  44.8  0.930   35.  Monroe  St  &  Ave  58  New  Signal3  C  34.9  0.735  D  46.6  0.933   36.  Monroe  St  &  Ave  60  New  Signal3  C  30.7  0.544  D  43.3  0.884   37.  Monroe  St  &  Ave  62  New  Signal3  B  10.3  0.289  B  13.5  0.490      Notes:      BOLD  indicates  unsatisfactory  level  of  service.      LOS  =  Level  of  Service,  Delay  =  Average  Vehicle  Delay  (Seconds),  V/C  =  Volume-­‐to-­‐Capacity  Ratio.        1      =  Calculation  based  on  implementation  of  a  second  southbound  right-­‐turn  lane  (per  2011  CIP).        2  =  Calculation  based  on  implementation  of  a  third  eastbound  left-­‐turn  lane  (per  2011  CIP)        3  =  2035  Conditions  assume  signalization  of  existing  lanes       CIRCULATION   II-­‐104     Of  the  37  intersections  analyzed,  the  following  four  have  the  potential   to  be  operating  at  unacceptable  levels  of  service  by  2035  General  Plan   buildout:      Washington  Street/Fred  Waring  Drive;    Adams  Street/Miles  Avenue;    Jefferson  Street/Highway  111;    Madison  Street/Avenue  50.     The  analysis  indicated  that  General  Plan  buildout  will  require  enhanced   improvements  and/or  management  strategies  (beyond  those  set  forth   in   the   2002   General   Plan)   to   be   implemented   at   23   intersections   in   order  to  provide  traffic  operations  at  acceptable  peak  period  Levels  of   Service   (LOS   D   or   better)   during   the   peak   season.   Some   of   the   identified  improvements  are  in  adjacent  cities,  and  others  may  impact   adjacent  land  uses.     Special  Intersection  Management  Provisions   As   noted   in   the   General   Plan   Traffic   Impact   Analysis   (TIA)   and   this   Circulation   Element,   not  all   of   the   intersection   improvements   recommended   in   the  TIA   may   be   possible   to   implement.   These   constrained   intersections  have   been   identified   above,   and   recommendations   for  further  enhancing   the   operation   of   these   intersections  by  other  means  is  described  below.     The  intersection  improvements  necessary  to  provide  acceptable  LOS   upon   buildout   of   the   preferred   General   Plan   were   detailed   above.   Some   of   the   potential   improvements   would   affect   and   require   the   cooperation   of   neighboring   cities.   In   some   instances,   needed   improvements  could  affect  existing  buildings  and  other  structures,  and   may   not   be   feasible.   In   addition,   some   recommendations   from   the   Washington   Street/Highway   111   Transportation   Systems   Management   (TSM)/Transportation   Demand   Management   (TDM)   Corridor   Study   (VRPA,  September  2009)  are  also  considered.  Special  considerations   for  constrained  intersections  are  as  follows:     Washington  Street/Fred  Waring  Drive  –  Two  approaches  to  achieving   acceptable  intersection  operations  may  be  combinations  of  1)  street   widening,  and  2)  TSM/TDM  measures.  The  application  of  TSM/TDM  will   depend  on  the  extent  of  widening  that  is  determined  to  be  feasible,  as   presented  below:       CIRCULATION   II-­‐105   a. Intersection  widening     1. City   of   La   Quinta   jurisdiction   widening   could   add   a   third   northbound   left-­‐turn   lane   and   a   fourth   northbound   through   lane.  This  would  improve  AM  peak  hour  conditions  to  LOS  E.   The  PM  peak  hour  conditions  would  remain  at  LOS  F  but  the   average  intersection  delay  would  be  reduced  by  38  seconds  per   signal  cycle.       2. Coordinate   with   the   City   of   Palm   Desert   to   consider   the   potential   for   improvements   in   the   northwest   intersection   quadrant,   specifically   the   adding   of   a   fourth   southbound   through   lane,   a   fourth   westbound   through   lane,   and   a   westbound  right-­‐turn  overlap  phase.  With  construction  of  these   added  to  the  widening  proposed  in  the  City  of  La  Quinta,  PM   peak  hour  conditions  would  remain  at  LOS  F  but  the  average   intersection   delay   would   be   reduced   by   an   additional  20   seconds.       The  City  of  Palm  Desert  General  Plan  (2004)  does  not  call  for   these  improvements,  but  does  call  for  consideration  of  a  third   northbound  left-­‐turn  lane  in  the  City  of  Indian  Wells,  which  is   consistent  with  improvements  in  the  City  of  La  Quinta  identified   above.   The   City   of   Palm   Desert   should   be   encouraged   to   continue   to   coordinate   with   the   City   of   Indian   Wells   for   construction  of  an  eastbound  free-­‐right  turn  lane.         3. Coordinate   with   the   City   of   Indian   Wells   to   consider   improvements   in   the   southwest   intersection   quadrant,   specifically  the  adding  of  a  fourth  eastbound  through  lane  and  a   second   eastbound   right-­‐turn   lane   with   a   right-­‐turn   overlap   phase.   With   construction   of   the   two   City   of   Indian   Wells   improvement-­‐impacting  lanes,  but  not  assuming  improvements   in   the   City   of   Palm   Desert,   PM   peak   hour   conditions   would   remain  at  LOS  F  but  the  average  intersection  delay  would  be   reduced  by  an  additional  26  seconds.     4. If  the  recommended  improvements  in  the  Cities  of  La  Quinta,   Palm  Desert,  and  Indian  Wells  are  all  implemented,  the  PM  peak   hour  conditions  would  be  improved  to  LOS  D  operations.     b.  Implement   TSM/TDM   measures   for   trip   rerouting,   in   addition   to   some   of   the   above   listed   improvements   that   are   determined   feasible.       CIRCULATION   II-­‐106     1. Design   and   implement   an   Intelligent   Transportation   Systems   (ITS)  Master  Plan  in  coordination  with  the  cities  of  Palm  Desert   and   Indian   Wells,   and   in   coordination   with   the   Indian   Wells   Tennis  Event  Center.  An  ITS  Plan  would  enable  dynamic  route   reassignment  of  traffic  around  congestion  and  direct  traffic  to   available  parking  through  the  use  of  Dynamic  Message  Signs   and  adaptive  traffic  signal  control.  The  Plan  would  deliver  the   best  access  to  events  for  attendees,  and  around  event  traffic   for  residents  that  are  not  attending  the  events.         c.  Striving   to   achieve   acceptable   levels   of   service,   the   following                        efforts  are  recommended.     1. To  achieve  non-­‐event  LOS  E  operations,  and  to  minimize  the   level   of   impacts   experienced   at   nearby   intersections,   approximately  200  northbound  left-­‐turning  vehicles  would  need   to   be   diverted,   approximately   100   southbound   left-­‐turning   vehicles   would   need   to   be   diverted,   and   approximately   100   southbound   through   movement   vehicles   would   need   to   be   diverted.   Assuming   these   trip   diversions,   the   necessary   roadway   widening   improvements   would   be   reduced   to   the   addition   of   the   third   northbound   left-­‐turn   lane   (City   of   La   Quinta),  the  second  eastbound  right-­‐turn  lane  with  a  right-­‐turn   overlap  phase  (City  of  Indian  Wells),  and  a  fourth  westbound   through  lane  (Cities  of  La  Quinta  and  Palm  Desert).  Therefore,   the  4th  northbound  through  lane,  4th  southbound  through  lane,   4th  eastbound  through  lane,  and  westbound  right-­‐turn  overlap   phase,   recommended   previously,   would   no   longer   be   necessary.     2. In  order  to  achieve  non-­‐event  LOS  D  operations,  assuming  the   same  approximate  ranges  of  trip  diversion  shown  above,  the   addition  of  the  fourth  eastbound  through  lane,  the  westbound   right-­‐turn   overlap   phase,   and   third   eastbound   left-­‐turn   lane   would  be  required.  Therefore,  the  4th  northbound  through  lane   and   4th  southbound   through   lane,   recommended   previously,   would  continue  to  no  longer  be  necessary.     Adams  Street/Miles  Avenue  –  Add  a  dedicated  westbound  right-­‐turn   lane,  converting  the  number  two  through  lane  to  a  through  only  lane.   Implementation   of   this   improvement   alone   will   only   achieve   LOS   E   operations  in  the  PM  peak  hour.         CIRCULATION   II-­‐107    Consider   adding   a   dedicated   northbound   right-­‐turn   lane,   converting  the  number  two  through  lane  to  a  through  only  lane   order  to  achieve  LOS  D  operations.  This  could  impact  three  to   four  residential  property  side  yards  and  require  relocation  of   power  poles.     Jefferson   Street/Highway   111  –  Coordinate   with   the   City   of   Indio   in   optimizing  future  intersection  improvements.  To  the  greatest  extent   practicable,  add   a   fourth   northbound   through   lane.   Add   a   fourth   southbound  through  lane.  Add  a  third  southbound  left-­‐turn  lane.  While   the   prescribed   third   southbound   left-­‐turn   lane   may   be   feasible,   the   fourth  north  and  southbound  through  lanes  does  not  appear  to  be.   Intersection   operations   will   benefit   from   TSM   programs   and   overall   TDM  efforts.  Without  additional  through  lanes  or  management  efforts,   intersection  projected  to  operate  at  lower  portion  of  LOS  F  in  the  PM   peak  hour  in  2035.     Madison  Street/Avenue  50  –  Add  a  third  northbound  through  lane  and   a  dedicated  right-­‐turn  lane,  converting  the  new  number  three  through   lane  to  a  through  only  lane.  Add  a  dedicated  southbound  right-­‐turn   lane,  converting  the  new  number  two  through  lanes  to  a  through  only   lane.   Add   a   westbound   dedicated   right-­‐turn   lane   with   a   right-­‐turn   overlap   phase,   converting   the   new   number   two   through   lane  to   a   through   only   lane.   Management   prescriptions   include   coordinating   with  the  City  of  Indio  to  signalize  intersection.  It  should  be  noted  that   the   City   of   Indio   plans   to   maintain   the   planned   four   lane  roadway   segment  on  Madison  Street  between  Avenue  50  and  48.  Therefore,   further  analysis  and  the  application  of  TDM  and  TSM  strategies  are   warranted.       Additional  Intersection-­‐Specific  Improvement  Strategies   In   addition   to   the   four   constrained   intersections   identified   and   discussed   above,   which   have   the   potential   to   operate   at   less   than   acceptable  levels  of  service,  other  intersections  discussed  below  also   warrant  special  attention  and  management  prescriptions.         Washington  Street/Miles  Avenue  –  Add  a  dedicated  westbound  right-­‐ turn  lane,  converting  the  number  two  through  lane  to  a  through  lane   only.   Add   a   westbound   right-­‐turn   overlap   phase.   Add   a   second   southbound  left-­‐turn  lane  that  may  entail  minor  coordination  with  the   City  of  Indian  Wells  in  the  northwest  intersection  quadrant  to  secure   adequate   rights-­‐of-­‐way.   Without   construction   of   the   second   southbound  left-­‐turn,  the  intersection  is  forecast  to  operate  at  LOS  E  in   the  PM  peak  hour.     CIRCULATION   II-­‐108     Washington   Street/Avenue   50  –  Add   a   dedicated   northbound   right-­‐ turn  lane,  converting  the  number  three  through  lane  to  a  through  only   lane.      Maintain  a  second  westbound  left-­‐turn  lane  (CIP  improvement)   by   converting   the   number   2   westbound   through   lane   to   a   through/right-­‐turn  lane    Add   a   second   westbound   right   turn   lane,   and   a   westbound   right-­‐turn  overlap  phase  (RTO  implemented  in  2011).    Lengthen  the  existing  eastbound  single  left-­‐turn  pocket  from   the  existing  130-­‐feet  to  the  maximum  effective  length  of  300-­‐ feet,  or  alternatively  add  a  second  eastbound  left-­‐turn  lane.     Some  ultimate  skewing  of  the  intersection  may  occur  due  to  limited   access   to   additional   right-­‐of-­‐way   in   the   northeast   quadrant   of   the   intersection.       Monroe   Street/Avenue   52  -­‐  Management   prescriptions   include   coordinating  with  the  City  of  Indio  to  assure  adequate  rights-­‐of-­‐way   and  signalize  intersection.     Monroe  Street/Avenue   54  –  Signalize   intersection.   Prescribed   improvements  include  adding  a  third  northbound  through  lane  and  a   dedicated   northbound   right-­‐turn   lane.   Management   prescriptions   include  coordinating  with  the  City  of  Indio  to  assure  adequate  rights-­‐ of-­‐way  and  signalize  intersection.     Monroe  Street/Avenue  58  –  Construct  a  two-­‐lane  roundabout  with  two   feeder  lanes,  OR  signalize  intersection:  Add  a  dedicated  northbound   right-­‐turn  lane  converting  the  number  two  through  lane  to  a  through   only   lane.   Add   a   second   westbound   left-­‐turn   lane.   Management   prescriptions   include   coordinating   with   Riverside   County   to   assure   adequate  rights-­‐of-­‐way  and  signalize  intersection.     Monroe   Street/Avenue   60  -­‐-­‐  Construct   a   two-­‐lane   roundabout;   OR   construct  a   traditional   signalized   intersection.  Management   prescriptions   include   coordinating   with   Riverside   County   to   assure   adequate  rights-­‐of-­‐way  and  signalize  intersection.       Monroe   Street/Avenue   62  Construct   a   two-­‐lane   roundabout;   OR   construct  a   traditional   signalized   intersection.  Management   prescriptions   include   coordinating   with   Riverside   County   to   assure   adequate  rights-­‐of-­‐way  and  signalize  intersection.       CIRCULATION   II-­‐109   General  Plan  Buildout  Roadway  Segments  Operating  Conditions  With   General  Plan  Enhancements   The  General  Plan  traffic  analysis  also  identified  roadway  segments  that   may  not  operate  at  acceptable  levels  of  service  upon  buildout  of  the   General  Plan.  The  following  table  identifies  all  of  the  major  roadway   segments   that   were   analyzed,   and   projected   levels   of   service.   The   table   also   indicates   what   modes   other   than   automobiles   are   to   be   supported.     Table  II-­‐12   2035  Peak  Season  Roadway  Segment  Operating  Conditions   General  Plan  Roadway  Network  With  Enhancements   Roadway  Link  2035   ADT   Roadway   Designation   2035   Number  of   Lanes   2035   Capacity   2035   V/C  Ratio  -­‐   LOS   Washington  St   Ave  42  to  Fred  Waring  Dr  58,241  Major  6  61,100  0.95  –  E   Fred  Waring  Dr  to  Miles  Ave  64,210  Major  6  61,100  1.05  –  F   Miles  Ave  to  Hwy  111  54,141  Major  6  61,100  0.89  –  D   Hwy  111  to  Ave  48  57,955  Major  6  61,100  0.95  –  E   Ave  48  to  Eisenhower  Dr  58,267  Major  6  61,100  0.95  –  E   Eisenhower  Dr  to  Ave  50  41,381  Major  6  61,100  0.68  –  B   Ave  50  to  Calle  Tampico  36,164  Major  6  61,100  0.59  –  A   Eisenhower  Dr   Washington  St  to  Ave  50  21,435  Primary  4  42,600  0.50  –  A   Avenue  50  to  Calle  Tampico  15,291  Primary  4  42,600  0.36  –  A   Avenida  Bermudas   Calle  Tampico  to  Ave  52  3,919  Secondary  4  28,000  0.14  –  A   Ave  52  to  Calle  Durango  10,836  Secondary  4  28,000  0.39  –  A   Adams  St   Westward  Ho  Dr  to  Hwy  111  21,347  Secondary  4  42,600  0.50  –  A   Hwy  111  to  Ave  48  22,132  Secondary  4  42,600  0.52  –  A   Dune  Palms  Rd   Westward  Ho  Dr  to  Hwy  111  16,547  Secondary  4  28,000  0.59  –  A   Hwy  111  to  Ave  48  20,999  Secondary  4  28,000  0.75  –  C       CIRCULATION   II-­‐110   Table  II-­‐12  (cont’d)   2035  Peak  Season  Roadway  Segment  Operating  Conditions   General  Plan  Roadway  Network  With  Enhancements   Roadway  Link  2035   ADT   Roadway   Designation   2035   Number   of  Lanes   2035   Capacity   2035   V/C  Ratio  -­‐   LOS   Jefferson  St   Country   Club   Rd   to   Fred   Waring  Dr  34,274  Major  6  61,100  0.56  –  A   Fred  Waring  Dr  to  Miles  Ave  44,436  Major  6  61,100  0.73  –  C   Westward  Ho  Dr  to  Hwy  111  48,090  Major  6  61,100  0.79  –  C   Hwy  111  to  Ave  48  46,656  Major  6  61,100  0.76  –  C   Ave  48  to  Ave  50  53,649  Major  6  61,100  0.88  –  D   Ave  50  to  Ave  52  35,143  Major  6  61,100  0.58  –  A   Ave  52  to  Ave  54  31,532  Major  6  61,100  0.52  –  A   Madison  St   Ave  50  to  Ave  52  34,204  Primary  4  42,600  0.80  –  C   Ave  54  to  Airport  Blvd  47,529  Primary  4  42,600  1.12  –  F   Airport  Blvd  to  Ave  58  35,638  Primary  4  42,600  0.84  –  D   Ave  58  to  Ave  60  26,920  Secondary  4  42,600  0.63  –  B   Monroe  St   Ave  52  to  Ave  54  32,749  Primary  4  42,600  0.77  –  C   Ave  54  to  Airport  Blvd  34,453  Primary  4  42,600  0.81  –  D   Jackson  St   Ave  54  to  Airport  Blvd  28,524  Primary  4  42,600  0.67  –  B   Airport  Blvd  to  Ave  58  28,380  Primary  4  42,600  0.67  –  B   Ave  58  to  Ave  60  23,174  Primary  4  42,600  0.54  –  A   Ave  60  to  Ave  62  16,826  Primary  4  42,600  0.39  –  A   Van  Buren  St   Ave  52  to  Ave  54  28,531  Primary  4  42,600  0.67  –  B   Ave  54  to  Airport  Blvd  22,172  Primary  4  42,600  0.52  –  A   Airport  Blvd  to  Ave  58  21,641  Primary  4  42,600  0.51  –  A   Ave  58  to  Ave  60  20,134  Primary  4  42,600  0.47  –  A   Ave  60  to  Ave  62  11,627  Secondary  4  28,000  0.42  –  A   Harrison  St   Airport  Blvd  to  Ave  58  79,828   Augmented   Major  8  76,000  1.05  –  F   Fred  Waring  Dr  (Ave  44)   Washington  St  to  Adams  St  52,881  Primary  6  61,100  0.87  –  D   Miles  Ave   Washington  St  to  Adams  St  15,151  Primary  4  42,600  0.36  –  A       CIRCULATION   II-­‐111   Table  II-­‐12  (cont’d)   2035  Peak  Season  Roadway  Segment  Operating  Conditions   General  Plan  Roadway  Network  With  Enhancements   Roadway  Link  2035   ADT   Roadway   Designati on   2035   Number   of  Lanes   2035   Capacity   2035   V/C  Ratio  -­‐   LOS   Hwy  111   Washington  St  to  Adams  St  53,511  Major  6  61,100  0.88  -­‐  D   Adams  St  to  Dune  Palms  Rd  40,481  Major  6  61,100  0.66  –  B   Dune  Palms  Rd  to  Jefferson  St  50,659  Major  6  61,100  0.83  –  D   Ave  48   Washington  St  to  Adams  St  16,902  Primary  4  42,600  0.40  –  A   Dune  Palms  Rd  to  Jefferson  St  32,855  Primary  4  42,600  0.77  –  C   Ave  50   Washington  St  to  Jefferson  St  16,121  Primary  4  42,600  0.38  –  A   Jefferson  St  to  Madison  St  30,593  Primary  4  42,600  0.72  –  C   Calle  Tampico   Eisenhower  Dr  to  Avenida   Bermudas  5,350  Primary  4  42,600  0.13  –  A   Avenida  Bermudas  to   Washington  St  10,063  Primary  4  42,600  0.24  –  A   Ave  52   Avenida  Bermudas  to   Washington  St  16,133  Primary  4  42,600  0.38  –  A   Washington  St  to  Jefferson  St  31,770  Primary  4  42,600  0.75  –  C   Jefferson  St  to  Madison  St  28,944  Primary  4  42,600  0.68  –  B   Madison  St  to  Monroe  St  26,510  Primary  4  42,600  0.62  –  B   Ave  54   Jefferson  St  to  Madison  St  29,390  Primary  4  42,600  0.69  –  C   Airport  Blvd   Madison  St  to  Monroe  St  17,177  Primary  4  42,600  0.40  –  A   Ave  58   Madison  St  to  Monroe  St  10,199  Secondary  4  28,000  0.36  –  A   Monroe  St  to  Jackson  St  18,633  Secondary  2  28,000  0.67  –  B   Ave  60   Madison  St  to  Monroe  St  14,846  Secondary  4  28,000  0.53  –  A   Monroe  St  to  Jackson  St  9,960  Primary  4  42,600  0.23  –  A   Ave  62   Madison  St  to  Monroe  St  9,624   Modified   Collector  4  28,000  0.34  –  A   Monroe  St  to  Jackson  St  19,822  Secondary  4  28,000  0.71  –  C   Jackson  St  to  Van  Buren  St  7,022  Secondary  4  28,000  0.25  –  A   Van  Buren  St  to  Harrison  St  3,631  Secondary  4  28,000  0.13  –  A   Notes:   V/C  =  Volume-­‐to=Capacity  Ratio       CIRCULATION   II-­‐112   Special  Segment  Management  Provisions   While  the  majority  of  the  roadway  segments  are  forecast  to  operate   acceptably  (V/C  ratios  less  than  or  equal  to  0.90  or  LOS  D  or  better),  21   segments  are  forecast  to  operate  at  LOS  E  or  worse  based  on  their   current   roadway   classifications.   Ongoing   and   diligent   focus   on   well-­‐ coordinated  operations  of  traffic  signals  will  help  maximize  efficient   circulation   along   these   segments.   Maximum   roadway   carrying   capacities  (or  “service  volumes”)  can  be  increased  with  more  uniform   travel  speeds  and  less  slowing  and  stopping  at  red  lights.  This  is  best   accomplished   with   implementation   of   an   Intelligent   Transportation   Systems  master  plan.     The  following   recommendation   should   be   implemented   to   increase   roadway  capacity  without  the  addition  of  travel  lanes  along  segments   operating  unacceptably:     1. Commit  to  ongoing  funding  and  operations  of  intelligent   transportation  systems  management,  as  described  above,  to:           a. Deliver  traffic  signal  coordination  along  corridors  in  “real  time”   to  optimize  the  progression  of  vehicles  at  the  most  efficient   travel  speeds;   b. Operate  Transit  Signal  Priority  at  signals  along  major  transit   routes  to  optimize  traffic  flow;   c. Operate  Dynamic  Message  Signs  to  route  traffic  around   congestion/to  available  parking  during  peak  periods  and   planned  events.   2. Continue  with  the  City’s  established  minimum  driveway  spacing   and  access  restrictions;   3. Construct  median  islands  with  minimum  opening  spacing;  and/or;   4. Add  bus  turnouts  at  bus  stops  along  major  transit  routes.     Recommended  Transportation  System  Enhancements   The  General  Plan  buildout  analysis  of  the  City’s  transportation  system   has   identified  four   (4)   intersections   and   six   (6)  roadway  segments   where  maintaining  acceptable  levels  of  service  (LOS  D  or  better)  in  the   long-­‐term  will  require  special  effort.  The  buildout  of  the  General  Plan   will  require  a  variety  of  improvements  to  be  implemented  to  assure   that   they   operate   at   LOS   D   or   better.   Some   of   the   identified   improvements  are  in  adjacent  cities,  and  others  may  impact  adjacent   land   uses.   Recommended   intersection   improvements   and   management   strategies   are   detailed   below.   Of   the   63   midblock   segments  analyzed  for  average  daily  operations,  three  are  forecast  at   LOS  E  and  three  are  forecast  at  LOS  F  operations.  Opportunities  to   improve  efficiency  of  General  Plan  designated  intersections  and  travel   lanes  are  detailed  in  the  section  below.     CIRCULATION   II-­‐113     Recommendations  for  Roadway  Segment  Enhancements   Intersection  capacity  on  arterial  roadways  is  significantly  influenced  by   intersection  design  and  whether  they  are  signalized.  Intersections  are   the  ultimate  arbiters  of  roadway  capacity,  being  generally  the  most   constraining   and   defining   portions   of   roadway   network.   Where   the   recommended  intersection  configurations  and  improvements  can  be   provided,  the  midblock  capacities  will  be  increased  and  midblock  LOS   improved.       A   few   roadway   segments   along   Washington   Street,   Madison   Street   and  Harrison  Street  are  projected  to  operate  at  LOS  E  or  F  during  AM   or   PM   peak   periods   by   2035.   These   segments,   and   management   strategies  to  reduce  demand  and  improve  their  operating  capacity,  are   discussed  below.     Washington  Street  Roadway  Segment  Deficiencies:    Washington  Street   segments   extending   from   Avenue   42   to   Eisenhower   Drive,   are   projected  to  operate  at  LOS  E  or  F  by  2035  without  further  demand  or   systems   management   efforts.   The   one   exception   is   the   segment   between  Miles  Avenue  and  Highway  111,  which  is  projected  to  operate   at  LOS  D  in  2035.       Madison  Street  Roadway  Segment  Deficiency:    The  General  Plan  traffic   analysis  identified  a  segment  deficiency  on  Madison  Street  between   Airport  Boulevard  (Ave  56)  and  Avenue  54.  While  application  of  TDM   and  TSM  strategies  will  effectively  reduce  peak  hour  traffic  volumes   along   this   segment,   it   may   still   operate   at   unacceptable   levels   of   service  (LOS  E  or  F)  during  peak  hour  upon  General  Plan  buildout.     Harrison   Street   Roadway   Segment   Deficiency:     Harrison   Street   between   Airport   Boulevard   (Ave   56)   and   Avenue   58   as   a   8-­‐lane   Augmented  Major  is  forecast  to  exceed  theoretical  maximum  carrying   capacity  by  approximately  3,800  vpd.  Harrison  Street  is  assumed  to   function  as  an  Augmented  Major  Road  (76,000  vehicles  per  day),  and   would   likely   operate   as   an   Expressway   due   to   limited   accessibility.   While  application  of  TDM  and  TSM  strategies  will  effectively  reduce   peak  hour  traffic  volumes  along  this  segment,  it  may  still  operate  at   unacceptable   levels   of   service   (LOS   E   or   F)   during   peak   hour   upon   General  Plan  buildout.         CIRCULATION   II-­‐114   Exhibit  II-­‐12   Roadway  Network  Special  Focus  Areas       CIRCULATION   II-­‐115   Preserving  Capacity  and  Enhancing  Efficiency   Existing   infrastructure   investments   in   the   planning   areas   should   be   managed  and  maintain  to  support  the  full  spectrum  of  travel  modes.   Efficiencies   are   also   a   function   of   design   parameters   that   affect   facilitated  travel  speeds,  and  ease  of  movement  and  negotiation  of   roadways  and  intersections.  To  the  greatest  extent  practicable,  these   parameters  should  be  applied  to  the  benefit  of  all  modes  of  travel  and   not   just   to   trucks   and   autos.   The   following   discusses   what   considerations   should   be   made   to   assure   preserved   and   optimized   capacity.     Generally,  capacity  will  be  optimized  with  12-­‐foot  travel  lanes,  12-­‐foot   lateral  clearances  from  the  edge  of  the  traveled  lanes  to  obstructions   along  the  edge  of  the  road  and  in  the  median,  and  median  dividers.  The   number   of   access   points   (i.e.,   intersections,   driveways,   and   median   island  openings)  also  reduces  capacity  by  approximately  0.25  mph  for   each  access  point  per  mile.  Consideration  of  driveway  consolidation   and/or  access  restrictions  along  forecast  deficient  midblock  segments   is  recommended.     The  Complete  Streets  approach  should  give  first  priority  to  improving   transit  service  on  the  Washington  Street  and  Highway  111  corridors,   and  should  be  considered  for  other  high  volume  corridors,  to  provide  a   convenient  and  efficient  transit  service  as  a  preferable  alternative  to   automobile   use.   In   this   regard,   the   City   needs   to   establish   a   closer   coordination  and  working  relationship  with  the  Sunline  Transit  Agency   in  pursuing  implementation  of  the  following:      Develop   transit   preferential   management   and   facilities   to   establish  consistency  in  type  and  design.  Potential  management   and  facilities  include:   § Traffic  signal  priority  for  buses;  and   § Enhanced  bus  stops  and  amenities,  such  as  wider  sidewalks,   climate-­‐responsive   shelters,   electronic   vehicle   arrival   information.      Make  convenient  transfers  between  transit  lines,  systems  and   modes   possible   by   establishing   common   or   closely   located   terminals   for   local   and   regional   transit   systems   and   by   coordinating  fares  and  schedules.        Improve   pedestrian,   bicycle,   and   golf   cart/NEV  access   to   preferred  destinations  and  transit  facilities.      Encourage  the  maintenance  and  efficient  operation  of  the  fleet   of  transit  vehicles.     CIRCULATION   II-­‐116     Enhanced   and   coordinate   signal   operations   are   recommended   to   optimize   traffic   progression   along   all   corridors,   which   can   reduce   traffic  delays  on  major  roadways  by  5  to  10  percent.  Also  evaluate  and,   as  appropriate,  implement  Adaptive  Control  Software-­‐Lite  (ACS-­‐Lite)   to   continuously   improve   the   efficiency   of   traffic   signal   timing   by   updating   phase   splits   and   offsets  in   response   to   current   traffic   conditions.   These   improvements   in   efficiency   can   reduce   stops   and   delay  of  up  to  29%,  and  to  decrease  travel  time  by  up  to  35%.     Comprehensive  Transportation  System  Planning   The  primary  goal  of  a  comprehensive  transportation  system  is  to  lower   the   impacts   of   transportation   on   the   environment,   including   the   transportation   system   itself.   These   systems   include   efficient   infrastructure,   systems   management,   and   greater   use   of   alternative   modes  of  transportation  (walking,  cycling,  transit,  NEVs).  In  addition  to   making  a  substantial  contribution  to  improving  air  quality  and  reducing   emissions  of  GHGs,  a  comprehensive  transportation  system  can  also   result  in  broader  environmental  improvements  and  a  better  planned   community.       Transportation  systems  account  for  between  20  and  25  percent  of  the   world’s   energy   consumption,   but   roughly   50   percent   of   all   energy   consumption  and  about  38  percent  of  all  GHG  emissions  in  California.   The   social   costs   of   an   inefficient   transportation   system   also   include   time  wasted  in  traffic  and  vulnerability  to  fuel  price  increases.  Many  of   these  negative  impacts  fall  disproportionate  on  lower  income  social   groups.     Historically,  the  transportation  system  has  largely  been  designed  and   built   to   maximize   the   movement   of   private   vehicles.   The   La   Quinta   General   Plan   Circulation   Element   is   crafted   to   better   optimize   the   existing   roadway   network,   provide   alternative   modes   of   transportation  to  the  greatest  extent  practicable,  and  provide  future   facilities  that  reduce  vehicle  miles  traveled,  while  improving  the  quality   of  the  environment  and  the  community.       Comprehensive   transportation   planning  also   includes   the   implementation   of   “Complete   Streets”   concepts   and   designs   that   enable   safe   access   and   travel   for   all   users  –  pedestrians,   bicyclists,   motorists,  transit  users,  and  travelers  of  all  ages  and  abilities.  Ensuring   that   roads   provide   safe   mobility   for   all   travelers,   not   just   motor   vehicles,   is   at   the   heart   of   complete   streets.   Complete   Streets   is   discussed  in  detail  earlier  in  this  Element.       CIRCULATION   II-­‐117     The  State  of  California  has  enactment  of  AB  32  and  SB  375,  which  set   new   standards   for   California'   emissions   of   GHGs.   SB   375   specifically   gives   our   regional   Metropolitan   Planning   Organization,   Southern   California   Association   of   Governments   (SCAG)   the   responsibility   to   work   with   CVAG,   the   City   and   other   local   jurisdictions   to   develop   a   regional  strategy  for  reducing  GHGs.  Best  practices  in  transportation  as   espoused  by  the  California  Air  Pollution  Control  Officers  Association   (CAPCOA),  have  been  drawn  upon  in  the  following  discussion.         The  role  of  transportation  in  these  efforts  is  expected  to  include:      Transportation   Infrastructure   Investment,  particularly   transit   and   other   multimodal   infrastructure   investment   that   may   impact  GHG  emissions;    Transportation  Planning  and  Demand  Management,  planning   and  programs  that  improve  efficiency  of  automobile  traffic  and   commercial  vehicles;  and    Transportation  System  Management  and  operational  policies   and  practices.     Specific  goals,  policies  and  programs  associated  with  comprehensive   transportation  systems  and  an  effective  response  to  AB  32  and  SB  375   are  set  forth  in  this  Element.     Electrifying  Transportation   Electric   vehicles   (EVs)   are   already   here.   La   Quinta   and   other   Valley   cities  and  residents  have  been  steadily  expanding  their  use  of  golf  carts   and  NEVs  for  a  wide  range  of  trips.  The  continuing  evolution  of  the   transportation  system  to  electric  drive  could  dramatically  change  the   economy,   our   demand   for   oil   and   the   quality   of   the   environment.   According  to  the  South  Coast  Air  Quality  Management  District,  in  2005   transportation   produced   about   76   percent   of   all   the   greenhouse   gasses  generated  in  the  Coachella  Valley.  This  makes  transportation   the  best  area  to  focus  efforts  to  address  GHG  emissions  as  mandated   by   State   legislation.  A   full   range   of   technologies   are   needed   to   effectively  transition  the  transportation  system  away  from  petroleum   and   toward   alternatives   such   as   hybrid   and   pure   electric   vehicles.   These  have  already  made  great  strides,  but  harnessing  them  on  a  scale   that   will   significantly   lower   greenhouse-­‐gas   emissions   requires   choosing   the   right   policies   and   implementing   needed   infrastructure   improvements.   While   the   City   cannot   have   a   major   impact   on   this   transition,  it  can  incrementally  contribute  to  this  transition  and  provide   a  model  for  other  communities.     CIRCULATION   II-­‐118     Enabling   technologies   are   evolving   that   will   modernize   the   electric   power  grid.  This  is  important  since  patterns  of  electricity  usage  could   change  significantly  if  the  recharging  of  electric  vehicles  grows  at  a   rapid  pace.  At  the  same  time,  the  batteries  in  electric  or  plug-­‐in  hybrid   vehicles  could  be  used  as  an  extra  short-­‐term  backup  system,  storing   energy  from  the  grid  when  there  is  an  excess  and  delivering  it  back   when  needed,  in  order  to  flatten  peaks  in  electricity  use.  This  could   eliminate  the  need  for  construction  of  some  new  power  plants,  but   only  if  changes  are  made  to  the  grid  infrastructure  to  enable  such  uses.   It  should  be  noted  that  the  US  Department  of  Energy  has  estimated   that  the  existing  power  grid  could  handle  up  to  180  million  electric   vehicles  without  needing  significant  modification.     The  sources  of  electric  power  are  also  a  part  of  the  equation  but  even   with   the   current   mix   of   generating   capacity,   electric   vehicles   emit   about  one  half  the  GHGs  as  conventional  vehicles.  There  has  been  a   rapid   evolution   in   electric  drivetrain,   hybrids,   plug-­‐in   hybrids,   and   battery   technologies,   which   is   bringing   electric   vehicles   into   the   mainstream.  Many  communities  are  now  taking  steps  to  provide  the   infrastructure  that  will  make  electric  vehicles  more  viable.  Engineers   are  working  on  battery  technology  that  would  give  electric  vehicles  a   range  of  up  to  500  miles  on  a  single  charge.  Also,  work  being  done  on   hyper-­‐capacitors,   which   would  replace   batteries   in   EVs   and   allow   unlimited  charging  and  discharging,  extending  the  life  of  vehicles  and   allowing  parked  cars  to  act  as  a  buffer  for  the  power  grid.     For   many   years,   the   City   of   La   Quinta   has   been   making   efforts   to   facilitate   the   use   of   plug-­‐in   electric   vehicles,   specifically   golf   carts.   Many  City  residents  have  already  embraced  this  alternative  mode  of   transportation  and  this  trend  should  be  encouraged.  To  this  end,  the   General  Plan  includes  goals,  policies  and  programs  that  encourage  the   expansion  of  the  City’s  transportation  system  to  facilitate  the  use  of   electric  vehicles.  In  addition  to  expanding  routes  of  travel  suitable  for   EVs,  the  City  is  exploring  the  establishment  of  EV  recharge  stations   (parking  spaces)  in  the  village  and  other  areas  to  help  support  this   transition.  Preferential  parking  should  also  be  considered  to  further   encourage  this  transition.     Adaptive  Management  Strategies   It  is  essential  that  the  City  apply  a  policy  of  adaptive  management  to   various  components  of  the  City's  transportation  system.  By  having  the   flexibility  to  adapt  construction  and  Level  of  Service  (LOS)  standards   the   City   can   recognize   and   creatively   address   constraints   at     CIRCULATION   II-­‐119   intersections   and   along   roadways.   Adaptability   will   also   serve   as   a   means  of  creating  streets  that  balance  all  modes  of  travel  pursuant  to   the  "Complete  Streets"  philosophy  espoused  in  this  element.       Future  improvements  to  major  streets  and  intersections  will  consider   design  solutions  that  support  walking,  bicycling,  golf  carts  and  NEVs,   and  provide  comfortable  public  spaces  while  continuing  to  function  as   thoroughfares  that  support  the  movement  of  vehicles.  Pedestrian  and   transit-­‐oriented   development   is   encouraged   to   locate   along   key   commercial  corridors.     Level  of  Service  Exemption   In  the  long-­‐term,  LOS  E  and  F  conditions  may  be  determined  to  be   acceptable   during   peak   travel   periods   of   the   day   along   key   intersections   and   along   certain   roadway   corridors,   including   Washington   Street,   Madison   Street   and   Harrison   Boulevard.   Along   these  constrained  portions  of  the  roadway  network,  on-­‐going  planning   and   improvements,   as   well   as   the   application   of   TDM   and   TSM   measures,  shall  address  and  encourage  increased  Sunline  bus  service,   enhanced   pedestrian   and   bicycle   and   NEV   systems,   complementary   mix  of  land  uses,  and  higher-­‐density  development.       When  project-­‐specific  traffic  analysis  indicates  that  development  will   result  in  a  LOS  impact  that  would  otherwise  be  considered  significant   at  an  intersection  or  along  a  roadway  corridor,  the  project  would  not   necessarily   be   required   to   widen   roadways   in   order   to   support   a   finding  of  conformance  with  the  General  Plan.  Rather,  a  conformance   determination   could   be   supported   if   the   project   provides   improvements  to  the  overall  circulation  system  or  meets  other  General   Plan  objectives.  Such  improvements  may  include  enhancements  to  the   pedestrian,   bicycling,   NEV   or   pubic   transit   capacity,   and/or   safety   improvements  to  streets  and  intersections  that  support  General  Plan   goals.     Improvements  that  offset  the  project’s  contribution  to  lower  levels  of   service  within  the  project  vicinity  or  within  the  area  could  possibly  be   off-­‐set  by  the  provision  of  system  improvements.  This  exemption  does   not   affect   the   implementation   of   previously   approved   roadway   and   intersection  improvements.         CIRCULATION   II-­‐120   PLANNING  FOR  THE  FUTURE   The  future  is  uncertain.  The  price  of  conventional  fuels  has  increased   substantially  and  is  expected  to  continue  increasing  over  the  coming   years.   The   environmental   costs   associated   with   a   petroleum-­‐based   transportation   system   are   finally   being   more   fully   identified   and   quantified.  The  cost  of  transportation  infrastructure  in  terms  of  land,   improvements   and   maintenance,   congestion   and   social   costs   are   becoming  progressively  more  burdensome.  Of  course,  the  first  step  in   solving   a   problem   is   in   clearly   defining   it.   The   solution   includes   a   greater  diversification  of  the  available  modes  of  moving  people  and   goods,   and   gaining   greater   efficiencies   from   our   existing   transportation  infrastructure.     Place-­‐Based  Transportation  Planning   The  approach  espoused  for  transportation  planning  in  the  City  is  one   that  more  fully  takes  into  account  the  complete  street  environment,   one  that  considers  people  who  are  walking,  enjoying  public  parks  and   plazas,  riding  bikes,  taking  public  transit  and  those  who  are  driving  cars   and   NEVs.   This   approach   requires   a   more   expansive   vision   of   the   community,   one   that   sees   transportation   as   serving   and   helping   to   create  places  for  residents,  visitors  and  workers.       Therefore,  the  Circulation  Element  places  an  emphasis  on  improving   conditions   to   support   all   modes   of   transportation,   while   also   maintaining   system-­‐wide   efficiency.   The   transportation   system   becomes  part  of  the  social  fabric,  not  just  a  mechanism  for  moving   people  and  goods.  It  can  enhance  people  connections,  ease  access  to   areas  that  are  enlivened  by  residents  and  visitors,  creating  a  vibrancy   and  sense  of  place  that  is  integral  to  the  quality  of  life  enjoyed  in  the   City.  Future  planning  efforts  should  continue  the  City’s  current  trends   toward   rebalancing   the   circulation   system,   ensuring   that   multiple   modes   of   travel   are   accommodated,   respecting   street   context   including  land  use  and  desired  character,  encouraging  environmental   responsibility,  optimizing  pedestrian  and  bicycle  and  NEV  use,  and  the   creation  of  places  for  people.           CIRCULATION   II-­‐121   GOALS,  POLICIES  AND  PROGRAMS   GOAL  CIR-­‐1     A   transportation   and   circulation   network   that   efficiently,   safely   and   economically  moves  people,  vehicles,  and  goods  using  facilities  that   meet  the  current  demands  and  projected  needs  of  the  City.     v Policy  CIR-­‐1.1   Maintain  and  regularly  update  a  complete  General  Plan  master  plan  of   roads,   which   includes   provisions   for   as   many   modes   of   travel   as   possible,  sets  targets  for  ultimate  rights-­‐of-­‐way  and  pavement  width   and   provides   a   schedule   for   securing   right-­‐of-­‐way   and   constructing   improvements  consistent  with  the  projected  needs  and  standards  set   forth  in  the  City  Circulation  Element  and  Program  EIR.      Program  CIR-­‐1.1.a:    Based  on  annual  monitoring  of  the  roadway   network,   maintain   a   transportation   Capital   Improvement   Program  (CIP)  that  sets  forth  timelines  for  the  construction  of   new   roadway   and   other   transportation   infrastructure   in   the   community.  The  program  shall  plan  in  five-­‐year  increments.        Program  CIR-­‐1.1.b:    Based  on  annual  monitoring  of  the  roadway   network,   establish   and   maintain   a   roadway   pavement   management   program   (PMP)   that   sets   forth   timelines   and   schedules   for   the   maintenance   of   existing   roads   in   the   community.   The   program   shall   establish   funding   levels   each   fiscal  year.      Program  CIR-­‐1.1.c:    The  General  Plan  Traffic  Impact  Analysis  and   associated  modeling   shall   be   updated   every   two   years   or   as   determined  appropriate  by  the  City  Engineer.         v Policy  CIR-­‐1.2   The   General   Plan   designated   street   classifications   set   forth   in   the   Circulation  Element  and  serving  as  the  Master  Plan  of  Roads  shall  be  as   follows:    Highway  111  six  lanes,  divided,  Class  II  bike/NEV  lane,  multi-­‐use   paths    Major  Arterial:  six  lanes,  divided,  Class  II  bike/NEV  lane,  multi-­‐ use  paths    Primary   Arterial:   four   lanes,   divided,   Class   II   bike/NEV   lane,   multi-­‐use  paths       CIRCULATION   II-­‐122    Secondary  Arterial:  four  lanes,  undivided,  Class  II  bike/NEV  lane,   multi-­‐use  paths    Modified  Secondary:  two  lane,  divided,  Class  II  bike/NEV  lane,   multi-­‐use  paths    Collector:    two  lane,  undivided,  Class  II  bike/NEV     v Policy  CIR-­‐1.3   The   City   Public   Works   Department  standard   plans  setting   forth   roadways   standards  and   specifications  shall   be   updated   and   maintained,  addressing  rights-­‐of-­‐way,   lane   dimensions   and  multi-­‐use   path  design.     v Policy  CIR-­‐1.4   The   General   Plan   recognizes   the   need   for   flexibility   in   applying   and   adapting  roadway  design  standards  and  specifications,  and  authorizes   the   Public   Works   Director  to   make   consistency   findings  to   permit   modifications  that  do  not  compromise  the  operational  capacity  of  the   subject  roadway  or  intersection.       v Policy  CIR-­‐1.5   Where   the   construction   of   multi-­‐use   paths   is   called   for   but   is   determined  to  be  infeasible  sidewalks  shall  be  constructed  along  at   least  one  side  of  these  roadways.       v Policy  CIR-­‐1.6   Maintain  LOS-­‐  D  operating  conditions  for  all  corridors  and  intersections   unless  maintaining  this  LOS  would,  in  the  City’s  judgment,  be  infeasible   and/or  conflict  with  the  achievement  of  other  goals.       v Policy  CIR-­‐1.7   Allow   flexible   Level   of   Service   (LOS)   standards  in   recognition   of   constraints  on  roadway  expansions  and  as  a  means  of  creating  streets   that  balance  all  modes  of  travel.       v Policy  CIR-­‐1.8   LOS  E  and  F  conditions  may  be  determined  acceptable  during  peak   travel  periods  and  a  level  of  service  exemption  or  determination  of   General  Plan  consistency  may  be  approved  if  other  feasible  roadway   improvements   can   be   constructed   and/or   management   programs   implemented  that  mitigate  for  the  loss  and  achieve  an  acceptable  level   of   service.  Exemptions   shall   not   affect   the   implementation   of   previously  approved  roadway  and  intersection  improvements.       CIRCULATION   II-­‐123   v Policy  CIR-­‐1.9   Coordinate  and  cooperate  with  Caltrans,  CVAG,  Riverside  County  and   adjoining   cities   to   assure   adequate   transportation   infrastructure,   systems   management   coordination,   preservation   of   capacity   and   maximized   efficiency   along   Washington   Street,   Jefferson   Street,   Highway   111,   Fred   Waring   Drive,   Harrison   Street   and   other   major   roadways.      Program  1.9.a:  Maintain  a  liaison  with  adjoining  cities,  Caltrans,   CVAG,   Riverside   County   planning   and   engineering   staffs   to   study   and   implement   effective   means   of   preserving   and   improving  capacity  along  Washington  Street,  Jefferson  Street,   Highway  111,  Harrison  Street  and  other  major  roadways  serving   inter-­‐city  traffic.  Strategies  shall  include  but  are  not  limited  to   synchronized  signalization,  consolidation  of  access  drives  and   restriction   of   access,   construction   of   additional   travel   and   turning  lanes,  raised  median  islands,  and  other  improvements   to  critical  intersections.     v Policy  CIR-­‐1.10     Establish  and  maintain  minimum  standards  for  roadway  geometries,   points  of  access  and  other  improvements  that  facilitate  movement  of   traffic  onto  and  off  of  the  roadway  network.      Program  CIR-­‐1.10.a:  Review  new  and  redeveloping  projects  along   all   major   roadways   with   the   intent   of   limiting   access   and   aligning  and/or  consolidating  access  drives  in  a  manner  which   minimizes   conflicting   turning   movements   and   maximizes   the   use  of  existing  and  planned  signalized  intersections.      Program  CIR-­‐1.10.b:  On  Major  Arterials  the  minimum  intersection   spacing   shall   be   2,600   feet   in   residential   areas,   and   may   be   1,060  feet  for  commercial  frontage.  Intersection  spacing  may  be   reduced  to  500  feet  at  the  Whitewater  Channel  and  La  Quinta   Evacuation  Channel.  The  design  speed  shall  be  55  miles  per  hour   (mph).  Left  turn  median  cuts  may  be  authorized  if  the  proposed   turn  pocket  does  not  interfere  with  other  existing  or  planned   left   turn   pockets.   Right   in/right   out   access   driveways   shall   exceed   the   following   minimum   separation   distances   (in   all   cases,  distances  shall  be  measured  between  the  curb  returns):     § more   than   250   feet   on   the   approach   leg   to   a   full   turn   intersection;     CIRCULATION   II-­‐124   § more   than   150   feet   on   the   exit   leg   from   a  full   turn   intersection;   § more  than  275  feet  between  driveways.     All   access   configurations   shall   be   subject   to   City   Engineer   review  and  approval.      Program   CIR-­‐1.10.c:  On   Primary   Arterials   the   minimum   intersection  spacing  shall  be  1,060  feet.  The  design  speed  shall   be   45   mph.   Left   turn   median   cuts   may   be   authorized   if   the   proposed  turn  pocket  does  not  interfere  with  other  existing  or   planned  left  turn  pockets.  Right  in/right  out  access  driveways   shall  exceed  the  following  minimum  separation  distances  (in  all   cases,  distances  shall  be  measured  between  the  curb  returns):     § more   than   250   feet   on   the   approach   leg   to   a   full   turn   intersection;   § more   than   150   feet   on   the   exit   leg  from   a   full   turn   intersection;   § more  than  275  feet  between  driveways.     All  access  configurations  shall  require  City  Engineer  review  and   approval.      Program   CIR-­‐1.10.d:  On   Calle   Tampico,   between   Eisenhower   Drive  and  Washington,  and  on  Eisenhower  Drive,  between  Calle   Tampico  and  Avenida  Bermudas,  full  turn  intersections  may  be   permitted  at  a  minimum  distance  of  500  feet,  if  the  intersection   complies  with  an  approved  Corridor  Signal  Plan.      Program   CIR-­‐1.10.e:  On   Secondary   Arterials,   the   minimum   intersection  spacing  shall  be  600  feet.  The  design  speed  shall  be   40  mph.  Full  access  to  adjoining  property  shall  be  avoided  and   shall  exceed  the  following  minimum  separation  distances  (in  all   cases,  distances  shall  be  measured  between  the  curb  returns):     § more   than   250   feet   on   the   approach   leg   to   a   full   turn   intersection;   § more   than   150   feet   on   the   exit   leg   from   a   full   turn   intersection;   § more  than  250  feet  between  driveways.     All   access   configurations   shall   be   subject   to   City   Engineer   review  and  approval.     CIRCULATION   II-­‐125      Program   CIR-­‐1.10.f:  On   Collectors,   the   minimum   intersection   spacing  shall  be  300  feet.  The  design  speed  shall  be  30  mph.   Access   driveways   shall   exceed   the   following   minimum   separation  distances  (in  all  cases,  distances  shall  be  measured   between  the  curb  returns):     § more   than   250   feet   on   the   approach   leg   to   a   full   turn   intersection;   § more   than   150   feet   on   the   exit   leg   from   a   full   turn   intersection;   § more  than  250  feet  between  driveways.     All   access   configurations   shall   be   subject   to   City   Engineer   review  and  approval.      Program  CIR-­‐1.10.g:  On  Local  streets,  the  minimum  intersection   spacing  shall  be  250  feet.  The  design  speed  shall  be  25  mph.  All   access  configurations  shall  be  subject  to  City  Engineer  review   and  approval.      Program  CIR-­‐1.10.h:  Within  subdivisions,  private  streets  may  be   designed  to  provide  a  reduced  minimum  paved  width  of  28  feet   with  no  on-­‐street  or  restricted  on-­‐street  parking,  subject  to  City   Engineer  and  Fire  Department  approval,  and  in  consideration  of   other  improvements  that  encourage  pedestrian  and  bicycle  use.      Program   CIR-­‐1.10.i:  Standards   for   all   City   streets,   intersections   and   other   appurtenances   shall   be   maintained   in   the   City   Municipal  Code.        Program  CIR-­‐1.10.j:  The  City  Engineer  shall  establish  and  maintain   a  traffic-­‐calming  program  that  details  acceptable  traffic  calming   devices  or  concepts  in  residential  neighborhoods.  The  City  may   review   and   finalize   the   2008   "Neighborhood   Traffic   Management  Program"  for  this  purpose.        Program  CIR-­‐1.10.k:  Confer  and  coordinate  with  CVAG  in  efforts   to   secure   state   and   federal   funding   sources   for   preservation   and   expansion   of   capacity   on   State   Highway   111   and   other   important  City  arterials.      Program  CIR-­‐1.10.l:  New  streets,  which  are  extensions  of  existing   streets,  shall  carry  the  same  name  for  their  entire  length.       CIRCULATION   II-­‐126   v Policy  CIR-­‐1.11   Apply   Transportation   Systems   Management   (TSM)   strategies   to   intersections   and   roadway   segments   as   a   cost-­‐effective   means   of   optimizing  the  City's  transportation  infrastructure.      Program   CIR-­‐1.11.a:  Prepare   a   preliminary   TSM   assessment   of   candidate   intersections   and   roadways,   and  prioritize   projects   for  application  of  TSM  solutions.        Program  CIR-­‐1.11.b:  As  part  of  the  five-­‐year  Capital  Improvement   Program,   incorporate   TSM   projects   into   other   roadway   improvement  and  enhancement  projects.        Program  CIR-­‐1.11.c:  Prepare  project-­‐specific  TSM  strategies  that   take   advantage   of   simply   and   low-­‐cost   solutions   first,   and   optimize  the  hierarchy  of  TSM  solutions.     v Policy  CIR-­‐1.12     As  a  means  of  reducing  vehicular  traffic  on  major  roadways  and  to   reduce  vehicle  miles  traveled  by  traffic  originating  in  the  City,  the  City   shall   pursue   development   of   a   land   use   pattern   that   maximizes   interactions  between  adjacent  or  nearby  land  uses.      Program   CIR-­‐1.12.a:  Locate   land   uses   that   provide   jobs   and   housing  near  each  other  to  allow  the  use  of  alternative  modes   of  travel  and  produce  shorter  work  commutes.      Program  CIR-­‐1.12.b:    Encourage,  and  where  appropriate  require,   mixed-­‐use  and  contiguous  commercial  development  to  provide   optimum  internal  connections  between  uses.      Program  CIR-­‐1.12.c:    New  development  shall  provide  pedestrian   and   bicycle   connections   to   adjacent   streets,   and   assure   that   infrastructure   and   amenities   accommodate   pedestrian   and   bicycle  use.      Program  CIR-­‐1.12.d:  Update  and  facilitate  use  of  the  City’s  home   occupation   ordinance   as   a   means   of  reducing  the   need   for   travel.        Program  CIR-­‐1.12.e:  Encourage  major  employers  to  evaluate  tele-­‐ commuting   opportunities,   either   home-­‐based   or   at   local   centers,  as  well  as  part-­‐time  options  for  employees.       CIRCULATION   II-­‐127   v Policy  CIR-­‐1.13   Coordinate  with  the  Coachella  Valley  Water  District  and  its  consultants   regarding  its  flood  control  facilities  to  assure  the  accommodation  of   all-­‐weather  crossings  along  critical  roadways.      Program  CIR-­‐1.13.a:  Cooperate  in  the  planning  and  development   of   all-­‐weather   crossings   as   part   of   the   community's   Master   Drainage  Plan  implementation.     v Policy  CIR-­‐1.14   Private   streets   shall   be   developed   in   accordance   with   development   standards   set   forth   in   the   Municipal   Code,   relevant   Public   Works   Bulletins  and  other  applicable  standards  and  guidelines.      Program  CIR-­‐1.14.a:  Private  streets  will  be  designed  to  meet  the   standards  of  the  City’s  public  street  system  at  the  point  where   they  connect  with  it,  in  order  to  safely  integrate  into  public  and   private  streets.     v Policy  CIR-­‐1.15   Truck  routes  shall  avoid  or  minimize  potential  impacts  to  residential   neighborhoods  and  shall  be  designated  and  limited  to  those  shown  on   Exhibit  II-­‐5.     v Policy  CIR-­‐1.16   Continue  to  implement  the  Image  Corridor  treatments  throughout  the   City   (see  Exhibit   II-­‐4)   and   identify   new   image   corridors   for   streets   brought  into  the  City  through  annexation.      Program   1.16.a:  Standards   for   all   Image   Corridors   shall   be   maintained  in  the  City  Municipal  Code.        Program   1.16.b:  Where   applicable,   Image   Corridor   standards   shall  be  superseded  by  the  Village  Design  Standards  in  that  land   use  designation.      Program  1.16.c:    Secure  easements  adjacent  to  public  road  right-­‐ of-­‐way  along  Image  Corridors  to  enhance  view  protection  and   corridor  accessibility.       v Policy  CIR-­‐1.17   In  order  to  preserve  the  aesthetic  values  on  the  City’s  streets,  optimum   landscape  setbacks  shall  be  maintained  along  all  designated  General     CIRCULATION   II-­‐128   Plan   Image   Corridors   and   shall   be   identified   in   the   City's   Municipal   Code.       v Policy  CIR-­‐1.18     Calle  Cadiz,  Calle  Barcelona  and  Calle  Amigo,  in  the  Village  area,  shall  be   allowed  to  remain  at  a  maximum  50-­‐foot  right-­‐of-­‐way.     v Policy  CIR-­‐1.19   The   City   Engineer   shall   review   individual   development   proposals   located  at  critical  intersections,  and  shall  have  the  authority  to  request   additional  right  of  way  if  necessary.     v Policy  CIR-­‐1.20   Building  height  limits  along  City  Image  Corridors  shall  be  identified  in   the  City's  Municipal  Code.     v Policy  CIR-­‐1.21   Facilitate   the   design,   installation   and   maintenance   of   a   community   locational/directional  sign  program  to  efficiently  direct  traffic  to  high   use   areas,   including   the   civic   center,   parks,   SilverRock   golf   course,   Jacqueline   Cochran   Regional   Airport,   and   other   facilities   and   major   attractions  and  destinations  in  and  around  the  City.     v Policy  1.22   Coordinate   and   cooperate   with   the   Riverside   County  Airport   Commission   (for   the   Jacqueline   Cochran   Regional   Airport)   and   the   Palm  Springs  Regional  Airport  Authority  to  assure  that  these  airports   continue   to   meet   the   City’s   existing   and   future   transportation,   commercial  and  emergency  response  needs.      Program  CIR-­‐1.22.a:  Consult  and  coordinate  with  the  County  in   updating  the  Jacqueline  Cochran  Regional  Airport  Master  Plan   and   encourage   the   expansion   of   facilities   to   accommodate   commercial  aircraft  serving  the  eastern  portions  of  the  Valley.     GOAL  CIR-­‐2       A  circulation  system  that  promotes  and  enhances  transit,  alternative   vehicle,  bicycle  and  pedestrian  networks.     v Policy  CIR-­‐2.1   Encourage  and   cooperate   with  SunLine   Transit   Agency  on   the   expansion   of   routes,   facilities,   services   and   ridership   especially   in     CIRCULATION   II-­‐129   congested   areas   and   those   with   high   levels   of   employment   and   commercial  services,  and  encourage  the  use  of  most  energy  efficient   and  least  polluting  transportation  technologies.        Program   CIR-­‐2.1.a:  Consult   and   coordinate   with   the   SunLine   Transit  Agency  on  immediate  and  long-­‐term  transit  issues,  and   assure  pro  active  representation  on  the  Agency  Board  and  its   decision  making  process.      Program  CIR-­‐2.1.b:  Initiate  consultation  and  as  necessary  meet   with  SunLine  staff  to  identify  areas  where  additional  routes  and   increased  levels  and  types  of  transit  service  are  warranted  by   existing  and  future  development.      Program   CIR-­‐2.1.c:  When   reviewing   development   proposals,   consult  and  coordinate  with  SunLine  and  solicit  comments  and   suggestions  on  how  bus  stops  and  other  public  transit  facilities   and  design  concepts,  including  enhanced  handicapped  access,   should  be  integrated  into  project  designs.      Program   CIR-­‐2.1.d:  When   reviewing   large-­‐scale   development   proposals,  consult  and  coordinate  with  SunLine  to  encourage   the   development   of   rideshare   and   other   alternative,   high   occupancy   transit   programs   for   employers   with   sufficient   numbers  of  employees.      Program   CIR-­‐2.1.e:  Encourage   and   proactively   support   the   efforts  of  SunLine  in  organizing  a  Transportation  Management   Organization  (TMO)  among  employers  to  provide  an  on-­‐going   information  network,  develop  a  rideshare  plan,  and  determine   opportunities  for  transit/shuttle  operations.      Program  CIR-­‐2.1.f:  Encourage  SunLine  to  continue  its  efforts  to   utilize   the   most   energy   efficient   and   least   polluting   transportation   technologies,   including   fuel   cells,   hybrid   and   other  advanced  technologies.     v Policy  CIR-­‐2.2   Encourage  reduction  of  greenhouse  gas  (GHG)  emissions  by  reducing   vehicle   miles   traveled   and   vehicle   hours   of   delay   by   increasing   or   encouraging   the   use   of   alternative   modes   and   transportation   technologies,   and   implement   and   manage   a   hierarchy   of   Complete   Street   multimodal   transportation   infrastructure   and   programs   to   deliver  improved  mobility  and  reduce  GHG  emissions.     CIRCULATION   II-­‐130      Program   CIR-­‐2.2.a:  Create   an   interconnected   transportation   system   that   allows   a   shift   in   travel   from   private   passenger   vehicles   to   alternative   modes,   including   public   transit,   golf   carts/NEVs,   ride-­‐sharing,   car-­‐sharing,   bicycling,   bicycle-­‐sharing,   and  walking.  To  the  extent  practicable  apply  the  following:     a. Ensure   transportation   centers   that   are   multi-­‐modal,   facilitate   changes   in   travel   modes,   and   are   conveniently   located.    Convenient  locations  may  be  in  the  vicinities  of:     1.    Washington/Fred  Waring/Via  Sevilla   2.    Miles/Adams   3.    Adams/111/47th   4.    47th/Caleo  Bay   5.    Washington/Calle  Tampico   6.    Eisenhower/Avenida  Montezuma   b. Support   SunLine   bus   routes   and   service,   to   include   Bus   Rapid  Transit  (BRT)  along  Highway  111  and  along  Harrison   Avenue.     c. Expand   golf   cart/NEV   routes,   and   bicycle   routes   to   connect   residential   and   activity   centers   with   transportation  centers.   d. Support  and  encourage  community  car-­‐sharing  to  provide   “station   cars”   and/or   golf   carts/NEVs   for   short   trips   to/from  transit  centers.   e. Include  parking  spaces  for  car-­‐share  vehicles  at  convenient   locations  accessible  to  public  transit.   f. Ensure  transit  stops  are  safe  and  sheltered,  with  adequate   seating,   lighting,   trash   receptacles,   cleaning   and   maintenance.   g. Implement   transit-­‐preferential   measures   such   as   transit   signal  priority  and  bypass  lanes.   h.    Support   “Smart   bus”   technology,   using   GPS   and   electronic  displays  at  transit  stops  to  provide  customers   with  “real-­‐time”  arrival  and  departure  time  information.   i. Implement   bicycle-­‐preferential   measures   such   as   deployment   of   video   detection   at   traffic   signals,   and   development  of  bicycle  stations  at  transportation  centers.   j. Encourage  covered,  secure  bicycle  parking  near  building   entrances  and  at  transportation  centers.   k. Adopt   bicycle   parking   standards   that   accommodate   at   least   5%   of   projected  parking   demand  at   all   public   and   commercial  facilities.     CIRCULATION   II-­‐131   l. Conduct   bicycle   and   pedestrian   safety   educational   programs  to  teach  drivers,  riders,  and  walkers  the  laws,   riding   protocols,   routes,   safety   tips,   and   “healthy   community”  benefits.        Program  CIR-­‐2.2.b:  Modify  the  Zoning  Ordinance  to  encourage   integrated,   shared   and   reciprocal   parking   design   and   management  as  a  means  of  better  matching  parking  availability   with  varying  parking  demand  distributed  during  the  day.        Program  CIR-­‐2.2c:    The  City’s  Zoning  Ordinance  shall  be  amended   to  specifically  address  vehicular  and  pedestrian  interconnection   between  adjacent  commercial  properties  in  order  to  facilitate   access   between   adjacent   or   nearby   businesses   and   increase   efficiency  and  safety.  Zoning  Ordinance  amendments  shall  also   address   opportunities   to   provide   direct   pedestrian   access   between  commercial  and  adjacent  residential  development.      Program   CIR-­‐2.2.d:  Promote   ridesharing   programs   that   shift   demand   to   the   greatest   available   source   of   unused   travel   capacity  –  empty   seats   in   private   vehicles.   Require   the   designation   of   parking   spaces   for   ride-­‐sharing   vehicles   at   employment  and  activity  centers  in  conditions  of  approval.      Program  CIR-­‐2.2.e:  Adopt  a  comprehensive  parking  policy  that   encourages   the   use   of   alternative   transportation,   including   requiring  new  commercial  and  retail  developments  to  provide   preferred   parking   for   electric   vehicles   and   vehicles   using   alternative  fuels.      Program  CIR-­‐2.2.f:  Modify  the  Zoning  Ordinance  to  incorporate   parking  space  maximums.      Program   CIR-­‐2.2.g:  Modify   the   Zoning   Ordinance   to  recognize   and  provide  a  parking  credit  program  for  developments  that   provide  spaces  and  facilities  for  golf  carts,  NEVs  and  bicycles.      Program  CIR-­‐2.2.h:  During  consideration  of  the  Zoning  Ordinance   updates,   explore   opportunities   for   Transit   Oriented   Development  Overlay   Zones   within   one-­‐quarter   mile   radii   of   intersections   where   existing   or   future   bus   lines   intersect,   including   at   Highway   111/Adams   and   Highway   111/Harrison   Street.       CIRCULATION   II-­‐132   v Policy  CIR-­‐2.3   Develop   and   encourage   the   use   of   continuous   and   convenient   pedestrian   and   bicycle   routes   and   multi-­‐use   paths   to   places   of   employment,   recreation,   shopping,   schools,   and   other   high   activity   areas   with   potential   for   increased   pedestrian,   bicycle,   golf   cart/NEV   modes  of  travel.      Program   CIR-­‐2.3.a:  Maintain   and   periodically   update   the   Circulation  Element  master  plan  of  bikeways,  golf  cart  routes   and  multi-­‐use  paths,  and  develop  or  require  the  development  of   secure   bicycle   and   golf   cart/NEV   storage   facilities,   and   other   support  facilities  which  increase  bicycle  and  golf  cart/NEV  use.      Program  CIR-­‐2.3.b:  The  construction  of  bikeways  shall  conform   to   the   Caltrans   manual   “Planning   and   Design   Criteria   for   Bikeways  in  California.”  Bikeways  shall  be  a  minimum  of  6  feet   in   width.  Alternative   designs   required   by   constraints   may   be   acceptable,  as  approved  by  the  Public  Works  Director.      Program  CIR-­‐2.3.c:  Sidewalks  shall  be  provided  on  both  sides  of   all  arterial,  secondary  and  collector  streets,  except  where  there   is  a  multi-­‐use  path  on  one  side.      Program  CIR-­‐2.3.d:  Golf  carts  shall  be  permitted  on  designated   routes,   as   depicted   in  Exhibit   II-­‐7  and  Exhibit   II-­‐8,   and   on   all   public  local  streets.  Specific  street  crossings  for  golf  carts  from   the  cove  onto  collectors  and  arterials  shall  be  designated  by  the   City  Engineer.     v Policy  CIR-­‐2.4   The  City  shall  set  an  example  for  the  community  in  the  implementation   of   ridesharing   programs   and   those   that   encourage   the   use   of   alternative  modes  of  travel  by  City  employees.      Program   CIR-­‐2.4.a:  To   the   extent   practical,   prepare   and   implement  a  rideshare  plan  for  City  employees  to  serve  as  an   example   for   area   employers.   This   plan   should   include   meaningful  incentives  for  employees  to  walk,  bike,  or  rideshare   to  complete  their  work  commutes.       CIRCULATION   II-­‐133   RELATED  GOALS   As  described  above,  this  Element  relates  to  others  in  this  General  Plan.   The  following  Goals,  and  their  associated  policies  and  programs,  are   closely  related  to  those  of  this  Element.     GOAL  LU-­‐1:  Land  use  compatibility  throughout  the  City.     GOAL  SC-­‐1:  A  community  that  provides  the  best  possible  quality  of  life   for  all  its  residents.     GOAL  AQ-­‐1:  A  reduction  in  all  air  emissions  generated  within  the  City.               LIVABLE  COMMUNITY   II-­‐135           LIVABLE  COMMUNITY     PURPOSE   The  Livable  Community  Element  is  not  a  state  mandated  element,  but   is  an  element  that  La  Quinta  believes  is  important  to  the  long  term   quality  of  life  of  its  residents.  Many  components  of  the  natural  and   man-­‐made  environment  are  a  part  of  creating  a  livable  community:    the   conservation  of  natural  resources,  including  water  conservation;  the   reduction   of   air   pollution   and   greenhouse   gases;   high   quality   community  design  and  the  replacement  of  inefficient  appliances  and   fixtures  in  existing  homes  and  businesses;  efficient  use  of  the  car,  and   the  expansion  of  other,  non  motorized  means  of  transportation;  and   healthy  living  practices  which  help  to  improve  the  health  of  residents.     This   Element   will   help   the   City   build   a   more   cohesive   community   through   the   conservation   of   resources,   enhancement   of   the   built   environment,  encouraging  transportation  options  that  do  not  rely  as   much  on  the  automobile,  and  improving  the  community’s  health.  Many   programs   are   already   being   implemented   in   La   Quinta.   There   are   existing  examples  of  buildings  and  landscapes  that  have  been  designed   using  resource   conserving  techniques,   including   the   Vista   Dunes   Courtyard   Apartments.   The   Vista   Dunes   complex   provides   design   elements   and   features   that   reduce   energy   demands,   provide   renewable   energy,   and   reduce   water   demand.   A   number   of   other   programs  are  described  further  below.     Within  this  General  Plan,  this  Element  relates  to  the  broadest  range  of   elements,   including   Land   Use,   Circulation,   Parks   and   Recreation,   Open  Space,  Air  Quality,  Water  Resources  and  Public  Facilities.   Many   of   the   concepts   and   programs   in   this   Element   are   interconnected  with  State  Building  Codes,  Regional  Water   Plans,  and  the  City’s  Greenhouse  Gas  Reduction  Plan.             LIVABLE  COMMUNITY   II-­‐136   BACKGROUND   The  City  of  La  Quinta  has  grown  for  a  number  of  reasons,  including  its   wide  range  of  housing  stock,  its  varied  economic  base,  and  its  natural   setting.  As  the  City  continues  to  grow,  it  is  important  that  its  assets  be   preserved   and   enhanced,   and   that   future   residents,   visitors   and   business  people  experience  the  same  quality  of  life  as  past  and  current   residents  have.         An  important  tool  available  to  the  City  in  maintaining  and  enhancing   quality  of  life  is  its  ability  to  provide  choices  to  residents,  visitors  or   businesses.  These  choices  include  whether  a  family  wants  to  live  in  a   home,   an   apartment   or   a   condominium;   whether   a   resident   drives,   walks,  bicycles  or  takes  the  bus  to  work;  or  whether  he  shops  for  food   at  a  supermarket  or  a  farmers’  market.       This  Element  addresses  ways  in  which  the  City  can  sustain  and  enhance   the   natural   and   built   environment   to   assure   that   these   choices   are   available  in  the  future,  and  ultimately  improve  the  quality  of  life  for   everyone  in  La  Quinta.  The  quality  of  our  air  and  water,  the  ability  to   reduce  energy  use  and  save  money,  high  quality  development  options   and   the   improvement   of   all   types   of   transportation   systems   are   all   discussed  below  to  provide  the  broadest  menu  of  options  for  the  City’s   decision  makers  in  the  future.     Conservation  of  Natural  Resources   The   conservation   of   natural   resources   is   a  major   component   of  a   livable  community.  Each  new  development  creates  demands  for  water,   energy,   and   contributes   to   air   pollution   in   the   City   and   region.   Implementing   conservation   measures   will   not   only   help   the   environment,   but   will   also   provide   cost   savings   to   residents   and   business  owners,  and  reduce  the  City’s  own  operational  costs.       Water  Resources   The  City  of  La  Quinta  is  located  in  a  desert,  and  averages  only  3.31   inches  of  rain  per  year.2  As  a  result,  La  Quinta  and  all  communities  in   the   Coachella   Valley   rely   on   groundwater   as   the   primary   source   of   potable  drinking  water  and  irrigation.  Continued  growth  in  the  Valley   has  increased  demand  for  groundwater,  and  has  led  to  a  decline  in   groundwater  levels.  When  more  water  is  pumped  out  of  the  aquifer   than   can   be   replenished,   the   resulting   loss   is   called   “overdraft.”   In                                                                                                                   2    “Technical  Background  Report  to  the  Safety  Element  of  La  Quinta  2035  General   Plan  Update”,  prepared  by  Earth  Consultants  International,  Inc.,  June  2010.       LIVABLE  COMMUNITY   II-­‐137   2009,  the  CVWD  reported  that  a  total  of  160,000  acre-­‐feet  of  water   was  pumped  over  water  replenished,  resulting  in  an  overdraft  of  23,912   acre-­‐feet,  in  the  Lower  Whitewater  Subbasin,  which  serves  the  City  and   other  communities  in  the  eastern  Coachella  Valley.  3     Imported   water   from   the   Colorado   River   and   new   replenishment   programs  implemented  by  the  CVWD  have  helped  alleviate  declines,   but   both   rely   on   outside   sources   of   water.   In   2010,   approximately   300,000   acre-­‐feet   of   water   per   year   have   been   allocated   from   the   Colorado   River   to   the   eastern   Coachella   Valley,   primarily   for   agricultural   irrigation.   Although   continued   importation   of   water   will   help   to   replenish   the   aquifer,   a   more  resourceful  alternative   is   to   reduce  the  amount  of  water  pumped  by  the  CVWD,  which  will  have  a   direct  impact  on  overdraft.  Conservation  techniques  have  already  been   implemented,  and  new  measures  are  being  developed  to  lower  the   amount   of   water   used   by   each   household   and   business   in   the   City.   Some  of  the  existing  programs  include:      Coachella   Valley   Water   District   Urban   Water   Management   Plan:  The   Coachella   Valley   Water   District   has   developed   programs   for   reducing   water   use   throughout   the   Valley.   Implementation  of  conservation  programs  included  in  the  Plan   have  already  helped  reduce  water  demand,  particularly  through   the  use  of  recycled  water  for  irrigation  at  local  golf  courses.  The   CVWD   also   implemented   its   Landscape   and   Irrigation   System   Design  Criteria  Ordinance  as  a  result  of  the  Plan,  which  provides   specific   guidelines   for   local   communities   to   reduce   overall   water  use,  eliminate  water  flowing  down  streets,  and  establish   limited  grass  allowances  at  local  golf  courses.  The  CVWD  will   continue  to  be  a  source  for  new   programs   geared   toward   water   conservation.   The   CVWD   should   continue  to  expand  the  availability   of   recycled   water,   which   will   expand   the   use   of   non-­‐potable   water   for   golf   courses   and   landscaping.        City  Landscape  Ordinance:  The  City  has  already  been  proactive   in   water   conservation   by   incorporating   strict   new   outdoor                                                                                                                   3  “Engineer’s   Report   on   Water   Supply   and   Replenishment   Assessment:   Lower   Whitewater  River  Subbasin  Area  of  Benefit”,  CVWD,  April  2010.       LIVABLE  COMMUNITY   II-­‐138   water   use   standards   through   the   implementation   of   CVWD’s   landscaping  ordinance.  The  City  adopted  Title  8,  Chapter  8.13  of   the  Municipal  Code,  Water  Efficient  Landscaping,  on  February  5,   2010   to   reduce   water   usage   for   new   and   rehabilitated   landscaping   projects.   The   Ordinance   requires   the   use   of   drought  resistant  and  desert  friendly  plants,  reduced  use  of  turf   and   efficient   irrigation   design   and   equipment.   As   new   technology  is  developed,  the  Ordinance  should  be  updated  to   incorporate  its  use.       1. CalGreen  Code:  As  of  January  1,  2011,  all  qualifying  new  residential   and   nonresidential   buildings   in   California   will   need   to   abide   by   water   saving   measures   called   out   in   the   2010   California   Green   Building  Standards,  or  CalGreen  Codes.  The  CalGreen  Codes  require   that  indoor  water  use  be  reduced  by  20%  through  the  use  of  water   efficient   fixtures.   CalGreen   also   requires   irrigation   controls   that   monitor   soil   and   weather   conditions   and   eliminate   wasteful   watering.  Over  the  next  25  years,  increasingly  stringent  codes  will   further  reduce  water  use.       2. Federal  Water  Saving  Programs:  The  United  States  Environmental   Protection   Agency   has   created   the   WaterSense   label   for   various   products,   including   toilets,   sinks,   showerheads,   and   urinals   that   save   water.   As   an   example,   replacing   an   older   toilet   with   a   WaterSense  labeled  toilet  can  save  nearly  11  gallons  per  toilet  per   day,   or   4,000   gallons   per   year.   A   home   equipped   entirely   with   WaterSense   fixtures   can   save   approximately   10,000   gallons   of   water  per  year.4       Water  conservation  in  La  Quinta  is  essential  to  reduce  the  overdraft  of   local  groundwater,  and  protect  future  resources.  Water  conservation   must   include   all   types   of   water   use  –  from   landscaping   to   indoor   fixtures,   and   must   include   new   and   existing   development.   The   programs  described  above  provide  the  foundation  for  reducing  water   demand.   This   Element   can   allow   the   City   to   expand   programs   that   promote  water  conservation  now  and  into  the  future.                                                                                                                       4    www.epa.gov/WaterSense/products/index.html,  December  10,  2010.       LIVABLE  COMMUNITY   II-­‐139   Stormwater  Runoff  and  Water  Quality  Protection   The   reduction   of   stormwater   runoff,   which   leads   to   surface   water   pollution   and   groundwater   pollution,   is   also  important   to   the   preservation   of   water   resources.   Increased   runoff   and   pollution   is   caused   by   the   increasing   amount   of   non-­‐porous   surfaces   found   throughout  the  built  environment.  Natural  environments  allow  water   to  percolate  through  the  soil.  Roads,  parking  lots,  roofs  and  other  non-­‐ porous  structures  cause  runoff  to  flow  into  storm  drains,  channels  and   streams.  Non-­‐porous  surfaces  collect  pollutants,  such  as  oil,  pesticides,   and  other  chemicals,  which  are  carried  by  runoff  into  local  watersheds,   threatening  water  quality.  In  La  Quinta,  the  Whitewater  River  Channel   is  the  main  collection  point  of  local  runoff.  This  watercourse  is  also  an   important   source   for   groundwater   replenishment.   Increased   contamination  has  the  potential  to  threaten  groundwater  supplies  and   sensitive  habitat,  especially  in  and  around  the  Salton  Sea,  where  the   Whitewater  River  ends.         Existing   state   and   federal   regulations,   including   the   Federal   Clean   Water  Act,  are  working  to  protect  water  quality  and  reduce  runoff  and   pollution.  The  Clean  Water  Act  regulates  runoff  through  the  National   Pollutant  Discharge  Elimination  System  (NPDES).  The  NPDES  regulates   what  are  called  “point  sources”  of  pollution,  which  include  discharge     from   commercial,   industrial,   municipal,   and   other   buildings.   In  La   Quinta,   the   Colorado   River   Basin   Regional   Water   Control   Board   is   responsible  for  the  NPDES  permit   process.  The  Board  also  requires   that   new   development   use   Stormwater  Pollution  Prevention   Plans   (SWPPP)   and   Best   Management  Practices  (BMP)  to   reduce   impacts   from   runoff   during   construction,   and   also   during  life  of  the  project.       La   Quinta   implements   the   requirements   of   NPDES   with   all   new   development.  In  addition,  design  options  such  as  vegetated  swales,   buffers,  and  detention  basins  in  new  development  projects  can  help  to   reduce  stormwater  pollution.       LIVABLE  COMMUNITY   II-­‐140   Bioswales  in  parking  lots  can  be  built  to  help  capture  runoff.  Bioswales   also  provide  opportunities  to  breakup  the  monotony  of  large  parking   lots,   and   provide   healthier   environments   for  plants.  Other  measures  that  should  be   encouraged  at  the  local  level  are  the  use  of   permeable   materials,   such   as   pavers,   cobblestone,   and   crushed   stone   for   the   construction   of   roads,   sidewalks,   parking   lots  and  driveways.  Design  techniques  used   to  reduce  runoff  from  both  residential  and   non-­‐residential  will  help  La  Quinta  improve  water  quality.     Air  Quality   Air  is  an  important  natural  resource,  and  human  health  is  dependent   on  clean  air.  Harmful  air  leads  to  health  related  problems  including  lung   disease,  heart  disease,  asthma  and  birth  defects.  Air  quality  issues  have   become  more  common  in  Southern  California  as  it  has  continued  to   grow.   The   combination   of   geography,  the  dependence   on   automobile   travel,   and   growth   have   combined   to   create   high   levels   of   air   pollutants.       The   Coachella   Valley   generally   has   cleaner   air   than   areas   west   of   the   mountains,   but   the   Valley   does   have   air   quality   concerns.   Air   Pollution   is   caused   mainly   by   cars,   diesel   trucks,   and   buses.   Other   sources   include   construction   activities,   heating   and   air   conditioning  units,  lawn  mowers  and  blowers,  and  other  non-­‐mobile   sources.   The   Air   Quality   Element   and   the   General   Plan   EIR   provide   detailed  descriptions  of  the  types  of  air  pollutants,  including  carbon   monoxide,  sulfur  oxide,  nitrogen  oxide,  ozone,  lead,  particulate  matter   and  volatile  organic  compounds.       In   more   recent   years,   greenhouse   gases   have   gained   notoriety.   Greenhouse  gases  are  caused  by  the  burning  of  fossil  fuels,  and  include   carbon   dioxide,   methane,   nitrous   oxide,   chlorofluorocarbons,   hydrofluorocarbons,   perfluorocarbons,   sulfur   hexafluoride,   and   aerosols.  Greenhouse  gases  have  been  linked  to  climate  change,  and   are  believed  to  be  responsible  for  global  warming.  State  legislation,   including   the   Global   Warming   Solutions   Act   (AB32),   calls   for   a       LIVABLE  COMMUNITY   II-­‐141   reduction  in  greenhouse  gases  to  1990  levels  by  2020,  representing  a   30%  reduction  State-­‐wide.  As  part  of  its  local  implementation  of  AB32,   La  Quinta  has  developed  a  Greenhouse  Gas  Reduction  Plan,  and  aims   to  reduce  CO2e  emissions  in  compliance  with  State  mandates.       The  Greenhouse  Gas  Reduction  Plan   includes   a   comprehensive   inventory  of  greenhouse  gas  emissions  generated  City-­‐wide,  including   those  generated  by  local  government  activities.    Future  emissions  of   greenhouse   gases   are   projected,   reduction   targets   set,   and   policies   and   programs   are   proposed  to   provide   the   City   with   tools   to   meet   State  requirements.     Improving  air  quality  is  a  regional  problem  and  requires  a  cooperative   effort  of  state,  regional  and  local  agencies.  The  South  Coast  Air  Quality   Management  District  (SCAQMD)  regulates  air  quality  for  the  region,   and  has  adopted  Air  Quality  Management  Plans  to  meet  federal  and   State  Clean  Air  Act  requirements.  The  SCAQMD  also  has  adopted  plans   that  address  toxic  air  pollutants.       The   most   significant   source   of   air   pollution   in   La   Quinta   is   from   automobile   emissions.   Automobile   emissions   create   high   levels   of   ozone,  carbon  monoxide,  and  also  greenhouse  gases.  Efforts  to  reduce   emissions  from  automobiles  can  result  in  significant  improvements  to   air  quality  and  help  reduce  the  greenhouse  gases  that  lead  to  global   warming.  A  reduction  in  auto  emissions  can  be  achieved  in  two  ways:   by  reducing  the  number  of  trips  people   take   in   their   automobiles;   and   by   improving   the   technology   which   runs   those   automobiles.   Reducing   vehicle   trips   requires   developing  pedestrian   friendly   environments   and   encouraging   alternative  modes  of  transportation.  The   City   can   expand   alternative   transportation  in  a  number  of  ways:      Improving   and   expanding   the   multi-­‐use   path  network   that   exists   currently   throughout   the   City,   and   making  it   accessible   to   multiple   users,   including   pedestrians,  bicyclists  and  golf  cart  riders.    Expanding  the  City’s  golf  cart  routes.      Facilitating   the   use   of   Neighborhood   Electric  Vehicles.     LIVABLE  COMMUNITY   II-­‐142    Improving   and   expanding   sidewalks   and   pedestrian   trails   to   assure  safe  travel  for  pedestrians.    Including  bike  racks  in  development  plans  for  both  private  and   public  development.    Encouraging  the  expansion  of  bus  service  through  the  SunLine   Transit  Agency.    Implementing   Transportation   Demand   Management   for   large   employers  (please  see  the  Circulation  Element  for  a  description   of  Transportation  Demand  Management).     The  technological  improvements  to  the  automobile,  including  better   emissions  control  for  gasoline  and  diesel  vehicles,  and  hybrid,  natural   gas   and   electric   vehicles,   will   come   from   elsewhere.   The   City   can,   however,   facilitate   and   encourage   these   technological   advances   by   making   it   easier   to   operate   an   alternative   fuel   vehicle   in   the   City   through:      Installation  of  charging  stations  at  public  parking  lots.    Encouraging  the  installation  of  charging  stations  at  commercial   shopping  centers  and  employment  centers.    Encouraging  alternative  fuel  fueling  stations  in  the  City.    Providing   incentives   for   alternatively   fueled   vehicles,   such   as   preferred  or  covered  parking,  at  public  facilities.     Energy  Resources   The  conservation  of  energy  resources  is  another  important  component   of  the  Livable  Community  Element.  Although  there  are  no  electric  or   natural  gas  power  plants  in  La  Quinta,  the  demand  for  electricity  and   natural  gas  from  City  residents  and  businesses  increases  air  pollution   elsewhere.  The  production  of  electricity  and  natural  gas  is  dependent   on  the  burning  of  fossil  fuels.  The  higher  the  demand  for  electricity  and   natural   gas,   the   higher   the   emissions   from   the   plants   that  produce   them.  A  reduction  in  energy  use  will  help  reduce  the  amount  of  air   pollutants  and  greenhouses  gases  generated  by  electricity  and  natural   gas   production.   Another   important   way   in   which   to   reduce   the   pollution   generated   by   energy   production   is   the   use   of   alternative   energy  –  solar  and  wind  power  –  to  generate  electricity.     Current  Electric  and  Gas  Use   The  average  household’s  electricity  demand  is  16,798  (kilowatt  hours)   kwh  per  year  in  La  Quinta.  There  are  currently  approximately  23,489   households   within   the   City,   and   801   households   in   the   Sphere   of   Influence.   These   households   use   approximately  408,023,420  kwh   of   electricity  in  one  year.  Commercial  uses,  such  as  retail  stores  and  office     LIVABLE  COMMUNITY   II-­‐143   buildings,  have  an  estimated  demand  of  57.88  kwh  per  square  foot  per   year.   In   La   Quinta,   commercial   uses   consume  371,244,404  kwh   of   electricity  annually.         Natural   gas   demand   for   a   household   in   La   Quinta   is   approximately   29,093   cubic   feet   per   year,   and   the   average   commercial   demand   is   approximately   53.22   cubic   feet   per  square   foot   per   year.   The   City   generates  a  need  for  approximately    1,024,720,473  cubic  feet  of  natural   gas  annually.         The   City   has   little   control  over  either   the   production   or   the   consumption   of   energy.   It   can,   however,   take   advantage   of   State   regulations  aimed  at  reducing  energy  demand,  which  will  benefit  La   Quinta:      Executive   Order   S-­‐20-­‐04:  Governor   Schwazernegger   signed   Executive  Order  S-­‐20-­‐04  in  2004  to  reduce  energy  use  in  state-­‐ owned   buildings   by   20%   by   2015   from   2003   levels,   and   encourage   the   private   commercial   sector   to   do   the   same.   It   created   the   Green   Building   Action   Plan   to   establish   specific   measures  to  attain  the  targeted  energy  use  reduction,  including   requiring  all  new  State  buildings  and  major  renovations  to  abide   to  certain  LEED  standards;  meet  Energy  Star  rating  of  at  least  75   by  2015;  and  reduce  the  volume  of  energy  purchased  from  the   grid.  The  Action  Plan  also  calls  on  the  California  Public  Utilities   Commission  to  fund  a  campaign  to  inform  the  private  sector  on   ways   to   reduce   energy   use  by   20%.5    Although   private   residential   and   nonresidential   buildings   are   only   encouraged,   and  not  mandated  to  abide  by  policies  of  the  Green  Building   Action  Plan,  they  are  required  to  abide  by  new  Energy  Efficiency   Standards  adopted  by  the  California  Energy  Commission.        CEC   Energy   Efficient   Standards:   The   California   Energy   Commission   adopted   Energy   Efficiency   Standards   for   all   new   residential   and   nonresidential   construction   to   reduce   greenhouse  gases.  All  new  construction  of  residential  and  non-­‐ residential  buildings   in   La   Quinta   as   of   January   1,   2010   are   required   to   abide   by   the   Energy   Efficiency   Standards   implemented   through   California   Building   Code   Title   24.   New   homes,  are  required  to  include  at  least  50%  of  kitchen  lighting   be  LED,  compact  fluorescent  or  similar  high  efficiency  fixtures;                                                                                                                   5    “State  of  California  Green  Building  Action  Plan,   http://www.energy.ca.gov/greenbuilding/,  accessed  December  10,  2010     LIVABLE  COMMUNITY   II-­‐144   double  pane  windows;  cool  roofs,  and  other  design  techniques   to  reduce  heat  loss.  Non-­‐residential  development  is  also  subject   to   new   more   efficient   requirements   for   mechanic   systems,   outdoor  lighting,  sign  lighting  and  refrigerated  warehouses.        CalGreen  Code:  The  CalGreen  Code  was  developed  as  part  of   the  California  Building  Code’s  Title  24,  which  addresses  energy   efficiency.  The  Code  began  as  a  voluntary  program,  but  now   imposes   standards   on   new   construction.   The   2010   CalGreen   Code   provides   voluntary   measures   for   energy   efficiency   for   both  residential  and  nonresidential  construction.       Energy  Reduction  Measures   Reducing  energy  use  in  La  Quinta  will  require  efforts  to  reduce  both   the  demand,  and  change  the  source  of  the  supply.  Programs  to  reduce   demand  must  be  considered  for  both  existing  and  future  development.   Within  the  City,  the  vast  majority  of  land  is  already  built  out.  As  a  result,   the   demand   for   energy   is   generated   by   existing   equipment   and   fixtures,   which   are   older   and   less   efficient.   The   City   can   see   considerable   reductions   in   energy   use   if   older   appliances   and   incandescent  lighting  fixtures  are  replaced  with  high  efficiency  ones.   The   Greenhouse   Gas   Reduction   Plan   has   been   completed   with   just   those  targets  in  mind.  The  Plan  includes  a  number  of  measures  which   could  significantly  reduce  the  City’s  use  of  energy:      Completing  energy  audits  for  larger  users,  in  conjunction  with   the  Imperial  Irrigation  District.    Installation  of  solar  panels  at  City  facilities.    Solar  panel  retrofitting  programs  for  single  family  homes  and   commercial  projects.    Requiring  Energy  Star  appliances  in  new  homes,  and  partnering   with   other   agencies   to   provide   rebates   for   Energy   Star   appliances  in  existing  homes.    Encouraging  cool  roofs  and   green  roofs   for   new   commercial  projects.    Requiring   that   commercial   buildings  be  wired  for  solar   roof  panels,  to  allow  future   installation.     The   solar   panel   installation   programs   described   above   tie   directly   to   the   needed   change   in     LIVABLE  COMMUNITY   II-­‐145   the  way  power  companies  secure  their  supply.  The  installation  of  solar   panels   in   the   City   will   have   a   direct   impact   on   Imperial   Irrigation   District’s  (IID)  supply.  As  large  scale  solar  farms  are  developed  in  the   southern  California  deserts,  they  will  also  reduce  the  amount  of  energy   generated  by  oil  and  coal.  IID  also  has  invested  in  geo-­‐thermal  power   generation  in  Imperial  County,  and  other  alternative  energy  sources.   The   western   Coachella   Valley   has   been,   and   will   continue   to   be   a   source  of  wind  energy.  These  projects  are  likely  to  be  expanded  in  the   future,  and  further  reduce  dependence  on  polluting  power  generation.   Although  the  City  has  limited  direct  ability  to  change  the  power  grid,  it   can   continue   to  educate   and  inform  the   use   of   alternative   power   generation   through   its   intergovernmental   contacts,   including   CVAG,   State  representatives,  and  federal  elected  officials.     The  Built  Environment   The  built  environment  includes  all  roads,  buildings,  and  infrastructure   in  the  City.  How  these  are  designed  and  constructed  directly  affects   how  the   City   impacts   the   environment,   natural   resources,   and   its   residents’   health.     The   General   Plan,   and   this   Element   in   particular,   encourage   a   built   environment   that   promotes   quality   community   design;  and  respect  for  natural  resources.       Community  Design   Community   design   focuses   primarily   on   quality   of   life   issues  –  the   pleasing   appearance   of   a   project;   having   sufficient   parks   to   accommodate  everyone’s  needs;  the  ability  of  residents  to  travel  from   one  location  to  the  other  without  delay  or  impediment;  and  a  balanced   economy  which  provides  jobs  for  residents,  and  sufficient  revenues  to   pay  for  City  services.  Livable  community  design  is  an  extension  of  these   principles,   and   focuses   on   assuring   that   the   City   “lives   within   its   means”  in  all  aspects.  That  is  to  say  that  the  use  of  any  resource  is   balanced  with  its  replenishment.  In  this  case,  “resource”  is  used  in  the   broadest   sense:   water   and   air   are   both   traditional   resources;  and  a   healthy  economy  is  also  considered  a  resource.       Land  Use   The  most  important  commodity  to  any  community  is  land.  Historically,   land  has  been  developed  using  regulations  that  encourage  land  use   segregation,   to   protect   residential   uses   from   more   intense   and   potentially   conflicting   uses.     The   result   is   a   separation   between   residential   areas   and   the   daily   functions   of   life,   including   working,   shopping,  and  recreation.  The  use  of  automobiles  has  encouraged  this   type  of  development  pattern,  and  over  time  has  had  negative  effects  –   air   pollution,   more   and   more   paved   roadways,   and   the   isolation   of     LIVABLE  COMMUNITY   II-­‐146   people  in  the  community.  The  resurgence  of  old  principles  in  land  use  –   principles   by   which   most   European   and   older   American   cities   were   built  -­‐-­‐  call  for  land  uses  that  are  more  interconnected,  compact,  and   that  offer  a  mix  of  uses,  providing  opportunities  for  people  to  live,   work,  and  shop  within  the  same  area  or  building.   Mixed  use  development  can  be  built  vertically  or   horizontally.  Many  vertically  integrated  mixed-­‐use   buildings   provide   for   commercial   retail   on   the   ground   floor,   sometimes   offices  on   the   second   floor,   and   residential   units   above.   Mixed-­‐use   developments   can   also   provide   for   retail   and   offices  mixes,  as  well  as  live/work  environments.   Horizontal  mixed  use  projects  are  either  attached   or   detached,   and   are   located   in   a   compact   development.  Many  times  this  includes  commercial   buildings  along  a  main  road,  with  residential  units  directly  behind  the   commercial  building.  The  key  to  any  successful  mixed  use  project  is  the   development   of   inter-­‐connections   between   uses,   allowing   residents   and  businesses   to   co-­‐exist   without   conflict,   and   providing   residents   with  work  and  shopping  opportunities  that  do  not  include  their  cars.  In   order   for   mixed   use   buildings   to   create   an   environment   which   is   comfortable  for  a  pedestrian,  buildings  should  be  located  next  to  the   sidewalk  or  walkway,  rather  than  behind  large  parking  lots.  Another   key  component  of  pedestrian  friendly  buildings  is  good  building  design   and   proper   scale.   The   combination   of   various   roof   lines,   protecting   storefront   windows,   building   mass  which   does   not   overwhelm   the   pedestrian,  and  unique  architectural  elements  that  provide  visual  relief   are  all  important  to  encourage  pedestrian  activity.  Successful  mixed   use  developments  promote  a  sense  of  place,  and  become  gathering   places  for  residents  and  visitors  to  enjoy.     As  described  in  the  Land  Use  Element,  this  General  Plan  creates  the   Mixed  Use  zoning  designation  for  commercial  lands  along  Highway  111   and  in  the  Village.  Mixed  Use  projects  proposed  in  the  future  must   incorporate  attractive,  useable  and  safe  public  spaces  in  order  to  be   successful.  It  is  also  important  to  note  that  existing  development  can   be   adapted   to   incorporate   these   principles,   and   that   because   the     LIVABLE  COMMUNITY   II-­‐147   majority  of  the  City  is  already  developed,  redevelopment  of  existing   projects  to   incorporate   these   principles   will   be   an   important   component  of  a  successful  livable  La  Quinta  (please  see  “Retrofitting   Existing  Development,”  below).       Resource  Efficient  Building  Design   The  design  and  construction  of  new  buildings  has  been  changing  at  a   rapid  pace.  Technologies  have  evolved  and  changed  to  broadly  expand   the   options   available   to   architects,   designers   and   contractors   when   they   create   a   new   structure.   More   and   more,   designs   incorporate   recycled   materials,   high   efficiency   windows,   alternative   energy   and   other  techniques  which  reduce  the  impact  these  new  buildings  have  on   natural  resources,  and  make  them  more  self-­‐sustaining.  Such  building   designs  are  energy  efficient,  conserve  water,  and  are  multi-­‐functional.   The  design  innovations  which  have  been  developed  have  also  evolved   into   building   standards   and   guidelines,   including   privately   run   programs   and   adopted   building   codes.   Structured   programs   are   available   for   both   residential   and   commercial/industrial/institutional   designs,   which   provide  a  rating  system  for  the  level  of  sustainability   built   into   a   structure.   The   most   commonly   used   programs  are  currently  the  LEED  (Leadership  in  Energy   and  Environmental  Design)  program  for  non-­‐residential   development,   and   the   Green   Building   program   for   residential   structures.   These   programs   are   voluntary,   and   are   likely   to   change   and   evolve   as   new   technologies  are  developed.  The  State  of  California  has   also   amended   its   building   codes   and   developed   the   CalGreen   Codes   to   improve  resource   efficiency  in   building  design.   This   program   is   mandatory,   and   will   lead   to   highly   efficient   building   construction   throughout   the   State,   including   La   Quinta.  The  City’s  Greenhouse  Gas  Reduction  Plan  also  relies  on  the   use   of   these   improved   efficiency   systems   to   reduce   emissions   in   buildings  in  the  future.  These  programs  and  standards  provide  the  City   with  an  opportunity  to  build  resource  efficiency    into  all  future  building   designs.     Two  energy  reducing  techniques  particularly  effective  in  La  Quinta  are   active   and   passive   solar   design.   Passive   solar   design   relies   on   the   design  and  placement  of  a  building  to  take  advantage  of  the  sun  in  the   winter,  and  to  provide  shade  in  the  summer.  Energy  Star  windows  that   insulate   homes;   the   use   of   thermal   chimneys   to   help   with   air   circulation;  solar  tubes  to  capture  natural  light;  the  use  of  green  roofs   (roofs   that   are   planted   to   insulate   from   heat;   or   white   roofs   that     LIVABLE  COMMUNITY   II-­‐148   reflect   the   sun   and   reduce   heat   gain   are   all   passive  solar  techniques).  Active  solar  design  is   the   use   of   renewable   energy   sources,   such   as   solar   panels,   to   produce   power   and   reduce   energy  consumption.  At  the  City’s  Vista  Dunes   Apartments  project,  solar  panels  were  installed   on   the   roofs   to   reduce   the   tenant   costs   for   electricity.     In   addition   to   residential   roofs,   carports   in   apartment   or   commercial   projects   provide   excellent   places   to   install   solar   panels.   They   are   also   an   excellent   way   to   shade   vehicles   from   the   sun,   and   help   reduce   the   “heat  island”  effect  –  the  increase  in  temperature  that  occurs  when   asphalt  absorbs  the  sun’s  energy.  Promoting  passive  and  active  solar   design   can   result   in   energy   cost-­‐savings   for   the   home   or   building   owner,   and   provide   local   opportunities   for   alternative   electricity   production  to  the  IID  system.       Public  Spaces   One  of  the  most  important  features  of  livable  community  design  are   attractive,  engaging,  and  safe  public  spaces.  These  include  walkways   or  sidewalks,  plazas  and  courtyards,  parks  and  public  facilities,  and  the   “in-­‐between”  places  or  public  areas   between   buildings   and   private   property.   These   areas   need   to   be   vibrant,   dynamic,   and   active,   and   perhaps  most  importantly,  need  to   make   people   feel   safe.   Public   spaces   should   emphasize   a   destination   or   place,   rather   than   leftover   space.   Creating   place   requires   many   of   the   elements   discussed   earlier,   including   appropriate   land   uses,   and   good   building   design.   The   scale   and   placement  of  buildings  must  define  the  space,  and  also  create  a  sense   of  excitement  or  curiosity  for  the  people  entering  it.       These  spaces  include  the  roadways  that  connect  projects.  As  a  result,   lane   widths,   parking   aisles,   bike   lanes   and   sidewalks   must   be   appropriately   sized   in   relation   to   the   vertical   facades   of   buildings.   Street  trees,  light  standards,  street  furniture  and  signage  must  convey   an  invitation  to  stay  within  that  space.  Storefronts  that  appear  to  be     LIVABLE  COMMUNITY   II-­‐149   part  of  the  walkway  –  with  much  use  of  glass,  or  open  doors  which  blur   the   boundary   between   the   store   and   the   walkway,   the   shade   of   awnings  or  canopies,  and  the  interest  created  by  varying  storefronts   lead  people  from  one  store  to  the  next.  This  also  creates  a  safe  and   comfortable   atmosphere   for   pedestrians   or   bicyclists.   A   plaza   or   square  brings  people  together,  and  should  be  accessed  from  multiple   directions,  which  further  enhances  a  pedestrian’s  ability  to  travel  from   one  place  to  the  other.     Appropriate  design  of  public  spaces  can  also  lead  to  conserving  energy   and  water,  and  enhancing  community  character.  A  livable  public  space   provides  improved  safety  and  security  in  the  community  improves  the   health   of   residents   by   encouraging   more   walking   and   exercise;   and   reduces  impacts  on  air,  energy  and  water  resources.       Transportation   The  emissions  from  automobiles  are  the  single  largest  contributor  to   the   City’s   air   pollution.   As   the   City   works   toward   being   more   self-­‐ sustaining,   protecting   its   air   quality   must   be   considered.   The   City’s   Greenhouse   Gas   Reduction   Plan   includes   a   number   of   strategies   to   reduce  the  amount  of  air  emissions  from  motor  vehicles,  all  of  which   are  designed  to  help  to  reduce  emissions.  A  sample  of  the  measures   considered  in  the  Plan  include:      The   replacement   of   City   and   private   gasoline   vehicles   with   electric  vehicles.    Synchronizing  traffic  signals  to  improve  traffic  flow  and  reduce   idling.    Expending  multiuse  paths  and  golf  cart  routes.     A   large   part   of   the   effort   toward   reducing   impacts   on   air   quality   involves  enabling  alternative  modes  of  transportation  (such  as  trails   for   pedestrians   and   bicyclists,   golf   cart   and   Neighborhood   Electric   Vehicles),   enhancing   access   to   public   transit,   and   improving   connections   between   residences   and   these   alternative   modes   of   transportation.       Alternative  Modes  of  Transportation   One  of  the  best  and  effective  ways  to  reduce  traffic,  and  air  pollution,   in   a   community   is   to   promote   alternative   modes   of   transportation.   Alternative   transportation   includes   ride-­‐sharing,   carpooling,   vanpooling,  public  transit,  bicycling,  walking,  using  hybrid  or  electric   vehicles,  golf  carts  and  Neighborhood  Electric  Vehicles  (NEV’s).  NEV’s     LIVABLE  COMMUNITY   II-­‐150   and  golf   carts   are   practical   on   low   volume   streets,   within   gated   communities,  and  for  local  trips.       There   are   two   primary   methods   to   promote   alternative   modes   of   transportation:  providing  infrastructure  to  support  it,  and  promoting   programs  to  encourage  it.       Existing  multi-­‐use  paths  throughout  the  city  and  Sphere  of  Influence   can  be  used  for  bicycle,  golf  carts,  and  walking.  Class  I  bicycle  and  golf   cart   lanes,   which   are   off-­‐ road  facilities,  are  safe  and   separated  from  traffic,  and   often  used  by  pedestrians   as   well.   The   majority   of   bicycle  and  golf  cart  lanes   in   the   City   currently,   however,  are  Class  II  lanes,   which   are   on-­‐road   lanes.   These  are  not  appropriate   for   pedestrians,   but   are   often   located   next   to   sidewalks.   The   City’s   existing   Golf   Cart   Transportation  Program  includes  long  term  plans  for  additional  routes   which  would  connect  much  of  the  City  by  golf  cart.  The  expansion  of   Golf   Cart   Routes   and   multi-­‐use  paths,   especially   those   which   interconnect,   is   critical   to   encouraging   people   to   use   them.   It   is   important  that  new  routes  be  safe,  easily  accessible,  and  that  new  and   existing   development   accommodate   the   use   of   alternative   vehicles.   State   legislation   now   requires   that   the   City   consider   all   forms   of   transportation   in   its   street   design,   to   assure   that   alternative   transportation  routes  are  available  and  interconnect  in  the  community.   This   is   an   important   new   development   in   encouraging   alternative   transportation.   (Please   see   the   Circulation   Element   for   a   detailed   discussion  of  Golf  Cart  Routes,  Trails  and  Complete  Streets.)  During  the   life   of   this   General   Plan,   new   technologies   will   evolve   which   will   expand  the  possibilities  for  alternative  vehicles.  Flexibility  in  the  City’s   development  standards  and  policies  will  assure  that  new  development   will  be  able  to  take  advantage  of  these  new  technologies.     Public   transit   is   another   form   of   transportation   which   has   great   potential   for   reducing   air   pollution.   The   City’s   and   region’s   transit   provider  currently  (2010)  operates  an  all-­‐alternative  fuel  fleet,  and  has   been  a  leader  in  developing  alternative  fuel  technologies  for  buses.   Service  routes  are  directly  linked  to  demand,  and  have  generally  been   limited   to   major   arterial   roadways.   It   is   important   that   the   City     LIVABLE  COMMUNITY   II-­‐151   encourage  the  expansion  of  the  route  system  to  make  transit  easier  to   access  throughout  the  City.  In  the  short  term,  the  City  may  need  to   consider  locating  park  and  ride  lots  in  existing  or  future  parking  lots   adjacent  to  existing  bus  stops  in  order  to  facilitate  the  interconnection   between  un-­‐served  areas  and  major  arterials.  Increased  ridership  will   be  dependent  on  quick  and  easy  access  that  links  neighborhoods  to   local  destinations  such  as  employment  and  recreation  centers.                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                                           Alternative   transportation   programs   extend   beyond   bus   service   expansion.  Transportation  Demand  Management,  which  requires  large   employers  to  provide  incentives  and  facilities  to  reduce  the  number  of   employee  vehicle  trips  they  create,  is  described  in  more  detail  in  the   Circulation  Element.  The  City  can  also  develop  programs,  and  require   private  development  to  include  programs,  which  support  alternative   transportation,  including  alternative  fuel  or  charging  stations,  golf  cart   or  NEV  parking,  or  preferred  carpool  parking  areas.     Transit  Oriented  Development   Transit  oriented  developments  are  meant  to  be  dynamic  places  that   provide   mixed   uses,   compact   development,   and   enhanced   public   spaces.   These   features   reinforce   the   positive   experience   for   pedestrians  by  providing  visual  stimulating  environments,  a  sense  of   place,  and  a  sense  of  security.  In  order  to  create  dynamic  places,  transit   oriented  development  should  offer  mixed  uses  that  provide  services  at   all  times  of  the  day,  and  provide  multiple  housing  options  to  encourage   residential  uses.  Existing  shopping  centers  with  large  parking  lots,  and   underutilized  areas  are  perfect  places  to  create  these  environments,   particularly  since  access  to  major  transportation  corridors  are  critical  to   their  success.     Retrofitting  Existing  Development     The  majority  of  the  lands  within  the  City  are  built  out.  Older  buildings   were   developed   with   inefficient   technology.   Existing   residential,   commercial   and   institutional   facilities   can   gradually   become   more   efficient  by  retrofitting  buildings  with  new  water  and  energy  saving   technologies.  There  are  many  incentive  programs  available  for  helping   convert  to  newer  technologies  today,  and  these  types  of  programs  are   sure   to   expand   in   the   future,   as   demand   increases   and   costs   for   alternative  technology  decreases.         LIVABLE  COMMUNITY   II-­‐152   Retrofitting  for  Water  Conservation   Many  developments  were  built  prior  to  the  need  for  conserving  water,   and  include  landscaping  and  irrigation  systems  that  have  a  high  water   demand.   The   CVWD   reports   that   80%   of   water   usage   comes   from   outdoor   landscaping.   The   District   has  created   incentives   for   the   conversion   of   lawns   to   drought   tolerant   ground   covers,   sprinkler   nozzle  replacement,  and  “smart  controllers.”  Smart  Controllers  can  cut   water  usage  by  30%  by  automatically  adjusting  irrigation  systems  based   on  historic  weather  data.  The  City  is  participating  in  the  program  by   fast-­‐tracking  the  review  of  landscape  designs  for  these  conversions  in   master  planned  communities  and  commercial  projects.  The  expansion   of  these  programs  will  continue  through  the  buildout  of  the  City,  and   can  be  implemented  as  Sphere  of  Influence  lands  are  annexed  into  the   City.       Retrofitting  Energy  Systems   There  are  many  incentives  available  for  residents  and  businesses  that   install  energy  efficient  appliances,  lights,  and  active  solar  systems.  The   City  and  IID  provide  programs  for  reducing  electricity,  including  energy   audits,  rebates  for  Energy  Star  appliances  and  air  conditioning  units.   Commercial  rebates  are  also  available  for  Energy  Start  thermostats,   commercial   and   industrial   HVAC   equipment,   lighting  and   energy   efficient   motors.   Federal   programs   also   provide   tax   credits   for   business  and  residents  using  Energy  Star  products.  These  rebates  and   tax   incentives   may   change   over   the  years,  but  can  be  effectively   used   to   retrofit   existing   development.       Installing   solar   systems   or   other   renewable   energy   systems   on   buildings   is   another   method   becoming  increasingly  accessible   for  individual  residents  and  businesses.  The  year-­‐round  sunshine  in  La   Quinta   makes   it   an   ideal   location   for   solar   technologies.   IID   offers   rebate  incentives  to  qualifying  projects  to  help  reduce  the  initial  cost  of   installing   these   systems.   State   and   federal   programs   also   provide   rebates  and  tax  credits  to  consumers  who  install  solar  energy  systems,   as  well  as  geothermal  pumps,  small  wind  systems,  and  residential  fuel   cell  and  micro-­‐turbine  systems.6    The  City  can  continue  to  encourage   the  use  of  energy  saving  incentives  today  and  in  the  future  to  reduce   dependence  on  traditional  electric  power  generation.                                                                                                                     6  www.iid.com     LIVABLE  COMMUNITY   II-­‐153     Retrofitting  Building  Design   As  described   above,   the   development   of   mixed   use   projects,   which   bring   residents   closer   to   their   jobs   and   shopping,   can   have   a   tremendous   impact   on   improving  the   City’s     livability.  Although  new  projects  are  the  simplest  way  to  achieve  this   goal,  it  is  also  possible  to  retrofit  existing  projects  to  achieve  the  same   positive  result.       The  range  of  options  is  extensive,  and  can   include   the   conversion   of   a   single   family   home  in  the  Village  to  an  office,  to  major   changes  to  an  existing  shopping  center  to   provide   a   better   environment,   and   incorporate   residential   development.   Existing  development  on  Highway  111,  for   example,  may  have  an  opportunity  to  change  in  the  coming  years.  That   change   may   not   require   demolition,   but   may   occur   through   the   addition  of  buildings  which  provide  greater  flexibility  of  use.  By  adding   to  existing  projects,  the   City   can   expand   its   development   options,   both   residential   and   commercial,  and  reduce   its   dependence  on   the   automobile  at  the  same   time.   New   structures   can  be  wrapped  around   existing   commercial   buildings   to   create   completely   new   environments,  and  create  a  residential  development  next  to  existing   commercial   uses.   Driveways   between   projects   can   be  enhanced  to   provide  better  pedestrian  access,  and  buildings  constructed  adjacent   to  these  new  sidewalks  to  provide  a  pedestrian  scaled  environment.   These   projects   can   also   be   connected,   even   across   Highway   111,   by   street   trees   and   other   landscaping   elements   which   make   the   area   more  pedestrian  friendly.  Please  also  see  the  Land  Use  Element  for  a   more  detailed  description  of  the  potential  for  mixed  use  development   in  existing  commercial  areas,  including  the  Village  and  Highway  111.       The  City  also  has  a  number  of  walled  and  gated  communities,  many  of   which   are   adjacent   to   existing   commercial   development,   schools   or   other  public  facilities.  In  most  cases,  however,  these  adjacent  facilities     LIVABLE  COMMUNITY   II-­‐154   are   not   directly   accessible.   A   simple   design   retrofit   can   encourage   pedestrian   and   bicycle   access   to   these   facilities:   the   creation   of   a   pedestrian  gate  in  a  wall  can  eliminate  the  need  to  drive  through  and   around  to  that  same  adjacent  commercial,  school  or  public  use.     Retrofitting  City  Facilities   The   City   has   an   opportunity   to   lead   by   example   in   developing   and   implementing  resource  efficient  policies  and  programs.  La  Quinta  has   made   strides   towards   this   goal   by   implementing   its   Landscaping   Ordinance,   Greenhouse   Gas   Reduction   Plan   and  Sustainability   Program.   These   programs   must   be   flexible   and   have   the   ability   to   evolve  and  grow  over  time,  as  funds  permit  and  opportunities  arise.   Please  also  see  the  Air  Quality  Element.     The   City   should   regularly   monitor   and   amend   the   Landscape   Ordinance   to   abide   by  new   technologies   and   requirements   of   the  Coachella  Valley  Water  District,   and   should   retrofit   existing   City   properties   and   new   buildings   with   water  saving  irrigation  technology,  recycled  water  when  possible,  and   reduced  use  of  turf  in  landscaping.  The  City  can  also  reduce  indoor   water  use  by  installing  water  efficient  fixtures,  such  as  low  flow  toilets,   sinks,  and  showers,  provided  in  California  GreenCodes.       Energy  conservation  should  also  be  a  priority.  Many  of  the  measures   used   to   conserve   energy   will   also   help   the   City   meet   the   targeted   reductions  in  the  Greenhouse  Gas  Reduction  Plan.  The  Plan  provides  a   list  of  measures,  such  as  the  installation  of  solar  panels  on  building   rooftops   and   carports,   upgrading   HVAC   units   with   energy   efficient   systems,   and   converting   the   City’s   fleet   of   vehicles   to   alternative   energy  vehicles.  The  City  can  capitalize  on  rebate  programs  and  other   incentives  to  reduce  costs  associated  with  these  programs.       The  City  should  encourage  carpooling  and  bicycling  to  work  for  City   employees,   and   work   with   SunLine   Transit   to   improve   bus   routes.   Incentives  such  as  priority  parking  for  carpools,  or  free  bus  passes  for   transit  travelers  can  change  the  staff’s  behavior  and  help  to  reduce  air   pollution  in  the  City.       LIVABLE  COMMUNITY   II-­‐155   A  Healthy  City     Across   California,   families   are   continuing   to   face   rising   health   care   costs  and  diminished  quality  of  life  associated  with  poor  dietary  habits,   which   have   led   to   health   problems   such   as   obesity   and   increased   diabetes  and  related  illness,  particularly  in  children.  As  a  result  of  these   escalating  costs,  cities  are  beginning  to  understand  their  role  in  helping   promote   healthier   lifestyles   for   their   residents.   There   has   been   a   growing  awareness  that  land  use  policy  and  the  built  environment  are   linked   to   public   health   issues,   and   that   cities   have   the   ability   to   positively  influence  both.       The   effort   centers   on   the   principle   that   cities   can   influence   comprehensive   policy   to   address   improving   the   health   of   their   residents.  The  principles  emphasize  that  a  healthy  city  requires  a  multi-­‐ disciplinary  approach  which  ranges  from  project  design  to  access  to   healthy  food.  The  issues  associated  with  a  healthy  city  are  far  ranging,   and  include:    1. Parks  and  recreation  facilities  in  all  neighborhoods,  accessible  to  all   residents.  2. Quality  housing  for  all  residents,  at  prices  all  income  groups  can   afford.  3. Access  to  allow  all  residents  adequate  medical  services.  4. Access  to  healthy  foods.  5. Jobs  in  reasonable  proximity  to  residents’  homes.  6. Neighborhoods  and  public  places.  7. An  interconnected,  complete  and  varied  transportation  system  that   provides  access  to  transit,  walking  and  bicycling  options.  8. A  healthy  environment  free  of  pollution  or  health  hazards.     Access   to   healthy   foods,   pedestrian   friendly   environments   and   adequate  recreation  are  all  factors  related  to  improving  the  health  of   residents.   For   example,   a   city   can   improve   its   residents’   health   by   encouraging  inter-­‐connected  walking  paths  in  and  through  proposed   projects;   developing   a   community   garden   in   a   city   park;   and   implementing  exercise  classes  at  its  community  center.  Cities  can  also   influence   other   agencies   to   improve   health  –  working   with   school   districts  to  change  lunch  options  in  schools  to  include  more  fresh  fruit   and  vegetables;  or  encouraging  major  employers  to  include  workout   rooms  in  their  buildings.  Of  particular  concern  in  cities  is  the  access  to   fresh   and   healthy   foods   for   poorer   populations.   Reaching   those   economic  segments  through  community  gardens  and  farmers  markets,   as  well  as  school  lunch  programs,  is  critical  to  the  effort.  The  principles   of  a  healthy  city  tie  closely  to  those  of  resource  efficient  development     LIVABLE  COMMUNITY   II-­‐156   and  a  livable  community,  and  should  all  work  together  to  improve  the   quality  of  life  for  all  residents.     On  a  more  local  level,  the  Healthy  Eating  Active  Living  (HEAL)  Cities   Campaign  was  recently  established  to  help  city  officials  adopt  policies   that  promote  healthy  environments  and  physical  activity  within  their   community.   In   2010,   La   Quinta   joined   HEAL,   and   committed   to   promoting   the   Campaign’s   healthy   living   policies.   The   City   has   committed  to  promoting  healthier  food  choices,  providing  adequate   recreation   and   wellness   opportunities,   and   regulating   the   built   environment  to  encourage  physical  activity.  A  number  of  programs  and   activities   can   be   implemented   to   promote   and   expand   the   HEAL   program  in  La  Quinta,  including:      Promoting  farmers’  markets.  Farmers  markets  bring  fresh  fruits,   vegetables,   meats,   and   fresh   baked   goods   directly   to   their   consumers.  The  City  currently  has   a   Farmers   Market   in   Old   Town,   and   should   encourage   others   in   activity  centers  in  other  parts  of   the  City,  to  broaden  their  reach.      Creating   a   community   garden.   Community   gardens   provide   space  in  public  parks  (or  at  the  Civic  Center)  for  residents  to   grow  their  own  fruits  and  vegetables.  They  are  also  great  public   spaces  for  social  interaction  and  learning.    Promoting  recreational  activity.  La  Quinta  provides  numerous   parks,  trails  and  open  spaces  for  residents  to  walk,  play  sports,   and  enjoy  the  outdoors.  The  Fitness  Center  and  Senior  Center   also  provide  a  range  of  options,  both  through  organized  classes   and  individual  exercise.  Pedestrian  connectivity  with  residential   areas  is  vital  for  encouraging  residents  to  use  these  facilities.    Providing   safe   routes   to   school.   The   State’s   Safe   Routes   to   School   Program   provides   funding   for   improvements   which   make  children’s  walk  or  bicycle  ride  to  school  safer.    The  City   has   constructed   several   such   improvements,   and   will   continue   to   apply   for   funding   in   the   future.       LIVABLE  COMMUNITY   II-­‐157   The  City  is  also  implementing  HEAL  with  its  own  staff,  and  has  offered:      Employee  Health  Fairs  and  Health  Education  Information.      Fitness   programs   for   employees   that   may   include   exercise,   physical  activity  through  walking,  and  weight  loss  components.      Daily  15  minute  walking  breaks  in  the  Civic  Center  Campus.    An  Employee  Assistance  Program  for  help  with  addictions,  work   or  relationship  conflicts,  emotional,  legal,  financial  and  health   issues.    Use  of  the  La  Quinta  Fitness  Center.     The   employee   wellness   programs   enacted   by   the   City   can   spread   throughout  the  community.  City  employees  who  participate  in  health   programs  will  be  able  to  share  their  experiences  and  the  benefits  of   healthy  living  with  friends  and  family.       PLANNING  FOR  THE  FUTURE   Expanding  the  City’s  livability  will  be  an  ongoing  challenge  throughout   the  build  out  of  the  City  and  its  Sphere  of  Influence.  It  will  require  a   multi-­‐pronged  approach  which  affects  and  improves  all  components  of   the  community,  existing  and  future.  Implementing  such  principles  in   the   City   will   change   and   improve   its   character,  providing   the   opportunity   to   tie  existing   neighborhoods   to   new   mixed   use   and   commercial  projects.     The  built  environment  has  a  tremendous  effect  on  residents’  health   and  safety,  and  planning  for  and  constructing  a  built  environment  that   encourages  walking,  biking,  and  other  forms  of  activity  is  critical  to   improving  the  quality  of  life  for  everyone  in  La  Quinta.       The   success   of   future   projects   is   entirely   tied   to   their   safety   and   connectivity  –  paths,   trails   and   sidewalks   that   are   unsafe,   do   not   connect  to  interesting  places  or  do  not  connect  at  all  are  of  no  value.   The   City   can   play   an   important   role   in   assessing   the   safety   and   connectivity   of   public   trails   and   sidewalks,   and   including   the   construction  of  missing  or  damaged  sections/connections  in  the  Capital   Improvement  Program.                 LIVABLE  COMMUNITY   II-­‐158   GOALS,  POLICIES  AND  PROGRAMS   GOAL  SC-­‐1     A  community  that  provides  the  best  possible  quality  of  life  for  all  its   residents.     v Policy  SC-­‐1.1     Continue  to  work  with  the  CVWD  on  water  conservation  measures.      Program  SC-­‐1.1.a:  Review  the  Landscape  Ordinance  every  two   years,   and   update   as   necessary   to   maintain   consistency   with   State  and  CVWD  standards.      Program  SC  1.1.b:  Develop  joint  incentive  programs  with  CVWD   for   water   conservation   programs,   including   landscaping   retrofits   for   individual   homes   and   master   planned   projects,   irrigation  improvements  and  indoor  plumbing  fixtures.  Consider   allocating  City  funds  to  these  incentive  programs  on  a  matching   basis  with  CVWD.     v Policy  SC-­‐1.2   Reduce   water   consumption   at   a   minimum   consistent   with   the   Greenhouse  Gas  Reduction  Plan  (also  see  Air  Quality  Element).      Program   SC-­‐1.2.a:  Implement   quantifiable   water   conservation   measures  at  all  City  facilities.      Program   SC-­‐1.2.b:  Consider   financial   incentives   for   new   development  and  existing  homes  and  projects  as  funds  allow.        Program  SC-­‐1.2.c:  Aggressively  pursue  grants  and  other  outside   funding   sources   for   City-­‐funded   and   private   sector   water   conservation  improvements.       v Policy  SC-­‐1.3   Encourage   the   use   of   more   environmentally   friendly   storm   water   management  techniques  such  as  bioswales,  permeable  surfaces  and   other  methods  as  they  are  developed,  in  all  new  development.      Program   SC-­‐1.3.a:  The   Public   Works   Department   shall   prepare   and   distribute   materials   on   environmentally   friendly   storm   water  management  techniques  for  new  development.     LIVABLE  COMMUNITY   II-­‐159     v Policy  SC-­‐1.4   Reduce  Greenhouse  Gas  emissions  at  a  minimum  consistent  with  the   Greenhouse  Gas  Reduction  Plan  (also  see  Air  Quality  Element)..      Program   SC-­‐1.4.a:  Require   all   new   development   proposals   to   demonstrate  consistency  with  the  Greenhouse  Gas  Reduction   Plan.      Program  SC-­‐1.4.b:  Revise  the  Transportation  Demand  Ordinance   to  current  standards,  and  implement  it  with  all  new  qualifying   projects.      Program   SC-­‐1.4.c:  Develop   programs   to   encourage   and   incentivize   the   installation   of   energy   efficient   appliances   and   fixtures,   green   roofs,   white   roofs   and   solar   panels   on   residential,  commercial,  institutional  and  resort  buildings.     v Policy  SC-­‐1.5   All   new   development   shall   include  resource   efficient  development   principles.      Program  SC-­‐1.5.a:  All  new  development  shall  be  constructed  to   meet  or  exceed  CalGreen  Building  Codes.      Program   SC-­‐1.5.b:  Amend   the   Zoning   Ordinance   to   provide   incentives  and   development   standard   concessions   for   mixed   use  or  energy  efficient  design.      Program   SC-­‐1.5.c:  New   development   projects   shall   include   vehicular,  pedestrian  and  bicycle  connections  to  the  greatest   extent   possible,   both   through   the   project   and   connecting   to   adjacent  projects.      Program  SC-­‐1.5.d:  New  commercial  and  mixed  use  projects  shall   incorporate   useable   public   spaces,   and   interconnect   those   public   spaces   consistent   with  resource   efficient  design   principles.       LIVABLE  COMMUNITY   II-­‐160   v Policy  SC-­‐1.6   Expand  the  City’s  alternative  transportation  network.      Program  SC-­‐1.6.a:  Assess  the  current  gaps  in  the  City’s  multi-­‐use   path  and   sidewalk   system,   and   program   improvements   to   connect  those  gaps  into  the  Capital  Improvement  Program.      Program   SC-­‐1.6.b:  Encourage   existing   walled   communities   to   include  pedestrian  gates  and  paths  to  adjacent  development  to   improve  connectivity.      Program  SC-­‐1.6.c:  Expand  the  Golf  Cart  Routes  to  interconnect   throughout  the  City  to  the  greatest  extent  possible.      Program  SC-­‐1.6.d:  Work  with  SunLine  Transit  Agency  to  expand   service  into  La  Quinta  neighborhoods  ahead  of  demand.     v Policy  SC-­‐1.7   Encourage   the   retrofitting   of   existing   buildings   and   projects   with   resource  efficient  design  principles  to  the  greatest  extent  possible.      Program   SC-­‐1.7.a:  Amend   the   Zoning   Ordinance   to   provide   incentives  for  the  redevelopment  of  existing  projects  to  include   residential   development,   pedestrian   and   alternative   transportation   connections   and   improvements,   and   other   design  features.      Program   SC-­‐1.7.b:  Develop  an   enhanced  program   for   the   processing  of  entitlements  for  redevelopment  projects  which   incorporates  substantial  resource   efficient  components,   or   propose  conversion  to  mixed  use.      Program   SC-­‐1.7.c:  Develop   a   financial   incentive   program   for   creative  redevelopment  of  commercial  projects  into  mixed  use   projects,   particularly   those   that   provide   added   economic   development  benefit  to  the  City.     v Policy  SC-­‐1.8   Expand  the  City’s  participation  in  Healthy  City  programs.      Program  SC-­‐1.8.a:  Implement  Healthy  City  principles  throughout   the  community,  to  the  greatest  extent  feasible.       LIVABLE  COMMUNITY   II-­‐161    Program  SC-­‐1.8.b:  Coordinate  park  and  trail  improvement  plans   to  assure  connectivity  between  parks  and  the  neighborhoods   they  serve.      Program   SC-­‐1.8.c:  Encourage  farmers’   markets   outside   the   Village,  accessible  to  all  parts  of  the  City.      Program   SC-­‐1.8.d:  Plan   and   implement   a   community   garden   project  at  the  Civic  Center.  Monitor  its  success,  and  implement   at  other  City  parks  if  successful.      Program  SC-­‐1.8.e:  Work  with  Desert  Sands  and  Coachella  Valley   School  Districts  to  improve  food  selection  in  lunch  programs,   exercise  programs,  and  Safe  Routes  to  School  programs.     RELATED  GOALS   As  described  above,  this  Element  relates  to  others  in  this  General  Plan.   The  following  Goals,  and  their  associated  policies  and  programs,  are     closely  related  to  those  of  this  Element.     GOAL  LU-­‐2:  High  quality  design  that  complements  and  enhances  the   City.     GOAL  LU-­‐3:  Safe  and  identifiable  neighborhoods  that  provide  a  sense   of  place.     GOAL  ED-­‐3:  Innovative  land  uses  in  the  Village  and  on  Highway  111.     GOAL  CIR-­‐2:  A   circulation   system   that   includes   connected   transit,   alternative  vehicle,  bicycle  and  pedestrian  networks.     GOAL  PR-­‐1:  A  comprehensive  system  of  parks,  and  recreation  facilities   and  services  that  meet  the  active  and  passive  needs  of  all  residents  and   visitors.     GOAL  AQ-­‐1:  A  reduction  in  all  air  emissions  generated  within  the  City.     GOAL   WR-­‐1:  The   efficient   use   and   conservation   of   the   City’s   water   resources.                 ECONOMIC  DEVELOPMENT   II-­‐163             ECONOMIC  DEVELOPMENT     PURPOSE   The   Economic   Development   Element   is   intended   to   establish   a   framework  for  the  maintenance  and  expansion  of  a  healthy  economic   climate  in  La  Quinta.  The  City’s  economic  health  is  vital  to  everyone  –   residents,   business   people,   and   visitors.   As   such,   this   Element   is   intended   to   guide   decision   makers   to   assure   that   the   City   offers   a   balanced   job   market   for   its   residents;   high   quality   retail   and   office   developments  for  business  owners;  and  healthy  sales  and  property  tax   revenues  to  fund  City  services,  programs  and  activities.     This  Element  has  been  prepared  at  a  time  when  the  City’  economy  has   been  significantly  impacted  by  the  recession  of  2008-­‐2012.  Economic   cycles,  however,  will  result  in  good  and  bad  economic  times  in  the  City   during  the  life  of  this  General  Plan.  In  2012,  the  City  has  the  opportunity   to   plan   for   the   next   economic   upturn   and   assure   that   the   City’s   economy  expands  and  is  successful  when  growth  once  again  occurs.   This  Element  also  provides  guidance  to  assure  that  the  City’s  economy   provides   sufficient   revenues   to   maintain   and   improve   City   services   through  2035.     The  Economic  Development  Element  is  most  closely  tied  to  the  Land   Use  Element,  insofar  as  the  pattern  and  balance  of  land  uses  in  the  City   are  key  to  assuring  a  healthy  economy.  It  is  also  associated  with  the   Circulation  Element  –  both  in  the  need  to  provide  easy  access  to  job   centers  and  shopping,  and  the  need  to  generate  adequate  revenue  to   fund  the  high  cost  of  roadway  maintenance  and  improvements;  the   Livable  Community   Element,   which  strives   to   establish   a   framework  for  a  resource  efficient  environment  in  all  aspects   of   City   life;   and   other   Elements,   including   Parks   and   Recreation,   Open   Space   and   Housing,   which   all   are   associated  with  quality  of  life.           ECONOMIC  DEVELOPMENT   II-­‐164   The  goals,  policies  and  programs  provided  in  this  Element  are  intended   to  guide  future  economic  growth  in  the  City  in  the  broadest  sense.  The   City  utilizes  a  number  of  tools  to  foster  economic  growth.  In  particular,   the  City  adopts  an  annual  Economic  Development  Plan,  which  contains   goals  and  activities  to  help  stimulate  the  local  economy  and  bring  new   investment  to  La  Quinta.     BACKGROUND   The   City   has   evolved   from   a   small   residential   suburb   providing   affordable   housing   and   limited   commercial   opportunities,   to   a   community  that  provides  a  broad  range  of  housing  for  permanent  and   seasonal  residents;  and  one  that  is  a  destination  for  regional  shopping.   The  City  has  historically  had  three  dominant  economic  sectors  around   which   its   economy   has   revolved:   resort   hotels,   golf   and   retail   commercial.  The  growth  in  these  sectors  have  spurred  development  of   all  types  in  the  City.  They  will  continue  to  be  an  important  part  of  the   City’s  economy.     As  a  basis  for  this  Element,  a  brief  summary  of  statistical  data  on  the   City’s  population,  housing  and  employment  growth  is  provided  below.   This  demographic  data  clearly  demonstrates  the  significant  growth  the   City  has  experienced  in  the  recent  past.     Population     According   to   the   US   Census,   population  in   the   City  increased   from   12,470  in  1990,  to  24,084  in  2000,  and  37,467  in  2010.  This  represents  a   93.1%  increase  between  1990  and  2000,  and  a  55.5%  increase  between   2000  and  2010.  The  Southern  California  Association  of  Governments   (SCAG)  estimates  that  the  City’s  population  will  reach  41,625  in  2020,   and  46,297  in  2035.       The  median  age  of  the  City’s  population,  45.6  years,  shows  that  La   Quinta  is  home  to  a  number  of  families,  particularly  since  24%  of  the   City’s  total  population  is  under  19  years  of  age.     Housing  Units   The  2010  Census  determined  that  there  are  23,489  housing  units  in  the   City,   and   that   the   total   housing   vacancy   rate   stands   at   36.9%.   It   is   important  to  note  that  the  Census  estimates  the  seasonal  vacancy  rate   at  27.5%,  and  that  the  City’s  net  vacancy  rate  is  12.4%.  The  vacancy  rate   highlights   the   importance   of   the   seasonal   resident   to   La   Quinta’s   housing  market.          ECONOMIC  DEVELOPMENT   II-­‐165   The   vast   majority   of   housing   units   (90%)   are   attached   or   detached   single   family   homes.   The   balance   are   multi-­‐family   homes   (9%),   and   mobile  homes  (1%).     As  with  other  economic  sectors,  the  City  has  experienced  a  significant   decrease  in  the  number  of  new  homes  constructed  in  recent  years.   From  2010  to  January  2012,  there  were  96  housing  units  of  all  types   (single  family  homes,  apartments  and  condominiums)  built  in  the  City.   By  comparison,  8,473  housing  units  were  built  from  2000  to  2009,  or   an   average   of   almost   850   units   annually.   As   growth   in   residential   development   will   spur   commercial   growth,   the   housing   market’s   recovery   will   be   an   indicator   of   improved   economic   conditions   throughout  all  market  segments.     Households  and  Income   The   2010   Census   identified   14,820   households   in   the   City,   which   translates   to   an   average   household   size   of   2.5   persons.     SCAG   estimates  that  there  will  be  16,580  households  in  La  Quinta  in  2020,   and  17,948  households  in  the  City  in  2035.         It  is  estimated  that  the  City’s  median  household  income  in  2010  was   $72,181,  and  per  capita  income  stood  at  $43,450.  The  median  household   income  has  increased  significantly  in  the  last  twenty  years,  and  the  City   now  ranks  higher  than  the  County  median  household  income,  which   stood  at  $54,296  in  2010.       Employment   In  1990,  there  were  5,368  employed  residents  in  La  Quinta.  By  2010,   that   number   had   risen   to   over   19,700.   As   shown   in  Table   II-­‐13,   the   majority  of  residents,  or  61.6%,  work  in  white-­‐collar  jobs,  followed  by   service   and  sales  jobs,   and   blue   collar   jobs.   The   largest   sector   of   employment  is  Sales   (14.61%),   followed   by   Management  (13.25%).   Please  note  that  this  Table  shows  employment  regardless  of  whether   the  job  is  in  La  Quinta  or  elsewhere.     ECONOMIC  DEVELOPMENT   II-­‐166     Table  II-­‐13   Employment  by  Occupation,  2010   Occupation     Employed     %  of   Employed   Architect/Engineer  189  0.96%   Arts/Entertainment/Sports  646  3.27%   Building  Grounds  Maintenance  1,002  5.07%   Business/Financial  Operations  958  4.85%   Community/Social  Services  430  2.18%   Computer/Mathematical  125  0.63%   Construction/Extraction  1,343  6.79%   Education/Training/Library  1,031  5.22%   Farm/Fish/Forestry  73  0.37%   Food  Prep/Serving  1,758  8.89%   Health  Practitioner/Technicians  872  4.41%   Healthcare  Support  268  1.36%   Maintenance/Repair  430  2.18%   Legal  248  1.25%   Life/Physical/Social  Science  85  0.43%   Management  2,620  13.25%   Office/Admin  Support  2,080  10.52%   Production  442  2.24%   Protective  Services  618  3.13%   Sales/Related  2,889  14.61%   Personal  Care/Service  1,168  5.91%   Transportation/Moving  494  2.50%   Total  19,769  100.00%   Source:  Nielsen  Claritas,  December,  2010.     The  major  employers  in  La  Quinta  are  shown  in  Table  II-­‐14.  The  recent   economic  downturn  will  have  affected  the  data  in  this  Table,  as  the   school  district  has  experienced  significant  budgetary  reductions,  but   the  importance  of  retail  and  resort  industry  employers  is  still  clearly   significant  in  the  City.              ECONOMIC  DEVELOPMENT   II-­‐167   Table  II-­‐14   Major  Employers  in  La  Quinta   Employer  Employment   Desert  Sands  Unified  School  District  2,471   La  Quinta  Resort  &  Club  1,600   WalMart  Supercenter  800   Rancho  La  Quinta  700   PGA  West  285   Imperial  Irrigation  District  150   Lowe’s  Home  Improvement  150   Home  Depot  100   Stater  Brothers  100   Tradition  Golf  Club  100   Source:  County  of  Riverside  EDA    2009     Economic  Drivers   Three  economic  sectors  have  been  key  to  the  City’s  growth:  tourism,   golf  and  retail  sales.       Tourism  and  the  Resort  Industry   La  Quinta  has  benefited  from  the  Coachella  Valley’s  climate,  physical   environment   and  reputation   in   the   tourism   industry.   Although   for   many  years  the  City  battled  the  perception  of  “Palm  Springs”  as  the   only   tourism   destination   in   the   region,   a   number   of   factors,   and   aggressive  marketing,  have  allowed  the  City  to  develop  its  own  identity   as  a  tourist  destination.  The  relatively  low  intensity  of  development  in   the   City   and   region,  its   wildlife   and  open   space,  and  the   lack   of   congestion  throughout  the  Valley  relative  to  more  urban  areas  have  all   served  to  promote  short  and  long  term  visitors’  interest  in  the  City.     Tourism   in   the   City   is   not   limited   to   hotel   development.  Resort   residential  development  is  also  an  important  economic  driver  in  the   City.  The  regional  demand  for  second  homes  and  vacation  homes,  as   well   as  retirement   housing,   have   resulted   in   a   number   of   golf   and   recreation  oriented  projects  geared  to  part-­‐time  residency.  The  City  is   home  to  a  number  of  seasonal  residences,  which  represent  27.5%  of  the   City’s  housing  stock  and  increase  the  population  by  almost  50%  each   winter;  and  fractional  ownership  or  timeshare  projects,  which  attract   tourists  for  shorter  periods,  ranging  from  a  week  to  a  month.     Resort  residential  development  began  at  PGA  West,  but  has  expanded   to  include  golf  course  country  club  developments  such  as  Rancho  La   Quinta,   retirement   communities   such   as   Trilogy,   and   exclusive   communities  such  as  The  Hideaway.  The  City's  growing  reputation  as  a     ECONOMIC  DEVELOPMENT   II-­‐168   destination   resort   community  adds  depth   to   the   economy,   while   generating   lower  annualized  demand   for  roads,  public   services   and   utilities.       Golf  Courses  and  SilverRock  Resort   The  City’s  winter  residents  and  visitors  have  long  been  attracted  to  the   many  golf  courses  that  have  been  developed  in  the  City.  Much  of  the   single  family  residential  development  in  the  City  is  built  around  these   golf  courses.  Golf  is  a  revenue  generating  industry  in  the  City,  both  in   terms  of  retail  sales,  and  in  terms  of  the  increased  disposable  income   golf-­‐oriented  visitors  and  residents  bring  to  the  City.       Golf  has  also  been  a  successful  marketing  tool  for  the  City.  The  City   promotes   golf   and   recreation   in   its   marketing   efforts   across   the   country.  In  addition,  professional  golf  tournaments  in  La  Quinta  have   raised  the  public  awareness  of  the  City  as  a  destination.     The   SilverRock   Resort   represents   a   potentially   significant   economic   development  opportunity  for  the  City.  SilverRock  is  a  525  acre  property   on  which  the  City’s  golf  course  has  been  developed.  The  course  has   hosted   professional   and   amateur   tournaments,   and   has   been   a   featured   course   in   the   PGA’s   Bob   Hope   Classic   in   the   past   (the   tournament  is  now  the  Humana  Challenge).  The  golf  course  is  the  first   phase  of  an  adopted  Specific  Plan  for  the  entire  property.  The  Specific   Plan  includes  two  hotels,  one  a  boutique  hotel,  as  well  as  resort  retail   and  related  development.  Prior  to  the  current  economic  downturn,  the   City   had   actively   marketed   the   hotel   and   resort   commercial   development,   and   was   actively   working   toward   its   implementation.   The  current  market  has  stalled  these  development  plans,  but  the  City   can  expect   that   in   the   next   economic   cycle,   the   development   opportunities   offered   by   SilverRock   will   be   significant.       It   will   be   important   to   conduct   outreach   activities   with   potential   developers,   local  stakeholders,  event  sponsors,  and  the  local  community  to  ensure   future  development  of  SilverRock  embraces  current  and  future  trends,   such  as  health  and  wellness,  in  order  to  remain  relevant.     As  the  revenue  potential  for  this  property  is  tied  to  golf,  the  City’s   continued  marketing  of  the  golf  course,  and  its  use  for  professional   and  amateur  events,  will  continue  to  be  significant  to  the  City’s  long   term   economic   health.   The   land   around   the   existing   golf   course   is   planned  for  hotel  and  resort  retail  development.          ECONOMIC  DEVELOPMENT   II-­‐169   Retail  Commercial  Development   In  the  last  two  decades,  the  most  significant  growth  in  the  City  has   been  its  retail  sales.  In  1995,  there  were  $121  million  in  taxable  sales  in   the  City.  By  the  year  2000,  that  number  had  grown  to  $318  million;  and   to   $683   million   in   2005.   Even   in   recessionary   times,   the   City’s   total   taxable  sales  in  2009,  the  last  year  for  which  full  year  data  is  available,   were  $623  million.       Commercial   lands   are   identified   throughout   the   City.   Approximately   65%  of  all  commercial  land  in  the  City  is  developed  in  2012.  There  are   184  acres  of  vacant  General  Commercial  land  in  the  City,  139  acres  of   vacant   Tourist   Commercial   land,   and   13   acres   of   vacant   Village   Commercial   land.   In   the   future,   the   expansion   of   commercial   development  will  include  not  only  Highway  111,  Washington  Street  and   Jefferson  Street,  but  also  commercial  lands  identified  on  the  Land  Use   Map   in   the   southeastern   portion   of   the   City,   including   lands   on   Madison  Street,  and  on  the  east  side  of  Monroe  Street,  in  the  Sphere   of  Influence.       Retail  commercial  development  has  focused  historically  in  two  areas:   the  most  significant  expansion  has  occurred  along  Highway  111,  and  the   Village  has  developed  a  reputation  as  a  specialty  retail  center.  Both   these   areas   will   continue   to   play   an   important   role   in   the   City’s   economy.     Highway  111   The  Highway  111  corridor  represents  the  majority  of  retail  activity  in  the   City.   It   has   been,   and   will   continue   to   be   the   focus   of   regional   shopping,  and  can  be  expected  to  continue  to  attract  national  retailers.   The   challenge   in   the   long   term   will   be   its   redevelopment,   as   the   majority  of  the  corridor  is  now  developed,  and  pressure  for  expansion   will   continue   as   the   City   and   region   grows.   Development   along   Highway  111  has  been  dominated  by  shopping  centers,  auto  dealerships   and  big-­‐box  retail  pads.  As  retail  development  continues  to  change  in   the  future,  the  pattern  of  development  along  Highway  111  may  change   as  well.     Automobile  dealerships  contribute  significantly  to  the  City’s  revenues.   In  2010,  there  were  $43.3  million  dollars  in  vehicle  and  auto  parts  sales   in  the  City,  down  significantly  from  2005’s  $121.9  million.    In  the  recent   recession,   the   difficulties   of   the   auto   industry   as   a  whole   were   reflected   in   the   City’s   dealerships   as   well.   The   City   has   traditionally   supported  existing  dealerships,  and  actively  recruited  new  ones,  and   will   continue   to   do   so.   Their   continued   success   and   expansion   will     ECONOMIC  DEVELOPMENT   II-­‐170   contribute  to  the  City’s  long  term  financial  health.  Vacant  land  within   the  La  Quinta  Auto  Center,  and  lands  planned  for  auto  dealerships  in   the  Dune  Palms  and  Highway  111  Specific  Plan  must  be  preserved  for   these   uses;   and   active   recruiting   to   develop   these   properties   will   continue  to  be  an  important  economic  development  strategy.       Highway  111  also  provides  the  City  with  the  best  opportunity  for  Mixed   Use   development  –  or   more   specifically   the   integration   of   more   intense  residential  development.  Its  access  to  transit,  and  proximity  to   employment   centers,   schools   and   other   services   make   it   ideal   for   mixed   use   projects.   These   projects   in   the   future   may   include   retail   below  residential  units,  but  could  also  include  residential  projects  next   to   existing   or   future   commercial   development.   Mixed   Use   projects   serve  multiple  purposes:  they  bring  residents  close  to  shopping  and   employment  opportunities,  which  is  good  for  the  businesses  because   their  customers  are  close  at  hand;  they  lower  the  number  of  vehicle   trips  by  allowing  people  to  walk  between  home  and  work  or  home  and   shopping;   and   they   help   the   City   meet   its   regional   planning   goals   established   in   the   Southern   California   Association   of   Governments   Sustainable  Community  Strategies.       The  Land  Use  Element  and  the  Livable  Community  Element  provide   greater  detail  on  Mixed  Use  development  in  the  Highway  111  corridor.     The  Village   The  City  has  also  seen  the  expansion  of  the  Village  as  a  specialty  retail   district  with  a  focus  on  cultural  and  special  events  and  venues.  The   Village  has  established  its  identity  in  part  through  the  Civic  Center  and   Park,  which  also  includes  the  Library  and  Senior  Center;  the  La  Quinta   Arts  Festival,  which  occurs  on  the  Civic  Center  campus  annually;  the   development  of  the  Old  Town  shopping  and  dining  area,  which  has   provided  a   focus   for   the   specialty   retail   market;   and   through   the   conversion  of  single  family  homes  to  offices  and  restaurants.  Critical  to   its   economic   health   is   the   expansion   of   this   retail   niche,   and   the   continued   attractiveness   of   residential   living   in   a   pedestrian-­‐friendly   environment.  The  Village  can  provide  another  opportunity  for  Mixed   Use  development  in  the  City,  but  on  a  completely  different  scale  than   the  Highway  111  corridor.  Mixed  Use  development  in  this  neighborhood   will  be  of  a  smaller  scale,  consistent  with  the  commercial  development   in  the  area,  and  will  integrate  with  the  existing  mix  of  single  family   homes  and  smaller  apartment  projects  that  already  exist  in  the  area.   The  Village  is  also  the  commercial  area  for  the  Cove,  being  located  at   the  base  of  the  Cove.  It  has  taken  advantage  of  this  position  in  the   past,  and  will  continue  to  do  so  into  the  future.        ECONOMIC  DEVELOPMENT   II-­‐171     The  Village  will  continue  to  be  challenged  by  its  isolated  location,  and   its  small  land  area.  It  has  not  yet  developed  to  its  full  potential,  and  can   provide  La  Quinta’s  residents  and  visitors  with  a  greater  range  of  shops   and   businesses,   all   located   in   easy   walking   distance   for   most.   As   it   expands,   the   Village   will   need   to   include   pedestrian   and   golf   cart   facilities,   shaded   paseos   and   seating,   and  an   interconnection   of   projects  that  make  it  an  all  day  destination  for  shoppers  and  business   people.  The  Village  also  will  benefit  from  offering  full  time  residents   jobs,  shopping  and  entertainment  opportunities,  so  that  activity  and   revenues  are  not  dependent  on  visitors  and  part-­‐time  residents.     Please  also  see  the  Land  Use  and  Livable  Community  Elements.     The  City’s  Economic  Development  Plan   The  City  maintains  an  Economic  Development  Plan,  updated  annually,   that  helps  guide  its  economic  development  efforts.  The  Plan’s  primary   focus  is  on  the  long  term  economic  health  of  the  City,  as  opposed  to   immediate  short  term  economic  influences.  As  such,  it  provides  the   City’s  decision  makers  and  staff  with  a  vision  for  the  economic  future   of  the  City.  However,  since  the  Plan  is  updated  annually,  it  allows  the   City  to  consider  changes  to  its  economic  development  policies  based   on  current  trends.     The   Plan   supports   the   City’s   active   involvement   in   economic   development.   Historically,   this   has   included   active   recruiting   of   businesses,  the  commitment  of  funds  to  assist  with  infrastructure  and   other   costs,   and   working   closely   with   property   owners,   developers,   and  brokers  in  the  recruitment  and  retention  of  businesses,  and  the   diversification  of  the  City’s  economy  to  take  advantage  of  emerging   economic  trends,  and  fill  gaps  in  the  existing  market.       As  the  City  continues  to  grow  and  mature,  the  Plan  must  also  address   changes  in  the  Highway  111  corridor,  and  the  reuse  and  redevelopment   of  retail  centers  in  this  area.       Changing  Municipal  Revenues   The   most   significant   challenge   for   the   City   in   the   short   term   implementation  of  the  Economic  Development  Plan  is  the  2012  loss  of   the   La   Quinta   Redevelopment   Agency.   The   Agency   contributed   significantly   to   the   City’s   ability   to   promote   economic   development   projects,  and  its  elimination  will  significantly  impact  the  City’s  ability  to   participate   in   economic   development   through   infrastructure   investment   and   land   acquisition.   The   City   must   look   to   creative     ECONOMIC  DEVELOPMENT   II-­‐172   partnerships   and   financing  models   in   the   future   to   replace   the   Agency’s   efforts.   In   addition,   the   City   has   a   vested   interest   in   encouraging   legislative   efforts   to   reintroduce   redevelopment   or   another  economic  development  tool  at  the  State  level  in  the  future.     The  City’s  economy  directly  impacts  government’s  ability  to  provide   services.  La  Quinta  relies  on  a  large  number  of  revenue  sources  from   regional  and  state  programs  and  agencies,  but  is  dependent  on  three   sources  of  revenue  for  general  services:  sales  tax,  property  tax  and   transient  occupancy  tax.  Although  all  revenues  have  been  reduced  in   recent  years,  Table  II-­‐15  shows  the  major  sources  of  revenue  received   by  the  City.       Table  II-­‐15   Major  General  Fund  Revenue  Sources,  2008-­‐2012    2008-­‐09  2009-­‐10  2010-­‐11  2011-­‐12   Property  Tax  $5,681,900  $5,406,000  $6,509,500  $5,957,300   Sales  Tax  $9,062,000  $7,490,000  $6,637,000  $7,136,000   Transient   Occupancy   Tax   $5,600,000  $4,128,000  $4,000,000  $4,500,000   Motor   Vehicle   In  Lieu  Fees  $3,942,100  $3,931,500  $3,627,800  $3,315,000   Franchise  Fees  $1,764,400  $1,584,500  $1,454,600  $1,457,730   Total  $26,050,400  $22,540,000  $22,228,900  $22,366,030   Source:  2011-­‐2012  City  Budget       Because   of   the   current   recession,   all   income   sources   have   been   significantly   reduced.   As   a   result,   the   City   has   considered   and   implemented  revenue  enhancements  and  reductions  in  expenditures   to   counter   the   revenue   losses.   Although   through   the   life   of   this   General  Plan  economic  downturns  and  upturns  will  continue  to  occur,   the  City’s  ability  to  carefully  plan  for  downturns  by  expanding  reserves   during  upturns  will  be  critical  to  the  City’s  long  term  economic  health.   As  described  in  the  Parks  and  Recreation  and  Public  Facilities  elements   of  this  document,  the  City  still  intends  to  provide  its  residents  with  a   full  range  of  services,  and  preserve  its  quality  of  life  in  the  long  term.  In   order  to  meet  the  demand,  the  City  must  assure  that  sufficient  revenue   is  generated  to  provide  these  services.        ECONOMIC  DEVELOPMENT   II-­‐173   PLANNING  FOR  THE  FUTURE   The  City  will  continue  to  experience  economic  growth  and  downturns   throughout  the  life  of  this  General  Plan.  In  order  to  protect  the  services   the  City  provides  its  residents,  the  City  will  need  to  continue  to  adapt   and  grow  to  stabilize  its  revenues  and  expenditures.     An   economic   analysis   was   conducted   to   determine   the   costs   and   revenues   associated   with   the   build   out   of   the   Land   Use   Map.   That   analysis  found  that  the  City’s  revenues  could  increase  to  $115.1  million   annually,  including  considerable  increases  in  transient  occupancy  tax   and   sales   tax.   The   analysis   also   found,   however,   that   expenditures   could  rise  to  $121.2  million,  including  general  services,  public  safety  and   recreation.  This  is  primarily  due  to  the  costs  associated  with  providing   services  to  residential  development,  which  does  not  ‘pay  for  itself’  in   terms  of  revenue  generation  to  the  City.  As  a  result  of  the  high  number   of  residential  units  in  the  City,  revenue  generating  land  uses,  including   commercial   and   resort   development   in   particular,   may   need   to   be   expanded  and  enhanced  to  assure  long  term  economic  stability.       The  Land  Use  Element  identifies  the  potential  for  3.2  million  square   feet  of  commercial  space,  including  resort  hotel,  retail  and  office  space   in   the   City   limits   at   build   out.   The   effective   use   of   this   space,   particularly  for  revenue  generating  businesses,  hotels  and  resorts,  is   key  to  the  City’s  economic  health.  At  build  out  of  the  City,  the  660   acres   of   General   Commercial   and   Village   Commercial   land   could   generate  $24.1  million  annually  in  sales  tax  revenue  to  the  City,  more   than  tripling  that  revenue  source.  However,  it  is  critical  that  the  uses   that   develop   on   these   lands   be   primarily   focused   upon   generating   sales  tax  revenue,  such  as  retail  uses,  while  carefully  balancing  other   important  land  uses  with  less  revenue  potential,  such  as  professional   office  developments.  The  City  must  also  consider  the  potential  for  the   redevelopment  and  expansion  of  existing  retail  centers  over  the  life  of   the  General  Plan,  to  assure  that  under-­‐performing  projects  do  not  limit   the  potential  for  revenue  in  the  long  term.         The  incorporation  of  Mixed  Use  in  the  Zoning  Ordinance  for  all  General   Commercial  and  Village  Commercial  lands  also  provides  the  City  with   an   opportunity   to   increase   revenues   and   limit   costs.   The   synergies   associated  with  Mixed  Use  can  reduce  vehicle  trips  (and  the  associated   road   maintenance   costs),   increase   the   use   of   transit,   and   allow   the   addition  of  residential  units  in  tandem  with  higher  revenue  commercial   projects.  Mixed  Use  development  in  the  future  may  facilitate  a  more     ECONOMIC  DEVELOPMENT   II-­‐174   balanced  cost-­‐revenue  for  the  City,  and  should  be  considered  on  that   basis  as  projects  are  proposed.     The  ability  of  the  City  to  provide  a  full  range  of  services  and  a  high   quality  of  life  is  directly  tied  to  its  annual  budget.  The  Land  Use  Map   establishes  the  development  potential  of  lands  within  the  City  and  its   Sphere  of  Influence.  Based  on  this  Map  and  the  development  potential   associated  with  it,  an  analysis  of  potential  revenues  and  costs  to  the   City’s   General   Fund   was   prepared.   The   assumptions   included   the   following  components:      For  residential  development  in  the  City,  a  total  of  31,603  units,   and  a  build  out  population  of  79,956  at  100%  occupancy.    For   residential   development   in   the   Sphere,   a   total   of   21,500   units,  and  a  build  out  population  of  54,395  at  100%  occupancy.    For  commercial  development  throughout  the  City  and  Sphere,   building  coverage  of  22%.    For  industrial  development  in  the  Sphere,  building  coverage  of   22%.    For   Tourist   Commercial   lands,   a   total   of   3,074   hotel   rooms   (including  1,160  rooms  at  SilverRock  Resort  and  500  rooms  at   the  Travertine  project),  with  an  average  occupancy  rate  of  65%,   and  a  hotel  room  rate  averaging  $184.     As  shown  in  Table  II-­‐16  below,  the  analysis  concludes  a  negative  cash   flow  to  the  City.  The  analysis  then  added  the  build  out  of  the  Sphere  of   Influence,   based   on   the   Land  Use   designations   assigned   on   the  La   Quinta  Land   Use   Map.   As   shown   in  Table   II-­‐17,   below,  the   analysis   identifies   that   build   out   of   the   Sphere   of   Influence   significantly   increases  the  negative  cash  flow  the  City  will  experience.      ECONOMIC  DEVELOPMENT   II-­‐175   Table  II-­‐16   Buildout  Revenues  and  Costs   City  Limits  Only   REVENUES   TAXES       Property  Tax  $14,139,771     Document  Transfer  Tax  $826,658     Sales  Tax  $  24,088,281       Transient  Occupancy  Tax  $  40,529,562       Franchise  Tax  $  7,098,909     LICENSES  AND  FEES       Business  License  $  953,993       Animal  License  $  151,964       Development  Permits    $472,444       Miscellaneous  Permits  $  225,801       General  Government  Fees  $  21,709       Community  Service  Fees  $  1,649,899       Departmental  Fees  $  1,888,387     INTERGOVERNMENTAL       Motor  Vehicle  In-­‐Lieu  $  8,833,184       MVLF  $  424,302       Fines  and  Forefeitures  $  1,584,772       Other    $852,944     OTHER  REVENUE       Miscellaneous  Revenue  $  434,184     REIMBURSEMENTS       Gas  Tax  Fund  $  5,369,673       Landscaping  &  Lighting    $  1,040,606       Library  &  Museum  $  4,327,862            TOTAL  REVENUES    $114,914,907     EXPENDITURES   GENERAL  GOVERNMENT       Legislative  $  2,395,945       City  Manager  $  1,135,769       Development  Services  $  4,534,437       Management  Services  $  3,659,078       City  Clerk  $  1,849,570       Finance    $  3,195,626       Community  Services      $14,388,927      Building  &  Safety    $  11,713,218    Planning      $  4,564,809    Public  Works  $    15,245,973   POLICE  $  58,468,000         TOTAL  EXPENDITURES    $121,151,351            Net  Impact    $(6,236,444)       ECONOMIC  DEVELOPMENT   II-­‐176   Table  II-­‐17   Buildout  Revenues  and  Costs   City  and  Sphere  of  Influence   REVENUES   TAXES       Property  Tax  $24,149,225     Document  Transfer  Tax  $1,361,634     Sales  Tax  $  34,496,740       Transient  Occupancy  Tax  $  40,529,562       Franchise  Tax  $  12,243,046     LICENSES  AND  FEES       Business  License  $  1,086,151       Animal  License  $  262,084       Development  Permits  $  814,795       Miscellaneous  Permits    $  389,424       General  Government  Fees  $  37,441       Community  Service  Fees  $  2,845,479       Departmental  Fees  $  3,256,784     INTERGOVERNMENTAL       Motor  Vehicle  In-­‐Lieu  $  15,086,138       MVLF  $  731,768       Fines  and  Forefeitures  $  2,733,157       Other    $1,299,247     OTHER  REVENUE       Miscellaneous  Revenue  $  748,810     REIMBURSEMENTS       Gas  Tax  Fund  $  9,257,806       Landscaping  &  Lighting    $  1,040,606       Library  &  Museum  $  4,327,862            TOTAL  REVENUES    $156,697,758     EXPENDITURES   GENERAL  GOVERNMENT       Legislative    2,395,945       City  Manager    1,135,769       Development  Services    4,534,437       Management  Services    3,659,078       City  Clerk    2,132,733       Finance  3,195,625       Community  Services  19,847,690      Building  &  Safety  17,459,664    Planning  6,719,998    Public  Works  16,737,998   POLICE    92,817,000         TOTAL  EXPENDITURES    $170,635,905            Net  Impact    $(13,938,147)        ECONOMIC  DEVELOPMENT   II-­‐177   In  order  to  assure  that  the  City  continues  to  receive  at  least  as  much   revenue  as  it  has  expenses,  the  fiscal  impacts  of  future  development   projects  and  annexations  must  be  carefully  monitored.     The  City  must  continue  to  fully  consider  the  importance  of  the  resort   industry  in  its  planning.  Catering  to  a  broad  range  of  visitors  –  from   hotel  guests  to  winter  residents  –  and  assuring  that  their  needs  are   met   is   vital   to   the   City’s   economy.   The   land   designated   for   tourist   commercial   development,   particularly   the   hotel   sites   at   SilverRock   Resort,  have  the  potential  to  increase  transient  occupancy  tax  from  its   current  $4.5  million  annually  to  as  much  as  $40.5  million.  The  City’s   Economic   Development   Plan   has   focused   on   SilverRock’s   hotel   and   tourist  retail  development  in  the  past,  and  the  City  must  continue  to   promote  and  market  the  property  for  these  uses  in  the  future.     By   2035,   the   City’s   core   will   likely  be   built   out   and   the   Highway   111   corridor  will  have  experienced  significant  reuse  and  redevelopment.   Care   must   be   taken   to   assure   that   the   development   that   replaces   existing  projects  is  geared  to  meet  future  trends  and  opportunities.       The  City  must  also  consider  carefully  the  balance  of  costs  and  revenues   when   considering   expansion   of   its   boundaries   into   its   Sphere   of   Influence.   Although   the   recent   elimination   of   redevelopment   in   California  will  have  changed  the  revenue  potential  for  this  area,  the   City  must  fully  consider  costs  and  revenues  when  contemplating  future   annexations.   The   annexation   of   the   Sphere   of   Influence   has   the   potential  to  be  a  financial  drain  on  the  City,  if  development  is  primarily   residential   in   nature.   Of   particular   concern   is   that   this   area   will   not   generate  any  property  tax  revenue  for  many  years  to  come,  due  to   bonded  indebtedness  of  Riverside  County.  If  residential  lands  are  to  be   annexed,  these  lands  will  need  to  offset  their  fiscal  impact  to  the  City   to  assure  that  the  annexation  is  revenue  neutral.  The  Master  Plan  for   the   east   Sphere,   and   annexation   proposals   in   the   future,   must   demonstrate  a  balance  between  costs  and  revenues,  and  may  need  to   be  revenue-­‐positive  in  order  to  be  supportable.     The  City’s  Economic  Development  Plan  will  continue  to  be  a  valuable   tool   to   guide   future   revenue   expansion   in   the   City.   As   an   annually   updated  document,  it  can  respond  quickly  to  changes  in  market  trends,   and  direct  the  City’s  focus  to  take  advantage  of  these  opportunities.             ECONOMIC  DEVELOPMENT   II-­‐178   GOALS,  POLICIES  AND  PROGRAMS   GOAL  ED-­‐1     A  balanced  and  varied  economic  base  which  provides  fiscal  stability  to   the  City,  and  a  broad  range  of  goods  and  services  to  its  residents  and   the  region.     v Policy  ED-­‐1.1   The   Land   Use   Element   shall  maintain  a   balance   of   land   use   designations  to  address  economic  needs,  meet  market  demand,  and   assure  a  wide  range  of  development  opportunities.      Program  ED-­‐1.1.a:  Use   the   City’s   GIS   capabilities   to   annually   monitor   the   remaining   capacity   of   vacant   and   under-­‐utilized   lands   to   assure   that   sufficient   inventory   exists   to   address   market  needs.      Program  ED-­‐1.1.b:  Development  proposal  review  for  commercial   development   shall   include   consideration   of   the   proposal’s   compatibility   with   surrounding   existing   uses,   its   efficient   and   revenue-­‐generating  use  of  the  land,  and  its  compatibility  with   the  City’s  Economic  Development  Plan.     v Policy  ED-­‐1.2   Support   and   assist   in   the   retention   of   existing   businesses,   and   the   recruitment  of  new  businesses.      Program  ED-­‐1.2.a:  Continue  to  annually  update  and  implement   the  City’s  Economic  Development  Plan.      Program  ED-­‐1.2.b:  Participate,  where  feasible  and  justifiable,  in   public/private  partnerships  or  other  means  for  the  retention  of   existing   businesses,   and   the   development   of   new   projects   which  generate  significant  economic  activity.      Program  ED-­‐1.2.c:  Focus  marketing  and  publicity  efforts  on  the   commercial  and  resort  sectors,  as  revenue  generation  sources.      Program  ED-­‐1.2.d:  Every   five   years,   in   the   Economic   Development  Plan,  complete  an  analysis  of  existing  commercial   projects   to   identify   under-­‐performing   locations,   and   develop      ECONOMIC  DEVELOPMENT   II-­‐179   strategies   and   public/private   partnerships   to   improve   or   redevelop  these  projects.      Program  ED-­‐1.2.e:  Establish  a  program  to  regularly  monitor  City   costs   and   revenues   based   on   existing   development   and   projected   development   allowed   under   the   Land   Use   Map.   Consider   amendments   to   the   Land   Use   Map   to   increase   revenue   generation   potential,   based   on   the   cost   revenue   analysis  and  sound  economic  forecasting.      Program  ED-­‐1.2.f:  Improve   and   enhance   the   City’s   application   process  for  commercial  development  proposals.     v Policy  ED-­‐1.3   Encourage  the  expansion  of  the  Village  as  a  specialty  retail,  dining  and   residential  destination.       Program  ED-­‐1.3.a:  Maintain,  in  the  Zoning  Ordinance,  standards   and   guidelines   that   encourage   the   development   of   a   pedestrian-­‐friendly,   interconnected   neighborhood   with   a   balance  of  residential  and  commercial  development.      Program  ED-­‐1.3.b:  Include  the  Village  in  the  Mixed  Use  Overlay  in   the  Zoning  Ordinance.      Program  ED-­‐1.3.c:  Continue   to   sponsor   and   support   special   events   in   the   Village   and   at   the   Civic   Center,   as   a   means   of   attracting  visitors  to  the  area.     v Policy  ED-­‐1.4   Support   and   facilitate   the   reuse   and   redevelopment   of   commercial   projects  on  Highway  111.       Program  ED-­‐1.4.a:  As   provided   in   the   Land   Use   Element,   establish  comprehensive  standards  for  Mixed  Use  development   in  commercial  zones.       Program  ED-­‐1.4.b:  Development   proposals   for   the   reuse   and   redevelopment   of   existing   projects   shall   be   encouraged  to   implement   creative   design,   include   pedestrian   access,   and   facilitate  transit  and  alternative  transportation.       ECONOMIC  DEVELOPMENT   II-­‐180   v Policy  ED-­‐1.5   Projects  proposed  on  commercial  land  shall  be  evaluated  for  their  job   creating  and  revenue  generating  potential.       Program  ED-­‐1.5.a:  The  City  may  require  the  preparation  of  fiscal   impact   analyses   for   commercial   projects   when   deemed   appropriate  in  the  application  review  process.     v Policy  ED-­‐1.6   Assure  that  all  revenues  due  to  the  City  are  collected.       Program  ED-­‐1.6.a:  Establish   and  maintain   a   comprehensive   program  to  enforce  the  payment  of  transient  occupancy  tax,   sales  tax,  and  other  fees  and  licenses  due  to  the  City.     v Policy  ED-­‐1.7   All  annexation  applications  by  land  owners  shall  include  a  fiscal  analysis   that   fully   addresses   the  fiscal   impact   of   the   proposed   annexation.    Subsequently,   all   annexation   applications   shall   also   include   a   Development   Agreement   application   or   other   mechanism   that   demonstrates   how   the   annexation   will   be   revenue   neutral   or   revenue  positive  for  the  City.     v Policy  ED-­‐1.8   Aggressively   lobby   for   the   passage   of   legislation   that   restores   redevelopment   funds   to   local   jurisdictions,   or   provides   other   equivalent  economic  development  tools.     GOAL  ED-­‐2     The  continued  growth  of  the  tourism  and  resort  industries  in  the  C ity.     v Policy  ED-­‐2.1   Actively  pursue  the  build  out  of  the  SilverRock  Resort.       Program  ED-­‐2.1.a:  Through   the   City’s   Economic   Development   Plan,  annually  review  the  land  use  allocation  within  SilverRock’s   Specific  Plan  to  assure  that  future  development  meets  market   needs  and  generates  a  long  term  revenue  stream  for  the  City.       Program  ED-­‐2.1.b:  Continue   to   promote   professional   and   amateur  golf  tournaments,  activities  and  events  that  publicize   SilverRock  in  the  local,  state  and  national  media.      ECONOMIC  DEVELOPMENT   II-­‐181     v Policy  ED-­‐2.2   Support  increased  room  occupancy  at  the  City’s  existing  hotels  and   resorts.       Program  ED-­‐2.2.a:  Continue  to  participate  in  co-­‐op  marketing,   and   include   the   City’s   resorts   and   hotels   in   City-­‐sponsored   marketing  and  advertising  efforts.       Program  ED-­‐2.2.b:  Incorporate  short  term  vacation  rentals  into   the  City’s  transient  occupancy  tax  revenues.      Program  ED-­‐2.2.c:  Consider   incentive   programs   for   hotel   remodeling   and   refurbishing,   tied   to   increased   transient   occupancy  tax  revenue  generation  in  the  future.     v Policy  ED-­‐2.3   Actively  pursue  the  development  of  additional  hotel  properties  in  all   economic  ranges,  to  accommodate  all  segments  of  the  visitor  market.     RELATED  GOALS   GOAL  LU-­‐2:  High  quality  design  that  complements  and  enhances  the   City.     GOAL  CIR-­‐1:  A  transportation  and  circulation  network  that  efficiently,   safely   and   economically   moves   people,   vehicles,   and   goods   using   facilities  that  meet  the  current  demands  and  projected  needs  of  the   City.     GOAL  LU-­‐6:  A  balanced  and  varied  economic  base  which  provides  a   broad   range   of   goods   and   services   to   the   City’s   residents   and   the   region.     GOAL  SC-­‐1:  A  community  that  provides  the  best  possible  quality  of  life   for  all  its  residents.                     PARKS,  RECREATION  AND  TRAILS   II-­‐183         PARKS,  RECREATION  AND  TRAILS     PURPOSE   Public   parks,   recreational   programs,   and   sports   facilities   are   vital   components  of  a  healthy  and  successful  community.    The  City  of  La   Quinta  recognizes  the  connection  between  public  health  and  the  built   environment,   understanding   that   access   to   enjoyable  and   well-­‐ maintained  public  parks  and  recreational  opportunities  are  vital  to  the   health  and  well-­‐being  of  its  citizens.       The   Parks   and   Recreation   Element   provides   descriptions   of   existing   parks  and  recreational  facilities,  identifies  the  current  and  projected   demand  for  parks  as  the  City  and  its  Sphere  of  Influence  grow,  and   establishes  the  goals,  policies  and  programs  which  allow  the  City  to   continue  to  provide  a  full  range  of  recreational  amenities  and  services   to  its  residents  and  businesses.     Government  Code  Sections  65103(c)  and  65302(a)  both  address  the   need  to  include  parks  and  recreational  facilities  in  the  General  Plan.  The   former   requires   that   all   cities   annually   review   capital   improvement   needs  for  consistency  with  the  General  Plan.  The  latter  requires  that   the   General   Plan   discuss   the   location   and   distribution   of   parks   and   recreational   facilities,   and   whether   such   facilities   are   adequate.   Government   Code   Sections   66477   and   66479   enable   local   governments   to   require   park   site   dedications,   or   fees   in   lieu   of   dedication,  as  conditions  of  tract  or  parcel  map  approval.    Recreational   land   uses   are   included   in   the   description   of   land   use   elements   in   Section   65302(a).   Trail   designations   are   also   required   as   part   of   Section  5076  of  the  Public  Resources  Code.       PARKS,  RECREATION  AND  TRAILS   II-­‐184   BACKGROUND   Public  Parks  and  Recreational  Facilities   The  City  of  La  Quinta  currently  operates  11  city  parks,  the  Civic  Center   Campus,   and   three   nature   preserve   areas.   All   city   parks,   with   the   exception  of  the  Civic  Center  Campus,  provide  a  children’s  playground   facility.    La  Quinta’s  three  nature  preserves  are  also  available  for  public   recreation,  as  they  all  contain  trails  for  hiking  and  bicycling.    There  are   also   a   number   of   public   pocket   parks   located   within   existing   subdivisions.     Two  regional  parks  located  within  the  City  of  La  Quinta  are  managed   by  other  agencies.    The  6.5  acre  La  Quinta  Community  Park,  located  in   the  Village,  is  managed  by  the  Desert  Recreational  District,  and  the  845   acre  Lake  Cahuilla  Regional  Park,  located  in  the  southwestern  portion   of   the   City,   is   managed   by   the   Riverside   County   Parks   Department.     Lake  Cahuilla  Regional  Park  charges  a  user  fee  for  day  visitors,  fishing,   and  overnight  camping.         The  City  of  La  Quinta  also  works  in  conjunction  with  the  Desert  Sands   Unified   School   District   to   share   the   use   of   recreational   facilities   on   school  grounds.  Two  examples  of  this  are  the  Sports  Complex  at  the  La   Quinta  Middle  School  and  the  soccer  fields  located  at  Colonel  Mitchell   Paige  Middle  School.     La   Quinta   is   also   home   to   one   public   and   22   privately   owned   and   operated  golf  courses,  seven  of  which  are  open  and  available  for  public   use.    The  City’s  SilverRock  Golf  Course  consists  of  18  holes  over  525   acres  of  land.  Both  public  and  private  golf  courses  are  included  with   the  land  use  calculation  for  Recreational  Open  Space.       La  Quinta’s  designated  recreational  open  space  totals  approximately   5,259  acres               PARKS,  RECREATION  AND  TRAILS   II-­‐185       Exhibit  II-­‐13   La  Quinta’s  Parks  and  Recreational  Areas         PARKS,  RECREATION  AND  TRAILS   II-­‐186       PAGE  NUMBER  SPACER  -­‐  PULL  FROM  DOC     PARKS,  RECREATION  AND  TRAILS   II-­‐187     In  addition  to  its  parks  and  nature  preserves,  the  City  of  La  Quinta   maintains  a  number  of  public  recreational  facilities  for  its  residents:     The  Fritz   Burns   Pool,   located   at   78-­‐107   Avenue   52,   is   an   outdoor   swimming  facility  consisting  of  a  20  by  11  meter  pool  and  a  9  by  5  meter   children’s  pool.    The  facility  has  locker  rooms  and  features  a  misting   system,  a  sun  deck,  and  lifeguards.    Swimming  lessons,  aqua  aerobics,   and  public  swim  hours    are  offered  every  summer  by  the  local  YMCA.     The  La   Quinta   Sports   Complex,   at   78-­‐900   Avenue   50,   is   a   joint-­‐use   athletic  facility  managed  and  operated  in  conjunction  with  the  Desert   Sands  Unified  School  District.  The  facility  contains  six  baseball  fields,   restrooms,  and  a  snack  bar.     The  La  Quinta  Community  Center,  at  77-­‐865  Avenida  Montezuma,  is  a   6,000  square  foot  facility  jointly  operated  with  the  Desert  Recreation   District.   Located   within   the   La   Quinta   Community   Park,   the   facility   contains  a  fitness  center  and  provides  youth  and  preschool  programs   for  La  Quinta  residents.     Colonel  Paige  Middle  School  Fields,  at  43-­‐495  Palm  Royale  Drive,  is  a   joint  use  athletic  facility  managed  and  operated  in  conjunction  with  the   Desert  Sands  Unified  School  District.  This  facility  contains  five  smaller   multi-­‐use  fields  for  soccer,  sports  lighting  and  restrooms.       The  Boys  and  Girls  Club  of  La  Quinta,  at  49-­‐995  Park  Ave,  contains  a   gymnasium   and   activities   room.   The   City   of   La   Quinta   utilizes   the   shared   facility   for   fitness   classes   such   as   Pilates,   yoga,   and   other   wellness  related  activities  for  all  age  groups.     The  La  Quinta  Museum  is  located  at  77-­‐885  Avenida  Montezuma.  It   provides  historic  and  cultural  exhibits  and  collections  relating  to  the   history  of  the  City  and  region.  This  facility  is  also  used  for  education,   special  events  and  smaller  entertainment  events.       The  La   Quinta   Senior   Center,   located   at   78-­‐450   Avenida   La   Fonda,   offers   a   wide   range   of   recreational   services   to   adults.     The   facility   includes   a   multi-­‐purpose   room   with   stage,   kitchen,   hospitality   area,   computer  lab,  arts  and  crafts  room,  lounge,  and  an  outdoor  putting   green.         PARKS,  RECREATION  AND  TRAILS   II-­‐188   The  SilverRock   Golf   Course,   located   at   the   southwest   corner   of   Jefferson   Street   and   Avenue   52,   currently   (2010)   offers   18   holes   of   public  play,  and  is  a  host  course  for  numerous  golf  tournaments.       SilverRock   offers   instruction,   reduced-­‐cost   play   for   residents,   and   clubhouse  facilities  containing  a  restaurant  and  pro  shop  (please  also   see  the  Economic  Development  Element).       La   Quinta’s   recreational   activities   and   events   are   organized   and   promoted   by   the   Community   Services   Department,   providing   the   public   with   opportunities  that   include   organized   sports,   classes,   excursions,   and   special   events.   The   department   also   oversees   the   City’s  numerous  parks  and  rental  facilities,  the  SilverRock  Resort,  the   Senior  Center,  the  Fitness  Center,  the  La  Quinta  Library,  and  the  La   Quinta  Museum.     Parks  Planning  and  Implementation  Tools   La  Quinta’s  Community  Services  Master  Plan  serves  as  an  important   tool  for  short  to  mid-­‐term  parks  and  recreation  planning  and  decision   making.   The   five-­‐year   plan   monitors   and   surveys   public   needs   and   current  service  levels,  and  in  turn  provides  service  recommendations   for   implementation.   The   plan   conducts   a   community   needs   survey,   details  an  inventory  of  existing  services  and  facilities,  and  presents  a   comparison  to  standardized  state  and  national  benchmarks.       Healthy  Eating  Active  Living  Campaign   On   February   16,   2010,   the   La   Quinta   City   Council   passed   Resolution   2010-­‐013,   declaring   a   commitment   to   improve   and   encourage   community   health   and   wellness   through   the  Healthy   Eating   Active   Living  campaign  sponsored  by  the  California  Center  for  Public  Health   Advocacy.  This  commitment  includes  the  promotion  of  policies  to  help   shape   the   built   environment   so   that   it   encourages   walking,   biking,   hiking   and   other   forms   of   physical   activity   and   provides  pedestrian   connectivity  between  parks,  schools,  retail  businesses  and  residential   areas.   This   initiative   also   includes   supporting   access   to   health   and   fitness   facilities   such   as   the   La   Quinta   Fitness   Center,   promoting   healthy   eating   through   farmers   markets  and   community   gardening,   and  encouraging  higher  nutrition  standards  at  public  concessions.     Trails  and  Connectivity   In  La  Quinta,  trails  are  valued  as  both  a  recreational  amenity  and  as  a   mode   of   transportation.   In   a   survey   of   residents   conducted   for   the   2007   Community   Services   Master   Plan,   recreational   trails   were   identified  as  being  among  the  highest-­‐ranked  amenities  desired  by  the     PARKS,  RECREATION  AND  TRAILS   II-­‐189   public.7  The  City’s  multi-­‐use  path  network,  public  sidewalks,  and  bicycle   routes  serve  as  an  important  link  between  City  parks  and  residential   areas.  While  these  linkages  have  been  provided  in  various  parts  of  the   community,   their   design   and   construction   has   been   inconsistent,   disjointed,  and  unconnected.  In  future  development,  emphasis  should   be   given   to   providing   complete   and  consistent   linkages   between   residential  and  recreational  areas.     Current  Facilities     Residents  of  the  City  of  La  Quinta  currently  have  access  to  72  acres  of   parks,   146.75   acres   of  nature   preserves  containing   recreational   parkland  areas,  845  acres  of  regional  parks,  a  525  acre  municipal  golf   course,  the  nearby  Santa  Rosa  and  San  Jacinto  National  Monument,   numerous  pocket   parks,   golf   courses,   and  other   public   and   private   recreational  facilities.       La  Quinta’s  total  designated  recreational  open  space  is  approximately   5,259  acres.  These  lands  consist  of  both  public  and  private  recreational   areas,   and   include   playgrounds,   golf   courses,   pocket   parks,   trails,   fitness   centers,   and   similar   recreational   facilities.   Many   recreational   areas   which   serve   a   dual   purpose   of   recreational   use   and   habitat   preservation,  such  as  the  Fred  Wolff  Bear  Creek  Nature  Preserve  and   the   Cove   Oasis   Trailhead,   are   also   located   within   the   natural   open   space  land  use  designation.     The   City   of   La   Quinta   strives   to   provide   an   adequate   and   comprehensive  system  of  parks  and  recreational  facilities  to  serve  all   residents.  While  the  Quimby  Act  sets  a  minimum  threshold  of  3.0  acres   of  parkland  per  1,000  residents,  the  City  of  La  Quinta  has  a  policy  of   providing  a  minimum  of  5.0  acres  per  1,000  residents.  The  City  of  La   Quinta  exceeds  its  level  of  service,  at  5.8  acres  of  parkland  per  1,000   residents   for   a   2010   population   of   37,467   residents   (California   Department  of  Finance).                                                                                                                     7  2007  Community  Service  Master  Plan,  P.95     PARKS,  RECREATION  AND  TRAILS   II-­‐190   Table  II-­‐18   Quimby  Act  Parkland  in  La  Quinta   Park Acreage Adams  Park 3.5 Civic  Center  Campus 17.5 Desert  Pride  Park 1 Eisenhower  Park 0.5 Fritz  Burns  Park 12 La  Quinta  Park 18 Monticello  Park 4 Saguaro  Park 0.75 Season's  Park 5 Velasco  Park 0.25 Pioneer  Park 3 Bear  Creek  Trail 4.75 La  Quinta  Community  Park 6.5 Cove  Oasis  Trailhead 114 Fred  Wolff  Bear  Creek  Nature  Preserve 28 Total  Quimby  Parkland  Acreage 218.75 Quimby  Act  Parkland  in  La  Quinta       Future  Buildout  Needs   The  General  Plan  land  use  scenario  is  anticipated  to  result  in  a  total   build-­‐out   population   of   about   134,352  in   the   City   and   its   Sphere   of   Influence.    This  population  growth  will  increase  the  demand  for  parks   and   recreation   facilities.   Quimby   Act   standards   can   be   used   to   determine   the   number   of   neighborhood   and   community   park   acres   needed  to  adequately  serve  the  build-­‐out  population.  The  Quimby  Act   allows   local   governments   to   exact   from   developers   of   residential   subdivisions,   through   the   dedication   of   parkland   or   in-­‐lieu   fees,   or   both.   The   City   of   La   Quinta’s  established   minimum   standard   of   parkland  is  5.0   acres  per   1,000   population.     When   this   standard   is   applied  to  the  estimated  General  Plan  build-­‐out  population,  a  total  of   403  acres  of  neighborhood  and  community  parks  will  be  required  to   adequately   serve   the   City   (239.9  acres)   and   its   Sphere   of   Influence   (163.1  acres).     PLANNING  FOR  THE  FUTURE   The   continued   growth   of   the   City   will   require   the   expansion   of   recreational  facilities   to   serve   the   City’s   expanding   population.   It   is   important  that  the  City  plan  for  this  future  need,  to  assure  that  the   City’s   services   are   adequate   at   all   times   to   serve   its   population,   its   visitors  and  its  businesses.  This  will  include  a  need  to  build  new  City     PARKS,  RECREATION  AND  TRAILS   II-­‐191   parks  and   provide   additional   staff.   The   City’s   Community   Services   Master   Plan  will   play   a   key   role   in   planning  for  future   facilities.   By   regularly  updating  the  Community  Services  Master  Plan,  the  City  will   have  an  opportunity  to  consider  growing  demand  for  services  well  in   advance   of   need,   to   assure   timely   construction   and   expansion   of   facilities.     GOALS,  POLICIES  AND  PROGRAMS   GOAL  PR-­‐1     A  comprehensive  system  of  parks,  and  recreation  facilities  and  services  that   meet  the  active  and  passive  needs  of  all  residents  and  visitors.   v Policy  PR-­‐1.1     Expand  or  modify  community  services  to  meet  the  health,  well-­‐being,   and  recreational  needs  of  the  community.     v Policy  PR-­‐1.2     Continue  to  provide  a  minimum  standard  of  5  acres  of  parkland  for   every  1,000  residents.      Program   PR-­‐1.2.a:  Annually   review  parks   and   recreational   facilities  as  part  of  the  City’s  long-­‐range  planning.      Program  PR-­‐1.2.b:  Identify  those  areas  where  residents  live  more   than   one-­‐half   mile   from   a   public   or   private   park,   nature   preserve,   or   other   recreational   area  and   identify   acquirable   parcels   of  land   that   could   be   developed   into   parks   within   underserved  areas.     v Policy  PR-­‐1.3     Identify   all   viable   financing   mechanisms   for   the   funding   of   construction,   maintenance,  and   operation   of  parks   and   recreational   facilities.     v Policy  PR-­‐1.4     The  design  and  construction  of  parks  and  recreational  facilities  shall   comply   with   all   the   development  standards   that   apply   to   privately   constructed  facilities.       PARKS,  RECREATION  AND  TRAILS   II-­‐192   v Policy  PR-­‐1.5   Coordinate   with   partner   agencies   and   neighboring   communities   to   expand  recreational  opportunities  and  access  to  recreational  facilities.        Program  PR-­‐1.5.a:  Continue  to  work  with  adjacent  cities  and  the   County  of  Riverside  on  the  Regional  Bicycle  Trails  Master  Plan   and  future  regional  sports  facilities.      Program  PR-­‐1.5.b:  Continue  to  explore  the  potential  for  the  joint   use   of   recreational   facilities  with   the  Desert   Sands   and   Coachella  Valley  Unified  School  Districts,  neighboring  cities,  and   the  Desert  Recreation  District.        Program  PR-­‐1.5.c:  Continue  to  work  with  adjacent  cities  and  the   Coachella   Valley   Water   District   to   utilize   the   Whitewater   Channel  as  an  intercity  trail  opportunity.     v Policy  PR-­‐1.6   Encourage  patterns  of  development  that  promote  safe  pedestrian  and   bicycle  access  to  schools,  public  parks,  and  recreational  areas.     v Policy  PR-­‐1.7   Identify  opportunities  to  integrate  public  health  concerns  into  parks   and  trails  planning.     v Policy  PR-­‐1.8   Promote  a  healthy  and  active  lifestyle  for  all  residents.      Program   PR-­‐1.8.a:  Strive   to   provide   residents   with   affordable   access  to  fitness  facilities  such  as  the  public  pool,  fitness  center,   and  golf  course.      Program  PR-­‐1.8.b:  Promote  the  consumption  of  healthy  foods  by   encouraging  healthful   foods   to   be   sold   at   concessions   in  all   public  buildings  and  parks.        Program  PR-­‐1.8.c:  Promote  and  improve  public  access  to  farmers   markets  and  grocery  stores  that  sell  fresh  produce  and  healthy   foods.     PARKS,  RECREATION  AND  TRAILS   II-­‐193     RELATED  GOALS   GOAL  OS-­‐1:  Preservation,  conservation  and  management  of  the  City’s   open   space   lands   and   scenic   resources   for   enhanced   recreational,   environmental  and  economic  purposes.             HOUSING   II-­‐195       HOUSING       PURPOSE   The   Housing   Element   of   the   La   Quinta   General   Plan   establishes   the   City’s  policy  relative  to  the  maintenance  and  development  of  housing   to  meet  the  needs  of  existing  and  future  residents.  Jurisdictions  within   the   Southern   California   Association   of   Governments   (SCAG)   region   must  complete  the  statutory  housing  element  update  for  a  planning   period  that  extends  from  2014  to  2021.       The  2014  Regional  Housing  Needs  Assessment  (RHNA)  proposes  that   La   Quinta   provide   the   regulatory   framework   to   facilitate   the   development  of  new  housing  units  potentially  affordable  to  a  range  of   income  levels.  The  City’s  RHNA  is  364  units  for  the  2014–2021  planning   period.  The  RHNA  includes  housing  planning  goals  for  very  low,  low,   moderate,  and  above  moderate  income  households.       The  City’s  RHNA  by  affordability  level  is  91  units  of  housing  affordable   to   very   low   income   households,  61  affordable   for   low   income   households,  66  affordable  for  moderate  income  households,  and  146   above  moderate  income  units.  The  housing  element  demonstrates  the   land  resources,  financial  resources,  market  trends,  and  governmental   efforts   that   have   the   potential   to   facilitate   and   encourage   housing   development  and  rehabilitation  to  meet  the  RHNA.     Setting   The  City  of  La  Quinta  is  one  of  nine  cities  in  the  Coachella   Valley.  A  world-­‐renowned  vacation  destination,  La  Quinta’s   population   varies   by   season.   La   Quinta’s   permanent   population   is   estimated   at  37,467  persons   in   2010.   The   seasonal   population   exceeds   10,000,   increasing  the  City’s  population  by  27%  during   winter  months.       HOUSING   II-­‐196     La   Quinta   households   are   generally   wealthier   than   other   areas   of   Riverside  County.  The  median  household  income  of  La  Quinta  for  2007-­‐ 2011  was  $67,444,  significantly   higher   than   the   Riverside   County   median  household  income  of  $65,000.       This  income  trend  is  related  to  the  types  of  new  housing  available  in  La   Quinta.   La   Quinta   is   home   to   many   master   planned   communities.   Although   the   number   of   multifamily   units   in   the   City   more   than   doubled  from  2000  to  2010,  multifamily  units  continue  to  represent   less  than  8  percent  of  the  total  housing  stock.     The   downturn   of   the   housing   market   has   resulted   in   greater   affordability  in  La  Quinta.  Much  like  other  communities  in  the  Coachella   Valley,  since  2006  the  City’s  housing  stock  has  provided  a  wide  range   of  pricing  options  due  to  an  oversupply  of  housing  and  foreclosures.       Housing  Resources   California   housing   element   law   allows   local   governments   to   obtain   credit  toward  its  RHNA  housing  goals  in  three  ways:  constructed  and   approved  units,  vacant  and  underutilized  land,  and  the  preservation  of   existing  affordable  housing.       With   the   economic   downturn,   moderate   income   households   have   access  to  affordable  rental  and  for  sale  units.  The  Very  Low  and  Low   income   household,   however,   will   continue   to   require   subsidized   affordable  housing.       Housing  Plan   The   housing   element   sets   forth   a   comprehensive   housing   plan   consisting   of   goals,   policies,   and   programs   to   address   existing   and   projected   housing   needs.   The   detailed   programs   provided   are   designed  to  identify  sites  to  exceed  the  RHNA,  assist  the  development   of  affordable  housing,  remove  governmental  constraints  to  housing,   preserve   the   existing   housing   stock,   provide   equal   housing   opportunities,   and   promote  energy   and   water   conservation   in   residential  uses.       Quantified  Objectives   The  goals,  policies,  and  programs  will  guide  housing-­‐related  decision   making   and   facilitate   attainment   of   the   2014–2021  RHNA   housing   targets.  As  shown  in  Table  II-­‐19,  constructed  units  and  approved  units   make  up  the  bulk  of  new  construction  counted  toward  the  RHNA.         HOUSING   II-­‐197   Each   jurisdiction   must   establish   quantified   objectives   by   income   category  to  prepare  to  meet  or  exceed  the  RHNA  for  the  2014-­‐2021   planning  period.  The  City  of  La  Quinta’s  quantified  objectives  are  based   on  constructed   and   approved   units   and  land   resources  for   new   housing  and  programs  created  to  address  other  existing  and  projected   housing  needs.       Achieving  the  City  of  La  Quinta’s  quantified  objectives  will  rely  on  third   party  financing,  since  the  elimination  of  redevelopment  by  the  State   has   removed   the   City’s   single   most   important   funding   source.   However,   as   evidenced   by   the   approved   projects   planned   for   construction   in   2014,   the   City   and   developers   of   affordable   housing   projects  have  secured  funding  sufficient  to  exceed  the  City’s  very  low   and  low  income  RHNA  allocation.  Please  see  the  Housing  Resources   section.     Table  II-­‐19   Quantified  Objectives  2014–2021   Type  of  Housing  Very  Low  Low  Moderate   Above   Moderate  Total   New  Construction   New  Units  91  61  66  146  364   Rehabilitation/Conservation       Residential  Rehabilitation     10     10     0     0     20   Conservation  (Seasons   Senior  Apartments,  at  risk   2024)   45  46      91       HOUSING   II-­‐198   INTRODUCTION   Purpose   The  Housing  Element  of  the  La  Quinta  Plan  establishes  the  City’s  policy   relative  to  the  maintenance  and  development  of  housing  to  meet  the   needs  of  existing  and  future  residents.  These  policies  will  guide  City   decision  making  and  set  forth  a  housing  action  program  through  2021.   These  commitments  are  an  expression  of  the  desire  of  the  City  of  La   Quinta  to  facilitate  adequate  housing  for  every  La  Quinta  resident.  The   City’s   housing   policy   is   in   line   with   the   statewide   housing   goal   of   “attainment  of  decent  housing  and  a  suitable  living  environment  for   every  California  Family.”     The  purpose  of  the  Element  is  to  establish  official  policy  which:     v Identifies   existing   and   projected   housing   needs,   and   inventories   resources   and   constraints   that   are   relevant   to   meeting   these   needs.  The  assessment  and  inventory  include:      Community  Profile    Housing  Profile    Land  Resource  Inventory    Governmental  and  Nongovernmental  Constraints  Analysis    Analysis  of  Special  Needs  Housing    Identification  of  Assisted  Units  “At  Risk”  of  Conversion     v Identifies  the  community’s  goals,  objectives,  and  policies  relative  to   the  preservation,  improvement,  and  development  of  housing.     v Sets  forth  a  schedule  of  actions  (programs)  the  City  is  undertaking   or  intends  to  undertake  to  implement  the  policies  and  achieve  the   goals  and  objectives  of  the  Housing.     The  Housing  Element  has  been  designed  to  address  key  housing  issues   in  the  City.  These  issues  include  appropriate  housing  types  to  meet  the   needs   of   all   segments   of   the   community   while   maintaining   a   low   density   character,   provision   of   affordable   housing   for   special  needs   groups  in  the  community,  and  the  maintenance  of  the  existing  housing   stock.     Consistency  with  State  Planning  Law   California   Government   Code   requires   that   every   City   and   County   prepare   a   Housing   Element   as   part   of   its   General   Plan.   In   addition,   State  law   contains   specific   requirements   for   the   preparation   and     HOUSING   II-­‐199   content   of   Housing   Elements.  Sections   65580   to   65589.8   of   the   California  Government  Code  contain  the  legislative  mandate  for  the   housing  element.  State  law  requires  that  the  City’s  Housing  Element   consist  of  “identification  and  analysis  of  existing  and  projected  housing   needs  and  a  statement  of  goals,  policies,  quantified  objectives,  financial   resources,  and  scheduled  programs  for  the  preservation,  improvement   and  development  of  housing.”       Since  the  last  planning  period,  Government  Code  Section  65583  was   amended  by  Senate  Bill  812,  requiring  the  Housing  Element  to  include   identification  and  analysis  of  special  housing  needs  for  individuals  with   developmental  disabilities  within  the  City.     State   law   also   requires   that   the   City   evaluate   its   housing   element   approximately   every   eight   years   to   determine   its   effectiveness   in   achieving   City   and   statewide   housing   goals   and   objectives,   and   to   adopt  an  updated  Element  that  reflects  the  results  of  this  evaluation.       State  law  is  very  specific  on  the  content  of  the  Housing  Element  and   makes   it   clear   that   the   provision   of   affordable   housing   is   the   responsibility   of   all   local   governments.   The   City   is   expected   to   contribute   toward   regional   housing   needs   and   to   contribute   to   the   attainment  of  state  housing  goals.     General  Plan  Consistency   The  goals,  policies,  standards  and  proposals  within  this  element  relate   directly   to   and  are  consistent   with   all   other   elements.   The   City’s   Housing  Element  identifies  programs  and  resources  required  for  the   preservation,  improvement,  and  development  of  housing  to  meet  the   existing  and  projected  needs  of  its  population.       The  Housing  Element  is  affected  by  development  policies  contained  in   the  Land  Use  Element,  which  establishes  the  locations,  types,  intensity,   and   distribution   of   land   uses   throughout   the   City   and   defines   the   buildout   land   use   scenario.   In   designating   total   acreage   density   of   residential  development,  the  Land  Use  Element  places  an  upper  limit   on  the  number  and  types  of  housing  units  constructed  in  the  City.  The   acreage  designated  for  a  range  of  commercial  and  office  uses  creates   employment  opportunities  for  various  income  groups.  The  presence   and   potential   for   jobs   affects   the   current   and   future   demand   for   housing   at   the   various   income   levels   in   the   City.  In  addition,   the   General  Plan  Land  Use  Element  has  been  updated  in  accordance  with   Senate   Bill   244.   There   are   no   disadvantaged   unincorporated   communities  in  the  City’s  Sphere  of  Influence.     HOUSING   II-­‐200   The   Circulation   Element   also   affects   the   implementation   of   the   Housing   Element.   The   Circulation   Element   establishes   policies   for   providing   essential   streets   and   roadways   to   all   housing   that   is   developed.  The  policies  that  are  contained  in  the  other  elements  of  the   General  Plan  affect  the  quality  of  life  of  the  citizens  of  the  City  through   the  control  of  the  amount  and  variety  of  open  space  and  recreation   areas,   acceptable   noise   levels   in   residential   areas,   and   programs   to   provide  for  the  safety  of  the  residents.     The   Housing   Element   utilizes   the   most   current   data   available.   It   includes   1990,  2000  and   2010  Census   data,  American   Community   Survey  data,  2013  California  Department  of  Finance  (DOF)  data,  2009   Comprehensive  Housing  Affordability  Strategy  data,  field  surveys  for   housing   conditions,   data   generated   from   the  2013  General   Plan   Update,   and  2012  SCAG   Housing   needs   data,   and   is   consistent   with   existing  and  projected  population,  employment,  and  housing  figures   presented  by  county,  state,  and  national  agencies.       Scope  and  Content   This  Housing  Element  updates  the  Housing  Element  adopted  by  the   City   in  August   of   2011.   The   Housing   Element   is   organized   in   the   following  manner:     v Introduction:  A  statement  of  the  purpose  of  the  Housing  Element   and   statutory   requirements,   a   statement   of   the   relationship   between  the  Housing  Element  and  other  General  Plan  elements,   the   scope,   content   and   organization   of   the   Element,   and   a   summary  of  the  public  participation  process.     v Evaluation  of  Past  Element:  A  summary  of  the  achievements  and  an   evaluation  of  the  effectiveness  of  the  past  Housing  Element.     v Housing  Vision  Statement:  A  statement  describing  the  future  vision   of  housing  in  La  Quinta  as  developed  by  the  citizens  and  elected   officials   of   the   City.   The   policies   in   the   Housing   Element   are   designed  to  bring  this  vision  to  fruition.     v Community   Profile   and   Housing   Profile:   A   discussion   of   the   characteristics  of  the  population,  households,  and  housing  stock  in   La  Quinta,  including  growth  and  affordability  trends.       v Housing   Needs:   An   analysis   of   groups   in   the   City   that   may   have   special   housing   needs,   the   implications   of   the   affordability   of     HOUSING   II-­‐201   housing   stock   in   relation   to   household   income,   and   projected   housing  needs.     v Housing   Constraints:   A   discussion   of   governmental   and   nongovernmental  constraints  to  the  development  of  housing  and   opportunities   for   energy   conservation   in   residential   planning,   design,  construction,  and  rehabilitation.     v Housing   Resources:   An   inventory   of   constructed   and   approved   units,  land  available  for  residential  development,  and  underutilized   sites  available  for  residential  redevelopment,  and  an  analysis  of  the   ability  of  these  projects  and  sites  to  meet  the  Regional  Housing   Needs  Assessment  (RHNA).       v Preservation   of  At   Risk   Units:   A   description   of   any   assisted,   affordable  multifamily  units  that  are  eligible  to  convert  to  market   rate  within  10  years  of  the  planning  period.     v Goals,   Policies,   and   Programs:   A   description   of   housing   goals,   policies,   and   programs   responsive   to   the   City’s   current   and   projected  housing  needs.  Also  included  is  a  summary  of  the  City’s   quantified   objectives   for   new   residential   construction,   rehabilitation,  and  financial  assistance  during  the  planning  period.     EFFECTIVENESS  OF  THE  2006-­‐2013  HOUSING  ELEMENT       To   develop   appropriate   programs   to   address   the   housing   issues   identified  in  this  Housing  Element  Update,  the  City  of  La  Quinta  has   reviewed  the  effectiveness  of  the  housing  programs  adopted  in  the   2006-­‐2013  Housing  Element.       The  State  of  California  requires  an  assessment  of  the  previous  housing   program  to  identify  areas  of  accomplishment  as  well  as  areas  in  which   improvement   could   occur   following   the   implementation   of   new   or   modified  programs.       The  following  section  reviews  the  progress  in  implementation  of  the   programs,   the   effectiveness   of   the   Element,   and   the   continued   appropriateness   of   the   identified   programs.   Analysis   of   the   past   element  is  quantified  where  such  information  is  available.     The   results   of   the   analysis   provided   the   basis   for   developing   the   comprehensive  housing  strategy  for  the  planning  period  in  progress.         HOUSING   II-­‐202   Program  Evaluation     Adequate  Sites  for  Housing     v Policy  H-­‐1.1     Identify   adequate   sites   to   accommodate   a   range   of   product   types,   densities,  and  prices  to  address  the  housing  needs  of  all  household   types,  lifestyles,  and  income  levels.      Program  H-­‐1.1.a:  General  Plan  Update.       The  City’s  General  Plan  is  proposed  to  be  updated  during  the   planning   period,   beginning   in   late   2009.   The   update   process   provides  an  ideal  opportunity  to  investigate  potential  land  and   policy  resources  for  new  housing  construction.     § Objective:  Explore  new  opportunities  for  housing  affordable   to  a  range  of  incomes  through  modified  or  new  land  uses   and  overlay  districts.   § Timing:  Anticipated  adoption  Fall  2011   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  The  City’s  General  Plan  was  adopted  in  February  of  2013.  It   includes  a  Livable  Community  Element,  which  details  principles  such  as   mixed  use  development,  redevelopment  of  existing  projects  to  connect   residential  and  commercial  projects  for  pedestrians  and  bicyclists,  and   improving   energy   efficiency   through   design.   This   program   was   successfully   completed   and   will   not   be   extended   into   the   2014-­‐2021   planning  period.     v Policy  H-­‐1.2   Focus   housing   growth   within  existing   City   boundaries   until   it   is   necessary  to  pursue  annexation  or  development  in  planning  areas  for   affordable  housing.      Program  H-­‐1.2.a:  Available  Land  for  Housing.        While  the  development  capacity  of  land  identified  in  the  vacant   and   underutilized   land   inventory   has   the   potential   to   meet   RHNA   under   current   zoning   designations,   upzoning   key   sites   will   increase   capacity   and   may   facilitate   the   development   of   housing  affordable  to  a  range  of  incomes.         HOUSING   II-­‐203   § Objective:  Increase  the  capacity  for  housing  on  vacant  and   underutilized  sites  by  rezoning  particular  sites  as  discussed   in  Section  7.0.   § Timing:  July  1,  2012   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:   The   City   has   completed   the   rezoning   of   several   sites   and   applied   an  Affordable   Housing   Overlay   (AHO)   to   commercial   lands   to   increase  capacity  and  facilitate  to  the  development  of  affordable  housing   (Ordinance  Nos.  512,  513  and  514,  adopted  June  4,  2013).  The  following   table   provides   a   list   of   rezoned   APN’s,   the   previous   designation,   and   current  designation.  It  should  be  noted  that  all  commercial  lands  and   several   residential   sites   have   an   AHO   designation.   This   program   was   successfully   completed   and   will   not   be   extended   into   the   2014-­‐2021   planning  period.     City  of  La  Quinta   Rezoning  of  Vacant/Underutilized  Sites   APN  Previous  Zoning  Current  Zoning   VACANT  LAND  INVENTORY   766-­‐070-­‐004  LDR/RL  MDR/RM   646-­‐070-­‐016  MHDR/RMH  MHDR/RMH,  AHO   777-­‐030-­‐017  NC/CN  NC/CN,  AHO   643-­‐200-­‐007  CC/CC  CC/CC,  AHO   600-­‐390-­‐024  RC&CP/CR&CP  RC&CP/CR&CP,  AHO   643-­‐080-­‐049  RC/CR  RC/CR,  AHO   643-­‐020-­‐032  RC/CR  RC/CR,  AHO   643-­‐020-­‐025  RC/CR  RC/CR,  AHO   600-­‐340-­‐048  RC/CR  RC/CR,  AHO   UNDERUTILIZED  LAND  INVENTORY   609-­‐051-­‐002  LDR/RL  MDR/RM,  AHO   609-­‐052-­‐002  LDR/RL  MDR/RM,  AHO   770-­‐040-­‐012  MDR/RM  MDR/RM,  AHO   777-­‐030-­‐007  VLDR/RL  MDR/RM   600-­‐030-­‐001   through   600-­‐030-­‐010     MDR/RM     MHDR/RMH,  AHO   777-­‐010-­‐001  NC/CN  NC/CN,  AHO   773-­‐370-­‐027  VC/VC  VC/VC,  AHO   Source:    City  of  La  Quinta  Community  Development  Department   Table  C-­‐1:  Draft  Vacant  Land  Inventory,  City  of  La  Quinta  Housing   Element     Table   C-­‐2:   Draft   Underutilized   Land   Inventory,   City   of   La   Quinta   Housing  Element         HOUSING   II-­‐204    Program  H-­‐1.2.b:  Small  Lot  Subdivision  Ordinance.       Smaller   homes   on   smaller   lots   create  potential   for   market-­‐ driven  affordable  housing  to  be  developed  in  La  Quinta,  and  is   an  appropriate  form  of  housing  for  first-­‐time  homebuyers,  small   households,  and  seniors.  The  ordinance  would  create  additional   housing  potential  on  small  infill  sites.  Such  an  ordinance  would   include  consideration  for  incentivizing  small  lot  developments   such   as   fee   reductions,   flexible   development   standards,   allowances  for  small-­‐lot,  market-­‐rate  projects  to  utilize  parking   and  other  development-­‐related  density  bonus  incentives  usually   reserved   for   affordable   projects,   and   expediting   review   of   small-­‐lot  subdivision  maps.     § smaller   lots   than   currently   permitted   to   facilitate   the   creation   of   small   single-­‐family   detached   and   attached   homes.   § Timing:  July  1,  2012   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  The  City  considered  the  inclusion  of  a  small  lot  subdivision   ordinance  as  part  of  the  zoning  update  undertaken  for  program  H-­‐1.2.a.   The  evaluation  considered  the  historical  development  pattern  in  the  City,   and   the   tools   already   available   to   the   development   community   to   facilitate  smaller  lots.  It  was  determined  that  existing  small  lots  in  the   Village  and  Cove  have  not  developed  because  of  their  size,  and  have  on   the   contrary   been   consolidated   to   create   larger,   more   useable   lots.   Further,  the  development  community  has  very  effectively  used  Specific   Plans  to  achieve  the  same  results  as  a  small  lot  ordinance.  Therefore,  the   City  did  not  include  such  an  ordinance  in  the  update  completed  in  2013.   The  program  will  not  be  extended  into  the  2014-­‐2021  planning  period.     v Policy  H-­‐1.3   Direct  new  housing  development  to  viable  areas  where  essential  public   facilities  can  be  provided  and  employment  opportunities,  educational   facilities,  and  commercial  support  are  available.     Evaluation:  The  City  continued  to  look  at  projects  for  affordable  housing   on  infill  sites  and  in  areas  where  transit  and  employment  were  readily   available.  The  Vista  Dunes  project,  built  during  the  2006-­‐2013  planning   period,   is   located   on   a   major   arterial,   close   to   schools,   transit   and   employment,   and   provides   80   affordable   housing   units.   Both   the   Washington   Street   Apartments   and   Coral   Mountain   Apartments   are     HOUSING   II-­‐205   planned  for  such  sites.  This  policy  was  successful  and  will  be  extended   into  the  2014-­‐2021  planning  period.     v Policy  H-­‐1.4     Support   the   construction   of   new   affordable   housing   by   rezoning,   where  appropriate  and  desirable,  to  permit  higher  density  residential   development.     Evaluation:  See  evaluation  of  Program  H-­‐1.2.a.  This  policy  was  successfully   completed  and  will  not  be  extended  into  the  2014-­‐2021  planning  period.     v Policy  H-­‐1.5   Pursue  land  banking  opportunities  for  housing  that  exceeds  the  2006– 2014  RHNA.      Program  H-­‐1.5.a:  Land  Banking.         The   recent   downturn   in   the   market   reduces   competition   for   purchasing  vacant  and  underutilized  residential  sites.  Land  costs   are  a  critical  concern  for  the  affordable  housing  development   community.   By   purchasing   land   as   it   becomes   available,   the   Redevelopment  Agency  will  be  able  to  provide  sites  at  low  or   no   cost   to   the   developer   for   the   purpose   of   subsidizing   development  to  meet  the  RHNA.  For  example,  the  Agency  sold   a   15-­‐acre   site   to   Coachella   Valley   Housing   Coalition   for   $1   to   develop  Wolff  Waters  Place,  a  project  providing  218  affordable   units  completed  in  2009.  The  City  will  continue  to  acquire  and   consolidate  parcels  associated  with  Site  U8,  in  particular  related   to  continuing  discussions  with  the  owners  of  the  existing  10.3   acre  trailer  park.     § Objective:  Utilize  Agency  funds  for  the  purchase  of  sites  to   meet  the  RHNA.   § Timing:  2006–2014  as  determined  by  land  availability  and  the   Redevelopment  Agency  Implementation  Plan.   § Funding  Source:  LMIHF   § Responsible  Agency:  Redevelopment  Agency     Evaluation:   Prior   to   the   elimination   of   redevelopment   in   California,   during  the  2006-­‐2013  planning  period,  the  City’s  Redevelopment  Agency   purchased  a  number  of  lots  in  the  Village,  as  well  as  properties  in  North   La   Quinta.     In   total,   the   Agency   purchased   33   acres   of   land   with   a   development  potential  of  approximately  400  units.  With  the  elimination   of   redevelopment,   however,   the   Agency   no   longer   exists,   and   those     HOUSING   II-­‐206   properties   are   unlikely   to   be   developed   for   affordable   housing.   This   program  cannot  be  continued,  and  will  be  eliminated.      Program  H-­‐1.5.b:  Affordable  Housing  Overlay.       While  affordable  housing  has  been  produced  at  relatively  low   densities   in   the   City,   additional   density   options   could   further   expand  the  opportunity  for  affordable  housing  projects.  Certain   areas   of   the   City   could   accommodate   additional   residential   density  without  creating  inconsistent  land  use  patterns  within   the  existing  fabric.     Additionally,   most   large-­‐scale   commercial   development   in   La   Quinta   is   one-­‐story   and   does   not   approach   the   maximum   allowable   height   limit.   Permitting   residential   uses   over   commercial  and  office  uses  will  increase  the  City’s  capacity  for   housing   and   encourage   vibrant,   mixed-­‐use   nodes   throughout   the  City  without  increasing  existing  building  heights.  Residential   uses  from  0  to  16  units  per  acre  are  currently  permitted  in  the   VC  zone  with  a  Village  Use  Permit  and  in  the  CR  and  CP  zones   with   a   conditional   use   permit.  Higher   density   residential   development   would   provide   new   attached   housing   opportunities  for  singles,  couples,  and  small  families  that  wish   to  enjoy  La  Quinta  without  the  high  cost  associated  with  resort-­‐ style  living.       An   Affordable   Housing   Overlay   (AHO)   would   permit   higher   density   development   to   occur   in   specific   parts   of   the   City   provided  the  residential  project  dedicate  at  least  25  percent  of   the   housing   for   lower   income   households.   Property   owners   would  not  be  required  to  develop  affordable  housing  on  their   sites;   however,   projects   that   do   so   would   be   permitted   to   develop  housing  at  densities  of  20–24  units  per  acre.  Moreover,   the  24  unit  per  acre  density  would  serve  as  the  base  level  for   the   application   of   a   density   bonus   under   State   law.   Projects   with  an  affordability  component  under  25%  could  be  granted   specific   density   bonus   incentives   they   may   not   otherwise   qualify   for.   Under   existing   provisions,   affordable   housing   projects  would  be  eligible  for  an  additional  35  percent  density   bonus   and   could   reach   a   maximum   of   just   over   32   units   per   acre.   Projects   developed   under   the   AHO   would   require   a   density  of  at  least  20  units  per  acre.  The  AHO  would  also  set   forth   financial   and   other   incentives   that   could   be   made   available,  such  as  land  write-­‐downs,  fee  deferrals  or  reductions,   prioritization   of   available   public   funding   to   AHO   sites.   In     HOUSING   II-­‐207   addition,  the  City  will  process  affordable  projects  on  AHO  sites   at   a   priority   or   ‘fast   track’   level,   and   will   consider   flexible   development   standards   that   exceed   the   allowances   under   density  bonus  provisions,  given  the  appropriate  project.       The  overlay  would  be  applied  to  properties  zoned  CC,  CN,  CP,   RC,   and   VC,   as   well   as   certain   residentially-­‐zoned   sites   (see   Exhibit   II-­‐14).     Projects   would   also   need   to   have   a   minimum   project  size  of  1  acre,  which  would  encourage  lot  consolidation   and  maximize  the  housing  potential  of  vacant  and  underutilized   sites.  Housing  built  under  the  provisions  of  the  overlay  would   also  be  subject  to  the  development  standards  of  the  City’s  RH   (High  Density  Residential)  zone,  which  will  be  modified  to  be   consistent   with   the   AHO   and   create   adequate   development   standards   to   facilitate   densities   established   under   the   AHO   (refer  to  Program  1.7).  Projects  that  meet  these  standards  and   requirements   would   be  permitted   without   a   CUP   or   other   additional   discretionary   review,   consistent   with   GC   Section   65583.2  (h)  and  (i).       § Objective:   Amend   the   Municipal   Code   to   create   an   Affordable  Housing  Overlay  that  permits  affordable  housing   (stand  alone,  next  to,  and/or  above  nonresidential  uses)  at   densities   of   20   to   24   units   per   acre   for   sites   one   acre   or   larger   in   size   in   the   Community   Commercial,   Commercial   Park,  Neighborhood  Commercial,  Regional  Commercial,  and   Village   Commercial   zones.   The   Overlay   shall   also   apply   specifically  to  residentially-­‐zoned  sites  U1,  U2,  U3,  U8,  and  15   as  identified  in  Tables  C-­‐1  and  C-­‐2.  to  accommodate  at  least   50%  of  the  remaining  regional  housing  need  of  1,213  units  for   lower-­‐income   households.   The   City   will   apply   RH   (High   Density   Residential)   zone   standards   to   residential   uses   in   those  commercial  zones.  City  staff  will  propose  increasing   the  maximum  height  limit  from  35  to  40  feet  to  facilitate   three-­‐story   mixed-­‐use   development.   Evaluate   reducing   or   eliminating  600-­‐foot  buffer  for  affordable  housing  from  the   Highway   111   corridor.   Evaluate   financial   and   performance-­‐ based   incentives   and   incorporate   into   the   AHO   where   appropriate.   § Timing:  July  1,  2012   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department       HOUSING   II-­‐208   Evaluation:  The  City  completed  the  update  of  the  zoning  ordinance  to   include  an  Affordable  Housing  Overlay  for  designated  sites,  and  to  all   commercially  zoned  lands.  Because  of  the  elimination  of  Redevelopment,   no  financial  incentives  were  included  in  the  AHO.    The  following  9  sites   (“U”   sites   are   underutilized   and   “#”   sites   are   vacant)   are   specifically   called  out  here  to  demonstrate  that  the  City’s  site  inventory,  along  with   other  commercial  lands  to  be  subject  to  the  AHO,  will  meet  compliance   requirements   of   state   housing   law   and   provide   for   significant   excess   capacity  with  respect  to  the  City’s  RHNA.  This  program  was  successfully   completed,  and  will  not  be  extended  to  the  2014-­‐2021  planning  period.     SITE  CURRENT  ZONING   (allowable  density)   SIZE   (Acres)   UNIT   CAPACITY   UI  RL  (4  units/ac)  4.9  98   U2  RL  (4  units/ac)  4.8  96   U3  RL  (4  units/ac)  7.5  150   U8  RM    (8  units/ac)  19.6  392   15  RMH    (12  units/ac)  14  280   5*  CP  (20  units/ac  w/program)  15.7  157   6*  CR  (20  units/ac  w/program)  11  110   A*  CR  (20  units/ac  w/program)  15.8  158   B*  CR  (20  units/ac  w/program)  17.6  176              Program  H-­‐1.5.c:  Affordable  and  Mixed-­‐Use  Housing  Development   Standards.       Residential  uses  at  20  to  24  units  per  acre  will  be  permitted  in   several   commercial   zones   (Program   1.5)   and   on   specific   residential  sites  following  standards  similar  to  those  established   for  the  High  Density  Residential  zone.  Higher  density  housing   and   vertically   mixed-­‐use   development,   including   affordable   housing  projects,  may  benefit  from  regulations  tailored  to  this   use,  especially  with  regard  to  parking  standards.       § Objective:   Create   development   standards   specific   to   affordable  and  mixed-­‐use  housing  development.  Coordinate   with   nonprofit   and   for   profit   developers   to   assist   in   identifying   appropriate   standards   for   multifamily   and   affordable  housing.   § Timing:  July  1,  2012   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department       HOUSING   II-­‐209   Evaluation:  The  zoning  ordinance  update  included  an  increase  in  density   to  20-­‐24  units  per  acre  on  all  commercial  sites  and  identified  high  density     residential   sites.   Development   standards   were   included   for   these   densities   as   part   of   the   affordable   housing   overlay.   The   Mixed   Use   overlay  is  being  undertaken  in  the  second  phase  of  the  zoning  ordinance   update,  and  will  be  complete  in  the  fall  of  2013.  As  mixed  use  sites  are  not   necessary  for  the  City  to  meet  its  RHNA  requirements,  this  portion  of  the   zoning  ordinance  update  is  in  response  to  the  General  Plan  requirements,   not  the  Housing  Element  RHNA  needs.  This  program  will  be  completed  in   the  planning  period,  and  will  not  be  extended.      Program  H-­‐1.5.d:  High  Density  Residential.   Encourage   future   development   or   redevelopment  of   High   Density  Residential  sites  for  multifamily  housing  by  increasing   the   maximum   density   from   16   to   24   units   per   acre.   Higher   density   housing   may   provide   additional   opportunities   for   housing   types   affordable   to   moderate   and   lower   income   households.  This  would  be  a  land  use  action  associated  with  the   City’s  2011  General  Plan  Update  process.     § Objective:  Amend  the  Municipal  Code  to  permit  densities  up   to  24  units  per  acre  in  the  High  Density  Residential  zone.   § Timing:  February  1,  2012   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:   The   City’s   zoning   ordinance   has   been   amended   to   include   densities   of   20-­‐24   units   on   high   density   residential   properties.   This   program  was  successfully  completed  and  will  not  be  extended  into  the   2014-­‐2021  planning  period.      Program  H-­‐1.5.e:  Adequate  Sites  Monitoring.     To  ensure  sufficient  residential  capacity  for  units  affordable  to   lower-­‐income  households,  the  City  will  develop  and  implement   an   ongoing   site   monitoring   procedure   consistent   with   State   Housing   Law.  The   procedure   shall   provide   that   where   development   approvals   on   identified   AHO   sites   result   in   a   reduction   of   potential   affordable   units   below   the   total   residential  capacity  assumed  in  Tables  C-­‐1  and  C-­‐2  (e.g.  Site  15  in   Table  C-­‐1  is  developed  below  its  projected  density),  the  City  will   identify  and  analyze  additional  AHO  sites  to  accommodate  the   shortfall  of  capacity  remaining  within  the  AHO.    As  the  AHO  will   apply  to  all  commercially  zoned  sites  within  the  CC,  CN,  CP,  RC,   VC   zones,   the   City  may   need   to   incorporate   additional     HOUSING   II-­‐210   commercially   zoned   sites   as   part   of   the   housing   element   inventory  if  any  of  the  previously  identified  and  analyzed  AHO   sites  develop  below  their  identified  capacity.       The  City  will  report  on  the  status  and  implementation  of  the   AHO   including   development   occurring   on   identified   sites   to   determine   whether   Program   incentives   are   providing   the   necessary   catalyst   to   ensure   that   development   is   occurring   consistent  with  the  buildout  projections  described  in  Tables  C-­‐1   and   C-­‐2.    As   necessary,   the   City   will   revise   this   program   to   ensure   the   AHO   remains   a   realistic   and   viable   development   strategy  to  accommodate  the  City’s  remaining  regional  need  for   lower-­‐income  households  throughout  the  planning  period.     § Objective:   Develop   and   implement   an   Affordable   Housing   Overlay  site  monitoring  procedure.   § Timing:  July  1,  2011   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  The  elimination  of  redevelopment  and  economic  conditions   resulted  in  only  limited  development  in  the  City  after  the  adoption  of  the   AHO.  The  affordable  housing  projects  currently  under  development  for   the  2014-­‐2021  planning  period  did  not  require  the  use  of  the  AHO.  Further,   the  AHO  is  only  applicable  to  one  site  in  the  land  inventory  for  the  2014-­‐ 2021  planning  period,  and  that  site  is  not  necessary  for  the  City  to  meet   its   RHNA.   This   program   will  therefore  be  eliminated  for  the  2014-­‐2021   planning  period.     Assist  in  the  Development  of  Affordable  Housing     v Policy  H-­‐2.1   Increase  housing  choices  for  lower  and  moderate  income  households.     v Policy  H-­‐2.2   Support  public,  private,  and  nonprofit  efforts  in  the  development  of   affordable  housing.   v Policy  H-­‐2.3   Pursue  a  variety  of  forms  of  private,  local,  state,  and  federal  assistance   to  support  development  of  affordable  housing.     HOUSING   II-­‐211    Program  H-­‐2.3.a:    Housing  Acquisition   State  law  permits  jurisdictions  “buy  down”  existing  residential   projects  by  restricting  previously  above  moderate  income  units   for  lower  income  households.  The  City  may  meet  a  portion  of  its   RHNA  by  restricting  existing  projects  or  purchasing  and  deed -­‐ restricting  foreclosed  homes.   § Objective:  Purchase  a  portion  or  all  of  a  project  and  restrict   above  moderate  income  units  for  lower  income  households   § Timing:  Complete  purchase  by  June  2014   § Funding  Source:  LMIHF   § Responsible  Agency:  Redevelopment  Agency     Evaluation:  The  City  has  partnered  with  a  number  of  organizations  to   develop  affordable  housing.  The  Vista  Dunes  project  was  completed  with   Core  Housing  and  Southern  California  Housing  Development  Corp.  The   Wolff  Waters  project  was  completed  with  the  Coachella  Valley  Housing   Coalition.   Coral   Mountain   Apartments   will   be   completed   with   Desert   Cities   Development.   The   City   had   an   agreement   with   Habitat   for   Humanity  for  7  homes.  To  date,  the  7  homes  have  not  been  built.  This   program  was  successful  and  will  be  extended  into  the  2014-­‐2021  planning   period.      Program  H-­‐2.3.b:    Second  Units  and  Guest/Employee  Housing   Encourage  the  development  of  second  units,  guest  houses,  and   employee  quarters  through  a  promotional  brochure  designed   to   define   a   second   unit,   explain   local   development   requirements,  and  describe  the  local  entitlement  process.  This   information   will   be   provided   at   City   Hall   and   on   the   City’s   website.  Press  releases  and  other  free  forms  of  media  may  also   be  used  to  inform  the  public  of  its  availability.  Second  units  and   guest/employee  quarters  (referred  to  in  La  Quinta  as  “casitas”)   provide   housing   opportunities   for   lower   income   households.   Employee  quarters,  per  the  City’s  Municipal  Code,  are  rent-­‐free   and  therefore  affordable  to  extremely  low  income  households.   § Objective:   Produce   and   distribute   second   unit   brochure;   facilitate  the  development  of  200  second  units  and  guest   houses/employee  quarters   § Timing:  Produce  brochure  by  March  2010   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  The  City  did  not  have  the  financial  resources  to  produce  a   brochure  to  promote  second  units.  In  addition,  second  units  and  guest     HOUSING   II-­‐212   houses    have  been  a  popular  feature  of  single  family  development  both  in   planned  communities  and  standard  subdivisions.  Finally,  the  City  does   not   need   second   units   in   the   2014—2021   planning   period   to   meet   its   RHNA.  The  need  for  a  brochure  to  promote  such  units  is  unclear.  This   program  will  not  be  extended  in  the  2014-­‐2021  planning  period.      Program  H-­‐2.3.c:  Guest/Employee  Housing   Facilitate   the   development   of   rent-­‐free   guest   and   employee   housing  by  permitting  as  an  accessory  use  without  a  Minor  Use   Permit,   and   expanding   the   definition   of   guest   and   employee   housing  units  to  allow  full  bathroom  and  kitchen  facilities.  Full   bathroom  and  kitchen  facilities  will  improve  the  quality  of  life   for  lower  and  extremely  low  income  employees  in  La  Quinta.       § Objective:  Amend  the  Municipal  Code  to  permit  guest  and   employee  housing  without  a  Minor  Use  Permit  and  allow  full   plumbing  facilities.   § Timing:  March  2010   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:   The  zoning   ordinance   amendment   completed   in   2013   now   allows   bathrooms   and   kitchens   in   guest   houses.   This   program   was   successfully   completed   and   will   not   be   extended   into   the   2014-­‐2021   planning  period.      Program  H-­‐2.3.d:  Density  Bonus   The  City  updated  its  density  bonus  law  in  2008,  but  will  need  to   reflect   additional   changes   brought   through   AB   2280.   Density   bonuses   allow   the   development   community   to   construct   densities  higher  than  the  maximum  allowed,  and  receive  other   incentives  for  providing  affordable  housing.         § Objective:  Update  the  Zoning  Code  to  include  amendments   to  density  bonus  law  under  Assembly  Bill  2280  and  provide  a   summary  of  the  changes  on  the  affordable  housing  page  of   the  City’s  website.     § Timing:  Adopt  by  March  2010   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  The  zoning  ordinance  amendment  completed  in  June  of  2013   updated  the  density  bonus  provisions  to  bring  them  into  conformance     HOUSING   II-­‐213   with  AB  2280.  This  program  was  successfully  completed  and  will  not  be   extended  into  the  2014-­‐2021  planning  period.      Program  H-­‐2.3.e:  Collaborative  Partnerships   The  City  shall  meet  with  parties  interested  in  affordable  housing   development  to  discuss  types  of  land  and  financial  incentives   available   and   requirements   for   obtaining   assistance,   discuss   appropriate   sites   for   affordable   housing,   and   foster   professional   collaboration   between   the   City   and   affordable   housing  stakeholders.  By  supporting  projects  that  maximize  the   leveraging  of  private,  state,  and  federal  financial  resources  the   Agency’s  funds  will  assist  in  the  development  of  more  units.       § Objective:  Continue  to  collaborate  with  nonprofits  and  the   development  community  to  finance  and  develop  affordable   housing.   § Timing:  Project-­‐by-­‐project  basis,  by  request,  or  on  an  annual   basis  in  tandem  with  meetings  associated  with  Program  2.8.   § Funding  Source:  General  Fund   § Responsible   Agency:   Planning   Department   and   Redevelopment  Agency     Evaluation:  Prior  to  the  elimination  of  redevelopment  by  the  State,  the   Agency  worked  with  a  number  of  organizations  (please  see  evaluation  of   Program   H-­‐2.3.a,   above)   in   generating   affordable   housing.   With   the   elimination  of  redevelopment,  the  Agency  no  longer  exists,  and  the  City   has  no  funds  to  assist  developers  in  funding  projects.  However,  the  City   has  actively  supported  Tax  Credit  applications  for  the  Washington  Street   and   Coral   Mountain   apartment   projects,   and   will   continue   to   assist   affordable   housing   developers   in   securing   third   party   financing.   This   program  will  be  extended  into  the  2014-­‐2021  planning  period.      Program  H-­‐2.3.f:  Affordable  Housing  Renter-­‐to-­‐Owner  Transition   Low  Income  Housing  Tax  Credit  (LIHTC)  provides  federal  tax   credits  for  private  developers  and  investors  that  agree  to  set   aside  all  or  a  portion  of  their  units  for  low  income  households.   LIHTC  projects  can  transition  from  rental  to  ownership  units.   The  units  must  remain  rentals  for  15  years,  at  which  time  some   projects  convert  to  ownership  units.  Typically  a  portion  or  all  of   the   rent   paid   for   the   5   years   prior   to   the   conversion   is   put   toward   the   purchase   of   the   unit.   This   enables   lower   income   households  to  invest  in  the  property  in  which  they  have  been   living  and  benefit  from  its  appreciation.         HOUSING   II-­‐214   Providing   lower   and   moderate   income   households   with   affordable  rental  housing  allows  them  to  save  money  for  the   future  home  purchase.  Giving  a  renter  the  opportunity  to  own   their   unit   creates   a   sense   of   community   responsibility,   establishes  a  time-­‐sensitive  financial  savings  goal,  and  provides   an   opportunity   to   share   in  the   appreciation   of   the   project.   Renter-­‐to-­‐owner   affordable   housing   projects   are   long   term   projects   that   allow   a   household   to   remain   in   La   Quinta   and   aspire   to   homeownership.   Existing   stalled   condominium   and   townhome  projects  are  prime  opportunities  for  low  income  tax   credits  to  be  used  for  renter-­‐to-­‐owner  programs.     § Objective:   Investigate   the   use   of   LIHTCs   to   finance   affordable   single-­‐family   attached   rental   development   that   can   transition,   after   15   years,   into   moderate   income   ownership  housing.   § Timing:  Complete  study  by  June  2010   § Funding  Source:  General  Fund   § Responsible  Agency:  Redevelopment  Agency     Evaluation:  Please  see  evaluation  of  Program  H-­‐2.3.f,  above.  The  City  has   actively  supported  Tax  Credit  applications  for  the  Washington  Street  and   Coral  Mountain  apartment  projects,  and  will  continue  to  assist  affordable   housing  developers  in  securing  third  party  financing.  This  program  will  be   extended  into  the  2014-­‐2021  planning  period.      Program  H-­‐2.3.g:  Affordable  Housing  Renter-­‐to-­‐Owner  Transition   There  are  many  resources  that  the  City,  nonprofits,  or  for-­‐profit   developers   may   utilize   to   subsidize   the   construction   and   maintenance   of   affordable   housing.   Some   of   the   most   prominent  resources  are  described  below.     § Objective:  Advertise  other  financial  resources  through  the   affordable   housing   page   of   the   City’s   website,   apply   for   grants  and  competitive  loans,  and  form  partnerships  with   the  development  community  to  obtain  additional  financial   resources.   § Timing:   Update   website   with   funding   information   and   partnership  opportunities   every   six   months   or   earlier   if   appropriate.  Funding  resources  are  typically  offered  on  an   annual  basis,  most  often  at  the  start  of  the  new  fiscal  year   (either  January  or  July).   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Division     HOUSING   II-­‐215   Low  Income  Tax  Credits   Low  Income  Housing  Tax  Credit  (LIHTC)  provides  federal  tax  credits  for   private  developers  and  investors  that  agree  to  set  aside  all  or  a  portion   of  their  units  for  low  income  households.  A  minimum  of  20  percent  of   the  units  must  be  affordable  to  low  income  households  and  40  percent   of  the  units  must  be  affordable  to  moderate  income  households.     Community  Reinvestment  Act   The   Community   Reinvestment   Act   provides   favorable   financing   to   affordable   housing   developers.   The   Redevelopment   Agency,   development  community,  and  local,  regional,  and  national  banks  are   encouraged  to  work  together  to  meet  their  obligations  pursuant  to  the   Community  Reinvestment  Act.   California  Housing  Finance  Agency  Program   The  California  Housing  Finance  Agency  (CHFA)  has  three  single-­‐family   programs  for  primarily  moderate  and  middle  income  homebuyers:  the   Home   Ownership   Assistance   Program   and   the   Affordable   Housing   Partnership  Program.  Each  provides  permanent  mortgage  financing  for   first-­‐time  homebuyers  at  below-­‐market  interest  rates.   HOME  Funds   HOME  (Home  Investment  Partnership  Program)  is  the  largest  Federal   block  grant  distributed  to  state  and  local  governments  for  the  creation   of   lower   income   housing.   Cities   apply   when   Notices   of   Funding   Availability  are  issued.   Neighborhood  Stabilization  Program     HUD’s   Neighborhood   Stabilization   Program   makes   emergency   assistance  grants  available  to  local  governments  for  the  acquisition,   redevelopment,  and  renting  or  resale  of  foreclosed  properties  at-­‐risk   of  abandonment.     Riverside  County  First-­‐Time  Homebuyers  Program   Continue  participation  in  the  Riverside  County  First-­‐Time  Homebuyers   Program  for  low  and  moderate  income  households.     Mortgage  Credit  Certificate     The  Riverside  County  Mortgage  Credit  Certificate  Program  is  designed   to  assist  low  and  moderate  income  first  time  homebuyers.  Under  the   Mortgage  Credit  Certificate  Program,  first-­‐time  homebuyers  receive  a   tax   credit   based   on   a   percentage   of   the   interest   paid   on   their   mortgage.  This  tax  credit  allows  the  buyer  to  qualify  more  easily  for   home  loans,  as  it  increases  the  effective  income  of  the  buyer.  Under     HOUSING   II-­‐216   federal  legislation,  20  percent  of  the  funds  must  be  set  aside  for  buyers   with   incomes   between   75   and   80   percent   of   the   county   median   income.   Finance  Agency  Lease-­‐Purchase  Program   Riverside/San   Bernardino   County   Housing   Finance   Agency   Lease   Purchase   Program   provides   down   payment   assistance   and   closing   costs   for   eligible   households   up   to   140   percent   of   the   area   median   income.   Housing  Choice  Voucher  (formerly  Section  8)  Referrals     Housing  Choice  Vouchers  allow  lower  income  households  to  use  rental   subsidies  anywhere  in  the  County,  including  La  Quinta.   Evaluation:  Please  see  evaluation  of  Program  H-­‐2.3.f  and  H-­‐2.3.e,  above.   The   City   has   actively   supported   Tax   Credit   applications   for   the   Washington   Street  and   Coral   Mountain   apartment   projects,   and   will   continue  to  assist  affordable  housing  developers  in  securing  third  party   financing.   This   program   will   be   extended   into   the   2014-­‐2021   planning   period.      Program  H-­‐2.3.h:  Sweat  Equity  and  Shared  Equity   Sweat  equity  and  shared  equity  programs  provide  lower  and   moderate  income  households  with  ownership  assistance.  Sweat   equity  refers  to  the  exchange  of  time  and  effort,  usually  in  the   form   of   construction   activities,   for   an   affordable   ownership   opportunity.  Shared  equity  refers  to  the  exchange  of  a  portion   of   the   home   appreciation   for   an   affordable   ownership   opportunity.   § Objective:  Continue  to  work  with  organizations  that  offer   sweat   and   shared   equity   housing   programs   to   lower   and   moderate   income   households   in   La   Quinta.   Meet   with   organizations  annually  or  more  frequently  (if  requested  or   advantageous)   to   identify   opportunities   for   coordinated   efforts  or  potential  housing  projects.   § Timing:  Annual  meetings,  ongoing  coordination   § Funding  Source:  LMIHF;  approximately  $300,000  per  year  is   set  aside  specifically  for  the  Building  Horizons  program     § Responsible  Agency:  Redevelopment  Agency     Evaluation:  The  City  has  worked  with  both  Habitat  for  Humanity  and  the   Coachella  Valley  Housing  Coalition  in  the  development  of  sweat  equity   homes  in  the  past.  The  City  had  an  agreement  with  Habitat  for  Humanity   for  7  homes.  To  date,  the  7  homes  have  not  been  built.  However,  this     HOUSING   II-­‐217   program  has  been  successful  in  the  past  and  will  be  extended  into  the   2014-­‐2021  planning  period.      Program  2.3.i:  Foreclosed  Home  Purchase     Investigate  the  feasibility  of  purchasing  foreclosed  homes  and   offering   them   to   residents   at   prices   affordable   to   low   and   moderate   income   households.   HUD’s   Neighborhood   Stabilization   Program  makes   emergency   assistance   grants   available   to   local   governments   for   the   acquisition,   redevelopment,  and  renting  or  resale  of  foreclosed  properties   at-­‐risk  of  abandonment.     § Timing:  Complete  study  by  June  2010   § Funding  Source:  General  Fund   § Responsible  Agency:   Planning   Department   and   Redevelopment  Agency     Evaluation:  The  City  applied  for  but  did  not  receive  NSP  funds.  However,   the   City   did   purchase   five   foreclosed   homes   in   the   Cove,   which   were   rehabbed   for   rental/sale.   Given   the   upward   trending   of   the   housing   market,  this  program  will  not  be  extended  into  the  2014-­‐2021  planning   period.      Program  2.3.j:  Second  Trust  Deed  Loan  Program   In  second  trust  deed  loan  programs  jurisdictions  and  agencies   assist  lower  or  moderate  income  households  purchase  a  home   by  providing  a  mortgage  subsidy.  The  City  will  explore  utilizing  a   silent  second  trust  deed  program  to  facilitate  homeownership.     § Timing:  Complete  study  by  June  2010   § Funding  Source:  General  Fund   § Responsible   Agency:   Planning   Department   and   Redevelopment  Agency     Evaluation:  The   Agency   manages   419   existing   second   trust   deeds   for   lower  and  moderate  income  homeowners.  There  were  no  funds  available   to  add  to  the  program,  and  with  the  elimination  of  redevelopment,  no   additional  funds  are  expected.    This  program  will  not  be  extended  into   the  2014-­‐2021  planning  period.      Program  H-­‐2.3.k:  Housing  Related  Parks  Program   The   Department   of   Housing   and   Community   Development   is   preparing   to   establish   a   grant   program   to   assist   in   the   development  of  parkland  in  lower  income  areas.  The  City  will   track  the  process  of  the  Housing  Related  Parks  Program  and     HOUSING   II-­‐218   seek  funding  should  the  City  qualify  under  the  finalized  program   guidelines.     § Timing:   Periodically   review   HCD   website,   program   availability  to  be  determined  by  HCD   § Funding  Source:  General  Fund   § Responsible   Agency:   Planning   Department   and   Redevelopment  Agency     Evaluation:  The   Community   Services   Department   tracks   all   sources   of   grant  funding  for  park  acquisition  and  improvements.  The  focus  on  this   particular   program   does   not   seem   appropriate,   given   the   number   of   different  sources  available  for  park  grant  programs.    This  program  will   not  be  extended  into  the  2014-­‐2021  planning  period.     Removal  of  Governmental  Constraints  to  Housing     v Policy  H-­‐3.1   Remove  unnecessary  regulatory  constraints  to  enable  the  construction   or   rehabilitation   of   housing   that   meets   the   needs   of   La   Quinta   residents,  including  lower  income  and  special  needs  residents.       Evaluation:  The  City  Planning  Department  monitors  all  municipal  code   amendments   to   assure   that   they   do   not   impose   a   constraint   on   the   development   of   affordable   housing,   and   will   continue   to   do   so.     This   policy  will  be  extended  into  the  2014-­‐2021  planning  period.     v Policy  H-­‐3.2   Coordinate  the  development  of  affordable  housing  with  the  provision   of  key  utilities  to  ensure  prompt  and  adequate  service.     Evaluation:  All  new  projects  are  routed  to  the  City’s  utility  providers  for   review   and   comment.   Further,   infrastructure   for   utilities   is   in   place   throughout   the   City,   and   extensions   generally   consist   of   laterals   and   similar  minor  additions  to  the  system.  This  policy  will  be  extended  into   the  2014-­‐2021  planning  period.     v Policy  H-­‐3.3   Incentivize   the   development   of   affordable   housing   to   facilitate   the   development   of   housing  for   the   City’s   lower   and   moderate   income   households.       HOUSING   II-­‐219    Program   H-­‐3.3.a:  Assessment   District/Water/Sewer   Subsidy   Program   The   City’s   Assessment   District/Water/Sewer   Subsidy   Program   alleviated   some   of   the   financial   hardship   on   lower   and   moderate  income  households  by  providing  assistance  to  cover   the  cost  of  assessment  districts,  plumbing  installation  fees,  and   sewer  connection  fees.     § Objective:  Investigate  funding  resources  for  reinstating  the   Assessment   District/Water/Sewer   Subsidy   Program   during   the  planning  period.   § Timing:  December  2010   § Funding  Source:  Study  funded  by  General  Fund   § Responsible  Agency:  Redevelopment  Agency     Evaluation:  Due  to  a  lack  of  funding  resources,  the  Agency  did  not  assist   any  lower  income  households  under  this  program  during  the  2006 -­‐2014   planning  period.  With  the  elimination  of  redevelopment  by  the  State,  no   funds  are  available  for  the  future  funding  of  the  program  This  program   will  not  be  extended  into  the  2014-­‐2021  planning  period.      Program  H-­‐3.3.b:  Priority  Water  and  Sewer  Service   In  compliance  with  state  law,  the  Coachella  Valley  Water  District   (CVWD)  must  create  procedures  to  provide  priority  water  and   sewer  service  to  lower  income  residential  project.  The  law  also   prohibits   the   denial   or   conditioning   the   approval   of   service   without  adequate   findings,   and   requires   future   water   management  plans  to  identify  projected  water  use  for  lower   income  residential  development.       § Objective:  Route  the  adopted  Housing  Element  to  the  CVWD   and   notify   them   of   changes   and   future   updates   to   the   Housing  Element.     § Timing:  Upon  Housing  Element  adoption   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  CVWD  is  aware  of  the  requirements  of  law,  and  has  never,  to   the  City’s  knowledge,  denied  a  project  or  prevented  connections  for  an   affordable  housing  project  in  the  City.  The  City  will  continue  to  work  with   CVWD  in  the  processing  of  applications  in  a  timely  manner.    This  program   will  be  extended  into  the  2014-­‐2021  planning  period.       HOUSING   II-­‐220    Program  H-­‐3.3.c:  Review  Permitting  Fees  and  Processing  Times   Study   permitting   fees   and   processing   times   to   identify   any   potential  opportunities  to  streamline  the  process  and  reduce   the   cost   of   the   entitlement   process   for   projects   with   an   affordable  housing  component.     § Objective:  Identify  means  of  reducing  fees  and  processing   times  for  projects  with  an  affordable  housing  component.   § Timing:  Complete  study  by  June  2011   § Funding  Source:  General  plan   § Responsible  Agency:  Planning  Department     Evaluation:  The  City  expects  to  complete  an  overhaul  of  its  application   process  and  a  comprehensive  review  of  Planning  fees  during  the  planning   period.   The   Planning   Department   applications   were   streamlined   and   simplified  to  aid  developers  in  filling  out  the  forms.  The  fee  schedule  now   reflects   the   actual   costs   of   processing   applications.   This   program   was   completed,  and  will  not  be  extended  into  the  2014-­‐2021  planning  period.      Program  H  3.3.d:  Reduced  Parking  Standards   There   are   several   potential   opportunities   to   reduce   parking   standards  for  special  types  of  development  in  La  Quinta.  While   the  City  already  has  special  parking  standards  for  multifamily   senior   housing,   there   is   potential   to   further   reduce   those   requirements,   particularly   for   lower   and   moderate   income   senior  housing.       The  compact,  mixed-­‐use  character  of  the  Village  area  may  also   foster   opportunities   for   parking   reductions   or   joint-­‐use   opportunities.   Lower   and   moderate   income   households   may   own  fewer  vehicles  than  above  moderate  income  households,   and   be   more   inclined   to   walk   or   use   public  transportation.   Incentives   such   as   reduced   parking   requirements   could   be   offered  for  affordable  housing  developments.     § Objective:  Study  the  potential  impacts  of  adopting  reduced   parking  requirements  or  shared  parking  standards  for  senior   housing  and  housing  in  the  Village,  particularly  for  projects   serving  lower  and  moderate  income  households.   § Timing:  Coordinate  with  2009/2011  General  Plan  update   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department       HOUSING   II-­‐221   Evaluation:  The   second   phase   of   zoning   ordinance   amendments   not   related  to  the  provision  of  housing  is  currently  under  way.  As  part  of  this   phase,   the   City   is   considering   the   inclusion   of   maximum   (rather   than   minimum)  parking  requirements,  particularly  for  affordable  and  senior   housing.  In  addition,  the  City  completed  a  parking  study  for  the  Village  in   2006.  This  program  will  be  extended  into  the  2014-­‐2021  planning  period.      Program  H-­‐3.3.e:  Encourage  Lot  Consolidation   Several   small   lots   in   the  Village   Commercial  would   have   improved  development  potential  through  lot  consolidation.  The   City   will   study,   identify,   and   adopt   regulatory   incentives   to   encourage  and  facilitate  lot  consolidation.  Potential  incentives   include   fee   deferral   or   reductions,   City-­‐assisted   parcel   assemblage  and  mergers,  parking  requirement  reduction,  and   relief   from   various   other   development   standards   that   could   potentially  increase  the  cost  of  the  project.     § Objective:   Identify   opportunities   and   adopt   incentives   for   lot  consolidation  in  the  Village  Commercial  zone   § Timing:  July  1,  2012   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  Due   to   the   difficulties   associated   with   getting   multiple   property  owners  to  work  together  on  consolidation  of  parcels,  the  RDA   embarked  on  a  property  purchase  strategy  toward  consolidation  of  City-­‐ owned  parcels  during  the  planning  period  for  potential  future  projects.   Specific  examples  are  in  the  Dune  Palms/Westward  Ho  area  in  the  north   part  of  the  City,  and  in  the  Village  area.  Many  of  these  parcels  have  been   consolidated  by  the  City,  but  currently,  the  acquired  sites  are  tied  up  due   to  the  elimination  of  Redevelopment.  This  program  will  be  extended  into   the  2014-­‐2021  planning  period.     Preservation  and  Rehabilitation  of  Housing  Stock     v Policy  H-­‐4.1   Protect   the   quality   of   La   Quinta’s   neighborhoods   through   the   rehabilitation  of  both  affordable  and  market-­‐rate  homes.       Evaluation:  There  were  no  rehab  programs  funded  during  the  Planning   period.  However,  the  City  did  purchase  five  foreclosed  homes  in  the  Cove,   which  were  rehabbed  for  rental/sale.  The  City  does  not  envision  having   funds  for  such  programs  in  the  near  future.  This  program  will  not  be   extended  into  the  2014-­‐2021  planning  period.     HOUSING   II-­‐222     v Policy  H-­‐4.2   Promote   financial   and   technical   assistance   to   lower  and   moderate   income  households  for  housing  maintenance  and  improvements.       Evaluation:  The   City   did   not   have   available   funding   for   this   level   of   assistance,   and   relied   on   Riverside   County   and   other   third-­‐party   programs   to   fill   this   need.  Although   redevelopment   funds   have   been   eliminated,  and  can  no  longer  be  applied  to  this  program,  the  City  will   continue  to  monitor  third  party  programs,  including  County  assistance   programs,  and  direct  households  to  these  programs  when  appropriate.   This  program  will  be  extended  into  the  2014-­‐2021  planning  period.     v Policy  H-­‐4.3   Encourage   the   retention   and   rehabilitation   of   existing   single-­‐family   neighborhoods   and   mobile   home   parks   that   are   economically   and   physically  sound.     v Policy  H-­‐4.4   Enhance   neighborhoods   that   presently  provide   affordable   housing   with   drainage,   lighting   and   landscape   amenities,   and   parks   and   recreation  areas.        Program  H-­‐4.4.a:  Residential  Rehabilitation  Program   The   Residential   Rehabilitation   Program   provides   low   interest   loans   up   to   $25,000   for   property  and   structural   repairs   and   rehabilitation   of   single-­‐family   homes   and   small   multifamily   projects.  The  Residential  Rehabilitation  Program  encompasses  a   code   compliance   component   to   assist   lower   income   homeowners  that  have  been  cited  for  minor  code  violations.     § Objective:   Revise   the   program   to   meet   current   needs,   as   determined  in  the  Redevelopment  Agency  Implementation   Plan,   to   be   updated   in   2009.   Assist   20   lower   income   households.   § Timing:  2006–2014     § Funding  Source:  CDBG  and  LMIHF   § Responsible  Agency:  Redevelopment  Agency     Evaluation:  No  housing  units  were  assisted  under  this  program  during  the   Planning  period.  With  the  elimination  of  redevelopment,  there  are  no   funds  available  for  this  program.  This  program  will  not  be  extended  into   the  2014-­‐2021  planning  period.       HOUSING   II-­‐223    Program  4.4.b:  Housing  Condition  Monitoring   To  better  understand  the  City’s  housing  needs  the  quality  and   condition  of  the  housing  stock  must  be  inventoried  on  a  regular   basis.  The  inventory  should  focus  on  older  neighborhoods,  such   as  those  south  of  Calle  Tampico,  west  of  Washington  Street,   and  north  of  Highway  111.       § Objective:   Maintain   an   inventory   of   housing   conditions   (updated  approximately  every  five  years)  to  enable  the  City   to   properly   target   Code   Compliance   and   rehabilitation   resources.   § Timing:  Complete  by  January  1,  2014   § Funding  Source:  General  Fund   § Responsible   Agency:   Planning   Department   and   Code   Compliance     Evaluation:  The  housing  in  the  City  was  evaluated  in  2007.  In  addition,   Code  Compliance  monitors  units  in  disrepair,  and  implements  corrective   action  when  necessary.  The  survey  will  require  updating  at  the  beginning   of  the  next  planning  period.  This  program  will  be  extended  into  the  2014-­‐ 2021  planning  period.      Program   H-­‐4.4.c:  County   of   Riverside   Senior   Residential   Rehabilitation     The  Minor  Senior  Home  Repair  program  allocates  grants  up  to   $250   per   year   for   lower   income   seniors   for   minor   housing   repairs,  such  as  painting  doors  or  trim,  or  repairing  a  window.   The   Enhanced   Senior   Home   Repair   Program   provides   major   rehabilitation   and   repair   for   low   income   seniors,   providing   a   one-­‐time  grant  for  repairs  to  homes  owned  and  occupied  by   seniors  and/or  persons  with  disabilities.  The  maximum  level  of   assistance  for  this  program  is  $3,000  per  year.     § Objective:  Continue  to  refer  code  violators  and  interested   parties   to   the   County   of   Riverside   Minor   and   Enhanced   Senior   Home   Repair   programs   and   other   local   resources.   Assist  homeowners  in  completing  applications  as  necessary.     § Timing:  2006–2014,  on  a  case-­‐by-­‐case  basis   § Funding  Source:  General  Fund   § Responsible   Agency:   Planning   Department   and   Code   Compliance  Division       HOUSING   II-­‐224    Program  H-­‐4.4.d:  County  of  Riverside  Home  Repair  Grant   The  County  of  Riverside  Economic  Development  Agency  Home   Repair  Program  provides  lower  income  households  with  up  to   $6,000   for   home   repairs   such   as   a   new   roof,   new   air-­‐ conditioner,  or  a  handicap  ramp.  As  a  jurisdiction  in  Riverside   County,  lower  income  La  Quinta  households  are  eligible  for  this   grant.     § Objective:  Refer  code  violators  and  interested  parties  to  the   County  of  Riverside  for  home  repair  grants.     § Timing:  2006–2014,  on  a  case-­‐by-­‐case  basis   § Funding  Source:  General  Fund   § Responsible   Agency:   Planning   Department   and   Code   Compliance  Division     Evaluation:  To  the  extent  that  these  County  programs  have  been  funded,   the  City  has  referred  homeowners  to  the  appropriate  County  staff.    These   programs  will  be  extended  into  the  2014-­‐2021  planning  period.      Program  H-­‐4.4.e:  Rehabilitation  Resources  List   Lower  and  moderate  income  homeowners  may  need  assistance   in   affording   important   home   repairs   and   improvements.   The   City   can   assist   these   households   by   compiling   and   sharing   a   listing   of   local,   state,   and   federal   programs   offering   rehabilitation  assistance.     § Objective:   Provide   a   rehabilitation   resources   list   on   the   affordable  housing  and  code  compliance  pages  of  the  City’s   website.   Use   the   list,   in   online   or   printed   form,   as   a   reference  for  code  violators.   § Timing:  Create  list  by  March  2010   § Funding  Source:  General  Fund   § Responsible   Agency:   Planning   Department,   Code   Compliance  Division,  and  Redevelopment  Agency     Evaluation:  The   City   did   not   implement   this   program   due   to   lack   of   resources   resulting   from   staff   cuts.   However,   the   program   has   the   potential   to   be   a   good   resource   for   homeowners,   and   should   be   considered  in  the  future.  This  program  will  be  extended  into  the  2014-­‐ 2021  planning  period.     HOUSING   II-­‐225     Equal  Housing  Opportunity     v Policy  5.1   Provide  the  regulatory  framework  to  create  an  environment  in  which   housing  opportunities  are  equal.     Evaluation:  The  City  regularly  reviews  and  amends  its  Municipal  Code  to   assure   that   all   aspects   of   it   comply   with   the   law.   This   activity   will   continue.  This  policy  will  be  extended  into  the  2014-­‐2021  planning  period.     v Policy  5.2   Encourage   and   support   the   enforcement   of   laws   and   regulations   prohibiting  discrimination  in  lending  practices  and  in  the  sale  or  rental   of  housing.     Evaluation:  The   City   monitors   housing   complaints   and   refers   all   complaints   to   the   Riverside   County   Fair   Housing   Council,   which   has   jurisdiction  over  these  matters.  This  policy  will  be  extended  into  the  2014-­‐ 2021  planning  period.     v Policy  5.3   Encourage   support   services   for   the   Coachella   Valley’s   senior   and   homeless  populations  through  referrals  and  collaborative  efforts  with   non-­‐profits  and  other  jurisdictions.     Evaluation:  The  City  did  not  implement  this  program  due  to  lack  of  staff   resources   resulting   from   staff   cuts.   However,   the   program   has   the   potential   to   be   a   good   resource   for   homeowners,   and   should   be   considered  in  the  future.  This  policy  will  be  extended  into  the  2014-­‐2021   planning  period.     v Policy  5.4   Assist   in   the   creation   of   a   continuum   of   care   for   the   homeless   population  and  those  transitioning  into  permanent  housing.       Evaluation:  While  the  City  has  supported  the  CVAG  Homeless  Committee   efforts,  it  did  not  provide  funding  for  Roy’s  Desert  Resource  Center,  a  90   bed  homeless  facility  located  in  Palm  Springs.  Instead,  during  the  2006-­‐ 2014  planning  period,  the  City  committed  $50,000  toward    construction   of  a  new  facility  for  the  Coachella  Valley  Rescue  Mission,  which  provides   homeless   and   other   services.  The   City   also   committed   $50,000   to   Martha’s  Village  and  Kitchen  for  a  new  facility  for  that  organization.  This   program  will  be  extended  into  the  2014-­‐2021  planning  period.     HOUSING   II-­‐226     v Policy  5.5   Improve  quality  of  life  for  disabled  persons  by  facilitating  relief  from   regulatory  requirements  that  may  create  barriers  to  accessible  housing   and  promoting  universal  design.     Evaluation:  The  zoning  ordinance  amendments  completed  in  June  of  2013   included   universal   design   principles   and   provisions   for   a   reasonable   accommodation   review   process.   The   City   continues   to   facilitate   development  of  accessible  housing  for  all  its  residents.  This  program  will   be  extended  into  the  2014-­‐2021  planning  period.      Program  H-­‐5.5.a:  Zoning  Code  and  Discrimination   The  City  of  La  Quinta  seeks  to  provide  fair  regulations  to  guide   development  within  the  community.  The  City  must  ensure  that   amendments   to   the   Zoning   Code   do   not   enact   regulations   causing  or  contributing  to  discrimination  against  any  residential   development   because   of   race,   sex,   religion,   national   origin,   marital  status,  or  disability  of  its  owners  or  intended  occupants.     § Objective:   Analyze   proposed   amendments   to   the   Zoning   Code  to  prevent  discriminatory  changes.   § Timing:  2006–2014   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  The  zoning  ordinance  amendments  completed  in  June  of  2013   did  not  contain  or  uncover  any  discriminatory  provisions.  This  program   was   completed   and   will   not   be   extended   into   the   2014-­‐2021   planning   period.      Program  H-­‐5.5.b:  Shared  Housing  a  Riverside  Experience  (SHARE)   SHARE  is  a  nonprofit  organization  whose  purpose  is  to  promote   home   sharing.   Home   sharing   programs   provide   referral/matching   services   to   people   with   limited   incomes   seeking   housing,   and   homeowners   who   wish   to   share   their   home.   SHARE   targets   senior   citizens   and   estimates   that   50   percent  of  these  matches  involve  economically  disadvantaged   groups,  with  25  percent  of  these  matches  involving  very  low   income  households.     § Objective:   Encourage   participation   in   home   sharing,   particularly   for   lower   income  seniors,   by   promoting   the     HOUSING   II-­‐227   SHARE  program  on  the  affordable  housing  page  of  the  City’s   website  and  at  the  La  Quinta  Senior  Center.     § Timing:  Update  website  and  distribute  information  to  the   Senior  Center  by  March  2010     § Funding  Source:  General  Fund     § Responsible   Agency:   Planning   Department   and   Senior   Center     Evaluation:  SHARE  is  inactive,  and  does  not  appear  to  be  providing   services.  However,  the  Senior  Center  makes  every  effort  to  refer  its   clients  to  resources  available  for  seniors.  This  program  will  not  be   extended  into  the  2014-­‐2021  planning  period.      Program  H-­‐5.5.c:  Manufactured  Housing  Assistance  Program   Manufactured   homes   on   permanent   foundations   are   a   cost   effective   alternative   to   the   traditional   single-­‐family   detached   home.       § Objective:   Continue   to   maintain   the   potential   for   manufactured   homes   in   residential   designations   as   an   affordable   housing   resource   (formerly   Mobile   Home   Park   Assistance  Program).     § Timing:  2006–2014     § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  The  zoning  ordinance  amendments  completed  in  June  of  2013   did  not  change  the  current  zoning  provisions  that  allow  manufactured   housing  on  single  family  lots.  There  is  no  need  for  this  program,  and  it  will   not  be  extended  into  the  2014-­‐2021  planning  period.      Program  H-­‐5.5.d:  Reasonable  Accommodation  Ordinance   Disabled  individuals  or  those  acting  on  their  behalf  to  may  need   to  request  reasonable  accommodation  from  land  use,  zoning,   or   building   rules,   practices,   and/or   procedures   of   the   City   in   order  to  obtain  adequate  housing.       § Objective:  Adopt  a  process  for  reasonable  accommodation,   including  a  provision  of  assistance  in  making  the  request,  as   well  as  for  appealing  a  determination.   § Timing:  Adopt  ordinance  by  March  2010   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department       HOUSING   II-­‐228   Evaluation:  The  zoning  ordinance  amendments  completed  in  June  of  2013   included   a   reasonable   accommodation   section   in   the   Residential   standards.  This  program  was  completed  and  will  not  be  extended  into   the  2014-­‐2021  planning  period.      Program  H-­‐5.5.e:  Universal  Design   Universal   design   refers   to   barrier-­‐free   and   accessible   design   that  may  incorporate  personal  assistance  technology.  Universal   design   creates   spaces   that   are   accessible   to   persons   with   disabilities,  but  also  designed  for  general  use.  Broad-­‐application   of   universal   design   standards   would   result   in   new   and   rehabilitated  homes  that  are  appropriate  for  an  entire  lifecycle,   from  infant  to  elder.  By  incorporating  universal  design  features   the  ability   of   the   housing   stock   to   meet   existing   and   future   needs  would  be  greatly  improved.     § Objective:   Review   existing   development   standards   and   evaluate   the   potential   for   requiring   new   development   and/or  rehabilitation  to  utilize  universal  design  features.     § Timing:  Coordinate  with  2009/2011  General  Plan  Update   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  The  zoning  ordinance  amendments  completed  in  June  of  2013   incorporated  universal  design  principles  in  the  development  standards   added  to  the  residential  sections  of  the  document.  This  program  was   completed  and  will  not  be  extended  into  the  2014-­‐2021  planning  period.      Program  H-­‐5.5.f:  Regional  Facilities  for  the  Homeless   Continue  to  support  and  collaborate  with  the  Coachella  Valley   Association  of  Governments  Homelessness  Committee  efforts   to  create  a  regional  homeless  facility  that  will  provide  housing   as  well  as  supportive  services.  The  Strategic  Plan  created  by  the   Homelessness  Committee  establishes  a  continuum  of  care  for   the  Coachella  Valley.     § Timing:   Council   voted   to   support   in   2008;   City   staff   will   continue  to  collaborate  with  CVAG  throughout  the  planning   period  (2006–2014)   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  While  the  City  has  supported  the  CVAG  Homeless  Committee   efforts,  the   City   did   not   participate   in   funding   Roy’s   Desert   Resource     HOUSING   II-­‐229   Center   (“Roy’s”),   which   is   in   the   west   end   of   the   Coachella   Valley.   Instead,  the  City  committed  $50,000  in  funding  towards  a  new  facility   for  the   Coachella   Valley   Rescue   Mission,   which   currently   shelters   150+   men,  women  and  children  and  is  located  in  Indio.  The  City  also  committed   $50,000  to  Martha’s  Village  and  Kitchen,  also  toward  construction  of  a   new  facility.  The  City  Council  believes  these  facilities  to  be  a  more  logical   service  extension  for  La  Quinta’s  homeless,  due  to  its  proximity  to  La   Quinta.   Continuing   evaluation   and   support   of   these   programs   will   be   extended  in  the  2014-­‐2021  planning  period.      Program  H-­‐5.5.g:  Emergency  Shelters,  Transitional  Housing,  and   Permanent  Supportive  Housing   Recent  state  legislation  (Senate  Bill  2)  has  provided  direction  for   local   governments   to   address   the   housing   needs   of   the   homeless.   Emergency   Shelters,   Transitional   Housing,   and   Permanent   Supportive   Housing   are   all   components   of   a   curriculum   of   care   for   the   homeless.   Although   the   Riverside   County   Homeless   Census   did   not   identify   any   homeless   population  in  La  Quinta,  the  City  seeks  to  comply  with  SB  2  by   contributing   to   efforts   to   meet   the   needs   of   the   homeless   throughout  the  region.     Emergency   shelters   are   usually   the   first   step   in   a   homeless   continuum  of  care  program  designed  to  allow  homeless  people   a  temporary  place  of  stay.  Although  the  Municipal  Code  lists   emergency  shelters  as  a  permitted  use  in  all  commercial  zones,   no  definition  is  provided  for  this  use.  Furthermore,  transitional   shelters   are   defined   as   temporary   or   more   emergency-­‐basis   uses  in  the  Municipal  Code  and  are  conditionally  permitted  in   the  Regional  Commercial  (CR)  and  Major  Community  Facilities   (MC)   zones.   However,   actual   transitional   housing   typically   accommodates  homeless  people  for  up  to  two  years  as  they   stabilize   their   lives   and   does   not   meet   emergency   needs.   Transitional  housing  includes  training  and  services  that  are  vital   for   rehabilitating   and   enriching   the   lives   of   the   formerly   homeless.   Transitional   housing   facilities   provide   families   and   individuals  with  a  safe  place  within  which  to  rebuild  their  lives   and  prepare  for  independence.  Permanent  supportive  housing   is  affordable  housing  with  on-­‐  or  off-­‐site  services  that  help  a   person  maintain  a  stable,  housed,  life.  This  use  is  not  currently   addressed  in  the  Zoning  Code.       § Objective:   Update   the   Zoning   Code   to   include   legally   adequate   and   appropriate   definitions   for   emergency     HOUSING   II-­‐230   shelters,   transitional   housing,   and   permanent   supportive   housing.   Emergency   shelters   will   be   permitted   without   discretionary   approval   in   the   MC   zone   and   conditionally   permitted   in   the   CR   zone.   Transitional   and   supportive   housing  types  will  be  permitted  as  any  other  residential  use   in  residential  zones.  Development  and  operation  standards   will  be  developed  in  compliance  with  Senate  Bill  2  to  ensure   proper  construction  or  building  adaptation  for  emergency   shelter  use.   § Timing:  Coordinate  with  2009/2011  General  Plan  Update   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  The  zoning  ordinance  amendments  completed  in  June  of  2013   included  legally  adequate  definitions  of  emergency  shelters,  transitional   housing   and  supportive   housing.   The   amendments   also   continued   emergency  shelters  as  permitted  uses  in  all  commercial  zones,  and  added   transitional  and  supportive  housing  in  the  residential  zones  consistent   with  the  regulations  for  similar  uses  (such  as  group  homes).  This  program   was   completed   and   will   not   be   extended   into   the   2014-­‐2021   planning   period.      Program  H-­‐5.5.h:  Fair  Housing  Referrals   Fair  housing  organizations  provide  dispute  resolution  and  legal   assistance  to  tenants  and  landlords  in  conflict.  Such  services  are   particularly   important   for   lower   and   moderate   income   households  unable  to  afford  counsel.       § Objective:   Continue   to   refer   tenants   and   landlords   to   the   Fair   Housing   Council   of   Riverside   County.   Provide   information  on  fair  housing  resources  on  the  City’s  website   and   at   City   Hall.   Identify   and   coordinate   with   local   nonprofits,   service   organizations   and   community   groups   that  can  assist  in  distributing  fair  housing  information.   § Timing:  Referral  service  as  needed.  Information  to  be  placed   on  website  and  local  groups  identified  by  December  2010   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  The   City   refers   all   fair   housing   issues   to   the   Fair   Housing   Council,  and  will  continue  to  do  so.  Information  regarding  the  Council  is   available  at  city  hall,  the  senior  center  and  other  locations  in  the  City.  This   program  will  be  extended  into  the  2014-­‐2021  planning  period.       HOUSING   II-­‐231    Program  H-­‐5.5.i:  Directory  of  Services   While   numerous   services   are   available   to   special   needs   and   lower   income   households,   it   can   be   difficult   to   readily   have   access   to   these   resources.   A   directory   provides   the   contact   information  necessary  to  seek  housing  assistance.       § Objective:   Develop   an   online   directory   of   services   and   information   to   provide   La   Quinta   residents   with   contact   information   for   community   organizations   and   service   providers  that  address  special  needs.     § Timing:  Update  website  by  June  2010   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department     Evaluation:  The  City  maintains  a  partial  list  of  housing  resources/services   but   did   not   complete   this   program   due   to   loss   of   staff   assigned   to   housing   programs,   associated   with   the   elimination   of   redevelopment.   The  directory,  however,  could  be  a  valuable  resource.  In  addition,  the  City   has  recently  hired  a  Housing  Coordinator.  This  program  will  be  extended   into  the  2014-­‐2021  planning  period.     Energy  and  Water  Conservation     v Policy  H-­‐6.1   Promote   higher   density   and   compact   developments   that   increase   energy  efficiency  and  reduce  land  consumption.     Evaluation:  The  new  General  Plan  promotes  mixed  use  development,  and   the  zoning  ordinance  is  being  amended  to  include  standards  for  mixed   use  development.  These  changes  will  be  completed  by  the  end  of  2013.   The   City   also   continues   to   promote   energy   efficiency   through  its   Greenhouse  Gas  Reduction  Plan,  and  its  Green  and  Sustainable  La  Quinta   Program.    This  policy  will  be  extended  into  the  2014-­‐2021  planning  period.     v Policy  H-­‐6.2   Facilitate   housing   development   and   rehabilitation   that   conserves   natural  resources  and  minimizes  greenhouse  gas  emissions.       Evaluation:  The  new  General  Plan  promotes  greenhouse  gas  reduction  in   the  Livable  Community  Element.  The  City  also  continues  to  promote  its   Greenhouse  Gas  Reduction  Plan,  and  its  Green  and  Sustainable  La  Quinta   Program.    This  policy  will  be  extended  into  the  2014-­‐2021  planning  period.       HOUSING   II-­‐232   v Policy  H-­‐6.3   Encourage  and  enforce  green  building  regulations  or  incentives  that  do   not   serve   as   constraints   to   the   development   or   rehabilitation   of   housing.     Evaluation:  The  new  General  Plan  promotes  green  building  in  the  Livable   Community  Element.  The  City  also  continues  to  promote  its  Greenhouse   Gas  Reduction  Plan,  and  its  Green  and  Sustainable  La  Quinta  Program.     This  policy  will  be  extended  into  the  2014-­‐2021  planning  period.     v Policy  H-­‐6.4   Focus  sustainability  efforts  on  measures  and  techniques  that  also  assist   the   occupant   in   reducing   energy   costs;   therefore   reducing   housing   costs.     Evaluation:    The  City  has  identified  several  residential  developments  that   incorporate  sustainable  efforts  and  help  reduce  the  occupant’s  energy   costs.  These  properties  include:     Vista  Dunes  -­‐  The  Agency’s  team  prepared  site  and  building  plans  that   embraced  green  and  sustainable  design  principles.    The  project  received   LEED  Platinum  certification.  The  principles  included:      •Thermal  chimneys  to  better  ventilate  the  dwellings    •Tankless  water  heaters  to  reduce  energy/water  consumption    •Dual  flush  toilets  to  reduce  water  consumption    •Low  flow  and  oxygenated  showerheads  and  faucets    •Photovoltaic  solar  panels  for  each  dwelling  to  reduce  utility  costs    •Landscaped  trellises  to  shelter  south  and  west  facing  walls  from  the            desert  sun     •Radiant  barrier  roof  sheathing    •Drought  tolerant  indigenous  landscaping     Coral  Mountain  Apartments  -­‐  The  Coral  Mountain  Apartment  community   will   incorporate   environmentally   sustainable   concepts   and   efficiency   measures.  While  it  is  not  seeking  LEED  certification,  it  is  being  designed   to  target  LEED  Silver  standards.  Design  of  the  buildings  includes  many   energy   and   water-­‐efficient   amenities,   such   as   solar   tubes   to   provide   indoor  area  lighting  for  many  of  the  units,  low-­‐flow  toilets  and  fixtures,   and   recirculating   water   heaters.     A   hydronic   HVAC   system   will   be   employed,  which  circulates  hot  water  from  the  water  heating  system,   using  forced  air  to  heat  the  individual  units.  Four  of  the  buildings  will   incorporate   roof-­‐mounted   photovoltaic   solar   panels;   additional   panels   are  being  placed  on  top  of  carport  structures.       HOUSING   II-­‐233     Washington   Street   Apartments  –  This   project   is   completing   the   final   phases  of  the  City’s  review  process.  It  consists  of  68  new  units  and  72   existing   units,   which   will   be   rehabilitated.   The   project  includes   sustainable  architectural  design  such  as  cement  plaster  finish,  aluminum   windows   and   thermal   chimneys. Carport   structures   will   incorporate   photovoltaic  solar  panels     This  policy  will  be  extended  into  the  2014-­‐2021  planning  period.     v Policy  H-­‐6.5   Use  and  encourage  emerging  technologies  to  reduce  high  demands  for   electricity  and  natural  gas  including  use  of  passive  solar  devices  and   where   feasible   other   renewable   energy   technologies   (e.g.,   biomass,   wind,  and  geothermal).      Program  H-­‐6.5.a:  Green  and  Sustainable  La  Quinta  Program   The   City   Council   has   identified   the   conservation   of   natural   resources  as  a  critical  concern  in  La  Quinta.  In  July  2007  the  City   Council  directed  staff  to  initiate  the  development  of  the  Green   and  Sustainable  La  Quinta  Program,  a  comprehensive  program   to   reduce   the   environmental   impact   of   existing   structures,   rehabilitation  efforts,  and  new  construction.  Progress  to  date   includes   participating   in   local   energy   reduction   and   water   conservation   programs.   The   formal   Green   and  Sustainable   Program   may   include   energy   conserving   standards   for   street   widths,   streetscapes,   and   landscaping   to   reduce   heat   loss.   Energy  consumption  in  existing  homes  could  be  improved  by   incentivizing   energy-­‐efficient   retrofits   prior   to   the   resale   of   homes.       § Objective:  Adopt  new  green  goals,  policies,  and  programs   that   accurately   represent   the   City’s   direction   in   resource   conservation   and   minimizing   greenhouse   gas   emissions.   Adopt   design   standards   for   residential   and   commercial   structures  that  encourage  solar  protection  to  directly  result   in  energy  conservation.   § Timing:  July  2012;  or  concurrent  with  2009/2011  General  Plan   Update   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department       HOUSING   II-­‐234    Program  H-­‐6.5.b:    Energy  Conservation  Partners   In   working   toward   a  sustainable  La   Quinta,   the   City   and   its   residents   will   need   to   collaborate   with   utilities   and   service   providers.  Partnerships  with  the  Coachella  Valley  Water  District,   Imperial   Irrigation   District,   Southern   California   Gas,   Burrtec   Waste  and  Recycling  Services,  Sunline  Transit  District,  Coachella   Valley   Association   of   Governments,   Southern   California   Association   of   Governments   and   other   entities   will   be   an   important  component  of  making  La  Quinta  a  more  sustainable   city.       § Objective:   Continue   to   meet   with   and   seek   insight   from   utilities,   service   providers,   and   other   entities   involved   in   energy  conservation  efforts  appropriate  for  La  Quinta.   § Timing:  2006–2014   § Funding  Source:  General  Fund   § Responsible   Agency:   City   Manager’s   Office/   Planning   Department     Evaluation:   The   City  is  working   with   local   conservation   partners   to   implement  the  adopted  Green   and   Sustainable   La   Quinta   Program,   including   Burrtec   Waste   &   Recycling,   Coachella   Valley   Water   District,   Imperial   Irrigation   District,   and   Southern   California   Gas   Company.   The   City  maintains  an  inventory  of  sustainable  goals  and  accomplishments  on   the  Going   Green  website.   The   following   table   identifies   current   and   planned  goals  of  the  Green  and  Sustainable  La  Quinta  Program.         HOUSING   II-­‐235     The  City  of  La  Quinta   Sustainability  Goals  and  Accomplishments   Goals  and  Accomplishments  Goal   In-­‐ Process/   On-­‐ Going   Completed   Identify   Greenhouse   Gas   Emissions   inventory   baselines  and  specific  targets  for  improvements,  on  a   regional  and  local  level   X       Expand   sustainability  outreach/education   including   website  “Going  Green”  section      X   Initiate  Smart  Growth/LEED  Training  for  selected  staff   members    X     Develop   policy   and   plan   for   100%   conversion   to   clean/green  fleet  X       Initiate  a  Pilot  AB  811  Loan  Program  X       Facilitate  energy   audits   for   top   uses   and   support   energy  efficiency  actions      X   Implement   a   Curbside   Household   Hazardous   Waste   Program    X     Expand  the  number  of  Household  Hazardous  Waste   Events  at  City  Hall/Corporate  Yard    X     Develop  an  Environmentally  Preferable  Purchases  and   Practices  Policy    X     Expand  outreach  and  education  for  waste  reduction   and   recycling,   water   and   natural   gas   conservation,   and  energy  efficiency      X   Implement   energy   efficiency   improvements   of   City   facilities   as   recommended   by   Imperial  Irrigation   District      X   Identify  water  usage  benchmarks  and  develop  water   conservation  goals  X       Jointly  (City  and  IID)  offer  an  energy  product  (Energy   Meter)  to  city  residents  at  a  reduced  cost  X       Investigate   program   implementation   of:   food   waste   recycling  and  non-­‐controlled  medication  disposal    X     Expand  promotion  of  commercial  recycling  program      X   Conduct   Green   Workshops   and   coordinate   energy   audits  with  Homeowners  associations    X     Seek   opportunities   for   energy   and   environmental   grants,  including  a  bike  path  grant    X     Install   LED   flash   warning   devices:   Adams   St.,   Eisenhower  Dr.,  and  Avenida  Bermudes  X       Replace  video  detection  system  at  three  intersections  X       Establish   a   Compressed   Natural   Gas   Fueling   station   (Fire  Station)      X   Host  shred  day  events    X     Participate   in   Desert   Cities   Energy   Partnership   to   achieve  funding  for  energy  programs  and  events    X       This   program   is   successful   and   will   be   extended   into   the   2014-­‐2021   planning  period.       HOUSING   II-­‐236    Program   H-­‐6.5.c:  Cooperative   Water   Management   Program   for   Cove  Homes   The  Redevelopment  Agency  upgrades  the  plumbing,  heating,   air   conditioning,   and   other   equipment   in   their   Cove   Homes   during  the  rehabilitation  process  prior  to  sale.  In  2008  the  City   Council  approved  collaborative  efforts  between  the  Agency  and   Coachella  Valley  Water  District.  The  Agency  is  participating  in   the  Coachella  Valley  Cooperative  Water  Management  Program   to  improve  water  efficiency  in  Cove  Homes.       § Objective:  Implement  the  Cooperative  Water  Management   Program   for   the   Agency’s   Cove  Homes   and   evaluate   the   feasibility   of   implementing   changes   to   existing   landscape   and  irrigation  when  Cove  Homes  are  sold.   § Timing:  2006–2014   § Funding  Source:  LMIHF  and/or  CVWD  program  funds   § Responsible  Agency:  Redevelopment  Agency     Evaluation:   The   Cooperative   Landscape   Water   Management   Program   was  composed  of  three  parts;  Residential  Turf  Conversions  (individual),   HOA/Commercial   Turf   Conversions,   and   commercial   properties.   The   City’s  first  landscape  conversion  took  place  on  August  26,  2008.  As  of   March  2010,  71  La  Quinta  residents  (including  2  RDA  owned  homes)  had   completed   the   program,   which   went   unfunded   after   2011.   With   the   elimination  of  redevelopment,  it  is  unlikely  that  the  City  will  be  able  to   fund   this   program,   and   it   will   not   be   extended   into   the   2014-­‐2021   planning  period.      Program  H-­‐6.5.d:  Landscape  Water  Management  Program   In  2008  the  City  formed  a  partnership  with  the  Coachella  Valley   Water   District   to   start   a   citywide   Landscape   Water   Management   Program.   The   program   provides   affordable   landscape  design  and  consulting  services  to  assist  homeowners   in  making  landscaping  improvements  to  reduce  sprinkler  runoff   and   reduce   the   amount   of   water   used   for   landscaping.   In   accordance  with  the  program  the  City  amended  the  Municipal   Code   to   provide   more   restricted   water   efficient   landscaping   standards.   The   City   adopted   a   landscape   water   management   program   that   will   reimburse   homeowners   up   to   $1,000   to   replace   inefficient   landscape   design,   materials,   and   irrigation   systems.         HOUSING   II-­‐237   § Objective:  Assist  50  households  to  reduce  water  waste  and   water   use   for   landscaping   through   the   Landscape   Water   Management  Program.     § Timing:  2006–2014   § Funding   Source:   General   Fund,   CVWD   program   funds,   potential  AB  811  special  assessment  district  funds   § Responsible   Agency:   City   Manager’s   Office/  Planning   Department     Evaluation:    As  previously  mentioned,  the  Cooperative  Landscape  Water   Management  Program  assisted  71  homes,  including  the  installation  of  301   weather-­‐based  irrigation  controllers  as  of  March  2010.  It  should  be  noted   that  the  program  assisted  all  27  RDA  owned  homes.    Funding  for  the   program   ended   December   17,   2012.   With   the   elimination   of   redevelopment,   it   is   unlikely   that   the   City   will   be   able   to   fund   this   program,  and  it  will  not  be  extended  into  the  2014-­‐2021  planning  period.      Program  H-­‐6.5.e:  Imperial  Irrigation  District  Programs   The   Imperial   Irrigation   District   (IID)   is   proactive   in   energy   savings   via   conservation   programs,   product   rebates,   and   general  tips.  An  average  home  owner  can  save  up  to  10  percent   on   energy/energy   bills   by  taking   advantage   of   IID   programs.   Home  owners  can  utilize  the  free  “Check  Me!”  program,  which   checks   the   refrigerant   charge   and   airflow   of   their   air   conditioning/heating   units.   IID   also   offers   a   rebate   on   the   purchase   of   higher   efficiency   air   conditioning  units,   high   efficiency   refrigerators,   programmable   thermostats,   and   ENERGY  STAR  equipment.  City  staff  has  held  several  meetings   with   IID   representatives   to   discuss   opportunities   for   collaboration  to  conserve  energy  in  La  Quinta,  including  water   management  opportunities  for  golf  courses  and  golf-­‐oriented   communities.     § Objective:  Follow  up  with  IID  to  establish  and  market  a  plan   to   participate   in   programs   that   are   most   beneficial   to   La   Quinta   residents   and   homeowners;   continue   to   develop   HVAC  retrofitting  program  with  IID.   § Timing:  Adopt  plan  by  June  2010   § Funding   Source:   General   Fund,   IID   program   funds,   and   potential  AB  811  special  assessment  district  funds   § Responsible   Agency:   City   Manager’s   Office/   Planning   Department       HOUSING   II-­‐238   Evaluation:  The  City’s  Going  Green  website  provides  information  on  IID   rebates  through  links  to  their  rebate  website,  including  the  Residential   ENERGY  STAR  rebate  program.  IID  is  continuing  to  offer  free,  in-­‐home   residential   and   commercial   energy   audits   and   follow   up   list   of   recommendations  intended   to   reduce   energy   consumption   and   the   monthly  bill.  The  City  works  through  its  partnership  with  IID  and  markets   this  program  through  meetings  with  Homeowners’  Association  boards   and  various  City  sponsored  events  to  encourage  La  Quinta  residents  an d   business   to   sign   up   for   these   free   energy   audits.  This   program   is   successful  and  will  be  extended  into  the  2014-­‐2021  planning  period.      Program  H-­‐6.5.f:  Weatherization  Assistance   The  Federal  Department  of  Energy’s  Weatherization  Assistance   Program,  in  conjunction  with  state  and  local  programs,  provide   low  or  no  cost  weatherization  and  insulation  services  to  reduce   the  heating  and  cooling  costs  for  low  income  households.     § Objective:  Encourage  low  income  homeowners  or  renters  to   apply   for   free   energy   audits,  home   weatherization,   and   utility  rebate  programs  by  advertising  available  programs  on   the  City’s  website  and  at  City  Hall.     § Timing:  Advertise  by  March  2010   § Funding:  General  Fund   § Responsible  Agency:  Building  and  Safety  Department/  City   Manager’s  Office     Evaluation:  The  City  is  currently  advertising  available  programs  for  free   energy  audits,  home  weatherization,  and  utility  rebate  programs  on  the   City’s  website  and  at  City  Hall  through  handouts/flyers/posted  info.  This   program  is  successful  and  will  be  extended  into  the  2014-­‐2021  planning   period.     Public  Participation   California  Government  Code  requires  that  local  governments  make  a   diligent   effort   to   achieve   public   participation   from   all   economic   segments   of   the   community   in   the   development   of   the   housing   element.  The  City’s  public  outreach  efforts  focused  on  community  and   stakeholder  workshops,  information  dissemination  through  the  City’s   website,  electronic   mail   notifications  and   public   hearings.   Together,   this   input   helped   the   City   understand   and   respond   to   the   housing   needs  of  the  community.         HOUSING   II-­‐239   Community  and  Stakeholder  Workshops   Personal   invitations   were   sent   to   local   and   regional   development   entities,  advocacy  groups  and  interested  parties  via  mail.  In  addition,   the  workshops  were  advertised  on  the  City’s  web  site,  and  as  display   ads  in  the  Desert  Sun  newspaper.  Two  workshops  were  held:  one  for   stakeholders  and  one  for  residents  at  large.       The  comments  and  input  received  from  the  stakeholders  centered  on   the  economic  hardship  created  when  redevelopment  was  eliminated   by  the  State.  The  development  community  is  struggling  to  make  up  the   gap  left  by  the  elimination  of  set  aside  funds.     The  comments  received  from  residents  centered  mostly  on  aesthetic   issues,   including   in   particular   building   height,   and   maintaining   the   2   story  limits  and  allowing  underground  parking  to  provide  for  density.     State  Review  and  Public  Hearings   The   Draft   Element   was  submitted   to   the   California   Department   of   Housing   and   Community   Development   (HCD)   for   review   and   certification.  The  City  has  received  and  responded  to  review  comments   from  HCD  to  address  their  concerns.     Once  the  document  has  been  certified  by  HCD,  the  Housing  Element   Update  will  involve  a  noticed  public  hearing  before  both  the  Planning   Commission  and  City  Council,  with  the  documents  available  for  public   review  at  City  Hall  and  on  the  City’s  website.       HOUSING  VISION  STATEMENT   A  Housing  Vision  Statement  was  developed  based  on  the  key  housing   issues  and  through  cooperation  of  the  citizens  and  elected  officials  of   the  City  of  La  Quinta.  The  housing  policies  and  programs  included  in   this  Housing  Element  are  designed  to  bring  this  vision  to  fruition.     “The   City   of   La   Quinta’s   vision   of   the   future   for   housing   focuses  on  encouraging  the  provision  of  suitable  housing  for   all  City  residents  while  maintaining  and  enhancing  the  City’s   high  quality  of  life  for  its  residents.       Through   its   housing   programs,   the   City   will   facilitate   the   maintenance  and  improvement  of  its  existing  housing  stock   resources,  and  encourage  the  production  of  a  variety  of  new   housing   to   meet   residents’   needs,   while   preserving   the   overall  character  of  the  City.”         HOUSING   II-­‐240   COMMUNITY  PROFILE   The  housing  needs  of  the  City  are  determined  by  characteristics  of  the   population  (age,  household  size,  employment,  and  ethnicity)  and  the   characteristics  of  housing  available  to  that  population  (i.e.,  number  of   units,  tenure,  size,  cost,  etc.).  This  section  explores  the  characteristics   of  the  existing  and  projected  population  and  housing  stock  in  order  to   identify  potentially  unmet  housing  needs  in  La  Quinta.  This  information   provides   direction   in   updating   the   City’s   Housing   Element   goals,   policies,   and   programs.  The   demographics   used   in   this   section   are   derived  from  US  Census  data  for  1990,  2000,  2010;  US  Census  American   Community  Survey  3  and  5  year  estimates  data,  California  Department   of  Finance,  and  the  City  of  La  Quinta.     Population   The   City   of   La   Quinta   is   one   of   nine   cities   in   the   Coachella   Valley   subregion  of  Riverside  County.  The  Coachella  Valley  includes  the  cities   of  Cathedral  City,  Coachella,  Desert  Hot  Springs,  Indian  Wells,  lndio,  La   Quinta,  Palm  Desert,  Palm  Springs,  and  Rancho  Mirage,  as  well  as  large   areas  of  unincorporated  Riverside  County.     La  Quinta  ranks  high  in  population  growth  among  California’s  471  cities.   During  the  1990s,  the  population  of  La  Quinta  grew  by  111.3  percent,   making  it  the  fastest  growing  city  in  the  Coachella  Valley  at  the  time.   The  number  of  residents  in  the  City  increased  from  11,215  to  23,694   between  1990  and  2000.    The  population  further  increased  to  37,467   by  2010,  a  smaller  but  still  significant  increase  of  58.10  percent.     The  absolute  increase  in  population  for  cities  in  the  Coachella  Valley   provides   another   perspective   for   analysis   when   size   is   taken   into   consideration.   For   example,   Indio   grew   by   the   greatest   number   of   people  from  2000  to  2010,  with  an  increase  of  approximately  26,920   people.   La   Quinta   experienced   the  third  largest   numerical   increase,   with  an  added  population  of  13,773.       Table  II-­‐20   Population  Growth   City/Region  2000  2010   Census   2012   DOF   2000-­‐2010  2010-­‐2012   %  #  %  #   La  Quinta  23,694  37,467  58.1  13,773  38,075  1.6  608   Coachella  Valley  255,788  346,518  35.5  90,730  355,986  27,3  9,468   Riverside  County  1,545,387  2,189,641  41.7  644,254  2,268,783  3.6  79,142   Source:  2000  and  2010  Census;  DOF  2012     HOUSING   II-­‐241     Table  II-­‐21   Population  Growth  In  Coachella  Valley  Cities   City  2000  2010   Census   2012   DOF   Change  2000-­‐ 2010   Change  2010– 2012   %  #  %  #   Cathedral  City  42,647  51,200  20.1  8,553  52,108  1.8  908   Coachella  22,724  40,704  79.1  17,980  42,030  3.3  1,326   Desert  Hot   Springs  16,582  25,938  56.4  9,356  27,721  6.9  1,783   Indian  Wells  3,816  4,958  29.9  1,142  5,050  1.9  92   Indio  49,116  76,036  54.8  26,920  78,298  3.0  2,262   La  Quinta  23,694  37,467  58.1  13,773  38,190  1.9  723   Palm  Desert  41,155  48,445  17.7  7,290  49,619  2.4  1,174   Palm  Springs  42,807  44,552  4.1  1,745  45,414  1.9  862   Rancho  Mirage  13,249  17,218  30.0  3,969  17,556  2.0  338   Total   255,79 0   346,51 8  35.5  90,728   355,98 6  2.7  9,468   Source:  2000  and  2010  Census;  DOF  2012     Seasonal  Population   The  seasonal  or  part  time  resident  population  is  not  included  in  the   population  estimates  compiled  by  the  Census  Bureau  because  people   are  classified  according  to  the  location  of  their  primary  residence.  The   California  Department  of  Finance  (DOF)  provides  a  yearly  estimate  of   total  built  housing  units  and  an  estimate  of  the  number  of  vacant  units.   In   resort   communities   like   La   Quinta,   the   number   of   vacant   units   reflects  the  number  of  units  that  are  not  occupied  year  round,  as  well   as  those  that  are  ready  for  year  round  occupancy  but  as  yet  have  not   been  inhabited.     According  to  the  2010  Census,  the  overall  vacancy  rate  for  La  Quinta  is   36.9%,  while  the  seasonal  vacancy  rate  is  27.5%.       Age  Composition   Table  II-­‐4  Age  Distribution,  shows  the  change  in  age  groups  from  2000   to   2010.   In  2010,   children   (ages   0–17)   comprised  22  percent   of   the   population,   adults   (ages   18–64)   represented   57   percent   and  senior   citizens  (ages  65  and  over)  made  up  20  percent.     In  2010,  the  median  age  in  La  Quinta  was  45.6  years,  significantly  older   than  Riverside  County  and  the  State  of  California  averages  of  33.7  and     HOUSING   II-­‐242   35.2  years   respectively.  This   represents   a   25%   increase  in   the   City’s   median  age  since  2000.     Table   II-­‐4  indicates   that   the   rate   of   growth   in  the   18-­‐65   age   group   remained   fairly   constant  from   2000   to   2010.   However,   the   0-­‐17   age   group  reflects  a  slower  growth  rate,  making  up  8%  less  of  the  City’s   population  in  2010.  Conversely,  growth  in  the  65+  age  category  shows   an  8%  increase  in  share  of  City  population  compared  to  2000.       Table  II-­‐22   Age  Distribution   Year  0–17  %  18–65  %  65+  %  Total   2000  6,905  29  13,616  57  3,173  13  23,694   2010  8,208  22  21,443  57  7,816  21  37,467   Source:  2000  and  2010  Census     Race  and  Ethnicity   Table  II-­‐23  highlights  the  ethnic  distribution  of  the  population  for  1990,   2000  and  2010.   In   2000   slightly   over   one-­‐third   of   the   City’s   total   population  was  minorities,  comparable  to  less  than  a  third  in  2010  and   1990,  and  just  over  one-­‐fifth  in  1980.  Hispanic  residents,  7,486  people,   are  approximately  86  percent  of  the  minority  population  in  La  Quinta.   Most   significantly,   the   number   of   Hispanic   residents   in   La   Quinta   tripled  from  1980  to  1990,  and  then  doubled  again  from  1990  to  2000.   La  Quinta  is  becoming  a  more  ethnically  diverse  community.       HOUSING   II-­‐243   Table  II-­‐23   1980–2000  Ethnic  Background  of  Population   Ethnic  Group   1990  2000  %   Change   1990– 2000   2010  %     Change   2000– 2010   %     Change   1990– 2010  #  %  #  %  #  %   Caucasian  7,804  69.6  14,944  62.9  -­‐6.7  23,642  63.1  0.2  -­‐6.5   Hispanic  2,944  26.3  7,486  32.0  +5.7  11,353  30.3  -­‐1.7  +4.0   African   American   180  1.6  226  1.4  -­‐0.2  599  1.6  +.2  0   Native   American   117  1.0  37  0.1  -­‐0.9  112  0.3  +.2  -­‐0.7   Asian/Pacific   Islander   170  1.5  535  2.3  +.8  1,087  2.9  +0.6  +1.4   Other  N/A  1.1  426  1.8  0.7  674  1.8  0  +.7   Total  11,215  100.0  23,654  100.0  -­‐-­‐-­‐-­‐  37,467  100.0  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐   Source:  1990,  2000,  and  2010  Census;  Coachella  Valley  Association  of  Governments   Note:   Population   numbers   may   seem   distorted   because   the   US   Census   does   not   consider   Hispanic  ancestry  to  be  a  race.  For  this  reason,  some  Hispanics  choose  to  list  themselves  under   other  races.   1%   change   presented   in   terms   of   proportional   representation   in   the   population,   not   of   numerical  increase     Employment   The   economy   of   the   Coachella   Valley   was   traditionally   agriculture-­‐ driven,   but   agriculture   is   steadily   being   replaced   by   tourism   and   residential  uses.       Although  employment  patterns  typically  induce  housing  demand,  the   regional  economy  of  the  Coachella  Valley  differs  from  most  parts  of   the   state.   Here,  employment   is   created   by   housing   demand,   manifested   in   the   construction   and   staffing   of   resorts   and   second   homes.   Tourist   and   resort   development   are   leading   indicators   to   predict  employment  and  housing  demand.  Although  a  tourist  economy   is  seasonal,  in  the  Coachella  Valley  it  is  generally  stable  and  does  not   suffer  the  severe  effects  of  recessions  as  do  other  regions  dependent   on  manufacturing  and  consumer  related  goods.  And  with  the  benefit   of  desert  weather,  the  resorts  in  the  La  Quinta  area  are  increasingly   operating  year  round.  There  is,  however,  some  seasonal  fluctuation  in   the   labor   market,   which   can   further   compound   the   problem   of   economic   stability   in   the   lower   income   sectors   of   the   labor   force,   affecting  their  ability  to  sustain  themselves  in  the  off  season  (summer)   months.       According  to  the  US  Census  Bureau  (2007-­‐2011  American  Community   Survey),  in  2011  the  civilian  labor  force  comprised  17,382  persons,  of   whom  16,291  were  employed.  The  unemployment  rate  was  6.3  percent.   Table   II-­‐6  shows   the   types   of   employment   by   industry   held   by   La     HOUSING   II-­‐244   Quinta   residents   in   2011.   The   majority   of   jobs   held   by   La   Quinta   residents   were   in   service   industries,   followed   by   retail   trade,   finance/real  estate,  and  professional  industries.       Many   La   Quinta   residents   work   in   other   communities,   and   many   residents  from  other  cities  work  in  La  Quinta.  An  estimated  at  2,046   (approximately  19  percent  of  the  total  resident  work  force)  both  live   and  work  in  La  Quinta.         Most  employment  opportunities  in  and  around  the  City  are  related  to   the  provision  of  services.  Table  II-­‐7  shows  the  major  employers  for  the   community  area,  defined  by  the  La  Quinta  Chamber  of  Commerce  as   including  La  Quinta,  Indian  Wells,  Palm  Desert,  and  Indio.  The  largest   employers   are   in   the   nonmanufacturing   economy   and   are   directly   related  to  the  provision  of  services,  including  public  service,  big  box   retail,  and  recreational  and  resort  activities.       In  2008  the  City  surveyed  its  major  commercial  and  hospitality  facilities   to  identify  major  employers  in  the  city  limits.  The  largest  employers   surveyed  were  Desert  Sands  Unified  School  District,  La  Quinta  Resort   and  Club,  Wal-­‐Mart,  Costco,  and  PGA  West  Golf  Resort.     Table  II-­‐24   Employment  by  Industry   Industry  Employed   Persons   %  of  Employed   Persons   Agriculture,  Forestry  and  Fisheries,   Mining  117  0.7   Arts,  Recreation,  Accommodation  and   Food  Service  3,035  18.6   Construction  1,422  8.7   Manufacturing  773  4.8   Transportation/Warehousing/Utilities  528  3.3   Wholesale  Trade  292  1.8   Retail  Trade  2,228  13.7   Finance/Real  Estate  1,100  6.7   Professional  and  Administrative  1,818  11.2   Health,  Educational,  Information,   Social  and  Other  Services  4,422  27.1   Public  Administration  556  3.4   Total  Civilian  Employed  16,291  100.0   Source:  2007-­‐2011  ACS  5-­‐year  estimates         HOUSING   II-­‐245   Table  II-­‐25   Major  Employers  La  Quinta  Community  Area   Name  of  Employer  Employed   Persons   Description   Desert  Sands  Unified  School  District    1,000  Public  school  system   La  Quinta  Resort  &  Club    1,200  Resort  hotel   Wal-­‐Mart  Super  Center    365  Retail   Rancho  La  Quinta    150  Residential  Golf  Club   Costco  230  Retail   PGA  West  235  Residential  Golf  Club   Hideaway  122  Residential  Golf  Club   Home  Depot    240  Home  improvement   Imperial  Irrigation  District    200  Utility  company   Lowe’s  Home  Improvement    145  Home  improvement   Stater  Bros.    150  Supermarket   Best  Buy  100  Retail   Target  200  Retail   Tradition  Golf  Club    101  Residential  Golf  Club   The  Quarry    91  Residential  Golf  Club   Thane  Marketing  International    90  Infomercial  company   Ralphs    88  Supermarket   Source:  2008  Employer  Survey,  City  of  La  Quinta;  City  of  La  Quinta  Certified  Audited  Financial   Report  2012.     General  Income  Characteristics   The  median  household  income  of  La  Quinta  in  2010  was  $67,444  higher   than  the  Riverside  County  median  household  income  of  $58,365.    Since   2000,  the  median  income  for  La  Quinta  residents  has  increased,  with   the  2004  median  family  income  reported  as  $54,300  for  the  County  of   Riverside   and   $62,500   for   the   City   of   La   Quinta.   Household   income   estimates  (2010)  by  total  households  are  found  in  Table  II-­‐26.     Although  the  census  classifications  for  income  are  not  the  same  as  the   household  income  categories  used  by  the  State  of  California  in  housing   affordability  analyses,  general  comparisons  can  be  made.     Five  household  income  categories  are  used  by  the  State  of  California   for   housing   affordability   analysis   based   on   the   area   median   income   (AMI):  extremely  low  (30  percent  or  less  of  the  area  median  income)   very  low  (31  to  50  percent  of  the  AMI),  low  (51  to  80  percent  of  the   AMI),  moderate  (81  to  120  percent  of  the  AMI),  and  above  moderate   (more  than  120  percent  of  the  AMI).       Table   II-­‐27  identifies   the   actual   income   limits   for   the   five   income   categories  and  median  income  based  on  the  HUD  2012  median  income   of  $63,300  for  a  family  of  four  in  Riverside  County.           HOUSING   II-­‐246   Table  II-­‐28  estimates  the  distribution  of  extremely  low,  very  low,  low,   moderate,  and  above  moderate  incomes  in  the  City  of  La  Quinta  based   on  the  2011  American  Community  Survey.    The  above  moderate  income   households  constitute  the  largest  grouping,  accounting  for  51.1  percent   of   all   households.  20.7  percent   of   the   households   in   the   City   are   moderate  income  households,  with  12.2  percent  classified  as  Low,  7.7   percent  as  very  low,  and  the  remaining  8.3  percent  as  extremely  low   income  households.       Table  II-­‐26   2011  Household  Income  Estimates   Income  Category  Households  %  of  Households   $0  -­‐  14,999  1,020  7.2%   $15,000  -­‐  34,999  1,791  12.7%   $35,000  -­‐  49,999  1,481  10.5%   $50,000  -­‐  74,999  2,553  18.1%   $75,000  -­‐  99,999  2,073  14.7%   $100,000  +  5,205  36.9%   Total  14,123  100.0%   Median  Income  $77,790     Source:  U.S.  Census  Bureau,  2007-­‐2011  American  Community  Survey     Table  II-­‐27   Income  Limits  by  Household  Size,  2012   Household   Size  1  2  3  4  5  6  7  8   Extremely   Low  Income  $14,100  $16,100  $18,100  $20,100  $21,750  $23,350  $24,950  $26,550   Very  Low   Income  $23,450  $26,800  $30,150  $33,500  $36,200  $38,900  $41,550  $44,250   Low  Income  $37,550  $42,900  $48,250  $53,600  $57,900  $62,200  $66,500  $70,800   Moderate   Income  $53,150  $60,750  $68,350  $75,950  $82,050  $88,100  $94,200  $100,250   Median   Income  $44,330  $50,650  $56,950  $63,300  $68,350  $73,450  $78,500  $83,550   Source:  HCD  2012       HOUSING   II-­‐247     Table  II-­‐28   Households  by  Income  Category,  2010   Income  for  Family  of  4   Number  of   Households  Percentage  of  Total   Extremely  Low    1,334  8.3   Very  Low  1,237  7.7   Low  1,952  12.2   Moderate  3,311  20.7   Above  Moderate  8,184  51.1   Total  16,018  100.0   Source:  2005-­‐2009  ACS  5-­‐year  data;  US  Census,  SCAG     The  2010  Census  reports  that  2,885  persons,  7.7  percent  of  the  total   population  in  the  City,  were  below  the  poverty  threshold.       Approximately  16  percent  of  La  Quinta  households  earn  50  percent  or   less  of  the  AMI.  This  is  10  percent  less  than  in  2000,  and  indicates  a   significant  improvement  in  incomes  for  lower  income  households.     HOUSING  PROFILE   This   section   provides   an   overview   of   La   Quinta’s   existing   housing   stock.  Since  the  establishment  of  the  La  Quinta  Hotel  in  1926,  La  Quinta   has  been  considered  to  be  a  world  class  resort  and  has  been  a  favored   location  for  vacation  and  retirement  homes.       Generally,  single-­‐family  residences  were  constructed  on  an  individual   basis   from   the   1950s   until   the   La   Quinta   Country   Club   area   was   developed  in  the  1960s.  In  1975  a  brief  building  boom  began  due  to   speculation.   Recessions   in   the   1980s   and   early   1990s   resulted   in   an   oversupply  of  housing  and  little  construction  in  the  City.  Since  these   recessions,  a  rebound  occurred  beginning  in  the  late  1990s.  As  a  result   the   City   has   seen   a   rapid   increase   in   residential   development   of   all   types,  but  predominantly  single-­‐family  units.  There  are  many  projects   clustered  around  recreation  amenities.  In  many  of  these  communities   second   units   and   guest   houses   (typically   used   to   house   guests,   extended   family   members,   and   service   workers)   are   processed   concurrently  with  the  primary  unit.       While  new  single-­‐family  detached  and  attached  homes  are  entitled  and   waiting  to  be  built,  the  bust  of  subprime  lending  practices  in  the  mid   2000s  has  resulted  in  a  steep  decline  in  home  values,  rapid  increase  in   foreclosures,  and  a  decrease  in  the  number  of  households  eligible  to   enter   the   ownership   housing   market.   Several   projects   under     HOUSING   II-­‐248   construction   in   2007   and   2008  have   been  on   hold   indefinitely,   but   there  has  been  recent  interest  in  revising  these  projects  to  reflect  the   new   characteristics   of  the   emerging   recovery   of   the   area’s   housing   market..       Housing  Characteristics   Between   2000   and  2010,   the   number   of   housing   units   in   the   City   increased   by  11,677  units   from   11,812   to  23,489  units.     This   change   represents  a  98.9  percent  increase  (see  Table  II-­‐29).     There   are   three   basic   types   of   housing   units   for   which   data   is   presented  in  Table   II-­‐30:  single  family   units,   which   include   both   detached   and   attached   units;   multifamily   units,   which   include   apartments,   duplexes,   triplexes   and   fourplexes;   and   mobile   homes.   The   predominant   type   of   dwelling   unit   in   the   City   of   La   Quinta   continues  to  be  single  family.       Together,  detached  and  attached  single-­‐family  homes  comprised  89.0   percent  of  all  units  in  the  City.  The  number  of  multifamily  units  in  the   City  more  than  doubled  from  2000  to  2010,  although  multifamily  units   represent  10  percent  of  the  total  housing  stock.     The  rate  of  development  activity  in  the  City  has  varied  over  the  years,   as  shown  in  Table  II-­‐31.    The  numbers  in  Table  II-­‐31  are  based  upon  the   number  of  building  permits  issued,  as  compared  to  units  built  to  date.   Therefore,   the   number   of   units   reported   is   greater   than   that   as   reported  by  DOF  for  a  similar  time  period.  The  annual  growth  rate  for   development  activity  hit  a  high  of  24.7  percent  in  1988  but  dropped   dramatically  in  subsequent  years,  to  a  low  of  3.7  percent  in  1991.  While   growth   rates  began   to   improve   during  the   1990s  to  around   5   to   9   percent,  growth  in  housing  production  peaked  in  the  mid-­‐2000s,  and   began  to  drop  significantly  in  2007.       Table  II-­‐29   Total  Housing  Stock  2000  to  2010    2000  2010   Change  2000–2010   %  #   California  13,312,456  13,680,081  +2.8  +367,625   Riverside  County  584,674  800,707  +36.9  +216,033   La  Quinta  11,812  23,489  +98.9  +11,677   Source:  2000  &  2010  Census;  DOF         HOUSING   II-­‐249   Table  II-­‐30   Total  Dwelling  Units  by  Type  of  Structure  2000  to  2012   Building  Type   2000  2012  Change  2000–2010   Units   %  of   Total  Units  %  of  Total  %  #   Single-­‐Family  10,788  91.3  21,009  89.0  +94.7  +10,221   Multifamily  765  6.5  2,345  10.0  +206.5  +1,580   Mobile  Homes  1  259  2.2  231  1.0  –10.8  –28   Total  Dwelling   Units  11,812  100.0  23,585  100.0  +99.7  +11,733   Source:  2000    Census  data  and  2012  DOF   1In  2006  a  mobile  home  park  was  converted  to  the  Vista  Dunes  affordable  housing  project.  The   residents  of  the  92  mobile  homes  were  compensated  and  relocated.         HOUSING   II-­‐250   Table  II-­‐31   Historic  Record  of  Housing  Development   Year   Single-­‐ Family   Detached   Single-­‐ Family   Attached     Multi-­‐ family     Mobile   Homes  Demo   Annual   Total   Sum   Total   Annual   growth   (%)   Pre-­‐ 1983  1,415  374  168  0  -­‐-­‐-­‐-­‐  N/A  1,957  N/A   1983  20  227  10  226  -­‐-­‐-­‐-­‐  483  2,440  24.7   1984  82  202  2  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  286  2,726  11.7   1985  74  307  0  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  381  3,107  14.0   1986  158  237  3  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  398  3,505  9.7   1987  143  123  0  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  266  3,771  5.9   1988  467  712  0  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  1,179  4,950  24.7   1989  587  142  0  -­‐-­‐-­‐-­‐  –6  723  5,673  12.2   1990  707  371  0  -­‐-­‐-­‐-­‐  –4  1,074  6,747  16.1   1991  282  4  0  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  286  7,033  3.7   1992  283  32  0  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  315  7,348  3.9   1993  312  12  0  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  324  7,672  3.9   1994  474  24  0  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  498  8,170  5.7   1995  380  28  91  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  499  8,669  5.4   1996  462  24  116  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  602  9,271  6.2   1997  466  28  1  -­‐-­‐-­‐-­‐  –1  494  9,765  4.8   1998  870  34  0  -­‐-­‐-­‐-­‐  –2  902  10,667  8.4   1999  1,171  20  0  -­‐-­‐-­‐-­‐  –4  1,187  11,854  10.2   2000  1,274  58  200  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  1,532  13,386  11.9   2001  898  4  0  -­‐-­‐-­‐-­‐  –11  891  14,277  6.2   2002  570  87  117  -­‐-­‐-­‐-­‐  –13  761  15,038  5.0   2003  1,030  78  280  -­‐-­‐-­‐-­‐  –10  1,378  16,416  9.2   2004  1,293  111  14  -­‐-­‐-­‐-­‐  –21  1,397  17,813  8.5   2005  1,242  206  151  -­‐-­‐-­‐-­‐  –12  1,587  19,400  8.9   2006  719  148  327  -­‐92  –61  1,096  20,496  5.7   2007    448  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  -­‐21  –3  424  20,920  2.1   2008  230  6  218  -­‐-­‐-­‐-­‐  -­‐3  451  21,371  2.2   2009  103  6  0  -­‐-­‐-­‐-­‐  -­‐4  105  21,476  0.5   2010  73  6  0  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  79  21,555  0.4   2011  34  4  0  -­‐-­‐-­‐-­‐  -­‐2  36  21,591  0.2   2012  49  0  176  -­‐-­‐-­‐-­‐  -­‐1  224  21,815  1.0   To   6/1/13  52  0  0  -­‐-­‐-­‐-­‐  -­‐-­‐-­‐-­‐  52  21,867  0.2   Source:  City  of  La  Quinta  Historic  Record  of  Housing  Development,  2012;  City  of  La  Quinta   Monthly  Building  Permit  Logs,  2006-­‐2013   1  In  2006  a  mobile  home  park  was  converted  to  an  affordable  housing  project;  the  mobile   homes  are  not  included  in  the  demolished  category.  The  residents  of  the  92  mobile  homes   were  compensated  and  relocated.     A  significant  factor  affecting  the  number  of  available  units  throughout   most  communities  in  the  Coachella  Valley  is  the  fact  that  many  housing   units   are   held   off   the   market   for   use   either   as   short   term   vacation   rentals  or  as  second  homes.  Statistics  available  from  DOF  as  of  January   1,   2013,   indicate  that   the   vacancy   rate   in   La   Quinta   is  36.9  percent,   reflecting  the  seasonal  resort  character  of  the  City.  The  2010  Census     HOUSING   II-­‐251   estimated  that  74.4  of  vacant  housing  units  in  the  City  are  for  seasonal   or  occasional  use.  On  that  basis,  the  City’s  actual  net  vacancy  rate  is   9.5%.       Household  Characteristics   Before  current  housing  problems  can  be  understood  and  future  needs   anticipated,  housing  occupancy  characteristics  need  to  be  identified  in   the   City.   The   following   is   an   analysis   of   household   size,   household   growth,   tenure,   and   vacancy   trends.   By   definition,   a   “household”   consists  of  all  the  people  occupying  a  dwelling  unit,  whether  or  not   they  are  related.  A  single  person  living  in  an  apartment  is  a  household,   just  as  a  couple  with  two  children  living  in  the  same  dwelling  unit  is   considered  a  household.     Households  and  Household  Size   Between  2000  and  2010,  La  Quinta  households  grew  at  a  rate  more   than   twice   that   of   Riverside   County,   as   shown  in  Table   II-­‐32.  It   is   important   to   note,   however,   that   the   vast   majority   of   this   growth   occurred  prior  to  2008,  and  that  growth  ceased  almost  completely.   The  total  number  of  households  in  the  City  in  2010  was  14,820,  which   represents  a  net  increase  of  6,375  households  since  2000.       Table  II-­‐33  shows  the  number  of  households  in  La  Quinta  by  household   size.   Household   size   is   important,   as   the   City   uses   the   average   household  size  to  plan  for  most  public  improvements  and  services  and   to  project  population.     The  2010  Census  estimates  the  number  of  persons  per  household  at   2.52,  and  January  1,  2013,  DOF  estimates  show  a  slight  increase,  at  2.57   persons  per  household.       Table  II-­‐32   Total  Households,  2000  and  2010   Jurisdiction  2000  2010  #  Increase   %   Increase   County  of  Riverside  506,218  686,260  180,042  35.6   City  of  La  Quinta  8,445  14,820  6,375  75.5   Source:  2000  and  2010  Census       HOUSING   II-­‐252   Table  II-­‐33   Household  Size,  2000  and  2010   Household  Size   2000  2010   Number  Percent  Number  Percent   1  Person  1,426  16.9  3,164  21.3   2  Person  3,304  39.1  6,471  43.7   3–4  Person  2,556  30.2  3,669  24.8   5+  Person  1,169  13.8  1,516  10.2   Total  Households  8,455  14,820   Average   Household   Size  2.79  2.52   Source:  2000  &  2010  Census   Note:  Total  number  of  households  and  average  household  size  obtained  from  DOF  and   distribution  extrapolated  based  on  2000  Census  figures.     Housing  Tenure   The   number   of   owner   occupied   housing   units   in   the   City   has   not   fluctuated  much  during  the  last  decade.  In  2000,  La  Quinta  owners   occupied   81.5   percent   of   total   units   in   the   City,   compared   to   75.2   percent  in  2010.       As  shown  in  Table  II-­‐15,  the  number  of  owner  occupied  units  decreased   from  81.5  percent  in  2000  to  75.2  percent  (11,152  units)  in  2010.  The   increase   in   the   proportion   of   renter   occupied   housing   units   in   La   Quinta  from  18.5  percent  (1,566  units)  in  2000  to  24.8  percent  in  2010   reflects   the   various   factors   associated   with   the   recent   economic   downturn:  job  loss,  sub-­‐prime  lending  practices,       Vacancy   The  vacancy  rate  is  a  measure  of  the  general  availability  of  housing.  It   also  indicates  how  well  the  types  of  units  available  meet  the  current   housing  market  demand.  A  low  vacancy  rate  suggests  that  households   may   have   difficulty   finding   housing   within   their   price   range;   a   high   vacancy  rate  may  indicate  either  the  existence  of  a  high  number  of   units   undesirable   for   occupancy   or   a   simple   oversupply   of   housing   units.     Statistics  available  from  DOF  as  of  January  1,  2013,  indicate  that  the   vacancy  rate  in  La  Quinta  is  36.9  percent,  reflecting  the  seasonal  resort   character  of  the  City.  The  2010  Census  estimated  that  74.4  of  vacant   housing  units  in  the  City  are  for  seasonal  or  occasional  use.  On  that   basis,  the  City’s  actual  net  vacancy  rate  is  9.5%.         HOUSING   II-­‐253   Of  the  8,669  vacant  units  in  2010,  736  were  available  for  rent,  783  were   available  for  sale,  and  141  had  been  rented  or  sold  and  were  awaiting   occupancy.   The   remaining  6,448  units   were   counted   as   seasonal   or   second  homes.       Table  II-­‐34   Housing  Tenure  and  Vacancy   Tenure  2010  Percentage   Total  Units       Total  Units  23,489  100.0   Occupied  14,820  63.1   Vacant  8,669  36.9   Ownership  Units       Total  Ownership  Units  12,022  100.0   Occupied  11,152  92.8   Vacant  870  7.2   Rental  Units       Total  Rental  Units  4,458  100.0   Occupied  3,668  82.3   Vacant  790  17.7   Seasonal/Other  Units       Total  Seasonal   Recreational   Use   6,448  -­‐-­‐   Rented  or  Sold,  not  occupied  141  -­‐-­‐   Other  Vacant  561  -­‐-­‐   Source:  2010  Census     Age  and  Condition  of  Housing   Housing   age   is   a   factor   for   determining   the   need   for   rehabilitation.   Without   proper   maintenance,   housing   units   deteriorate   over   time.   Also,  older  houses  may  not  be  built  to  current  housing  standards  for   fire  and  earthquake  safety.       Approximately  72  percent  of  the  housing  stock  in  the  City  of  La  Quinta   has  been  built  since  1990,  and  about  42  percent  of  the  current  stock   has  been  constructed  since  2000  (see  Table  II-­‐35).  Less  than  4  percent   was  constructed  prior  to  1970.       The  oldest  homes  in  the  City  are  found  in  the  Cove  neighborhood.  Of   the   older   single   family   homes,   many   are   well   maintained   and   are   mostly  occupied  by  long  term  residents.  A  small  proportion  of  older   homes   have   not   been   well-­‐maintained.   These   homes   are   typically     HOUSING   II-­‐254   smaller  than  new  homes  in  the  City;  some  less  than  1,000  square  feet.   As  land  values  increase,  it  will  become  economically  viable  to  replace   or  rehabilitate  some  of  these  structures.  These  homes  are  primarily  in   the  Cove  area  and  behind  City  Hall.     Outside  of  the  Cove  area,  the  homes  are  generally  newer.  Many  new   units  in  these  other  areas  are  custom  homes  in  gated  communities  and   are  maintained  by  their  owners  in  accordance  with  the  requirements  of   a  home  owners  association.     Table  II-­‐35   Age  of  Housing  Stock  in  La  Quinta   Year  Built  Total  Percentage   2005-­‐2011  2,161  9.8   2000-­‐2004  7,176  32.5   1990–1999  6,448  29.2   1980–1989  3,658  16.6   1970–1979  1,867  8.4   1960–1969  427  1.9   1950–1959  159  0.7   1940–1949  84  0.4   Before  1939  102  0.5   Total  Stock  2  22,082  100.0   Source:  2007-­‐2011  5-­‐year  ACS  Census  data     Housing  is  considered  substandard  when  conditions  are  found  to  be   below  the  minimum  standards  of  living  defined  by  Section  1001  of  the   Uniform   Housing   Code.   Households   living   in   substandard   conditions   are  considered  as  being  in  need  of  housing  assistance  even  if  they  are   not   seeking   alternative   housing   arrangements.   The   majority   of   the   substandard  units  and  the  units  needing  replacement  are  in  the  Cove   area.     Many  of  the  housing  units  in  the  Cove  area  are  more  than  30  years  old.   After  30  years  homes  generally  require  major  rehabilitation,  such  as  a   new  roof  or  updated  plumbing.     Housing  Conditions  Survey  Methodology   A  citywide  survey  of  the  housing  stock  was  conducted  in  November   2007  to  make  observations  of  housing  conditions.  Some  older  areas  of   the  City  that  are  known  to  have  particular  housing  problems  include   the   Cove,   Desert   Club   tracts,   Cameo   Palms,   and   Westward   Ho   neighborhoods.     HOUSING   II-­‐255     The  survey  addressed  five  housing  characteristics:       v Structural,  such  as  walls,  beams,  supports,  and  columns.     v Doors  and  windows,  including  soffits,  overhangs,  and  entries.     v Paint   and   cosmetics,   looking   for   fading,   cracking,   or   chipping   of   paint,  stucco,  plant-­‐ons,  and  trim  or  fascia.     v Roofing,  looking  for  missing  or  broken  tiles  or  shingles,  sagging  or   bowing,  or  eave  damage.     v Streetscape,  including  landscape,  graffiti,  and  refuse.     The  survey  measured  each  characteristic  for  each  home  based  on  a   four-­‐point   scale:   minor   deterioration   (one   point),   moderate   deterioration   (two   points),   substantial   deterioration   (three   points),   and  dilapidated  conditions  (four  points).  The  values  assigned  for  the   five  characteristics  were  summed  for  each  home  and  divided  to  create   an  average  score.     Homes  receiving  an  average  score  of  less  than  1.0  were  classified  as   units  that  have  simply  deferred  maintenance.  When  a  home  averaged  a   score   of   1.0–1.5,   the   home   was   identified   as   in   need   of   minor   rehabilitation.   If   the   average   score   reached   1.6–2.5,   the   home   was   identified  as  in  need  or  moderate  rehabilitation.  Finally,  any  home  that   received  an  average  score  of  2.6  or  higher  was  identified  as  in  need  of   substantial  rehabilitation.     Housing  Conditions  Survey  Results   The  majority  of  units  surveyed  were  found  to  be  in  good  condition,   with   little   or   no   observation   of   deferred   maintenance   or   need   for   repairs.  The  survey  showed  that  approximately  1,470  units  in  the  City   (approximately  7  percent  of  the  housing  stock)  exhibited  the  need  for   maintenance  activities  or  structural  repair.         HOUSING   II-­‐256   Deferred  Maintenance   Almost   all   of   the   units   identified   in   the   survey,   1,408   units,   were   assigned  an  overall  score  of  less  than  1.0  and  are  classified  as  deferred   maintenance.   The   buildings   under   this   classification   do   not   display   major  structural  deficiencies,  but  include  characteristics  that  do  require   attention.  In  general,  these  units  exhibited  only  minor  deterioration  for   a  couple  of  characteristics.     For   example,   some   painting   or   minor   repairs   to   the   fascia,   trim,   windows,   garage,   and   front   doors   may   be   needed.   The   surface   material   or   rock/pebble   protective   covering   of   the   roof   may   need   attention.   Most   frequently   cited   are   cases   where   the   aggregate/pebbles   have   been   stripped   or   worn   off,   and   the   black   asphalt/tarred   sheet   rock   underlayment   is   exposed.   Units   displaying   warped  garage  doors  that  do  not  close  all  the  way,  peeling  paint  on   wood  siding,  and  unpainted  or  major  discoloration  of  patches  of  stucco   are  also  included  in  this  classification.     Units  in  the  deferred  maintenance  category  may  also  reflect  the  need   for  fence  repair  or  paint;  the  complete  lack  of  landscaping,  where  the   yard  consists  of  dirt,  weeds,  dead  plants,  or  rusting  metal  of  unknown   sources;   and   neglect   of   portions  of   the   yard   or   exterior   structures   (such  as  shade  overhangs,  porticos  or  fences).       Other  circumstances  that  contribute  toward  the  deferred  maintenance   ranking   include   the   use   of   the   front/side   yards   for   unstructured/unorganized/   unshielded   storage   of   vehicles,   old   tools,   old  machinery,  propane  tanks,  broken  doors,  windows,  furniture,  and   other  types  of  clutter;  and  the  storage  of  campers  or  camper  shells  in   the  front  yard  rather  than  the  driveway.  In  some  cases  these  camper   units  appeared  to  be  occupied.       These   characteristics   do   not,   for   the   most   part,   compromise   the   structural   integrity   of   the   housing   unit.   However,   they   can   lead   to   more   serious   physical   deterioration   and   contribute   to   an   overall   atmosphere  of  neighborhood  neglect  and  disrepair  (“blight”).  In  some   cases,   units   exhibit   several   substandard   physical   conditions   concurrently,  (such  as  need  for  window  repair,  stucco  patching,  and   replacement   of   garage   doors),   but   don’t   exhibit   yard   maintenance   deferral.  These  units  are  technically  indistinguishable  from  those  units   in   the   minor   rehabilitation   category.   If   a   unit   in   the   deferred   maintenance  category  reveals  the  existence  of  three  or  more  physical   conditions,   it   is   worth   considering   for   minor   rehabilitation.   Other     HOUSING   II-­‐257   characteristics   not   specifically  ranked   may   also   warrant   minor   rehabilitation.     Minor  Rehabilitation   There  were  36  units  that  received  an  average  score  of  1.0–1.5  and  were   classified  as  minor  rehabilitation.  A  total  of  30  of  these  units  were  in   the  Cove  area.  This  classification  reflects  the  presence  of  three  or  more   deferred  maintenance  items  and/or  the  inclusion  of  one  non-­‐structural   major  deficiency.       Most   combinations   of   conditions   showing   need   for   minor   rehabilitation  included  deferred  yard/fence  maintenance  and  paint  or   stucco  repair.   A   unit   exhibiting   characteristics   warranting   a   minor   rehabilitation  classification  may  not  necessarily  reflect  the  existence  of   a   major   deficiency.   The   majority   of   units   in   the   minor   rehabilitation   category   reflect   the   presence   of   numerous   deferred  maintenance   conditions.  These  conditions  may  begin  to  physically  deteriorate  the   unit,  yet  do  not  materially  endanger  the  occupation  of  the  unit,  and  are   economically  feasible  to  correct.     Moderate  Rehabilitation   Of  the  23  units  classified  as  in  need  of  moderate  rehabilitation,  20  are   in   the   Cove   area.   Receiving   average   scores   of   1.6–2.5,   these   units   distinguish  themselves  from  those  in  need  of  minor  rehabilitation  by   exhibiting  conditions  that  may  materially  endanger  the  health,  safety,   or   wellbeing   of   the   occupant.   These   units,   however,   may   be   economically  feasible  to  repair.       Based   upon   survey   observations,   the   structures   in   this   Moderate   Rehabilitation  category  are  clearly  in  a  deficient  state.  For  the  most   part,  four  to  five  deferred  maintenance  deficiencies,  more  than  one   major  deficiency,  or  a  primary  structural  element  needing  major  repair,   were  observed  for  units  in  the  moderate  rehabilitation  category.       The  most  prevalent  characteristics  observed  in  single-­‐family  units  of   this  category  were  need  for  major  roof  repair,  window  replacement,  or   some   slight   structural   or   concrete   repair.   These   characteristics   are   compounded  by  deferred  maintenance  items  such  as  trim  or  garage   doors  lacking  paint,  deferred  upkeep  of  landscaping  and  fencing,  and   roofs  in  need  of  patching.     Many  homeowners  may  not  be  aware  of  rehabilitation  programs  that   can  help  them  bring  their  home  up  to  code.  The  City  will  list  these   resources   on   its   website   and   may   be   able   to   provide   financial     HOUSING   II-­‐258   assistance  for  home  rehabilitation.  The  County  of  Riverside  also  offers   a  home  repair  program.       Substantial  Rehabilitation  or  Replacement   The  four  housing  units  classified  as  substantial  rehabilitation  are  units   that,   in   their   present   state,   materially   endanger   the   health,   safety   and/or   wellbeing   of   occupants   in   at   least   one   respect.   These   units   received   an   average   score   of   2.6   or   greater   and   may   not   be   economically  feasible  to  repair.       These   units   exhibit   characteristics   such   as   need   for   complete   replacement   of   the   roof   structure,   walls   that   will   require   reconstruction/replacement,  major  stucco  and  painting  needs,  partial   foundation  deterioration,  and  dilapidated  yard/grounds  and  fences.     In  addition  to  structural  deficiency,  the  lack  of  certain  infrastructure   and   utilities   often   serves   as   an   indicator   of   substandard   conditions.   According   to   the   2000   Census,   there   were   19   ownership   units   that   lacked  complete  plumbing  facilities  and  34  units  in  the  City  that  lacked   complete  kitchen  facilities.  Additionally,  there  were  15  units  reliant  on   wood  as  the  heating  source,  and  67  units  with  no  source  of  heating.       The   City   initiated   a   Residential   Rehabilitation   Assistance   Program   in   1997  and  rehabilitated  a  total  of  13  homes  between  1997  and  2004.  The   program   was   discontinued   in   2004   due   to   a   lack   of   interest   from   property  owners  and  contractors.     From  2010  through  2012,  the  Code  Compliance  Division  has  acted  on   185  violations  relating  to  the  Building  Code.  While  Code  Compliance   statistics  do  not  differentiate  violation  statistics  into  categories,  most   Building   Code   violations   would   include   conditions   which   threatened   public   health   and   safety,  such   as   roofing   failure,   major   wall   repair,   foundation   repair,   and   similar   conditions.  All   the   violations   were   corrected.     Rooms  per  Unit   Table  II-­‐36  shows  the  number  of  bedrooms  per  unit,  ranging  from  no   bedroom   (studios)   to   five   or   more   bedrooms.  Table   II-­‐36  also   highlights  the  number  of  bedrooms  per  unit,  in  relationship  to  the  total   number  of  units  for  both  2000  and  2011.  The  single  largest  increase   proportionally  was  in  three-­‐bedroom  units,  which  increased  8  percent   from  2000  to  2011.         HOUSING   II-­‐259   Table  II-­‐36   Bedrooms  Per  Unit,  2000–2011   Bedrooms   Per   Unit  2000  %  of  Total  2011  %  of  Total  %  Change  1   Studio   (no   bedroom)   159  1.3  248  1.1  -­‐0.2   1  375  3.2  1,296  5.5  2.3   2  2,101  17.9  4,510  19.1  1.2   3  7,013  60.0  12,251  52.0  -­‐8.0   4  2,044  17.4  4,595  19.5  2.1   5+  71  0.6  657  2.8  2.2   Total  11,763  100.4  23,557  100.0  -­‐-­‐-­‐-­‐   Source:    2000  Census  ,  2007-­‐2011  American  Community  Survey.   1  This  category  represents  percent  change  in  proportional  terms.     Table  II-­‐37  identifies  the  number  of  bedrooms  in  a  dwelling  unit  by   tenure.  Three-­‐bedroom  units  constituted  the  majority  of  housing  stock   (approximately  59  and  44  percent,  respectively)  for  both  owner  and   rental   units.   In   ownership   units,   those   with   two,   three,   or   four   bedrooms  made  up  96  percent  of  units,  while  the  same  bedroom  mix   made  up  only  83  percent  or  rental  units.  As  would  be  expected,  rental   units   contained   a   much   higher   proportion   of   one-­‐bedroom   units,   providing   housing   for   those   who   are   young,   mobile  or   do   not   earn   enough  to  enter  homeownership.     HOUSING   II-­‐260   Table  II-­‐37   Bedrooms  in  Dwelling  Unit  by  Tenure,  2010   Tenure  Number  Percentage   Owner  Occupied  10,238  100   Studio    (no  bedroom)  18  1   1  bedroom  84  1   2  bedrooms  1,100  11   3  bedrooms  6,066  59   4  bedrooms  2,638  26   5  or  more  bedrooms  332  3   Renter  Occupied  3,643  100   Studio    (no  bedroom)  28  1   1  bedroom  602  17   2  bedrooms  1,110  30   3  bedrooms  1,589  44   4  bedrooms  314  9   5  or  more  bedrooms  0  0   Total  13,881  100   Studio    (no  bedroom)  46  1   1  bedroom  686  5   2  bedrooms  2,200  16   3  bedrooms  7,655  55   4  bedrooms  2,952  21   5  or  more  bedrooms  332  2   Source:  U.S.  Census  Bureau,  2008-­‐2010  American  Community  Survey.     Housing  Costs  and  Rents   This  section  discusses  resale  pricing  for  existing  housing,  the  pricing  for   new  single  family  housing,  and  the  average  rental  prices  in  the  City.  La   Quinta’s  for-­‐sale  and  rental  properties  range  from  multimillion  dollar   estates  to  very  low  income  subsidized  units.       Resale  Homes   The  average  price  for  a  resale  home  in  the  City  varies,  depending  upon   the   type   and   location   of   the   unit.   As   shown   in  Table   II-­‐38,   approximately  49  percent   of   single-­‐family   detached   homes   and  40   percent   of   condominiums   were   listed   under   $300,000.   Available   condominiums   have   a   wide   price   range   depending   on   location,   bedroom  count,  and  amenities  associated  with  the  subdivision.     The  median  home  sales  price  for  an  existing  home  in  the  2nd  quarter  of   2012  was  $330,000,  an  increase  of  9.2%  over  the  previous  year,  but  a  15%   drop  from  the  same  period  in  2010,  when  the  median  sales  price  stood   at  $384,000.       HOUSING   II-­‐261     Table  II-­‐38   Sample  Resale  Prices  of  Single-­‐Family  Homes   and  Condominiums   Price  Range   Single-­‐family   Homes  Condominiums   Number  Percent  Number  Percent   $750,000–   $3,500,000   75  13%  0  0%   $500,000– $749,999   83  14.5  13  10.6   $400,000–   $499,999   45  8%  15  12.2%   $350,000– $399,999   30  5%  29  23.6%   $300,000– $349,999   63  11%  17  13.8%   $250,000– $299,999   90  15.7%  17  13.8%   $200,000– $249,999   70  12.2%  19  15.4%   $150,000– $199,999   79  13.8%  7  5.7%   $125,000– $149,999   19  3.3%  5  4.1%   $75,000– $124,999   17  3.0%  1  0.8%   $0–$74,999  3  0.5%  0  0%   Total  574  100%  123  100%   Source:  :  www.Trulia.com,  April  2013  (1/1/13  –  4/20/13)       New  Homes   The  construction  of  new  homes  in  the  City  has  been  severely  curtailed   by  the  recession.  The  median  price  for  a  new  home  in  the  2nd  quarter  of   2012  was  $475,000,  a  3%  decrease  from  the  previous  year,  and  1%  less   than  in  2010.  The  new  housing  market  in  La  Quinta  has  yet  to  recover.   A  number  of  projects  that  are  approved  but  not  yet  constructed  have   been  stopped.  The  owners  of  undeveloped  or  unfinished  residential   projects   may   decide   to   sell   the   land   or   hold   the   land   and   restart   construction   during   the   next   upswing   in   the   housing   market.   Some   new   properties   have   been   auctioned   off   and   others   are   being   sold   back  to  financial  institutions.  Overall  the  housing  market  in  La  Quinta  is   more  affordable  than  in  previous  years.     During  the  2006-­‐2013  planning  period,  the  City  built  affordable  for-­‐sale   units  in  addition  to  affordable  rental  projects.  Watercolors,  a  149-­‐unit     HOUSING   II-­‐262   project  that  opened  in  2007,  includes  two-­‐  and  three-­‐bedroom  units   affordable  to  moderate  income  households  (ages  55  and  over).     Rental  Units   Table   II-­‐22  provides   a   listing   of   advertised   rents   for   a   selection   of   apartment  properties.  These  market  rate  units  are  largely  affordable  to   moderate  income  households  of  any  size.  New  rental  projects  in  La   Quinta,  particularly  affordable  projects,  are  incorporating  more  aspects   of  sustainable  design  and  green  building.       The  Vista  Dunes  Courtyard  Homes  project,  constructed  in  2008,  which   provides  79  rental  units  affordable  to  very  low  income  households  and   one  unit  affordable  to  a  moderate  income  household.  Vista  Dunes  is   the  first  very  low  income  multifamily  project  of  its  size  in  the  country  to   achieve  LEED  Platinum  certification.  The  project  provides  a  swimming   pool,  playground,  basketball  court,  and  large  community  multipurpose   room.     Wolff  Waters  Place,  built  in  2009,  includes  218  green-­‐built  apartments,   of  which  216  are  affordable  to  very  low  income  households  and  2  are   affordable  to  moderate  income  families.     Coral  Mountain  Apartments  is  designed  for  176  units,  of  which  36  are   proposed  to  be  affordable  to  very  low  income  households,  138  to  low   income  households,  and  2  units  will  be  affordable  to  moderate  income   households.  The  project  will  be  completed  in  2014,  early  in  the  planning   period.       Washington   Street   Apartments   consists   of  72  existing  one-­‐bedroom   apartment   units   located   on   approximately   4.7   acres   of   land.  These   units  will  be  rehabilitated  by  the  City,  and  68  new  one-­‐bedroom  units,   on  approximately  5  additional  acres,  will  be  added.         The  majority   of   apartment   rental   properties   are   offered   at   costs   comparable  to  the  average  rental  costs  for  the  Coachella  Valley  as  a   whole.  The  affordability  of  rental  housing  in  La  Quinta  is  not  directly   tied   to   the   density   of   the   project;   rather,   prices   range   based   on   condition,  on-­‐site  amenities,  location,  and  unit  size.     HOUSING   II-­‐263   Table  II-­‐39   Representative  Apartment  Market  Rental  Rates     Project  Name     Unit  Size  Market   Rental  Rate   Villagio  at  La  Quinta  1  &  2  Bdrm  $1,129-­‐1,285   Mediterra  1  &  2  Bdrm  $999-­‐1,390   Villa  Cortina  1,  2,  3  &  4  Bdrm  $666-­‐842   Aventine  1  &  2  Bdrm  $1,045-­‐1,245   Vista  Dunes  1,  2  &  3  Bdrm  $277-­‐711       HOUSING  NEEDS   The   following   analysis   of   current   City   housing   conditions   presents   housing   needs   and   concerns   relative   to   various   segments   of   the   population.     Several  factors  will  influence  the  degree  of  demand  or  need  for  new   housing   in   La   Quinta   in   coming   years.   The   four   major   “needs”   categories  considered  in  this  element  are:      Overpayment:   renters   and   homeowners   who   must   pay   more   than  30  percent  of  their  gross  incomes  for  shelter.        Overcrowding:   In   response   to   higher   housing   prices,   lower   income  households  must  often  be  satisfied  with  smaller,  less   adequate  housing  for  available  money.        Special   Needs:   Special   needs   are   those   associated   with   relatively  unusual  occupation  or  demographic  groups  that  call   for   very   specific   program   responses,   such   as   preservation   of   residential   hotels   or   the   development   of   four-­‐bedroom   apartments.   State   law   specifically   requires   analysis   of   the   special  housing  needs  of  the  elderly,  the  disabled,  single-­‐parent   households,   large   families,   farm   workers,   and   homeless   persons.        Future   Housing   Needs:   To   meet   future   needs   of   local   and   regional  population  and  employment  growth,  SCAG  developed   the   Regional   Housing   Needs   Assessment   (RHNA),   which   establishes   both   the   projected   need   for   non-­‐market-­‐rate   housing  and  the  “fair  share”  distribution  of  the  projected  need   to  each  jurisdiction  in  each  market  area.       HOUSING   II-­‐264   Overpayment  and  Housing  Affordability     State  housing  policy  recognizes  that  cooperative  participation  of  the   private   and   public   sectors   is   necessary   to   expand   housing   opportunities  to  all  economic  segments  of  the  community.  Historically,   the   private   sector   generally   responds   to   the   majority   of   the   community’s   housing   needs   through   the   production   of   market-­‐rate   housing.  However,  the  percentage  of  the  population  on  a  statewide   basis   who   can   afford   market-­‐rate   housing   is   declining.   The   State   of   California   and   HUD   determined   that   affordable   housing   should   consume   no   more   than   30   percent   of   household   gross   income   for   lower   and   moderate   income   households.    A   household   spending   greater  than  30  percent  of  their  gross  income  on  housing  is  considered   to  be  overpaying.     Table   II-­‐40  lists   the   percentage   of   renters   and   homeowners   who   overpay  for  housing,  based  on  2005-­‐2009  CHAS  data.  Approximately  19   percent  of  all  households  in  La  Quinta  spent  more  than  30  percent  of   their   income   on   housing   costs.   More   than  33  percent   of   renter   households  (1,245)  experienced  overpayment,  while  only  14  percent  of   owner   households   (1,690)   overpaid   for   housing.   For  extremely  low   income   households,  11.0  percent   of   renters   and  3.7  percent   of   homeowners  overpaid  for  housing.  For  very  low  income  households,   13.6  percent  of  renters  and  16.7  percent  of  homeowners  overpaid  for   housing.  For  low  income  households,  14.8  percent  of  renters  and  26.2   percent   of   homeowners   overpaid.   Furthermore,   many   of   these   households  were  actually  paying  more  than  50  percent  of  their  gross   household  income  for  housing.       HOUSING   II-­‐265   Table  II-­‐40   Overpayment  by  Income  Category  and  Tenure   Tenure   Household   Income1  Cost  Burden2   Number  of   House-­‐ holds   Percent     of   Overpay3   Percent   of  Total4       Owner   Occupied     Extremely  Low   Income  30%-­‐50%  25  0.9%  0.2%   Extremely  Low   Income   Greater  than   50%  405  13.8%  3.5%   Very  Low  Income  30%-­‐50%  90  3.1%  0.8%   Very  Low  Income  Greater  than   50%  400  13.6%  3.4%   Low  Income  30%-­‐50%  370  12.6%  3.2%   Low  Income  Greater  than   50%  400  13.6%  3.4%   Total  Owner  Occupied   Overpaying  1,690  57.6%  14.4%       Renter   Occupied     Extremely  Low   Income  30%-­‐50%  175  6.0%  4.7%   Extremely  Low   Income   Greater  than   50%  235  8.0%  6.3%   Very  Low  Income  30%-­‐50%  100  3.4%  2.7%   Very  Low  Income  Greater  than   50%  300  10.2%  8.0%   Low  Income  30%-­‐50%  205  7.0%  5.5%   Low  Income  Greater  than   50%  230  7.8%  6.2%   Total  Renter  Occupied   Overpaying  1,245  42.4%  33.3%   Total  households  overpaying  for  housing:  2,935    100.0%  19.0%   Source:  2005-­‐2009  CHAS   Total  Owner  Occupied  =  11,705   Total  Renter  Occupied  =  3,735   1  Note:  HUD  and  CA  HCD  use  different  terminology/methodology  to  define  Household   Income,  but  they  are  roughly  equivalent.  The  table  above  uses  HCD’s  terminology   (“extremely  low,  very  low,  low”)  since  that’s  what  we  use  in  HE  documents.   2      Percent  of  monthly  income  spent  on  housing  costs,  including  utilities   3      Percent  of  households  that  overpaid.   4    Percent  of  total  households  per  tenure.     A   distinction   between   renter   and   owner   housing   overpayment   is   important   because,   while  homeowners   may   overextend   themselves   financially  to  afford  a  home  purchase,  the  owner  maintains  the  option   of   selling   the   home   and   may   realize   tax   benefits   or   appreciation   in   value.   Renters,   on   the   other   hand,   are   limited   to   the   trends   of   the   rental  market.     HOUSING   II-­‐266     These  overpayment  estimates  reflect  the  need  for  affordable  housing   in  the  City,  particularly  for  lower  income  households.  It  also  reflects  the   need  for  homes  affordable  to  Low  and  Very  Low  income  households  to   be   available   in   the   City   for   purchase.   Overpayment   among   the   Moderate   and   High   income   categories  is   a   reflection   of   current   economic   conditions,   and   the   mortgage   crisis   still   under   way.   In   addition,   some   owner   households   choose   to   allocate   a   higher   percentage   of   their   disposable   monthly   income   on  housing   costs   because  this  allocation  is  justified  in  light  of  investment  qualities  of   ownership.       Table  II-­‐41  identifies  the  affordable  rents  and  purchase  price  by  income   category  for  a  one-­‐person  household,  a  two-­‐person  household,  and  a   family  of  four.  Affordable  rental  rates  are  based  on  30  percent  of  gross   income,   and   affordable   ownership   costs   are   determined   using   a   maximum  allowance  of  35  percent  of  gross  income.           To  measure  affordability  in  La  Quinta,  affordable  housing  expenditures   should  be  compared  with  actual  rental  and  purchase  prices  in  the  City.       HOUSING   II-­‐267   Table  II-­‐41   Affordable  Housing  Costs  by  Annual  Income   Type   Annual  Income   (2013)  1   Maximum   Affordable  Rent   Payment  2   Maximum   Affordable   Purchase  Price  3   Single-­‐Person  Household   Extremely  Low  $14,100  $326  $47,250   Very  Low  $23,450  $543  $85,050   Low  $37,550  $869  $141,750   Moderate  $54,600  $1,365  $217,350   Above  Moderate  $54,600+  Above  $1,303  Above  $217,350   Median  $45,500  $1,085  $179,550   Two-­‐Person  Household   Extremely  Low  $16,100  $403  $50,850   Very  Low  $26,800  $670  $91.530   Low  $42,900  $1,073  $152,550   Moderate  $62,400  $1,560  $233,910   Above  Moderate  $62,400+  Above  $1,560  Above  $233,910   Median  $52,000  $1,300  $193,230   Four-­‐Person  Household   Extremely  Low  $20,100  $503  $74,800   Very  Low  $33,500  $838  $132,000   Low  $53,600  $1,340  $215,600   Moderate  $78,000  $1,950  $328,900   Above  Moderate  $78,000+  Above  $1,950  Above  $328,900   Median  $65,000  $1,625  $272,800   1  Income  limits  established  by  HCD,  2013.     2  Based  on  30  percent  of  income.   3  Based  on  35  percent  of  income,  10%  down,  4%  interest,  and  1.25%  taxes  and  homeowner’s   insurance  monthly.     Affordability  of  Homeownership   Since   2006   the  City   and   Valley   have   experienced   a   wide   range   of   pricing   options   due   to   foreclosures  and   decreases   in   home   values.   While  there  are  still  multimillion  dollar  homes  for  sale,  there  are  also   new  and  fairly  new  homes  for  sale  at  prices  that  are  affordable  to  the   median  and  moderate  income  household.       Even   with   the   downturn   in   the   housing   market,  some  single-­‐family   dwellings   would   be   unaffordable   to   lower   income   households.   The   median   sale   price   range   of   $330,000   to   $475,000,   puts   single-­‐family   homes  out  of  reach  for  most  of  the  low  and  all  of  the  very  low  income   households  in  the  City.         Affordability  of  Rental  Costs   Low  and  moderate  income  households  can  afford  to  spend  $869  to   $1,950   per   month   on   rent   and   utilities.   As   shown   in  Table   II-­‐41,  the     HOUSING   II-­‐268   average  rent  for  many  of  the  listed  apartments  range  from  $600  to   $1,250—well  within  the  affordable  range  for  these  households.       Hundreds  of  lower  and  moderate  income  households  are  served  by   existing  projects.  Newly  constructed  income-­‐restricted  rental  projects   provide  218  units  of  new  rental  housing  for  very  low  and  low  income   households.  With  the  market-­‐rate  rental  market  essentially  closed  for   extremely  low  and  very  low  income  households,  however,  it  is  evident   that  their  major  source  of  affordable  housing  will  continue  to  be  found   through   income-­‐restricted   housing   projects,   housing   voucher   programs,  second  units,  and  employee/guest  houses.     Overcrowding   The   Bureau   of   the   Census   defines   overcrowded   housing   units   as   “those  in  excess  of  one  person  per  room  average.”  Overcrowding  may   occur  when  a  family  or  household  cannot  afford  adequate  living  space,   has  to  house  extended  family  members,  or  is  sharing  inadequate  living   space  with  nonfamily  members.  When  more  than  one  family  shares  a   housing  unit  it  is  called  doubling.       Households  with  lower  incomes  may  permit  overcrowding  to  derive   additional  income,  or  there  may  be  insufficient  supply  of  housing  units   in  the  community  to  accommodate  the  demand.       Table  II-­‐42  shows  that  2.4  percent  of  the  total  occupied  housing  units   were  moderately  overcrowded  from  2009-­‐2011,  a  decrease  from  3.6   percent  in  2000.       A  slightly  higher  incidence  of  overcrowding  was  experienced  among   the   rental   tenure   group.   This   is   supported   by   the   finding   that   the   number   of   persons   per   unit   in   renter-­‐occupied   housing   units   was   slightly  higher   than   owner   occupied,   with  2.82  persons   per   unit   as   compared  to  2.44  for  owner-­‐occupied  households8.  Although  renter   households  constituted  only  27.1  percent  of  all  households  in  the  City,   approximately  6.0  percent   of   renters   experienced   overcrowded   conditions,   with  1.8  percent   of   all   renters   experiencing   severe   overcrowding.   In   comparison,   within  owner-­‐occupied   households,   which  constitute  72.9  percent  of  all  households  in  the  City,  1.1  percent   experienced   overcrowded   conditions,   with  0.2  percent   experiencing   severe  overcrowding.  These  numbers  have  reduced  by  almost  one  half   for  renter  occupied,  and  more  than  three-­‐fourths  for  owner  occupied   since  the  2000  Census.                                                                                                                   8  U.S.  Census  Bureau,  2009-­‐2011  American  Community  Survey.     HOUSING   II-­‐269     16.4  percent  of  renter  households  (654  households)  had  five  or  more   persons,  as  compared  to  approximately  6.2  percent  of  owners.  Large   households   often   require   homes   with   at   least   three  bedrooms.   According  to  the  ACS,  there  were  3,418  housing  units  in  the  City  with   four   or   more   bedrooms.  Of   these,   10.7   percent,   or   365   units   were   renter  occupied.       Table  II-­‐42   Overcrowding   Status   Owner  Renter  Total  Households   Number   %  of   Owners  Number   %  of   Renters  Number   %  of   Total   Not   Overcrowded   10,103  98.7  3,313  90.9  13,416  96.7   Moderately   Overcrowded   97  1.0  237  6.5  334  2.4   Severely   Overcrowded   38  0.3  93  2.6  131  0.9   Total  10,238  100.0  3,643  100.0  13,881  100.0   Source:    U.S.  Census  Bureau,  2008-­‐2010  American  Community  Survey.   Note:  Universe  is  total  households  in  occupied  housing  units.  Housing  units  that  exceed   1.0  or  more  persons  per  room  are  considered  moderately  overcrowded.  Housing  units   that  exceed  1.5  or  more  persons  per  room  are  considered  severely  overcrowded.     Special  Needs   The   state   requires   that   the   special   needs   of   certain   disadvantaged   groups   be   addressed   in   the   Housing   Element.   Selected   populations   with   special   housing   needs   include   the   elderly,   handicapped,   large   families,  single-­‐parent  households,  the  homeless,  and  farm  workers.     Elderly  Persons   The  special  housing  needs  of  the  elderly  are  an  important  concern  for   the  City  of  La  Quinta,  since  many  retired  persons  residing  in  the  City  are   likely  to  be  on  fixed  low  incomes.  Besides  affordability  concerns,  the   elderly   often   maintain   special   needs   related   to   housing   design   and   location.     With  regard  to  housing  design  needs,  the  elderly  may  require  ramps,   handrails,  lower  cupboards  and  counters,  etc.,  to  allow  greater  access   and   mobility.   They   also   may   need   special   security   devices   for   their   homes  to  allow  greater  self-­‐protection.  The  elderly  also  have  special   needs  regarding  location.  They  typically  need  to  have  access  to  public   facilities  (i.e.,  medical  and  shopping)  and  transit.  In  most  instances,  the   elderly  prefer  to  stay  in  their  own  dwellings  rather  than  relocate  to  a   retirement   community,   and   may   need   assistance   to   make   home     HOUSING   II-­‐270   repairs.   Every   effort   should   be   made   to   maintain   their   dignity,   self-­‐ respect,  and  quality  of  life.     According   to   ACS,  7,734  City   residents,   or  21  percent   of   the   total   population,  were  65  years  of  age  or  older  as  compared  to  13.4  percent   in  2000.  Based  on  2009-­‐2011  income  levels,  approximately  7.2  percent   of   the   senior   households   have   been   determined   to   fall   below   the   poverty  level.       According   to   ACS,  there   were  1,971  senior-­‐headed  owner   occupied   households   overpaying   for   housing.   There   were  278  senior-­‐headed   rental  households  overpaying.       Apart  from  privately  owned  housing  units,  the  City  has  several  options   for  senior  living.  Among  these  are:  The  Seasons  development,  which   offers  91  senior  units  in  the  very  low  and  low  affordable  price  range;   Miraflores,  a  project  completed  in  2003  that  supplies  118  senior  units  in   the  low  and  moderate  income  price  range;  and  Hadley  Villas  Senior   Apartments,  an  affordable  project  completed  in  2004  that  offers  81   units  in  the  very  low  income  price  range.  Continued  construction  of   multifamily   units   will   aid   greatly   in   meeting   the   needs   of   seniors   currently  overpaying  for  rental  units.       Table  II-­‐43   City  of  La  Quinta   Householders  65  Years  and  Over,  by  Tenure    Owner-­‐ Occupied   Housing  Units   Renter-­‐ Occupied   Housing  Units   Total  Occupied   Housing  Units   Total,  City  of  La  Quinta  10,734  3,992  14,726   Total,   Householders   65   Years  &  Over  4,019  911  4,930   Source:  2009-­‐2011  American  Community  Survey,  3-­‐Year  Estimates     Disabled  Persons   Physical  and  developmental  disabilities  can  hinder  access  to  housing   units   of   traditional   design,   and   potentially   limit   the   ability   to   earn   adequate  income.  The  three  major  housing  needs  of  the  disabled  are   access,  location,  and  affordability.       Disabled  persons  often  require  specially  designed  dwellings  to  provide   access  not  only  within  the  dwelling,  but  to  and  from  the  unit.  Special   modifications  to  permit  free  access  are  very  important  in  maintaining   independence  and  dignity.  The  California  Administrative  Code  Title  24   Requirements  set  forth  access  and  adaptability  requirements  for  the     HOUSING   II-­‐271   physically   handicapped.   These   regulations   apply   to   public   buildings   such  as  motels,  and  require  that  ramps,  larger  door  widths,  restroom   modifications,   etc.,   be   designed   to  enable   free   access   to   the   handicapped.  Such  standards  are  not  mandatory  of  new  single-­‐family   residential  construction.     A   number   of   disabled   persons   receive   supplemental   Social   Security   Income   and   are   on   fixed   incomes.   Increasing   inflation   and   housing   costs   adversely   affect   these   individuals’   ability   to   secure   affordable   housing.       The  2009-­‐2011  ACS  identified  4,143  persons  in  the  City  with  disabilities,   of   which  1,753  (42.3%)   were   persons   over   the   age   of   65.   The   table   below   identifies   the   number   of   disabilities,   by   type,   for  La   Quinta   residents.   Table  II-­‐44   City  of  La  Quinta   Number  of  Disabilities,  by  Disability  Type1     Number  of   Disabilities  Percent  of  Total   Disabilities   Disabilities,  ages  0-­‐64       Hearing  Difficulty  567  7.4%   Vision  Difficulty  210  2.8%   Cognitive  Difficulty  954  12.5%   Ambulatory  Difficulty  1,308  17.1%   Self-­‐Care  Difficulty  517  6.8%   Independent  Living  Difficulty  1,032  13.5%   Total,  ages  0-­‐64  4,588  60.0%   Disabilities,  ages  65+       Hearing  Difficulty  841  11.0%   Vision  Difficulty  257  3.4%   Cognitive  Difficulty  329  4.3%   Ambulatory  Difficulty  908  11.9%   Self-­‐Care  Difficulty  239  3.1%   Independent  Living  Difficulty  482  6.3%   Total,  ages  65+  3,056  40.0%   TOTAL  DISABILITIES,    all  age  groups:  7,644  100%   1  Represents  the  number  of  disabilities,  not  the  number  of  individuals.  One   individual  may  have  one  or  more  disabilities.   Source:   S1810,   “Disability   Characteristics,”   City   of   La   Quinta,   2009 -­‐2011   American  Community  Survey  3-­‐Year  Estimates.     Disabilities  may  impair  employment  opportunities,  resulting  in  limited   or   fixed   incomes.  According   to  ACS,  844   disabled   individuals   in   the     HOUSING   II-­‐272   labor  force  have  incomes  below  the  poverty  level.  These  households   may   face   significant   challenges   to   affording   adequate   housing,   transportation,  and  health  care.     Persons  with  Developmental  Disabilities   Per  Senate  Bill  No.  812,  the  Housing  Element  must  include  analysis  of   the   special   housing   needs   of   individuals   with   developmental   disabilities.  A  developmental  disability  is  defined  by  Section  4512  of  the   Welfare  and  Institutions  Code  as  “a  disability  that  originates  before  an   individual   becomes   18   years   old,   continues   or   can   be   expected   to   continue  indefinitely,  and  constitutes  a  substantial  disability  for  that   individual.”  This  includes  mental  retardation,  cerebral  palsy,  epilepsy,   and  autism,  as  well  as  disabling  conditions  found  to  be  closely  related   to  mental  retardation  or  to  require  treatment  similar  to  that  required   for   individuals   with   mental   retardation,  but   does   not   include   other   handicapping  conditions  that  are  solely  physical  in  nature.     The   California   Department   of   Developmental   Services   (DDS)   implements   a   statewide   system   of   community-­‐based   services   for   people   with   developmental   disabilities   and   their   families.   DDS   contracts  with  the  Inland  Regional  Center  in  Riverside  to  provide  and   coordinate  local  services  in  Riverside  County,  including  the  City  of  La   Quinta.   The   table   below   quantifies   the   developmentally   disabled   population  in  La  Quinta  that  is  being  served  by  the  Inland  Regional   Center.   Table  II-­‐45   City  of  La  Quinta   Developmentally  Disabled  Population   Served  by  Inland  Regional  Center   Age  Group  #  of  Individuals   0-­‐2  8   3-­‐15  39   16-­‐22  30   23-­‐56  26   57+  4   Total:  107   Includes  individuals  in  zip  codes  92253.   Source:  Inland  Regional  Center,  November  19,  2012.     Housing   needs   for   individuals   with   developmentally   disabilities   can   range  from  traditional  independent  living  environments,  to  supervised   group  quarters,  to  institutions  where  medical  care  and  other  services   are  provided  onsite.  Important  housing  considerations  for  this  group     HOUSING   II-­‐273   include  proximity  to  public  transportation,  accessibility  of  the  home   and   surroundings,   access   to   medical   and   other   public   services,   and   affordability.     Facilities  and  services  in  the  Coachella  Valley  that  assist  persons  with   developmental  and  physical  disabilities  include:     o La  Quinta  Senior  Center  –  La  Quinta:  Services  include  Meals  on   Wheels,  an  outreach  program  and  volunteer  home  care  services   for   homebound   seniors,   and   coordination   of   Dial-­‐a-­‐Ride   transportation  services.   o Angel  View  Crippled  Children’s  Foundation,  based  in  Desert  Hot   Springs,   operates   19  six-­‐bed   group   homes   for   children   and   young  adults  with  developmental  and  physical  disabilities.  The   homes  provide  24-­‐hour  nursing  and/or  attendant  care  and  can   accommodate  100+  individuals  at  a  time.  There  are  17  homes  in   the   Coachella   Valley,   including   12   in   Desert   Hot   Springs,   4   in   Palm  Springs,  and  1  in  Thousand  Palms.   o The   Inland   Regional   Center   oversees   the   management   of   8   single-­‐family  residential  facilities  in  the  Coachella  Valley.  Each   facility   houses   4-­‐6   individuals   and   provides   24/7   staff   supervision.  Residents  are  placed  by  Inland  Regional  Center  and   must  meet  State-­‐mandated  qualifications.   o Canyon   Springs   in   Cathedral   City   is   a   State   developmental   center   operated   by   DDS.   It   provides   residential   services,   treatment,   and   job   training   for   up   to   63   adults   with   developmental   disabilities,   some   of   which   also   have   mental   health  needs.  Referrals  for  admission  are  made  by  the  Inland   Regional  Center.  In  November  2012,  it  served  55  individuals.   o Community   Counseling   and   Consultation   Center,   Inc./Desert   AIDS  Project  –  Palm  Springs:  Dedicated  to  providing  support,   care,  and  treatment  to  people  with  AIDS  and  related  illnesses   and   education   to   the   general   community.   The   Desert   AIDS   project  serves  the  psychological  needs  of  AIDS  clients,  provides   case   management,   anonymous   HIV   testing,   legal   services,   a   program   of   protection   and   prevention,   and   referral   and   recreational  services.     o Valley   Resource   Center  –  Indio:   A   nonprofit   organization   providing   services   to   developmentally   disabled   adults.   They   administer   supportive   employment   programs   and   other   workshops  to  assist  daily  living.   o Cathedral   City  –  HIV/AIDS   Facility:   A   25-­‐bed   permanent   residence  facility  for  persons  with  HIV/AIDS.     HOUSING   II-­‐274   o FISH  of  Lower  Coachella  Valley  –  Indio:  Provides  transportation   and   emergency   food,   and   operates   a   “good   neighbor”   program.   o DesertArc  –  Palm   Desert:   A   comprehensive   service   delivery   agency   for   the   developmentally   disabled   community;   it   provides  programs  to  develop  or  enhance  self-­‐help  skills,  life   enrichment  skills,  and  prevocational  and  vocational  skills.   o Braille  Institute  –  Rancho  Mirage:  A  nonprofit  school  providing   daytime  classes   for   the   legally   blind,   with   a   50-­‐mile   service   radius.  Provides  other  services  for  the  visually  impaired.   o Shelter   Plus   Care   Tenant   Based   Rental   Assistance  –  Indio:   A   permanent  residence  facility  in  Indio  with  17  beds,  serving  needs   of  homeless  persons  with  disabilities  and  the  mentally  ill.     Large  Family  Households   The  2009-­‐2011  ACS  reported  1,319  households  in  the  City  of  La  Quinta   with   five  or   more   persons,   which   constitutes   9.0  percent   of   all   households.  This  represents  a  10  percent  increase  from  the  year  2000   (1,196   households).  Large-­‐family   households   generally   require   larger   dwellings  with  more  bedrooms  to  meet  their  housing  needs.  But  these   households   often   experience   difficulty   securing   adequate   housing   suitable  for  their  expanded  needs  due  to  income  limitations  and/or  lack   of   adequate   housing   stock.   Difficulties   in   securing   housing   large   enough  to  accommodate  all  members  of  a  household  are  heightened   for  renters,  because  multifamily  rental  units  are  typically  smaller  than   single-­‐family  units.       Table  II-­‐46  presents  tenure  of  housing  units  by  number  of  persons  in   the  unit  in  based  on  2009-­‐2011  ACS  data.  The  table  shows  that  large   households  are   equally   comprised   (50/50)   of   owner   occupied   and   renter   occupied   households   (665   owner   occupied,   654   renter   occupied).  Large   owner-­‐occupied   units   comprise  6  percent   of   all   owner-­‐occupied  housing,  and  large  renter-­‐occupied  units  comprise  16   percent   of   all   renter-­‐occupied   units.   This   increase   is   small   when   compared  to  the  56%  increase  in  total  population  in  the  City  for  the   same  period.       HOUSING   II-­‐275   Table  II-­‐46   Large  Households  by  Tenure   Number  of  Persons   in  Household   Owner   Occupied   Renter   Occupied  Total   Five  429  258  687   Six  182  266  448   Seven  or  More  54  130  184   Total  665  654  1,319   Source:  U.S.  Census.  2009-­‐2011  American  Community  Survey.     Multifamily   housing  rental   stock   consists   primarily   of   one-­‐,  two-­‐and   three-­‐bedroom  units.  Single  family  development  in  the  Cove  is  made   up  largely  of  units  with  three  bedrooms,  although  four-­‐bedroom  units   are  also  present  in  limited  supply.  Citywide  single-­‐family  construction   activity  has  created  a  supply  of  housing  for  large  families  not  available   in   multifamily   housing,   although   prices   for   larger   units   tend   to   be   affordable  only  to  moderate  and  above  moderate  income  households.       Single-­‐Parent  Households   Single   parent   heads   of   household   constitute   a   group   with   serious   housing   concerns.   In   general,   families   with   single   parent   heads   of   household  may  experience  a  higher  incidence  of  poverty  than  other   household   configurations.    In   particular,   female-­‐headed   households   can  experience  lower  incomes,  higher  living  expenses,  higher  poverty   rates,   and   low   rates   of   homeownership.   Finding   adequate   and   affordable   housing   is   a   high   priority.   Special   considerations   for   this   population  include  proximity  to  schools,  childcare,  employment,  and   health  care.     In   2010  La   Quinta  was  home   to  2,026  single-­‐parent  households,   of   which  1,461  were  female-­‐headed.  16.1   percent   of   the   City’s   female-­‐ headed  families  lived  in  poverty,  compared  to  5  percent  of  married   couple  families.       Many  single  parents  do  not  have  the  resources  to  enter  the  housing   market   as   a   home   owner.   Although   the   incidence   of   single-­‐parent   households  with  children  below  the  poverty  level  is  low  in  the  City,  less   than   2   percent   of   single-­‐parent   households   are   impoverished,   addressing   the   housing   needs   for   single   parents   may   require   innovative   housing   solutions.   Strategies   need   to   be   considered   to   provide  more  housing  opportunities  to  these  households,  such  as  new   multifamily   housing,   mixed-­‐use   units,   and   subsidized   single-­‐family   housing.       HOUSING   II-­‐276   Farm  Workers   Based   on   an   analysis   of   farm  labor   and   the   diminishing   amount   of   farmland  in  the  City  of  La  Quinta  and  surrounding  rural  areas,  the  need   for  farm  worker  housing  has  declined.  Based  on  2009-­‐2011  ACS  data,   there  were  74  persons  employed  in  “agriculture,  forestry,  fishing  and   hunting,  and  mining”  in  the  City,  which  constitutes  less  than  1%  of  the   City’s  civilian  employed  population  16  years  and  over9.  It  is  probable   that  a  number  of  occupations  classified  as  agricultural  are  related  to   nursery  operations  or  landscape  maintenance.     Responsibility   for   providing   housing   for   farm   workers   originally   lay   with   the   growers   that   employed   the   workers.   This   practice   was   discontinued,   however,   due   to   high   costs   for   liability   insurance   and   maintenance.  Low  income  groups  often  need  housing  near  work.  For   farm  workers,  this  means  that  housing  is  needed  in  rural,  agricultural   areas  rather  than  urban  areas.  In  the  Coachella  Valley,  the  principal   housing   options   for   migrant   and   local   seasonal   farm   workers   are   family-­‐owned  homes,  private  rental  houses,  second  units,  apartments,   and   mobile   homes.   Farm   worker   housing   does   not   appear   to   be   a   significant  need  in  La  Quinta.     Extremely  Low  Income  Households   Extremely  low  income  households  are  households  earning  less  than  30   percent   of   the  HUD  Area   Median  Family  Income   (HAMFI).   These   households   often   face   significant   financial   challenges   to   affording   adequate  housing  and  therefore  are  considered  a  subpopulation  with   special  housing  needs.       According   to   2005-­‐2009   CHAS   data   there   are   1,100   extremely   low   income  households  in  La  Quinta,  consisting  of  485  renter  households   and  615  owner  households.  Accordingly,  the  City’s  projected  need  for   very  low  income  households  is  91  households  (25  percent  of  its  2006– 2014  RHNA  total  housing  allocation).       Extremely   low  income   households   are   sensitive   to   unexpected   changes   in   income   and   expenditures,   so   overpayment   for   housing   could   result   in   an   inability   to   meet   other   important   or   emergency   needs.       Many   of   the   City’s   existing   and   proposed   very   low   income   rental   projects   provide  housing   affordable   to   extremely   low   income   individuals,  couples,  and  families  with  children.  Extremely  low  income                                                                                                                   9  U.S.  Census,  2009-­‐2011  American  Community  Survey.     HOUSING   II-­‐277   households  are  also  eligible  to  receive  rental  assistance  in  La  Quinta   through  the  County  of  Riverside  Housing  Authority’s  Section  8  voucher   program.   Small   extremely   low   income   households   may   also   find   an   affordable   housing   option   in   Single   Room   Occupancy   (SRO)   hotels,   second   units,   and   guest   houses.   A   survey   of   rental   opportunities   in   2008  showed  that  second  units  in  La  Quinta  are  affordable  to  lower   income   households.   Another   type   of   second   unit,   a   guest   house/employee  quarters  is  permitted  in  La  Quinta  and  is  to  be  rented   out   free-­‐of-­‐charge,   per   the   Municipal   Code.   The   intent   is   for   homeowners   to   provide   on-­‐site   living   quarters   for   their   staff  and   guests.   This   type   of   second   unit   is   mandated   to   be   affordable   to   extremely   low   income   households.   Second   units   and   guest   houses/employee  quarters  may  be  important  resources  for  seniors  on   a  fixed-­‐income,  single-­‐parents,  disabled  persons,  college  students,  and   low-­‐wage  earning  workers.     Homeless  Persons   The  Riverside  County  Department  of  Public  Social  Services  completed  a   homeless  count  in  2011  for  all  cities  and  some  unincorporated  areas  in   the  County.  That  effort  identified  3  homeless  persons  in  La  Quinta,  all  3   bring  “unsheltered”   individuals   (living   on   streets   or   in   vehicles,   encampments,   storage   structures,   or   other   places   unfit   for   human   habitation)  and  0  “sheltered”   individuals   (in   emergency   shelters   or   transitional  housing).10  This  estimate  represents  less  than  0.001%  of  the   City’s   total   2010   Census   population   of  37,467  people.   The   actual   number   of   homeless   may   be   higher   given   that   many   individuals,   particularly  women  and  children,  remain  hidden  for  safety  or  stay  in   locations  where  they  cannot  be  seen.  This  represents  an  increase  of   89%  over  the  County’s  2009  count  (38  individuals).     This  information  indicates  that  there  is  not  a  need  for  a  shelter  beds.   However,  homeless  persons  and  families  are  often  transient  and  may   find   themselves   in   need   of   shelter   in   any   given   jurisdiction   in   the   county.  If  a  person  or  family  finds  themselves  homeless  they  may  go  to   regional  facilities  provided  by  the  county,  City  of  Indio,  or  City  of  Palm   Springs  for  assistance.  The  available  homeless  facilities  in  the  Coachella   Valley  are  listed  in  Table  II-­‐47.     While  the  City  has  supported  the  CVAG  Homeless  Committee  efforts,   the  City  did  not  participate  in  funding  Roy’s  Desert  Resource  Center   (“Roy’s”),  which  is  in  the  west  end  of  the  Coachella  Valley.  Instead,  in   October  2010,  the  City  committed  funding  toward  a  new  facility  for  the                                                                                                                   10  Figure   3,   “Homeless   County   &   Survey   Comprehensive   Report,”   prepared   for   Riverside  County  Department  of  Public  Social  Services,  2011.     HOUSING   II-­‐278   Coachella  Valley  Rescue  Mission,  which  currently  shelters  150+  men,   women   and   children   and   is   located   in   Indio.   The   City   Council   also   committed   funding   to   Martha’s   Village   and   Kitchen   toward   construction  of  their  new  facility.  The  City  believes  these  facilities  to  be   a  more  logical  resource  for  La  Quinta’s  homeless,  due  to  proximity  to   La  Quinta.       One   use   that   may   potentially   provide   housing   for   those   in   need   of   shelter  is  SRO  hotels.  SRO  hotels,  as  defined  in  the  municipal  code,  are   residential  facilities  that  are  rented  on  a  weekly  or  longer  basis  that   may   or   may   not   have   private   bathroom   and   kitchen   facilities.   SRO   hotels   are   conditionally   permitted   in   Regional   Commercial   zoned   districts.       HOUSING   II-­‐279   Table  II-­‐47   Coachella  Valley  Homeless  Shelter  Resources  2007   Shelter  Name   Type  of   Shelter  City   Clientele   or  Needs   Served   Number   of  Beds  1   Coachella  Valley  Services   and  Overnight  Shelter  (CV-­‐ SOS)   Emergency  Coachella   Valley  General  25   Coachella  Valley  Rescue   Mission  Emergency  Indio   Men,   women,   and   children   80   Nightingale  Manor  Emergency  Palm   Springs  Families  50   Shelter  from  the  Storm  Emergency   Undisclosed   –  Coachella   Valley   Domestic   Violence  60   Martha’s  Village  and  Kitchen    Emer   &Trans  Indio  General   100   emer/120   trans   ABC  Recovery  Center  Transitional  Indio  Substance   Abuse  40   Desert  Horizon  Transitional  Palm   Springs  General  32   Episcopal  Community   Services  Transitional   Scattered   Site  –   Coachella   Valley   HIV/AIDS  34   Shelter  From  The  Storm  Transitional   Undisclosed   –  Coachella   Valley   Domestic   Violence   Victims   39   Roy’s  Desert  Resource   Center  Permanent  Palm   Springs  General  90   Desert  Vista  Permanent   Supportive  Housing  Permanent   Undisclosed   –  Coachella   Valley   Disabled   Men  and   Women   40   Casa  San  Miguel  Permanent  Cathedral   City  HIV/AIDS  25   Episcopal  Community   Services  Permanent   Scattered   Site  –   Coachella   Valley   Persons   With   Disabilities   and   Chronically   Homeless   40   Shelter  Plus  Care  TBRA  Permanent  Indio   Persons   With   Disabilities/   Mentally  Ill   23   Source:  Desert  SOS         HOUSING   II-­‐280   Regional  Housing  Needs   State  Housing  Law  requires  that  SCAG  identify  future  housing  needs  in   each   jurisdiction.   To   meet   this   mandate,   SCAG   develops   the   RHNA,   which  establishes   both   the   projected   need   for   housing   and   the   fair   share  distribution  of  the  projected  need  to  its  member  jurisdictions.     The  RHNA  calculates  the  projected  new  construction  need  necessary   to   accommodate   the   anticipated   population   through  October  2021.   State   housing   law   requires   that   cities   and   counties   demonstrate   adequate   residential   sites   that   could   accommodate   development   of   housing  in  order  to  satisfy  future  housing  need.       The  2014  RHNA  proposes  that  La  Quinta  construct  364  new  housing   units  to  accommodate  housing  needs  for  all  income  groups  during  the   planning  period  January  2014  through  October  2021.  These  units  are   distributed  by  income  category  as  illustrated  in  Table  II-­‐48.       According  to  SCAG,  91  new  units  are  needed  to  accommodate  very  low   income   households,  61  new   units   to   accommodate   low   income   households,  and  66  new  units  to  meet  the  needs  of  moderate  income   households.  Approximately  40  percent  of  the  new  units  (146)  cited  by   the  RHNA  to  accommodate  growth  will  be  for  above  moderate  income   households,  provided  through  market-­‐rate  housing.       The  City’s  364-­‐unit  future  housing  need  is  a  1.5  percent  increase  in  the   number  of  existing  households  (23,489  in  2010),  and  approximately  2.3   percent  of  the  Coachella  Valley’s  future  housing  need.     Table  II-­‐48   2014–2021  Regional  Housing  Needs  Assessment   Household  Income   Levels   Income  as  a  Percent  of   County  Median   RHNA   Allocation  Percent   Very  Low    Less  than  50%  91  25.0   Low  51%–80%  61  17.1   Moderate    81%–120%  66  18.2   Above-­‐Moderate  Over  120%  146  39.7   Total  1  364  100%   Source:   Regional   Housing   Needs   Assessment   for   Southern   California,  September  2012,   prepared  by  SCAG.   1  Total  number  of  units  and  percentage  are  affected  by  rounding  error.           HOUSING   II-­‐281   HOUSING  CONSTRAINTS   Constraints  to  the  provision  of  adequate  and  affordable  housing  are   posed   by   both   governmental   and   nongovernmental   factors.  These   factors   may   result   in   housing   that   is   not   affordable   to   lower   and   moderate  income  households  or  may  render  residential  construction   economically  infeasible.  Constraints  to  housing  production  significantly   impact  households  with  lower  incomes  and  special  housing  needs.  To   accurately  assess  the  housing  environment  in  the  City  of  La  Quinta,   close  consideration  needs  to  be  given  to  a  series  of  constraints;  the   housing  market,  infrastructure,  and  environmental  and  governmental   factors  that  impact  the  cost  of  housing.     Nongovernmental  Constraints   Although  housing  costs  in  the  Coachella  Valley  region  are,  on  average,   below   other   metropolitan   areas   in   Southern   California,   the   cost   of   renting  or  purchasing  adequate  housing  in  La  Quinta  continues  to  be   influenced  by  a  number  of  market  factors.  Costs  associated  with  labor,   raw   land,   materials,   and   financing   influence   the   availability   of   affordable  housing.       Land  and  Construction  Costs   Land  costs  include  the  costs  of  raw  land,  site  improvements,  and  all   costs   associated   with   obtaining   government   approvals.   Factors   affecting   the   costs   of   land   include   overall   availability   within   a   community,   environmental   site   conditions,   public   service   and   infrastructure  availability,  aesthetic  considerations,  and  parcel  size.       The  cost  of  land  is  an  important  component  in  determining  the  cost  of   housing   development.   Land   in   the   Coachella   Valley   has   been   and   remains   relatively   affordable   compared   to   other   Southern   California   markets.   In  2013  residential   land   acquisitions   show   that   vacant   residential  land  outside  of  the  Village  area  costs  between  $80,000  and   $125,000  per  acre.  Village  Commercial  land,  which  has  the  potential  for   up   to   16   dwelling   units   per   acre,   sells   for   up   to   $590,000  per   acre,   based  on  current  listings  and  sales  in  the  area.       Construction  costs  can  constitute  up  to  50  percent  of  the  cost  of  a   single-­‐family   detached   home.   Labor   costs   are   usually   two   to   three   times  the  cost  of  materials,  and  thus  make  up  17  to  20  percent  of  the   total   cost   of   a   new   home.   Labor   costs   are   based   on   a   number   of   factors,  including  housing  demand,  the  number  of  contractors  in  the   area,  and  union  status  of  workers.  However,  state  law  requires  the   payment  of  prevailing  wages  for  most  private  projects  built  under  an     HOUSING   II-­‐282   agreement  with  a  public  agency  providing  assistance  to  the  project,   except  for  certain  types  of  affordable  housing.  All  cities  are  affected  by   these  laws.       The  construction  cost  of  housing  may  be  considered  a  constraint  to   affordable   housing   in   the   La   Quinta   area.   The   City   cannot  directly   control  construction  costs.  Hence,  increases  in  these  costs  amplify  the   need  for  subsidies  to  achieve  affordability  in  residential  units.  Through   density  bonus  provisions  the  City  provides  incentives  and  relief  to  the   development  community  in  exchange  for  the  inclusion  of  affordable   housing  into  a  project.     Financing   Interest  rates  impact  both  the  purchase  price  of  the  unit  and  the  ability   to  purchase  a  home.  Interest  rates  are  determined  by  national  policies   and  economic  market  conditions  and  local  government  has  no  impact   on  these  rates.  Historical  market  trends  reveal  that  when  interest  rates   are  high,  a  potential  homeowner’s  ability  to  secure  a  loan  decreases.   Conversely,   when   rates   are   low,   homeownership   becomes   more   accessible  to  more  families.       The  La  Quinta  market  has  demonstrated  that  when  interest  rates  are   low,  the  majority  of  housing  demand  focuses  on  single-­‐family  homes.   When  interest  rates  are  high  (in  excess  of  about  12  percent)  for  any   length  of  time,  only  a  small  percentage  of  new  home  buyers  can  qualify   for  monthly  mortgage  payments  on  the  average  market  rate  single-­‐ family  home.  At  this  point,  demand  shifts  to  lower  price  units,  usually   multifamily,  and  construction  trends  follow.     First-­‐time   home   buyers   are   the   group   most   impacted  by   financing   requirements.  The   currently   low   mortgage   rates   (at   or   below   4   percent),  facilitate  first  time  home  buying.     Typically,  conventional  home  loans  will  require  5  to  20  percent  of  the   sale  price  as  a  down  payment,  which  is  one  of  the  largest  constraints  to   first-­‐time   home   buyers.   When   interest   rates   are   low,   they   are   not   generally   a   serious   constraint   to   affordable   housing.   Further,   lower   interest   rates   help   support   home   purchases   by   low   and   moderate   income  households,  who  may  not  be  able  to  qualify  at  higher  rates.     Governmental  Constraints   The  City  has  traditionally  exercised  authority  in  the  areas  of  land  use   controls,   site   improvement   requirements,   building   codes,   fees,   and   other  regulatory  programs.         HOUSING   II-­‐283   General  Plan  Land  Use  Designations   The  2012  Land  Use  Element  provides  a  consolidation  of  several  land  use   designations  used  in  the  previous  2002  General  Plan.  Residential  land   use  designations,  which  were  previously  defined  in  in  five  categories,   have  been  reduced  to  two.  The  two  residential  designations  include   Low   Density   Residential   and   Medium/High   Density   Residential.   The   densities   of   individual   parcels   are   further   refined   in   the   Zoning   Ordinance.       Under   Program   LU-­‐7.1.a   (Policy   LU-­‐7.1),   the   City   has   established   a   mixed-­‐use  overlay  that  allows  for  the  construction  of  housing  to  be   integrated  in  various  ways  such  as  above  office  space  or  commercial   uses.  The  overlay  is  applied  to  all  commercial  zones.  The  mixed  use   overlay  works  together  with  the  affordable  housing  overlay  to  raise   densities  to  24  units  per  acre  (not  including  density  bonus).  The  density   ranges  allowed  for  each  residential  district  used  to  calculate  housing  at   build  out  are  listed  in  Table  II-­‐49.     Table  II-­‐49   Residential  General  Plan  and  Zoning  Districts   General  Plan  Zoning  Density  Purpose       Low  Density     Very  Low  Density   Residential  (RVL)   Up  to  2  units   per  acre   One-­‐to   two-­‐story   single-­‐family   detached  homes  on  large  lots;  at   the  southeastern  boundary  of  the   City.     Low  Density   Residential  (RL)   Up  to  4  units   per  acre   Single-­‐family   attached   and   detached  development,  both  in  a   country   club   setting   and   in   standard  subdivisions.     Agriculture/   Equestrian   Residential  Overlay   (A/ER)   Applied  to   underlying   residential   designations     Allows   continuation   of   agricultural  activities   in   Vista   Santa  Rosa  area.           Medium  High   Density     Medium  Density   Residential  (RM)   Cove  Residential   (RC)   Up  to  8  units   per  acre   One-­‐to   two-­‐story   single-­‐family   detached  and  attached  homes  on   medium   to   small   sized   lots;   clustered  small  dwellings,  such  as   one   to   two-­‐story   single-­‐family   condominiums,   townhomes,   or   apartment  and  duplexes.     HOUSING   II-­‐284   Table  II-­‐49   Residential  General  Plan  and  Zoning  Districts   General  Plan  Zoning  Density  Purpose   Medium  High   Density  Residential   (RMH)   Up  to  12   units  per   acre   One-­‐to   two-­‐story,   single-­‐family   detached   homes   on   small   lots;   one-­‐to   two-­‐story   single-­‐family   attached   homes;   one-­‐and   two-­‐ story  townhomes,  condominiums   and  multifamily  dwellings.  Mobile   home  parks  may  be  allowed  with   the  approval  of  a  Conditional  Use   Permit.     High  Density   Residential  (RH)   Up  to  24   units  per   acre  for   affordable   housing  sites   One-­‐to   two-­‐story   single-­‐family   attached   homes;   one-­‐to   three-­‐ story  townhomes  and  multifamily   dwellings.   Duplex   and   multiplex   development   is   the   most   common.   Mobile   home   parks   or   subdivisions   with   common   area   amenities   and   open   space   may   also   be   allowed   subject   to   a   Conditional  Use  Permit.     General   Commercial     Regional   Commercial  (CR)   Commercial  Park   (CP)   Community   Commercial  (CC)   Neighborhood   Commercial  (CN)   Office  Commercial   (CO)   Up  to  24   units  per   acre  for   affordable   housing   High   density   residential   uses   are   permitted.     Village  Commercial    Village  Commercial   (VC)   Up  to  24   units  per   acre  for   affordable   housing   Medium   High   and   High   Density   residential   land   uses   are   appropriate.  Live/work  housing  is   permitted.   Tourist  Commercial    Tourist  Commercial   (CT)   Up  to  24   units  per   acre  for   affordable   housing   Single  and  multifamily  residential   and  condominium  development  is   permitted.     Source:  City  of  La  Quinta  General  Plan  and  Municipal  Code  2012     Municipal  Code   The  residential  zone  portions  of  the  Municipal  Code  impact  housing   affordability  in  several  ways.  The  Zoning  Code  regulates  such  features   as  building  height  and  density,  lot  area,  setbacks,  minimum  unit  and   room   size,   and   open   space   requirements   for   each   zoning   district.     HOUSING   II-­‐285   Development   standards   for   the   six   residential   zoning   classifications   and  two  overlay  districts  are  provided  in  Table  II-­‐50.     Residential   land   use   regulations   allow   for   single-­‐family   detached   development  by  right  at  allowable  densities  between  0  and  12  units  per   acre.   Single-­‐family   detached   housing   at   higher   densities   may   be   achieved  with  a  Specific  Plan  for  individual  projects  as  long  as  overall   density   is   not   exceeded.   Single-­‐family   attached   and   multifamily   development  is  permitted  by  right  at  densities  between  8  and  24  units   per  acre  and  these  types  of  residential  uses  are  also  permitted  in  lower   density  zones  under  the  provisions  of  a  specific  plan.     A  variety  of  residential  development  is  possible  in  the  City,  ranging  in   average  density  from  less  than  two  units  per  acre  for  lands  designated   Low  Density  to  24  units  per  acre  for  affordable  housing  in  the  High   Density  and  all  Commercial  categories.  If  a  density  bonus  is  utilized,   greater  residential  densities  may  be  achieved  in  any  zone.  Table  II-­‐51   identifies  the  list  of  permitted  uses  by  residential  district.     Lower  Density  Residential  Districts   The  RVL  and  RL  zones  provide  for  low  density  residential  uses  with   densities  consistent  with  the  General  Plan  LDR  designation  (up  to  four   units  per  acre).    Single-­‐family  development  in  lower  density  zones  is   allowed  through  a  building  permit,  following  administrative  review  for   consistency   with   the   Municipal   Code   and   state   requirements.   Developments  requiring  a  tract  map  to  establish  new  lots  of  record  are   reviewed  by  various  City  departments  and  adopted  through  Planning   Commission   and   City   Council   public   hearings.   Typical   conditions   of   approval  relate  to  environmental  quality  such  as  erosion  control,  storm   drainage,  and  access.         Higher  density  uses  such  as  patio  homes,  duplexes,  attached  single-­‐ family  dwellings,  townhomes,  and  condominiums  may  be  permitted  in   RVL  and  RL  zones  when  part  of  a  specific  plan,  as  long  as  the  overall   density  of  the  specific  plan  project  does  not  exceed  that  permitted  by   the   underlying   zone.     The   specific   plan   is   reviewed   by   various   City   departments   and   a   determination   is   made   by   the   City   Council   at   a   regularly  scheduled  public  hearing.  Specific  plans  are  typically  adopted   by  resolution  and  are  common  throughout  the  City.       The   Zoning   Ordinance  permits   guest   houses   without   a  Minor   Use   Permit.  Guest  houses  are  affordable  to  all  income  levels  because  they   are   provided   free-­‐of-­‐charge.   Another   form   of   accessory   housing,     HOUSING   II-­‐286   second  units,  are  permitted  by  right  in  the  RVL  and  RL  zones.  Multiple   second  units  on  one  site  are  conditionally  permitted.       Development  in  the  Cove,  under  RC  zoning,  allows  for  development   and  preservation  of  the  character  of  the  Cove,  with  one  story  single-­‐ family   detached   dwellings.   The   Zoning   Code   also   establishes   a   minimum   7,200-­‐square-­‐foot   lot   size,   which   may   require   lot   consolidation  in  some  circumstances.  However,  as  the  majority  of  the   Cove  was  originally  subdivided  into  5,000  square  foot  lots,  existing  lots   less  than  7,200  square  feet  are  considered  buildable  nonconforming   lots.       Medium  and  High  Density  Residential  Districts   The  RM,  RMH,  and  RH  zones  allow  an  upper  range  of  development   density   consistent   with   the   General   Plan  Medium/High   Density   Residential  designation.  Minimum  side  yards  and  setbacks  are  required   where   a   project   abuts   an   exterior   boundary   or   a   public   street.   However,   lot   coverage,   width,   and   setbacks   within   a   project   are   variable  to  allow  for  clustering  or  creative  lot  configurations,  as  well  as   creating   space   for   desired   recreational   and   open   space   amenities.   Multifamily   development   is   allowed   in   all   three   zones   with   a   Site   Development   Permit,  via  design   review   approved   at   regularly   scheduled  Planning  Commission  public  hearings.       The  City’s  Zoning  Code  allows  for  innovation  in  design  standards  and   densities  as  long  as  the  overall  density  and  dwelling  unit  capacity  is  not   exceeded.  Residential  compatibility  standards  have  been  incorporated   into  the  Zoning  Code,  which  governs  conditions  where  higher  or  lower   density  uses  are  proposed  than  the  General  Plan  designation.       Residential  Uses  in  Nonresidential  Districts   There  are  development  opportunities  for  residential  uses  in  several  of   La  Quinta’s  nonresidential  zones  (Table  II-­‐52).  Single-­‐family  residential   uses  are  permitted  under  a  specific  plan  in  the  Regional  Commercial   (CR)  zone.  Multifamily  housing  is  permitted  in  most  commercial  zones.   Residential   uses   at   densities   consistent   with   the   High   Density   residential   designations   are   permitted   in   the   Village   Commercial   District   subject   to   the   granting   of   a   Village   Use   Permit,   which   is   required  for  all  development  in  the  Village  area.  A  Village  Use  Permit  is   a  Site  Development  Permit  specific  to  the  Village  area,  and  allows  for   the  review  of  the  project  for  compliance  with  the  Village  at  La  Quinta   Design  Guidelines  in  addition  to  the  Zoning  Ordinance,  Municipal  Code,   and  state  requirements.  Village  Use  Permits  are  approved  at  regularly   scheduled   Planning   Commission   public   hearings,   just   like   a   Site     HOUSING   II-­‐287   Development  Permit.   The   development   standards   in   the   Village   are   more   permissive   than   for   typical   single-­‐  and   multifamily   housing   projects  and  are  not  considered  a  constraint  to  housing  development.       Projects  can  be  developed  in  the  Village  Commercial  District  that  are   100  percent  residential  in  use,  as  there  is  no  requirement  that  a  project   be   a   mix   of   residential   and   nonresidential   uses.   Development   standards  specific  to  the  Village  currently  include  a  35-­‐foot  maximum   height.   Setbacks   along   front,   side,   and   rear   property   lines   are   not   required.  Additionally,  the  VC  zone  does  not  require  open  space  to  be   set  aside  for  each  residential  unit.  Residential  floors  generally  range   from  10–12  feet  in  height.  If  a  project  contains  solely  residential  uses,   the  35-­‐foot  height  limit  does  not  constrain  development.       If   a   project   incorporates   commercial   and   residential   uses,   the   commercial  uses  will  be  located  on  the  first  floor  and  generally  seek  a   floor  height  of  15–18  feet.  Under  the  current  height  standard,  a  mixed-­‐ use  project  could  construct  three  stories  of  development.  For  example,   if   a   project   consisted   of   two   levels   of   residential   development,   a   project  built  at  24  units  per  acre  would  only  need  18,000  square  feet  of   building  area  per  floor;  alternatively,  the  units  could  increase  in  size.     Variations   in   parking   requirements,   including   shared   parking   applications,   may   be   approved.  The   City,   in   the   2006-­‐2013   planning   cycle,   increased   density   to   24   units   per   acre,   and   height   limits   in   commercial  zones  to  40  feet  for  affordable  housing  projects.  Although   the  increased  height  limit  would  not  be  required  to  achieve  24  units   per  acre,  it  would  provide  greater  flexibility  in  building  envelopes  and   commercial  and  residential  floor  plates.  Residential  development  in  the   commercial  zones  must  conform  to  the  Affordable  Housing  Overlay   and  Mixed  Use  development  standards.  These  zones  do  not  have  any   performance   requirements   that   mandate   commercial   or   other   nonresidential   development.  Expanding   opportunities   for   vertically   mixed-­‐use  development  increases  the  City’s  capacity  for  new  attached.   Attached  housing  types,  which  can  generally  be  more  affordable  and   lower  maintenance  than  single-­‐family  detached  homes,  may  provide   much   needed   new   housing   opportunities   for   La   Quinta’s   single-­‐ parents,  workforce,  and  seniors.     Boarding   houses,   senior   group   housing,   and   SRO   hotels   are   conditionally   permitted   in   the   CR   zone.   Emergency   shelters   are   permitted  in  all  commercial  zones.  The  City  does  not  regulate  supportive   or  transitional  housing  which  occurs  in  single  family  homes  and  includes  6  or   fewer  residents.  Transitional  and  supportive  shelters  for  7  or  more  that     HOUSING   II-­‐288   include   social   or   medical   services  are  permitted   in   residential   zones   with  the  same  permitting  requirements  as  similar  uses  in  those  zones.   Transitional   and   supportive   shelters   that   only   provide   housing   are   permitted  as  a  residential  use  and  only  subject  to  those  restrictions  that   apply  to  other  residential  uses  of  the  same  type  in  the  same  zone.     Table  II-­‐50   2013  Residential  Development  Standards   Development   Standard  RVL  RL  RC  RM  RMH  RH  RSP  RR   Min.  Lot  Size  for   Single-­‐Family       Dwelling   20,000  7,200  7,200    3,600  2,000  [A]  [C]   Min.  Project  Size  for   Multifamily  Projects  N/A  N/A  N/A  N/A  20,00 0   20,00 0  [A]  N/A   Min.  Lot  Frontage   for  Single-­‐Family   Dwellings  (ft)   100  60  60  50  40  N/A  [A]  [C]   Min.  Frontage  for   Multifamily  Projects  N/A  N/A  N/A  N/A  100  100  [A]  [C]   Max.  Structure   Height  (ft)  1  28  28  17  28  28  40  50  35   Max.  No.  of  Stories  2  2  1  2  2  3  4  2   Min.  Front  Yard   Setback  (ft)  30  20  20  20  20  20  [A]  [D]   Min.  Garage  Setback  N/A  20  20  20  20  20  [A]  [D]   Min.  Interior/Exterior   Side  Yard  Setback   (ft)   10/20  5/10  5/10  5/10  5/10  10/15  [A]  [D]     Min.  Rear  Yard   Setback  (ft)  30  20/10  10  15  15  20  [A]  [D]   Max.  Lot  Coverage   (%  of  net  lot  area)  40  50  60  60  60  60  [A]  [C]   Min.  Livable  Area   Excluding  Garage   (sf)   2,500  1,400  1,400  1,400   1,400   (MF:   750)   MF:   750  [A]  [C]   Min.  Common  Open   Area  N/A  N/A  N/A  30%  30%  30%  [A]  [C]   Min.  Perimeter   Landscape  Setbacks   (ft)   10/20  10/20  N/A  10/20  10/20  10/20  [B]  [C]   Source:  City  of  La  Quinta  Municipal  Code  2013   1  Within  150  feet  of  any  General  Plan  designated  Image  Corridor  is  17  feet  in  the  RC  zone  and  22   feet  in  other  zones.   [A]  Subject  to  a  specific  plan.   [B]  See  Section  9.90.040  of  the  Municipal  Code.   [C]  Dependent  upon  use  and  density.   [D]   Setback   criteria   shall   be   determined   based   on   the   existing   site   conditions   and   surroundings,  in  conjunction  with  the  guidelines  and  the  proposed  project  characteristics.     HOUSING   II-­‐289     Table  II-­‐51   2013  Permitted  Residential  Uses  by  Residential  Zoning  District   Land  Use   Residential  Zoning  District   Very   Low  Low  Cove  Medium   Medium   High  High   RVL  RL  RC  RM  RMH  RH   Conventional  Housing   Single-­‐Family   Detached    P  P  P  P  P  S   Duplex    S  S  S  S  P  P   Single-­‐Family   Attached    S  S  X  S  P  P   Condominium   Multifamily  S  S  X  S  P  P   Apartment   Multifamily    X  X  X  P  P  P   Mobile  Home  Park  C  C  C  C  C  C   Mobile  Home   Subdivision  and   Manufactured  Home   P  P  P  P  P  X   Resort  Residential    C  C  X  C  C  C   Special  Needs  Housing   Congregate  Living   Facility  (<6)  1  P  P  P  P  P  X   Congregate  Care   Facility  2  C  C  C  C  C  C   Emergency  Shelter  X  X  X  X  X  X   Guest  House    A  A  A  X  X  X   Residential  Care   Facility  (≥6)  5  P  P  P  P  P  P   Second  Unit  A  A  A  A  A  A   Second  Units   (multiple)  6  C  C  X  X  X  X   Senior  Citizen   Residence  (<6)    P  P  P  P  P  P   Senior  Group   Housing  (7+)  7  X  X  X  X  C  C   Single  Room   Occupancy  8  X  X  X  X  X  X   Supportive  and   Transitional  Shelter  X  X  X  C  C  C   Source:  City  of  La  Quinta  Municipal  Code  2008   P  =  Principal  use;  C  =  Conditional  use  permit;  M  =  Minor  use  permit;  S=  Specific  plan;  A  =  Accessory  use;  X  =   Prohibited  use   1  Single-­‐family  residential  facility  that  is  licensed  by  the  state  to  provide  living  and  treatment  facilities  on  a   monthly  or  longer  basis  for  six  or  fewer  developmentally  disabled  persons  or  six  or  fewer  persons   undergoing  treatment  for  alcohol  or  drug  abuse  and  that  is  permitted  in  single-­‐family  residences  by     HOUSING   II-­‐290   operation  of  state  law.     2  A  facility  providing  care  on  a  monthly  basis  or  longer  that  is  the  primary  residence  of  the  people  it  serves.  It   provides  services  to  the  residents  such  as  dining,  housekeeping,  security,  medical,  transportation  and   recreation.     5  A  residential  facility  licensed  by  the  state  to  provide  living  and  treatment  facilities  on  a  monthly  or  longer   basis  for  six  or  fewer  of  the  following:  wards  of  the  juvenile  court,  elderly  persons,  mentally  disordered   persons,  handicapped  persons  or  dependent  and  neglected  children.  Such  a  facility  is  permitted  in  all  types   of  residences  by  operation  of  state  law.     6  More  than  one  guest  house  or  second  residential  unit  may  be  permitted  on  a  lot  with  approval  of  a  CUP  in   the  Very  Low/Low  Density  zones.   7  A  residential  development  developed  or  substantially  renovated  for  and  occupied  by  seven  or  more  senior   citizens  (includes  senior  citizen  hotels,  retirement  hotels  and  senior  citizen  apartments).   8  A  residential  facility  that  is  rented  on  a  weekly  or  longer  basis  and  provides  living  and  sleeping  facilities  for   one  or  two  persons  per  unit.  Each  unit  contains  a  toilet  and  sink.  Shower,  kitchen,  and  laundry  facilities  may   be  shared.       Table  II-­‐52   2013  Permitted  Residential  Uses  by  Nonresidential  Zoning  District   Land  Use     Zoning  District   Regional   Commercial   Commercial   Park   Community   Commercial   Neighbor-­‐hood   Commercial   Tourist   Commercial   Office   Commercial   Major   Community   Facilities   Village   Commercial   CR  CP  CC  CN  CT  CO  MC  VC   Conventional  Housing   Single-­‐Family   Residential  S  X  X  X  X  X  X  V   Multifamily  Housing    AHO  AHO  AHO  AHO  AHO  AHO  AHO  AHO   Resort  Residential  S  X  C  X  C  X  X  X   RV  Rental/  Ownership   Parks  C  X  C  X  C  X  X  X   Special  Needs  Housing   Emergency  Shelter    P  P  P  P  P  P  P  P   Rooming/   Boarding  Housing    C  X  X  X  X  X  X  X   Senior  Group  Housing3  C  X  X  X  X  X  X  X   Single  Room   Occupancy  Hotel  4  C  X  X  X  X  X  X  X   Transitional  Shelter    C  X  X  X  X  X  C  X   Source:  City  of  La  Quinta  Municipal  Code  2012   P  =  Principal  use;  C  =  Conditional  use  permit;  M  =  Minor  use  permit;  S=  Specific  plan;  V  =  Village  Use  Permit;  A  =  Accessory  use;  X  =  Prohibited  use   Residential  over  commercial  mixed-­‐use  development  will  be  permitted  by  right  of  zone  in  the  CR,  CP,  CC,  CN,  CT,  and  CO  zones  (Program  1.5).  Residential  over  retail  is   already  permitted  in  the  VC  zone  with  a  Village  Use  Permit.   1  Multifamily  housing  includes  duplexes,  apartments,  and  other  types  of  housing  for  multiple  families.   3  A  residential  development  that  is  developed  or  substantially  renovated  for  and  occupied  by  seven  or  more  senior  citizens  (includes  senior  citizen  hotels,  retirement   hotels  and  senior  citizen  apartments).   4  A  residential  facility  that  is  rented  on  a  weekly  or  longer  basis  and  provides  living  and  sleeping  facilities  for  one  or  two  persons  per  unit.  Each  unit  contains  a  toilet  and   sink.  Shower,  kitchen,  and  laundry  facilities  may  be  shared.           HOUSING   II-­‐291   Density  Bonus   California   law   (Government   Code   Sec.   65915   et   seq.)   allows   for   an   increase  in  the  density  of  a  residential  development  when  a  developer   donates  land  or  constructs  affordable  housing  as  a  part  of  a  project.   The  City  updated  its  zoning  code  to  reflect  amendments  to  density   bonus  law  during  the  2006-­‐2013  planning  period.     A  density  bonus  of  20  percent  above  the  maximum  permitted  density   may  be  granted  if  a  project  includes  5  percent  of  the  units  at  rates   affordable  to  very  low  income  households  or  10  percent  of  the  units  at   rates  affordable  to  low  income  households.  If  10  percent  of  the  total   units   are   affordable   to   moderate   income   households   in   a   common   interest  development,  then  the  project  is  eligible  to  receive  a  5  percent   density  bonus.     In  addition,  a  sliding  scale  requires  additional  density  bonuses  above   the  base  20  percent.  The  maximum  density  bonus  is  35  percent  over   the   maximum   allowable   density   under   the   applicable   zoning   and   General  Plan  designation.  With  a  density  bonus,  allowable  residential   densities  range  from  2.7  units  per  acre  in  the  RVL  zone  to  32  units  per   acre  in  the  high  density  and  mixed-­‐use  zones  and  specific  plans.       Projects  that  are  restricted  to  senior  residents  are  also  eligible  to  a   density  bonus  of  20  percent  without  any  income-­‐restricted  units.  The   density  bonus  is  not  required  to  exceed  20  percent  and  is  not  subject   to   the   sliding   scale   mentioned   above   unless   a   minimum   number   of   income-­‐restricted  units  are  included.     Second  Unit  and  Guest  House/Employee  Quarter  Requirements   Second   units   are   independent   living   quarters   on   existing   home   lots   that   typically   provide   affordable   rental   opportunities   for   lower   and   moderate   income   households,   including   seniors,   disabled   persons,   single  parents,  domestic  employees,  and  extended  family  members.   Second   units   create   additional   housing   opportunities   on   already   developed  or  developing  parcels.  Second  units  are  often  referred  to  as   “casitas”  throughout  the  Coachella  Valley.     To   facilitate   affordable   housing   development   second   units   are   permitted  in  all  residential-­‐only  zones.  The  City  revised  its  Second  Unit   Ordinance  in  2007  to  remove  a  requirement  for  a  minor  use  permit  and   instead   permits   second   units   by   right   as   an   accessory   structure.   Additionally,  the  City  now  permits  the  construction  of  more  than  one   second  unit  with  the  approval  of  a  conditional  use  permit  in  the  Very   Low  and  Low  Density  Residential  zones.       HOUSING   II-­‐292     Conditions  on  the  second  unit  (or  units)  require  that  no  interest  in  the   second  residential  unit  may  be  sold  separately  from  the  remainder  of   the  property,  though  the  unit  may  be  rented;  that  the  lot  contain  an   existing  single-­‐family  dwelling  that  conforms  to  the  minimum  lot  size   requirement;  that  the  second  unit  is  no  larger  than  1,200  square  feet  or   30   percent   of   the   primary   home;   and   must   have   its   own   off-­‐street   parking  space.    More  than  half  of  the  single-­‐family  detached  homes   approved  in  La  Quinta  in  recent  years  include  a  second  unit  or  guest   house.     Guest   houses   are   detached   or   attached   units   with   sleeping   and   sanitary  facilities,  but  no  cooking  facilities.  Per  Municipal  Code  Section   9.60.100,   no   rent   may   be   charged   for   residency   or   stay   in   a   guest   house.  The  purpose  of  guest  houses  is  to  provide  free  on-­‐site  housing   for  relatives,  guests  and  domestic  employees.  This  type  of  second  unit   is  particularly  important  to  provide  housing  opportunities  for  the  City’s   extremely   low   income   workforce.   Similar   to   a   second   unit,   a   guest   house  may  not  exceed  30  percent  of  the  square  footage  of  the  primary   structure  and  must  conform  to  lot  coverage  requirements.  The  City  has   also  amended  its  zoning  code  to  remove  the  requirement  for  a  minor   use  permit,  and  to  allow  cooking  facilities  in  guest  houses,  similar  to   second  units.     Manufactured  Housing  Requirements   Manufactured   housing   and   mobile   homes   are   considered   housing   alternatives,   especially   for   serving   the   needs   of   lower-­‐income   households.  Manufactured  homes  and  mobile  home  subdivisions  are  a   permitted   use   in   any   residential-­‐only   zone   except   for   High   Density   Residential.  Manufactured  housing  on  a  single-­‐family  lot  must  obtain  a   minor  use  permit  by  approval  of  the  Planning  Commission  to  ensure   that  it  is  consistent  with  the  development  standards  in  single-­‐family   zones.       Parking  Requirements   Parking  requirements  in  the  City  of  La  Quinta,  shown  in  Table  II-­‐53,  are   typical   for   a   city   of   its   size   with   resort   oriented   characteristics.   Additionally,   the   parking   requirements   for   special   needs   uses   are   relatively   minimal   and   facilitate   the   construction   of   such   uses.   Reductions  required  parking  spaces  is  often  a  concession  granted  to   affordable   housing   developers   through   the   City’s   density  bonus   provisions.  Overall,  the  parking  requirements  do  not  directly  constrain   the  development  of  housing.         HOUSING   II-­‐293   The   City  is   currently   updating   the   Zoning   Ordinance   to   allow  the   reduction   or   modification   of   parking   requirements   associated   with   multi-­‐family  development.     Table  II-­‐53   Parking  Requirements  for  Residential  Uses   Land  Use  Minimum  Off-­‐Street   Parking  Spaces   Guest  Spaces   Single-­‐Family  Units   Single-­‐Family  Detached,   Single-­‐Family  Attached   and  Duplex     2  spaces  per  unit  in  a  garage   Tandem  garages  allowed  in   RC  zone     0.5  guest  space  per  unit  if   no  on-­‐street  parking  is   available     Townhome  2  spaces  per  unit  in  a  garage    0.8  guest  space  per  unit   Mobile  Home  Park    2  covered  spaces  per  unit   (tandem  permitted)   0.8  guest  space  per  unit   Multifamily  Units   Studio    1  covered  space  per  unit  0.5  guest  space  per  unit     One  Bedroom    1.2  covered  spaces  per  unit    0.5  guest  space  per  unit     Two  Bedrooms    2  covered  spaces  per  unit    0.5  guest  space  per  unit     Three  or  More  Bedrooms    3  covered  spaces  per  unit,   plus  0.5  covered  space  per   each  bedroom  over  three   0.5  guest  space  per  unit     Special  Needs     Guest  House/Employee   Quarters     1  covered  or  uncovered   space.  This  space  shall  not   be  tandem.       Second  Unit  1  covered  or  uncovered   space.  This  space  shall  not   be  tandem.       Senior  Group  Housing,   Senior  Citizen  Hotel,    and   Congregate  Care  Facility   5  covered  spaces  per  unit    0.5  guest  space  per  unit     Single  Room  Occupancy   Hotel   1  space  per  sleeping  room         Source:  City  of  La  Quinta  Municipal  Code  2008     Subdivision  Improvement  Requirements   The   City   maintains   subdivision   improvement   requirements   that   contribute  to  the  cost  of  housing.  In  many  cases,  a  developer  may  be   required  to  provide  any  or  all  of  the  required  improvements  within  a   subdivision  or  a  single  residential  project.  Although  the  provision  of   these   improvements   or   actions   required   to   meet   subdivision   requirements  may  cumulatively  add  costs  to  the  provision  of  housing,   they  are  not  considered  a  deterrent,  as  they  are  required  throughout   California  with   public   safety   as   the   underlying   factor.   Pertinent   improvements  include:       HOUSING   II-­‐294    Full-­‐width   street   improvements   for   all   internal   subdivision   streets  and  alleys  shall  be  installed,    Where  a  subdivision  borders  a  public  street,  the  developer  shall   provide   half-­‐width   right-­‐of-­‐way   improvements,  plus   one   additional  travel  lane  on  the  opposite  side  of  the  centerline  if  it   does  not  already  exist,    Additional   rights-­‐of-­‐way   or   easements   shall   be   provided   to   accommodate  roadway  slopes,  multi-­‐purpose  paths,  and  other   required  facilities,    Minimum  landscape  setback   widths   shall   be   20   feet   from   primary  arterial  streets,  10  feet  from  secondary  arterial  streets,   and  10  feet  from  collector  streets.    Local  streets  shall  be  a  minimum  of  60  feet  in  width  with  36–40   feet  curb  to  curb,  and  10-­‐12  feet  for  landscape  parkway  and  cul-­‐ de-­‐sacs  shall  be  a  minimum  width  of  50  feet  with  32–36  feet   curb  to  curb  and  7-­‐9  feet  for  landscape  parkway,    Private  streets  are  limited  to  36  feet  in  width  when  parking  is   double  loaded,  32  feet  when  single  loaded,    Sidewalks   are   required   to  be   provided   on   both   sides   of   the   street  within  public  rights-­‐of-­‐way  of  all  General  Plan  designated   arterial   and   collector   streets;   for   local   streets   in   residential   areas  and  in  areas  designated  rural  residential  overlay  where   densities  exceed  3  du/ac,    Transit  facilities  such  as  bus  turnouts  and  covered  bus  shelters   and  benches  are  required  if  a  bus  stop  occurs  adjacent  to  the   development   site,  on   General   Plan   designated   arterial   and   collector  streets,    street   width   transitions;   pavement   elevation   transitions  and   other  incidental  work  deemed  necessary  for  public  safety  may   be  required  immediately  adjacent  to  the  development  site,    Other  improvements  required  to  be  provided  by  the  developer   may  include  traffic  signs;  channelization  markings/devices;  street   name  signs;  medians;  and  mailbox  clusters,      The   developer  shall   provide   improvements   connecting   the   subdivision   to   the   domestic   water   supply   and   distribution   system  operated  by  the  Coachella  Valley  Water  District,  and  is   required  to  connect  to  an  existing  sewer  collection  system.     Local  Processing  and  Permit  Procedures   The   cost   of   holding   land   by   a   developer   during   the   evaluation   and   review  process  is  frequently  cited  by  builders  as  a  contributing  factor   to   the   high   cost   of   housing.   The   California   Government   Code   establishes  permitted  time  periods  for  local  agencies  to  review  and  act   upon   private   development   proposals.   Typical   local   development     HOUSING   II-­‐295   application  processing  times  identified  in  Table  II-­‐54  reflect  both  single-­‐   and   multifamily   uses.   Multifamily   projects   generally   have   shorter   processing   times   than   single-­‐family   tract   maps   because   Site   Development   Permits   are   approved   at   Planning   Commission,   while   tract  maps  have  to  go  to  City  Council  for  review.  State-­‐imposed  time   restrictions  are  identified  in  Table  II-­‐55.       Table  II-­‐54   Local  Development  Processing  Times   Item   Typical  Length  of  Time   From  Submittal  to  Public  Hearing   Minor  Use  Permit  1–2  weeks   Village  Use  Permit  9–12  weeks   Site  Development  Permit  8–10  weeks   Conditional  Use  Permit  9–12  weeks   Tentative  Tract  Map  10–12  weeks   Variance  8–10  weeks   Zoning  Amendments  or  Zone  Change  9–12  weeks   General  Plan  Amendment  12–16  weeks   Specific  Plan  12–16  weeks   Environmental  Documentation  Runs  with  application   Source:  City  of  La  Quinta  2008     Table  II-­‐55   State  Development  Processing  Time  Limits   Item  State  Maximum   General  Plan  Amendment  None   Zone  Change  None   Subdivision  Action  on  Tentative  Map  50  Days   Environmental  Documentation/CEQA     Review  of  Application  for  Completeness  30  Days   Determination  of  NEG  DEC  or  EIR   Requirement  1   30  Days   Completion  of  NEG  DEC  Requirement  105  Days   Certification  of  Final  EIR  1  Year   Source::  City  of  La  Quinta  2008   1  The  City  attempts  to  process  the  Negative  Declaration  so  that  it  runs  with  application     Site  Development  Permit   The   purpose   of   the   site   development   permit  process  is   to   review   detailed  plans  for  proposed  development  projects  to  ensure  that  the   standards  of  the  Zoning  Code,  including  permitted  uses,  development   standards  and  supplemental  regulations  are  satisfied.  If  the  proposed   project  is  part  of  a  previously  adopted  Specific  Plan,  the  review  and   approval  of  Site  Development  Permit  application  may  be  streamlined   as  called  for  in  the  Specific  Plan.  The  site  development  permit  process     HOUSING   II-­‐296   enables   the   Architecture   and   Landscape   Review   Committee   and   Planning  Commission  to  review  the  site  plan;  architectural,  lighting  and   landscape  plans;  related  development  plans;  and  sign  programs.  The   Architecture  and  Landscape  Review  Committee  is  a  technical  advisory   group   that   is   allowed   one   opportunity   to   make   design   recommendations,   but   they   cannot   establish   conditions   or   grant   approvals.  The  Planning  Commission  does  not  exercise  discretionary   review  over  the  proposed  land  use;  the  focus  on  the  Site  Development   Permit  is  on  issues  of  site  planning  and  design.     A  Site  Development  Permit  may  take  a  minimum  of  6  weeks  for  review,   but  the  process  could  take  as  long  as  almost  3  months,  if  unforeseen   complications  arise.  To  reduce  the  amount  of  time  required  for  plan   review,  the  City  provides  no-­‐cost  preliminary  project  review  to  give  the   applicant  information  on  City  requirements  and  project  feedback  prior   to  committing  to  the  application  process.  Preliminary  review  can  save   the   applicant   both   time   and   money,   making   the   proposed   development  more  cost  effective.     Minor  Use  Permit   The   only   residential   use   requiring   a   MUP   is   manufactured   housing   established   on   a   single-­‐family   lot.   Most   MUPs   are   administratively   approved  by  Planning  Department  staff.  On  rare  occasions,  the  project   may  be  reviewed  by  the  Planning  Commission  at  a  public  hearing  to   ensure  that  it  is  consistent  with  the  development  standards  in  single-­‐ family  zones.       Conditional  Use  Permit   A  conditional  use  permit  is  required  for  senior  group  housing  proposed   in  a  CR,  RMH,  or  RH  zones,  and  for  congregate  care  facilities  in  any   residential   designation.   The   CR   zone   also   permits   single-­‐family   residential   and   mixed-­‐use   office/residential   with   a   specific   plan   and,   multifamily  uses  and  SRO  uses  with  a  CUP.     The   requirement   for   a   CUP  requires  a   public   hearing   before   the   Planning  Commission.  However,  a  CUP  is  often  processed  concurrently   with  an  SDP;  therefore  no  additional  time  is  required  for  the  processing   of  the  CUP.       Typical  findings  required  to  approve  a  CUP  are  consistency  with  the   goals,  objectives,  and  policies  of  the  General  Plan,  consistency  with  the   Zoning   Code,   compliance   with   CEQA,  and   certification   that   the   proposed   project   is   neither   detrimental   to   the   health,   safety,   and   welfare  of  the  public  nor  injurious  to  adjacent  uses.  The  most  common     HOUSING   II-­‐297   specific   conditions   of   approval   relate   to   mitigating   environmental   impacts   such   as   erosion,  storm   water   runoff,   and   traffic.   These   conditions  are  necessary  to  protect  environmental  integrity  and  public   health   and   safety   and   are   not   considered   a   constraint   to   housing   development.   Discussions   with   affordable   housing   developers   have   consistently  indicated  that  the  City’s  CUP  process  does  not  inhibit  the   process  or  cost  of  building  affordable  housing.       Specific  Plan   Specific   plans   are   unique   regulations   designed   to   provide   more   flexibility  than  permitted  through  the  Municipal  Code.  The  processing   of  a  specific  plan  can  add  6  weeks  to  the  project  schedule.  However,   the   additional   entitlement   rights,   flexibility   in   design   and   use,   and   infrastructure  negotiations  obtained  through  the  specific  plan  process   generally  outweigh  the  impacts  of  the  additional  time  expenditure.     Specific  plans  must  be  reviewed  by  the  Planning  Commission  and  City   Council  at  a  public  hearing.  In  La  Quinta  specific  plans  are  adopted  by   resolution.  The  required  findings  for  approval  are  consistency  with  the   goals,  objectives,  and  policies  of  the  General  Plan;  certification  that  the   project   does   not   create   conditions   that   are   detrimental   to   public   health,  safety,  and  welfare;  and  proof  that  uses  are  compatible  with   nearby  uses  and  the  property  is  suitable  for  the  proposed  project.     The  City  allows  the  concurrent  processing  of  applications  to  accelerate   the  process.  For  example,  for  a  Specific  Plan  that  also  requires  a  CUP   both  permits  would  be  processed  at  the  same  time  so  no  additional   review   time   is   necessary.  The   City   also   provides  for     discounted   application  fees  when  multiple  applications  are  filed  concurrently.     Overall,  the  processing  periods  and  procedures  are  not  considered  a   constraint   to   the   production   of   housing   by   the   development   community.   The   City   processes   residential   projects   within   statutory   time  frames.  The  processing  period  is  actually  expedited  for  projects   within  adopted  specific  plan  areas,  as  environmental  review  has  been   conducted   and   standards   have   been   imposed,   e.g.,   exactions   and   payment  schedules,  design,  etc.,  for  the  entire  area  and  in  itself  does   not  significantly  impact  housing  construction  costs.     Village  Use  Permit   The  purpose  of  the  Village  Use  Permit  (VUP)  is  to  provide  the  City  with   an  opportunity  to  review  new  development  projects  proposed  in  the   Village  Commercial  (VC)  zone.  Any  potential  project  applicant  in  the   Village  area  has  the  option  to  file  a  preliminary  development  plan  to     HOUSING   II-­‐298   ascertain   anticipated   conditions,   requirements,   and   costs   associated   with  a  proposal.  The  preliminary  development  plan  process  is  free  of   charge   and   encouraged   as   a   means   of   providing   clarity   to   the   development  community.       All  uses  allowed  as  primary  uses  in  the  VC  zone  are  permitted  by  right.   The  VUP  is  not  a  review  of  the  actual  use,  rather  it  is  a  development   review  process  used  in  the  Village.  Residential  uses  are  permitted  in   the  VC  zone  with  a  VUP.  Most  projects  in  the  VC  zone  are  infill  and  are   exempt  from  CEQA  and  associated  fees,  thus  streamlining  the  process   and   reducing   development   costs.   The   Village   at   La   Quinta  Design   Guidelines  (Guidelines)  encourages  the  development  of  residential  and   mixed  uses  in  the  Village,  and  provides  a  greater  level  of  flexibility  for   the  applicant.  The  land  use  section  sets  forth  the  following  general   guidelines:      The  Village  shall  include  residential  mixes    Residential  uses  shall  locate  above  commercial  uses  in  common   buildings  or  may  be  in  stand-­‐alone  multifamily  buildings    Mixed  use  projects  are  not  subject  to  any  floor  area  ratio  or  lot   coverage  standards    Compact   groupings   are  encouraged   to   promote   pedestrian   mobility     The  Guidelines   provide   more   flexible   design   standards   and   do   not   contain  requirements  or  standards  that  constrain  the  development  of   affordable  or  market  rate  housing.       Village   Use   Permits   are   approved   at   regularly   scheduled   Planning   Commission  hearings.  Typical  findings  for  approval  include  consistency   with  the  City’s  General  Plan,  Zoning  Code,  CEQA,  Village  at  La  Quinta   Design  Guidelines,  and  a  determination  that  the  proposed  project  will   not  be  detrimental  to  public  health,  safety,  and  welfare  or  injurious  to   adjacent  uses.       Permitting  Mixed  Use  Development   Mixed  use  development  can  provide  a  lively,  walkable,  and  convenient   living  and  visiting  experience.  Mixed  Use  is  allowed  in  most  commercial   zones   in   the   City.  The   City   has   not   determined   any   conditions   of   approval   specific   to   mixed   use   development;   conditions   are   determined  on  a  case-­‐by-­‐case  basis,  reflecting  the  context  and  design   of   each   project.     Affordable   housing   developers   in   the   area   have   indicated  that  the  process  in  La  Quinta  has  not  posed  a  constraint  to   affordable  housing  projects.     HOUSING   II-­‐299     Development  and  Processing  Fees   Development  fees  set  by  the  City  and  other  regional  fees,  cover  the   costs  for  infrastructure,  environmental  protection,  public  services,  and   utilities   incurred   by   residential   development.   These   fees   impact   the   cost  of  housing,  and  may  therefore  reduce  the  ability  for  unassisted   market-­‐rate   housing   to   provide   units   affordable   to   low   income   households.     In  addition  to  City  fees  and  assessments,  developers  of  new  dwellings   will  be  obligated  to  pay  Multi-­‐Species  Habitat  Conservation  Plan  fees,   Fish  and  Game  fees,  Art  in  Public  Places  fees,  development  impact  fees   (Table   II-­‐56),   and   other   special   district   assessments   that   will   impact   residential   projects.   City   fees   either   pay   for   the   processing   of   an   application  or  the  funding  of  a  proportional  share  of  major  facility  fees   associated   with   delivery   of   essential   public   services   such   as   sewer,   water,  fire  protection,  stormwater  drainage,  and  parks.       Costs  associated  with  the  permitting  process  are  a  potential  constraint   to   the   development   of   low-­‐income   housing.  Table   II-­‐57  presents   an   overview  of  City  fees  for  an  average  1,500-­‐square-­‐foot  tract  home  with   a   two-­‐car   garage   in   a   low   density   subdivision   and   an   average   950-­‐ square-­‐foot   multifamily   home   with   a   two-­‐car   garage.  In   addition   to   these   fees,   all   residential   development   whether   in   La   Quinta   or   elsewhere  in  California  is  required  to  pay  the  State  mandated  school   impact  fee,  which  varies  from  year  to  year.  In  general,  for  residential   development,  the  school  impact  fee  is  approximately  $2.65  per  square   foot.  The  City  has  no  control  over  this  fee,  and  as  it  is  charged  in  all   cities,   it   cannot   be   considered   a   constraint   on   development   in   La   Quinta.       The  City  has  recently  overhauled  its  planning  fee  schedule,  and  also  has   joined  into  the  regional  Transportation  Uniform  Mitigation  Fee  (TUMF)   program   administered   through   CVAG.   These  fees   and   assessments   correspond  to  and   pay   for   the   cost   of   processing   various   types   of   applications,   as   shown   in  Table   II-­‐58.   However,   the   City   offers   a  75   percent   cost   reduction   on   fees   when   multiple   applications   are   simultaneously   processed,   such   as   for   a   specific   plan,   EIR,   and   development  agreement  running  concurrently  on  the  same  property.   In  such  a  case,  the  highest  fee  is  charged  in  full,  with  the  remaining   fees  charged  at  75  percent  discount.  The  City  is  also  now  tracking  its   applications  on  a  time  and  deposit  basis,  as  part  of  implementing  the   new  fee  schedule.       HOUSING   II-­‐300   While  the  fees  charged  by  the  City  add  to  the  cost  of  housing  and   therefore   are   a   constraint   to   the   provision   of   affordable   housing,   infrastructure   improvements   and   processing   must   be   paid.   A   comparison  of  the  City’s  fees  with  other  communities  in  the  Coachella   Valley   indicates   that   the   City   generally   charges   comparable   fees   to   other  cities.     Table  II-­‐56   Impact  Fees  Per  Unit  of  Development   Land  Use  Type  Development  Units  Fee   Residential  (SFD)  1  Dwelling  Unit  $6,894   Residential  (SFA)  2  Dwelling  Unit  $6,681   Residential  (MFA)  3  Dwelling  Unit  $5,030   Office/Hospital  1,000  SF    $5,379   General  Commercial  1,000  SF  $6,456   Tourist  Commercial  Room  $2,185   Golf  Courses  Acre  $957   Source:  City  of  La  Quinta  2008   1  Residential-­‐single-­‐family  detached,  fee  amount  expected  to  be  adopted  in  2010.   2  Residential-­‐single-­‐family  attached,  fee  amount  expected  to  be  adopted  in  2010.   3  Residential-­‐multi-­‐family  and  other       HOUSING   II-­‐301   Table  II-­‐57   Development  Fees  for  Typical  Single-­‐Family  and  Multifamily  Homes   Type  of  Fee   Cost  Per  Unit   Multifamily  1  Single-­‐Family  2   Building  Fees   Construction  $422  $591   Plan  Check  (Standard  Plan)  $616  $818   Mechanical  $69  $75   Plumbing  1  Bath  =  $120  2  Bath  =  $144   Electrical  $126  $176   Strong  Motion  Instrumentation  $5  $9   Grading  $20  $20   CVWD  Water/Sewer  Fee  $4,325  $4,325   TUMF*  $1,276.80  $1,837.44   Other  Fees  (Location)   Development  Impact  Fee  $5,030  $6,894  SFD   Multi-­‐Species  Habitat  Conservation  Plan  3    $521  $1,284     Fish  and  Game  Fee  (unfinished  lot)   Negative  Declaration–flat  $2,057  fee  $2,052  $2,052   Art  in  Public  Places  (Total  Value)  Based   on  project  valuation  charged  at  one-­‐ quarter  of  1  percent  of  anything  over   $200,000  or  $20  minimum   $20  $20   Quimby  fees  (if  in-­‐lieu  of  land   dedication—fee  payment  only  option  for   tracts  of  <50  lots/units)   Based  on  per-­‐acre   FMV  of  land   Based  on  per-­‐acre   FMV  of  land   Total    $13,326  $16,408   Source:  City  of  La  Quinta  2013   1  Calculated  on  a  950-­‐square-­‐foot  unit  for  both  8  units  per  acre  and  16  units  per  acre  on  a  one-­‐ acre  parcel.   2  Calculated  on  a  1,500-­‐square-­‐foot  home  for  both  single-­‐family  detached  and  single-­‐family   attached  at  3  units  per  acre  on  a  one-­‐acre  parcel.   3  $1,284/unit  at  0–8  DU/AC,  $521/unit  at  8.01–14  DU/AC,  and  $235/unit  at  >14  DU/AC   *Based  on  trips  generated  per  unit           HOUSING   II-­‐302   Table  II-­‐58   Planning  Department  Fee  Schedule    Item/Type  Permit  Base  Fee   General   Conditional  Use  Permit    General1    Amendment     $3,968   $1,859   Site  Development  Permit    Amendment*    Time  Extensions*   $5,577   $2,850   $1,359   Village  Use  Permit  $5,577   Minor  Use  Permit*  $200   General  Plan  Amendment  $6,149   Specific  Plan  $6,292   Specific  Plan  Amendments  $2,360   Temporary  Use  Permit*  $200   Variance  $1,359   Certificate  of  Zoning  Compliance*  $572   Change  of  Zone  $6,149   Zoning  Text  Amendment  $6,149   Sign  Permit*  $200   Sign  Program  -­‐  When  submitted  after  Site   Development  Permit  approval   $2,181   Land  Division   Parcel  Map    Waiver*    Amendment*    Revision*    Time  Extension*   $3,432   $1,216   $2,038   $2,038   $715   Subdivision    Tentative  Tract  Map    Tentative  Tract  Amendment    Time  Extension*     $5,577   $2,681   $787   Statutory  Condominium  Subdivision  $3,861   Certificate  of  Compliance*  572   Other  Permits  and  Fees   Appeals*  $1,573   Environmental  Assessment  $286   Development  Agreement  $1,859   Source:  City  of  La  Quinta  2013   *  =  Permit  usually  does  not  require  CEQA  review.         HOUSING   II-­‐303   Building  Codes  and  Enforcement   The   City   of   La   Quinta   has   adopted  the   following   State   Codes:   2010   California   Building   Code,   2010  California   Mechanical   Code,   2010   California  Plumbing  Code,  2010  California  Energy  Code,  and  the  2010   California   Electrical   Code.  In   addition,   the   City   enforces   the   2010   California  Code  Fire  Code,  Residential  Code,  and  Green  Code.  Starting   in  2014,  the  City  will  begin  enforcing  the  respective  2013  Codes.     Overall,  the  Building  Codes  adopted  by  the  City  of  La  Quinta  do  not   pose  any  special  constraints  on  the  production  or  cost  of  housing.  The   City  has  not  made  substantive  amendments  to  the  code  that  would   adversely  affect  housing.     The   City   of   La   Quinta   enforces   the   Housing   Code  which  provides   minimum   health   and   safety   standards   for   the   maintenance   of   the   existing  housing  supply.  These  standards  are  intended  to  provide  for   safe   and   sanitary   housing   that   is   fit   for   human   habitation.   The   enforcement  of  the  Housing  Code  is  normally  handled  on  a  complaint-­‐ response  basis.       The  most  common  housing-­‐related  problem  is  illegal  additions/garage   conversions.  Warnings  are  issued  with  a  referral  to  the  City  and  other   agencies  for  remediation  assistance.  The  Housing  Code  mandates  that   health   and   safety   deficiencies   be   corrected   in   accordance   with   construction  standards  that  were  in  effect  at  the  time  the  structure   was   built.   In   cases   where   property   owners   refuse   to   correct   deficiencies,  enforcement  of  the  Housing  Code  relies  on  civil  sanctions.     Constraints  to  the  Provision  of  Housing  for  Persons  with  Disabilities     State  law,  per  Senate  Bill  520,  requires  that  in  addition  to  an  analysis  of   special   housing   needs   for   persons   with   disabilities,   the   Housing   Element   must   analyze   potential   governmental   constraints   to   the   development,  improvement  and  maintenance  of  housing  for  persons   with  disabilities.  Programs  must  be  included  to  remove  constraints  to   providing  adequate  housing  for  persons  with  disabilities.       The  City  maintains  general  processes  for  individuals  with  disabilities  to   make   requests   for   reasonable   accommodation   through   the   Zoning   Code,   the   permit   processing  process,   and   building   codes.  The   City   integrated   a   reasonable   accommodation   process   into   its   Zoning   Ordinance  during  the  last  planning  period.         HOUSING   II-­‐304   The   updated   Zoning   Code   does   not   restrict   the   location   of   group   homes.  Group  homes  (congregate  care)  with  six  or  fewer  persons  are   permitted  by  right  in  all  residential  zones  except  High  Density;  group   homes  of  seven  or  more  are  permitted  with  a  conditional  use  permit  in   all   residential   zones   and   the   CR   zone.   Furthermore,   senior   group   homes  of  six  or  fewer  are  permitted  in  all  residential  zones.  Senior   homes  of  more  than  six  are  permitted  subject  to  a  CUP  in  the  RMH,  RH,   and  CR  zones.       The  Zoning  Code  also  includes  provisions  for  the  reduction  of  parking   requirements   for  affordable,   senior   and  special   needs   housing,   including   senior   and/or   group   homes,   if   a   project   proponent   can   demonstrate  a  reduced  need  for  parking.  The  City  also  enforces  ADA   standards  for  the  number  of  parking  spaces  required  for  persons  with   disabilities.       There   are   no   conditions   or   requirements   imposed   for   group   homes   that   would   affect   the   development   or   conversion   of   residences   to   meet  the  needs  of  persons  with  disabilities.  With  the  exception  of  the   minimum  age  requirement  established  by  the  federal  government,  the   conditions   for   senior   housing   in   both   residential   and   nonresidential   zones   do   not   affect   the   development   of   housing   for   persons   with   disabilities.       There   are   no  minimum   distance  standards  between   two   or   more   special  needs  housing  developments.     The  City  of  La  Quinta  has  adopted  the  2010  California  Building  Code,  as   well   as   the   2010  California   Mechanical,   Electrical,   Energy,  Fire,   Residential,  Green  and  Plumbing  Codes.  No  amendments  have  been   made  to  the  codes  that  would  diminish  the  ability  to  accommodate   persons  with  disabilities.  Starting  in  2014,  the  City  will  begin  enforcing   the  respective  2013  Codes.  There  are  no  restrictions  on  requests  for   retrofitting   of   homes   for   accessibility,   such   as   ramps   and   handrails.   Requests   for   such   retrofits   are   handled   as   any   other   minor   improvement   to   a   home   necessitating   a   building   permit,   with   the   exception  that  the  design  must  meet  all  applicable  standards  and  ADA   requirements,   and   is  reviewed  at   the   inspection   phase   for   conformance  to   construction   requirements.   Although   requests   for   retrofit  of  existing  homes  have  been  extremely  limited  in  the  past  few   years,  a  number  of  homes  advertised  for  resale  in  the  Cove  area  have   been   retrofitted   or   built   specifically   for   persons   with   physical   disabilities  and  are  described  as  such.       HOUSING   II-­‐305   The  public  review  process  for  the  approval  of  group  or  senior  homes  is   no   different   from   any   other   permitted   use   in   the   applicable   zone.   Where  a  group  or  senior  home  is  permitted  by  right,  no  public  hearing   is  required.  The  project  is  brought  to  the  Planning  Commission  if  a  CUP   is  required,  and  is  subject  to  consideration  and  approval  as  any  other   use  permitted  by  CUP.  Where  a  senior  group  home  may  be  requested   with  a  CUP  as  part  of  a  specific  plan  ,  the  use  would  be  considered  and   approved  within  the  established  public  hearing  process  as  part  of  the   total   specific   plan   and   subject   to   the   applicable   Zoning   Code   provisions.     Environmental  and  Infrastructure  Constraints   Development  of  new  housing  in  La  Quinta  will  continue  to  take  place   both  north  and  south  of  Highway  111.  Public  services  and  infrastructure   are  being  upgraded  and  expanded  within  the  City.  Major  flood  control   programs   have   been   funded   by   the   City  and  constructed   by  the   Coachella  Valley  Water  District  (CVWD)  for  the  protection  of  the  Cove   Area.  In  response  to  growth,  Desert  Sands  and  Coachella  Valley  Unified   School  Districts  operate  several  elementary  schools,  middle  schools,   and   high   schools   that   serve   La   Quinta   residents.   Three   Riverside   County  Fire  Department  stations  serve  the  City.     The  potable  water  system  in  the  City  is  operated  and  administered  by   CVWD.  The  sanitary  sewage  collection  and  treatment  system  in  the  City   is  operated  and  administered  by  CVWD,  which  extends  service  based   upon  approved  designs  and  improvements  constructed  by  the  private   developer.       The  City  of  La  Quinta  is  served  by  Southern  California  Gas  Company.   The   Southern   California   Gas   Company   has   indicated   that   the   future   supply   of   natural   gas   will   meet   demand   generated   by   additional   development  in  the  City.       Major  infrastructure  improvements,  including  full-­‐width  streets,  water   and  sewer  mains,  and  stormwater  systems,  are  the  responsibility  of   the   developer   to   install   with  any  development.   Developers   are   required   to   provide   parks   or   in-­‐lieu   fees   as   part   of  a  residential   development.   When   infrastructure   improvements   are   made   that   benefit  other  properties,  the  subdivider  is  reimbursed  from  the  area   fund  when  other  properties  in  the  area  are  developed.       HOUSING   II-­‐306   Opportunities  for  Energy  Conservation   The   City  has   adopted  a   comprehensive   Green  and  Sustainable  La   Quinta  Program  to  enhance  the  City’s  conservation  of  resources  and  to   reduce  environmental  impacts  of  existing  and  future  conditions.  This   program  will  allow  the  City  to  consider  a  wide  range  of  programs  that   will   address   energy,   water,   air   quality,   solid   waste,   land   use,   and   transportation.     Current  Regulations  and  Programs     Title  24  Regulations     On  a  regulatory  level,  the  City  enforces  the  State  Energy  Conservation   Standards  (Title  24,  California  Code  of  Regulations).  These  standards   incorporated   into   the   City’s   Building   Code   provide   a   great   deal   of   flexibility   for   individual   builders   to   achieve   a  minimum   “energy   budget”   through   the   use   of   various   performance   standards.   These   requirements  apply  to  all  new  residential  and  commercial  construction   as   well   as   remodeling   and   rehabilitation   construction   where   square   footage   is   added.   Compliance   with   Title   24   on   the   use   of   energy-­‐ efficient   appliances   and   insulation   has   reduced   energy   demand   stemming  from  new  residential  development.       Green  Building  Programs   The  two  most  prominent  green  building  programs  are  California  Green   Builder,  sponsored  by  the  California  Building  Industry  Association,  and   Leadership   in   Energy   and   Environmental   Design   (LEED),   which   is   sponsored  by  the  US  Green  Building  Council.  Both  programs  involve  a   third-­‐party  certification  process,  have  different  environmental  goals,   and  apply  to  different  types  of  development.     Green  Builder  is  a  voluntary  environmental  building  and  certification   program  for  residential  construction.  Certified  homes  will  incorporate   water-­‐efficient   landscaping   and   fixtures,   utilize   high   efficiency   insulation   and   ventilation   systems,   contain   environmentally   sound   building   materials,   initiate   waste   reduction   methods   during   construction,  and  be  15  percent  over  existing  Title  24  energy  efficiency   standards.       Green   Builder   has   an   existing   partnership   with   Imperial   Irrigation   District  (IID)  and  Burrtec  Waste  and  Recycling  Services  (Burrtec)  for   builder  and  homeowner  incentives.  IID  provides  efficiency  diagnostics,   inspections,  and  a  certification,  which  lead  to  financial  incentives;  and   Burrtec  provides  a  15  percent–30  percent  discount  to  builders  for  bin   removal  services.       HOUSING   II-­‐307     LEED  is  a  national  rating  system  for  green  buildings.  Primarily  focused   on  commercial  and  multifamily  residential  projects,  LEED  requires  the   developer  to  register  their  project  with  the  US  Green  Building  Council,   who  in  turn  reviews  the  project  for  conformance  and  assigns  points   based  upon  various  efficiency,  materials  quality,  and  design  factors.   Once   the   Council   has   reviewed   the   project,   it   issues   a   certification   based  upon  the  number  of  points  achieved  in  each  category.       City  Projects   The   City   has   undertaken   an   aggressive   series   of   green   building   programs  that  demonstrate  the  opportunities  available  to  reduce  the   overall   environmental   impact   of   new   developments.   The   Title   24   energy  efficiency  requirements  significantly  increase  the  overall  energy   efficiency  of  all  new  construction.     Vista  Dunes  Courtyard  Homes   Located  at  78-­‐990  Miles  Avenue  (just  west  of  Adams  Street),  the  Vista   Dunes   project  consists   of   80   courtyard-­‐oriented   single-­‐family   and   duplex  homes.     This  LEED  Platinum  certified  development  includes  photovoltaic  cells   to  generate  electrical  power.  This  feature  will  annually  save  $720  per   unit   in   electric   utility   costs.   Water   saving   improvements   will   reduce   water  usage  by  1,900,000  gallons  per  year  for  the  entire  project.  It  is   estimated  that  this  project  exceeds  Title  24  by  28  percent.  Some  of  the   units  will  exceed  Title  24  requirements  by  30  percent  or  more.     At  the  time  of  its  development,  Vista  Dunes  Courtyard  Homes  was  the   first   LEED   Platinum   certified   multifamily   affordable   housing   development  of  its  size  in  the  country.     The  City  maintains  a  photographic  history  of  the  project  and  produced   a  video  for  educational  purposes.  Further,  tenants  will  be  educated  on   energy  efficiencies  through  written  materials,  a  DVD  and  the  project   operator,  CORE  Housing  Management.     Wolff  Waters  Place  Housing  Project   This  development  exceeds  Title  24  requirements  by  24  percent  and  will   save  approximately  2,000,000  gallons  of  water  from  interior  water  use   alone.  Compliance  with  the  new  CVWD  Ordinance  will  further  reduce   exterior  water  use.       HOUSING   II-­‐308   The  project  is  LEED  certified  and  includes  solar  hot  water  for  laundry   buildings,   a   transit   friendly   location   with   a   bus   stop   and   shopping   within  walking  distance,  low-­‐water-­‐use  landscape  and  irrigation,  dual   flush  toilets,  low-­‐flow  water  fixtures,  energy-­‐efficient  lights,  ENERGY   STAR  appliances,  recycled  building  materials,  paint  with  low  volatile   organic  compounds,  reduced  construction  waste,  advanced  indoor  air   handling   systems,   underground   parking,   high   efficiency   air   conditioning  units,  and  a  tenant  training  program.       Greenhouse  Gas  Reduction  Plan   In   conjunction   with   the   adoption   of   its   2013   General   Plan,   the   City   adopted   a   Greenhouse   Gas   Reduction   Plan.   The   Plan   provides   residents,   business   owners   and   land   owners   with   a   broad   range   of   measures  designed  to  reduce  energy  use  and  the  use  of  fossil  fuels.   The  Plan  will  be  effective  in  reducing  costs  for  existing  homes  and  for   new   residential   development.   It   will   also   allow   changes   in   driving   patterns,   transit   use   and   other   measures   that   will   reduce   the   City’s   dependence  on  traditional  energy  sources.     Future  City  Programs/Actions   The  City  seeks  to  encourage  and  enforce  regulations  or  incentives  that   do  not  serve  as  constraints  to  the  development  or  rehabilitation  of   housing.  The  City  should  focus  on  measures  and  techniques  that  assist   the  occupant  in  reducing  energy  costs,  thereby  increasing  the  amount   of  income  that  can  be  spent  on  housing,  child  care,  health  care,  or   other  necessary  costs.       The   implementation   of   a   formal   Green   and  Sustainable  La   Quinta   Program   will   require   participation   of   many   city   departments   and   agencies.   Program   costs   could   include   energy   audit   upgrades   for   existing  facilities  and  buildings,  irrigation  and  landscape  modifications   to  City-­‐maintained  properties,  City  fleet  vehicles,  and  City  maintenance   equipment.     The  City’s  2013  General  Plan  includes  a  Livable  Community  Element  that   provides   direction   on   building   siting,   mixed   use   site   planning,   and   energy   reduction   techniques.   The   element   also   includes   a   suite   of   policies   and   programs   designed   to   lower   energy   costs,   promote   healthy  living,  and  encourage  high  quality  design.     Under   the   direction   of   the   City   Manager’s   Office,  Community   Development  and   Community   Services  Department   staff   play   an   instrumental  role  in  educating  the  community  on  water  conservation   programs  and  resources.       HOUSING   II-­‐309     Energy  Conservation  Partners     In  developing  a  better  La  Quinta  the  City  cannot  be  successful  without   a   sound   relationship   with   Coachella   Valley   Water   District,   Imperial   Irrigation   District,   Southern   California   Gas,   Burrtec   Waste   and   Recycling  Services,  Sunline  Transit  District,  Coachella  Valley  Association   of  Governments,  SCAG,  and  other  entities.  Additionally,  many  of  the   areas   of   concern,   such   as   air   quality   and   regional   transportation,   cannot   be   addressed   without   strong   regional,   state   and   federal   programs.     Utility  Programs   The   City   of   La   Quinta   has   a   strong   working   relationship   with   the   Imperial   Irrigation   District   (IID).   IID   is   proactive   in   creating   energy   savings  via  conservation  programs,  product  rebates,  and  general  tips.   IID  indicates  that  an  average  home  owner  can  reduce  energy  use  by  10   percent  more  by  taking  advantage  of  IID  programs.  IID  offers    rebate   programs  on   the   purchase   of   higher   efficiency   air   conditioning   units,the  purchase  of  high  efficiency  refrigerators,  and  programmable   thermostats.   Additionally,   product   rebates   are   offered   on   ENERGY   STAR  equipment  such  as  home  and  office  electronics.  IID  also  offers   free  in-­‐home  energy  audits  to  its  residential  customers.     IID  also  provides  commercial  programs  such  as  audits  for  both  older   facilities  and  new  construction;  for  new  construction,  IID  offers  design   assistance.  Rebate  programs  have  been  offered  for  solar  panels  and   energy-­‐efficient  motors.           HOUSING   II-­‐310   HOUSING  RESOURCES   The  City’s  RHNA  is  364  units  for  the  2014–2021  planning  period.  The   RHNA  includes  housing  planning  goals  for  four  different  income  and   affordability  levels:  very  low,  low,  moderate,  and  above  moderate.  The   City’s  RHNA  by  affordability  level  is  91  units  of  housing  affordable  to   very  low  income  households,  61  affordable  for  low  income  households,   66  affordable   for   moderate   income   households,   and  146  above   moderate  income  units.     California   housing   element   law   allows   local   governments   to   obtain   credit  toward  its  RHNA  housing  goals  in  three  ways:  constructed  and   approved  units,  vacant  and  underutilized  land,  and  the  preservation  of   existing  affordable  housing.  The  City  will  rely  on  the  construction  of   new  units  on  vacant  lands  to  meet  its  housing  needs  between  2014  and   2021.     Constructed  and  Approved  Housing  Units   During   the   2014-­‐2021   planning   period,   the   City   anticipates   the   rehabilitation   and   expansion   of   the   Washington   Street   apartments.   This  project,  which  currently  provides  72  affordable  housing  units,  is   planned  to  expand  by  constructing  an  additional  68  units  affordable  to   very   low   income   seniors.  Of   these   68   units,   26   are   planned   for   extremely  low  income  households.  The  project  has  been  entitled,  and   is   securing   tax   credit   financing   in   2013.   Construction   is   expected   to   begin  in  2014.     Coral   Mountain   Apartments  consists   of  176   units,   of   which   36   are   proposed  to  be  affordable  to  very  low  income  households,  138  to  low   income  households,  and  2  units  will  be  affordable  to  moderate  income   households.  The   apartments   will   be   completed   in   2014,   early   in   the   2014-­‐2021  planning  period.     With  the  construction  of  these  two  projects,  the  City  will  meet  all  of  its   RHNA   requirements   for   very   low   and   low   income   households.   The   projects  will  result  in  the  construction  of  104  very  low  income  units  (13   more  than  the  RHNA),  and  138  low  income  units  (72  more  than  the   RHNA).       As   discussed   earlier   in   this   Element,   current   conditions   in   the   real   estate  market  make  it  possible  for  a  moderate  income  household  to   afford  market  rate  housing.  Further,  the  rental  market  offers  a  broad   range  of  units  at  rental  rates  of  up  to  $1,285  per  month.    Table  II-­‐59     HOUSING   II-­‐311   demonstrates   the   affordability   of   market   rate   rentals   and   home   purchases  in  La  Quinta  for  a  moderate  income  four  person  household.     Table  II-­‐59   Affordability  of  Housing  2013    Ownership  Rental     Median  Existing   Single  Family   Purchase  Price     $330,000     N/A     Mortgage  Costs   (PITI)     $1,762  N/A   Rental  Rate  N/A  $1,285   30%  of  Moderate   Household  Income   $1,950  $1,950   Affordability   Gap/Overage   $188  $665     As  shown  in  the  table,  the  rental  and  resale  market  can  accommodate   some  of  the  City’s  expected  moderate  income  households  during  the   2014-­‐2021  planning  period.  Altogether,  the  City  has  a  moderate  income   RHNA   of   66.   Two  units   will   be   available   for   moderate   income   households  at  the  Coral  Mountain  Apartments,  and  market  rate  rentals   and   resales   will   likely   address   the   remaining   need.   The   City   had   a   vacant  rental  and  ownership  inventory  of  1,660  units  (see  Table  II-­‐12)  in   2010.   The   DOF   estimates   a   similar   vacancy   rate   in   2013.   There   is   therefore  considerable  inventory  available  to  meet  the  City’s  moderate   and  above  moderate  income  RHNA  of  180  units.  The  inventory  of  sites   includes   additional   parcels   (see   below)   that   could   accommodate   moderate  income  housing.     With  the  elimination  of  Redevelopment  by  the  State,  the  City’s  ability   to   provide   affordable   housing   in   the   future   has   essentially   been   eliminated.  Given  the  City’s  active  participation  in  affordable  housing   projects,  this  loss  will  be  difficult  to  fill.  The  affordable  housing  needs   of  the  community  will  forcibly  require  third  party  investment,  whether   from  governmental  or  private  sector  sources.                   HOUSING   II-­‐312       Table  II-­‐60   Constructed,  Approved,  and  Pending  Residential  Projects       Project   Very   Low  Low  Moderate   Above   Moderate  Total   Market  Rate  Projects   Above  Moderate   Income  Projects  1  0  0  0  4,752  4,752   Income-­‐Restricted  Projects   Coral  Mountain   Apartments  36  138  2  0  176   Washington  Street   Apartments  2  68  0  0  0  68   Total   Constructed/Approved   Projects  104  138  2  4,752  4,996   2006–2014  RHNA  91  61  66  146  364   Balance  of  RHNA   Allocation  (13)  (77)  64  (4,683)  64   Source:  SCAG  RHNA,  City  of  La  Quinta   1  Based  on  vacant  land  available  in  the  Low  Density  Residential  General  Plan  category.   2  The  units  shown  are  new  units  and  are  in  addition  to  72  existing  units  that  will  be      rehabilitated  as  a  part  of  the  project.       Available  Land  for  Housing     With  the  previously  described  housing  production  credits,  the  City  of   La   Quinta   has   a   remaining   unmet   RHNA   of  64   units   for   moderate   income  households.  The  Housing  Element  must  identify  available  sites   within  the  City  that  can  accommodate  the  remaining  unmet  RHNA.       The  land  inventory  includes  an  analysis  of  the  realistic  capacity  of  the   sites.   An   evaluation   of   zoning,   densities,   market   demand,   record   of   affordable  housing  development,  and  financial  feasibility  will  establish   the  ability  of  available  sites  to  provide  housing  for  all  income  levels.     Available  Vacant  Land     The   vacant   land   inventory   only   includes   parcels   that   the   City   has   identified   as   having   the   potential   to   develop   during   the  2014-­‐2021   planning  period.  Additional  vacant  sites  are  located  in  the  City,  but  are   not  assumed  to  have  the  potential  to  satisfy  the  current  RHNA.  The   development  potential  for  Village  Commercial  (VC)  sites  is  assumed  to   be  improved  through  logical  consolidation  with  adjacent  vacant  lots.   The  City  will  encourage  and  facilitate  lot  consolidation  in  this  district   through  incentives  provided  in  Programs  1.5  and  3.5.  The  City’s  flexible     HOUSING   II-­‐313   development  and  use  standards  further  facilitate  the  development  of  a   range  of  housing  types.       Table   II-­‐61  provide   a   summary   and   illustration   of   the   vacant   land   development  potential  within  the  City.  All  these  sites  were  included  in   the  City’s  inventory  for  the  2006-­‐2013  planning  period,  but  were  not   utilized.       Table  II-­‐61   Vacant  Land  Inventory   Map   Key   Owner  APN  Acres     Existing   GP/Zoning   Projected   Density   Projected   Yield   RMH  Sites    14.0      280   1  1  AH  646-­‐ 070-­‐013  14.0  DR/RMH(AH O)  20  280                        Village  Sites   2a  X   770-­‐122-­‐ 015  0.1  VC/VC  14  1   2b  Y   770-­‐122-­‐ 014  0.1  VC/VC  14  1   2c  Y   770-­‐122-­‐ 013  0.1  VC/VC  14  1   2d  Z   770-­‐122-­‐ 012  0.1  VC/VC  14  1   2e  Z   770-­‐122-­‐ 011  0.1  VC/VC  14  1   2f  Z   770-­‐122-­‐ 010  0.1  VC/VC  14  1   2g  AA   770-­‐122-­‐ 009  0.1  VC/VC  14  2      Site  2  Subtotal   0. 5      8   3a  AB   770-­‐152-­‐ 005  0.1  VC/VC  14  2   3b  AB   770-­‐152-­‐ 006  0.1  VC/VC  14  2   3c  AC   770-­‐152-­‐ 007  0.1  VC/VC  14  2    Site  3  Subtotal  0.34      6   4  AD   770-­‐155-­‐ 001  0.40  VC/VC  14  6   5a  AE   770-­‐156-­‐ 007  0.23  VC/VC  14  3   5b  AF   770-­‐156-­‐ 006  0.28  VC/VC  14  4   5c  AG   770-­‐156-­‐ 010  0.39  VC/VC  14  5   5d  AG  770-­‐181-­‐0.36  VC/VC  14  5     HOUSING   II-­‐314   Table  II-­‐61   Vacant  Land  Inventory   Map   Key   Owner  APN  Acres     Existing   GP/Zoning   Projected   Density   Projected   Yield   009    Site  5  Subtotal  1.26      18   6a  M  73-­‐101-­‐013  0.7  VC/VC  14  10   6b  N   773-­‐094-­‐ 013  0.6  VC/VC  14  8   6c  N   773-­‐094-­‐ 004  0.1  VC/VC  14  1   6d  N   773-­‐094-­‐ 003  0.1  VC/VC  14  1   6e  N   773-­‐094-­‐ 002  0.1  VC/VC  14  1   6f  N   773-­‐094-­‐ 001  0.1  VC/VC  14  1   Site  6  Subtotal  1.6      24   7a  O  73-­‐072-­‐019  0.3  VC/VC                                                          14  5   7b  P   773-­‐072-­‐ 005  0.1  VC/VC  14  1   7c  P   773-­‐072-­‐ 027  0.1  VC/VC  14  1   7d  P   773-­‐072-­‐ 026  0.1  VC/VC  14  1   7e  P   773-­‐072-­‐ 025  0.1  VC/VC  14  2   7f  P   773-­‐072-­‐ 024  0.1  VC/VC  14  2   7g  P   773-­‐072-­‐ 023  0.1  VC/VC  14  1   7h  P   773-­‐072-­‐ 022  0.1  VC/VC  14  1   7i  P  73-­‐072-­‐021  0.1  VC/VC  14  1   7j  Q   773-­‐073-­‐ 004  0.1  VC/VC  14  2   7k  R   773-­‐073-­‐ 005  0.1  VC/VC  14  2   7l  S   773-­‐075-­‐ 008  0.1  VC/VC  14  2   7m  S   773-­‐075-­‐ 009  0.1  VC/VC  14  2   7n  T  73-­‐077-­‐014  0.8  VC/VC  14  11   7o  M  73-­‐077-­‐013  0.4  VC/VC  14  5   Site  7  Subtotal  2.7      38   8a  U   773-­‐078-­‐ 005  0.1  VC/VC  14  2   8b  V   773-­‐078-­‐ 006  0.1  VC/VC  14  2   8c  V  773-­‐078-­‐0.1  VC/VC  14  2     HOUSING   II-­‐315   Table  II-­‐61   Vacant  Land  Inventory   Map   Key   Owner  APN  Acres     Existing   GP/Zoning   Projected   Density   Projected   Yield   007   8d  W   773-­‐078-­‐ 016  0.1  VC/VC  14  2   8e  W   773-­‐078-­‐ 017  0.1  VC/VC  14  2   Site  8  Subtotal  0.6      8    Total  All  Sites  21.4      388     Site  Adequacy  Analysis   The   sites   shown   in  Table   II-­‐43,  above,   all   accommodate   residential   development  at  various  densities.  Site  1  is  residentially  designated,  and   benefits   from   the   Affordable   Housing   Overlay,   which   increases   its   density  potential  (please  see  below).       During   the   previous   planning   period,   residential   development   in   La   Quinta  was  built   at   or   near   the   maximum   allowable   densities.   For   example,   development   in   the   RM   zone   generally   occurred  at   the   maximum  density  of  8  units  per  acre  or  above  through  density  bonus   provisions.  Centerpointe,  an  approved  224-­‐unit  project    will  be  built  at   densities  of  7.6  units  per  acre  in  the  RM  zone.  Older  examples  include   the  Miraflores  Apartments,  which  were  constructed  at  a  density  of  11.2   units   per   acre   in   the   RM   zone   in   2003.   In   2004,   Hadley   Villas   Apartments  were  developed  at  a  density  of  7.8  units  per  acre  in  the  RM   zone.  In  2001,  the  Aventine  Apartments  were  constructed  at  a  density   of  14.3  units  per  acre  in  the  RH  zone.  In  2004  Silverhawk  Apartments   were  constructed  in  the  VC  zone—which  currently  permits  residential   projects  up  to  16  units  per  acre,  with  the  potential  for  24  units  per  acre   if  the  Affordable  Housing  Overlay  is  applied—at  a  density  of  19.3  units   per   acre   under   density   bonus   provisions.   The   Silverhawk   project   provides  214  units,  14  of  which  are  located  above  9,435  square  feet  of   retail  space.       Restricted-­‐affordable  projects  such  as  Wolff  Waters  Place  was  built  at   14.7  units  per  acre.     Although  the   Washington   Street   Apartments   expansion   and   Coral   Mountain   Apartments   construction   will   exceed   the   City’s   RHNA   for   very  low  and  low  income  households,  and  current  economic  conditions   allow  moderate  income  households  to  afford  market  rate  rental  and   resale   properties,,   additional   sites   have   been   identified   to   increase   residential  development  potential.       HOUSING   II-­‐316     Based  on  these  existing  development  trends,  vacant  sites  are  assumed   to  build  out  at  densities  near  or  at  the  maximum  density  permitted  in   each  zone  during  the  planning  period.  Unit  yield  projections  for  vacant   sites  do  not  include  a  density  bonus  or  second  units.     Environment  and  Infrastructure  Analysis   None  of  the  parcels  identified  in  the  vacant  land  inventory  are  located   in   areas   of   topographic  constraint   or   have   known   environmental   hazards.     The  sites  identified  in  the  vacant  land  inventory  are  adjacent  to  existing   urbanized   development   and   are   within   service   hook-­‐up   distance   of   existing  water  and  sewer  systems.  According  to  the  latest  Coachella   Valley  Water  Management  Plan  (2002),  the  implementation  of  water   conservation,   groundwater   recharge,   and   water   source   substitution   management  strategies  will  ensure  that  adequate  water  resources  are   available  to  existing  and  future  residents  of  La  Quinta.       Capacity  Analysis   The  City  will  meet  its  RHNA  for  very  low  and  low  income  households   with  the  construction  of  the  Washington  Street  Apartment  expansion   and   the   Coral   Mountain   Apartments.   Further,   the   Coral   Canyon   Apartments  will  provide  two  units  for  moderate  income  households.   This  leaves  a  RHNA  need  of  64  units  for  moderate  income  households.   As   described  above,   the  median  sales   price   for   a  resale  home   was   approximately  $330,000  and  the  highest  rent  for  an  apartment  unit   was   approximately   $1,285  per   month.   In   comparison,   the   maximum   affordable  sales  price  for  a  moderate  income  family  of  four  is  $328,900   and  the  maximum  affordable  rent  for  a  moderate  income  couple  is   $1,560  per  month.  Moderate  income  households,  therefore,  can  afford   to  rent  in  the  City,  and  are  able  to  afford  purchasing  resale  homes  that   are   lower   than   the   median   price   currently.   Some   moderate   income   households,   especially   one   and   two   person   households   or   larger   families,  will  need  assistance  to  purchase  a  home.     The  subsidy  can  be  provided  by  affordable  housing  developers,  which   have  constructed  thousands  of  affordable  units  in  La  Quinta  and  the   Coachella  Valley  in  the  past.  Affordable  housing  developers  often  have   access  to  government  funds,  grants,  and  tax  subsidies  that  market-­‐rate   developers   do   not.   Additionally,   affordable   housing   developers   are   driven   by   the   goal   of   providing   affordable   housing   rather   than   maximizing  profit.  Affordable  housing  developers  still,  however,  seek  a   lower  internal  rate-­‐of-­‐return.     HOUSING   II-­‐317     General  proforma  analyses  were  conducted  using  land  costs  ($75,000– $150,000   per   acre   outside   of   the   City’s   developed   center   and   approximately   $1   million   in   the   Village   area)   and   construction   costs   ($150   per   square   foot   according   to   affordable   housing   developers   contacted  in  the  preparation  of  this  Update)  to  estimate  the  capacity   of  land  in  La  Quinta  to  support  affordable  housing.  The  results  indicate   that   homeownership   products   will   remain   available   to   moderate   income  households  without  a  very  large  subsidy.  The  developers  of   ownership  projects  require  financial  returns  through  the  one-­‐time  sale   of  the  housing  units.       A   generally   accepted   minimum   project   size   for   affordable   housing   development  is  50  units.  Like  their  higher  density  counterparts,  lower   density   sites   able   to   accommodate   50   units   are   eligible   for   funding   mechanisms  such  as  Low  Income  Housing  Tax  Credits  (LIHTCs),  a  type   of   restricted   development   that   must   meet   strict   size   and   amenity   guidelines   to   compete   for   funding.   High   density   is   also   not   a   determining  factor  in  obtaining  other  resources,  such  as  HOME  funds   and  Community  Development  Block  Grant  program  funding.  The  RM   and   RMH   sites  identified   in  Table   II-­‐61  above,  would   both   allow   a   minimum  project  size  consistent  with  these  requirements.     Financial  and  Regulatory  Subsidies     A  subsidy  can  be  financial  or  regulatory  in  nature.  Financial  subsidies   are   found   in   federal,   state,   local,   and   private   programs   and   organizations   focused  on   the   production   of   affordable   housing.   Developers  in  La  Quinta  use  and  leverage  many  sources  of  financial   assistance.  Projects  may  seek  funding  from  Low  Income  Housing  Tax   Credits,   tax-­‐exempt   bonds,   Community   Development   Block   Grants,   HOME   funds,   other   HUD   grant   programs,   and   commercial   banking   resources.       Regulatory   subsidies   can   take   many   forms,   including   fee   waivers   or   deferrals,   flexible   development   standards,   and   increased   densities.   Higher   densities   generally   increase   the   financial   feasibility   of   a   residential  project  as  a  developer  is  able  to  sell  more  housing  units  on   the  same  amount  and  cost  of  land  (even  with  slightly  lower  sales  prices   associated  with  smaller,  attached  units).       The   City’s   vision   recognizes   the   importance   of   providing   affordable   housing  for  its  residents  and  employees.  Accordingly,  the  City  supports   affordable   housing   development   through   financial   and   regulatory   subsidies   and   permits  densities   up   to   24   units   per   acre  with   the     HOUSING   II-­‐318   Affordable  Housing  Overlay  (higher  densities  are  permitted   through   density  bonus  provisions).  The  City  is  thereby  able  to  achieve  both  the   goal   of   maintaining   lower   density   community   character   while   also   producing  its  fair  share  of  affordable  housing.     Vacant  Land  Opportunities   In  the  last  decade  the  City  has  established  a  strong  record  of  providing   assistance  to  affordable  multifamily  housing  projects  (townhomes  and   apartments),   ranging   in   density   from   7.8   to   over   20   units   per   acre.   Single-­‐family  detached  assisted  housing  was  also  developed,  with  City   assistance,  at  densities  as  low  as  4.4  units  per  acre  and  up  to  7.8  units   per  acre.       La  Quinta  is  able  to  achieve  market-­‐driven  moderate  income  housing   through  the  relative  affordability  of  land,  the  local  market  demand  for   lower  maintenance  housing  types,  the  depressed  state  of  the  housing   market,  and  reasonable  development  impact  and  entitlement  fees.  La   Quinta   has   a   solid   record   of   working   with   local   nonprofits   and   affordable  housing  developers  to  accommodate  the  housing  needs  of   its  lower  income  residents.  The  vacant  land  inventory  provides  the  City   and  affordable  housing  developers  with  a  map  of  opportunity  areas.       The  moderate  income  housing  need  can  be  met  without  any  mixed-­‐use   development.   However,   the   City   recognizes   that   mixed-­‐use   developments   will  play   a   role   in   moderate   and   above   moderate   housing   opportunities   in   the   future.   Both   the   General   Plan   and   the   Zoning   Ordinance   have   been   modified   to   encourage   Mixed   Use   development.  Because  of  the  current  economy,  however,  there  has   been  no  such  development  proposal  constructed  in  the  City.  Mixed   Use  properties  are  therefore  not  included  in  this  inventory.           HOUSING   II-­‐319   PRESERVATION  OF  AT  RISK  UNITS   State  Government  Code  requires  that  localities  identify  and  develop  a   program  for  their  Housing  Elements  for  the  preservation  of  affordable   multifamily   units   assisted   under   various  federal,   state   and   local   programs.   In   the   preservation   analysis,   localities   are   required   to   provide  an  inventory  of  assisted,  affordable  units  that  are  eligible  to   convert  to  market  rate  within  five  years  of  the  end  of  the  planning   period  (2026).  Income-­‐restricted  housing  units  sometimes  change  to   market  rate  due  to  expiration  of  subsidies,  mortgage  prepayments,  or   expiration  of  affordability  restrictions.       The  earliest  possible  date  of  conversion  for  any  of  the  City’s  restricted   multifamily   housing   stock  is   2024   for   the   45   very   low   and   46   low   income   units   at   Seasons   Senior   Apartments.   An   inventory   of   all   assisted  multifamily  projects  is  provided  in  Table  II-­‐62.     Table  II-­‐62   Assisted  Multifamily  Project  Inventory   Project   Earliest   Date  of   Conversion   Very   Low  Low  Moderate   Above   Moderate  Total   Aventine   Apartments  2056  0  10  10  180  200   Hadley  Villas   Senior   Apartments  2059  81  0  0  0  81   Miraflores   Senior   Apartments  2029  35  83  0  0  118   Seasons   Senior   Apartments  2024  45  46  0  0  91   Vista  Dunes   Courtyard   Homes  2063  79  0  1  0  80   Washington   Street   Apartments   1  2066  72  0  0  0  72   Wolff   Waters   Place  2065  216  0  2  0  218   Total  N/A  528  139  88  305  1,060   Source:  City  of  La  Quinta   1  The  existing  73  units  will  be  rehabilitated.  Covenants  for  the  entire  project  will  run  for  55  years   (2066).     HOUSING   II-­‐320     Maintenance   of   the   at-­‐risk   housing   units   as   affordable   will   depend   largely  on  market  conditions,  the  status  of  HUD  renewals  of  Section  8   contracts,  and  the  attractiveness  of  financial  incentives,  if  warranted.   The  cost  to  replace  the  91  units  at  the  Seasons  Apartments  will  vary   based  on  the  timing  of  replacement  and  the  economic  conditions  in   the   region.   The   Building   Industry   Association   estimates   that   new   multiple-­‐family  projects  cost  $125  to  $130  per  square  foot.  Using  the   average   square   footages   of   1,000  square   feet,   the   building   replacement  cost  would  be  $11.83  million  dollars.       Perhaps  the  most  effective  means  for  preserving  affordable  units  at   risk   of   conversion   to   market   rates   units   would   be   the   transfer   of   ownership.   A   nonprofit   housing   corporation  could   purchase   the   project,  rehabilitate  it  using  Low  Income  Housing  Tax  Credits,  and  then   extend  the  affordability  controls.  Qualified  entities  who  could  take  on   these  projects  include  Habitat  for  Humanity  and  the  Coachella  Valley   Housing  Coalition,  both  of  whom  have  been  actively  participating  in   affordable  housing  projects  in  the  City.  The  City  could  facilitate  this   effort   through   a   reduction   in   building   permit   fees,   impact   fees,   or   other   indirect   assistance.     However,   because   of   the   elimination   of   redevelopment,  the  City  will  be  unable  to  consider  the  purchase  of   these  properties,  and  will  have  to  rely  on  third  party  private  sector   involvement   for   the   preservation   of   these   units.   Program  H-­‐2.3.c   addresses  the  preservation  of  these  units.     HOUSING   II-­‐321   GOALS,  POLICIES,  AND  PROGRAMS     The  following  goals,  policies,  and  programs  set  forth  a  comprehensive   housing  plan  for  the  City  of  La  Quinta  during  the  2014-­‐2021  planning   period.     Adequate  Sites  for  Housing     GOAL  H-­‐1     Provide   housing   opportunities   that   meet   the   diverse   needs   of   the   City’s  existing  and  projected  population.     v Policy  H-­‐1.1     Identify   adequate   sites   to   accommodate   a   range   of   product   types,   densities,  and  prices  to  address  the  housing  needs  of  all  household   types,  lifestyles,  and  income  levels.      Program   1.1.a:  To   address   the   City’s   RHNA   allocation   for   extremely  low  income  households,  26  of  the  68  new  units  at   the   Washington   Street   Apartments   will   be   designated   for   extremely   low   income   households.   The   additional   19   units   identified   in   the   RHNA   will   be   given   priority   either   at   Washington  Street  Apartments,  or  at  projects  on  sites  identified   in  the  Vacant  Land  Inventory  (Table  II-­‐43).     § Objective:   Encourage   the   provision   of   45   extremely   low   income  units  in  new  projects  during  the  planning  period.   § Timing:   2015   for   26  units,   2015-­‐2021   as   projects   are   constructed  for  19  units   § Funding   Source:   Private   Funding,   Tax   Credit   Financing,   Other  sources  as  identified   § Responsible  Agency:  Planning  Department     v Policy  H-­‐1.2   Focus   housing   growth   within   existing   City   boundaries   until   it  is   necessary  to  pursue  annexation  or  development  in  planning  areas  for   affordable  housing.     v Policy  H-­‐1.3   Direct  new  housing  development  to  viable  areas  where  essential  public   facilities  can  be  provided  and  employment  opportunities,  educational   facilities,  and  commercial  support  are  available.     HOUSING   II-­‐322   Assist  in  the  Development  of  Affordable  Housing     GOAL  H-­‐2     Assist  in  the  creation  and  provision  of  resources  to  support  housing  for   lower  and  moderate  income  households.       v Policy  H-­‐2.1   Increase  housing  choices  for  lower  and  moderate  income  households.     v Policy  H-­‐2.2   Support  public,  private,  and  nonprofit  efforts  in  the  development  of   affordable  housing.   v Policy  H-­‐2.3   Pursue  a  variety  of  forms  of  private,  local,  state,  and  federal  assistance   to  support  development  of  affordable  housing.    Program  H-­‐2.3.a:  Collaborative  Partnerships   The  City  shall  meet  with  parties  interested  in  affordable  housing   development   to   discuss   types   of   incentives   available   and   requirements  for  obtaining  assistance,  discuss  appropriate  sites   for   affordable   housing,   and   foster   professional   collaboration   between  the  City  and  affordable  housing  stakeholders.       § Objective:  Continue  to  collaborate  with  nonprofits  and  the   development  community  to    develop  affordable  housing.   § Timing:  Project-­‐by-­‐project  basis,  by  request,  or  on  an  annual   basis.   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department        Program  H-­‐2.3.b:  Affordable  Housing  Renter-­‐to-­‐Owner  Transition   Low  Income  Housing  Tax  Credit  (LIHTC)  provides  federal  tax   credits  for  private  developers  and  investors  that  agree  to  set   aside  all  or  a  portion  of  their  units  for  low  income  households.   LIHTC  projects  can  transition  from  rental  to  ownership  units.   The  units  must  remain  rentals  for  15  years,  at  which  time  some   projects  convert  to  ownership  units.  Typically  a  portion  or  all  of   the   rent   paid   for   the   5   years   prior   to   the   conversion   is   put   toward   the   purchase   of   the   unit.   This   enables   lower   income   households  to  invest  in  the  property  in  which  they  have  been   living  and  benefit  from  its  appreciation.         HOUSING   II-­‐323   Existing  stalled  condominium  and  townhome  projects  are  prime   opportunities  for  low  income  tax  credits  to  be  used  for  renter-­‐ to-­‐owner  programs.     § Objective:   Investigate   the   use   of   LIHTCs   to   finance   affordable   single-­‐family   attached   rental   development   that   can   transition,   after   15   years,   into   moderate   income   ownership  housing.   § Timing:  Complete  study  by  end  of  fiscal  2015   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department      Program  H-­‐2.3.c:  Affordable  Housing  Renter-­‐to-­‐Owner  Transition   There  are  many  resources  that  the  City,  nonprofits,  or  for-­‐profit   developers   may   utilize   to   subsidize   the   construction   and   maintenance   of   affordable   housing.   Some   of   the   most   prominent  resources  are  described  below.     § Objective:  Advertise  other  financial  resources  through  the   affordable   housing   page   of   the   City’s   website,   apply   for   grants  and  competitive  loans,  and  form  partnerships  with   the  development  community  to  obtain  additional  financial   resources.   § Timing:   Update   website   with   funding   information   and   partnership   opportunities   every   six   months   or   earlier   if   appropriate.     § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department   Low  Income  Tax  Credits   Low  Income  Housing  Tax  Credit  (LIHTC)  provides  federal  tax  credits  for   private  developers  and  investors  that  agree  to  set  aside  all  or  a  portion   of  their  units  for  low  income  households.  A  minimum  of  20  percent  of   the  units  must  be  affordable  to  low  income  households  and  40  percent   of  the  units  must  be  affordable  to  moderate  income  households.     Community  Reinvestment  Act   The   Community   Reinvestment   Act   provides   favorable   financing   to   affordable   housing   developers.   The   Redevelopment   Agency,   development  community,  and  local,  regional,  and  national  banks  are   encouraged  to  work  together  to  meet  their  obligations  pursuant  to  the   Community  Reinvestment  Act.     HOUSING   II-­‐324   California  Housing  Finance  Agency  Program   The  California  Housing  Finance  Agency  (CHFA)  has  three  single-­‐ family   programs   for   primarily   moderate   and   middle   income   homebuyers:  the  Home  Ownership  Assistance  Program  and  the   Affordable   Housing   Partnership   Program.   Each   provides   permanent   mortgage   financing   for   first-­‐time   homebuyers   at   below-­‐market  interest  rates.   HOME  Funds   HOME  is  the  largest  Federal  block  grant  distributed  to  state  and   local  governments  for  the  creation  of  lower  income  housing.   Cities  apply  when  Notices  of  Funding  Availability  are  issued.   Neighborhood  Stabilization  Program     HUD’s  Neighborhood  Stabilization  Program  makes  emergency   assistance   grants   available   to   local   governments   for   the   acquisition,  redevelopment,  and  renting  or  resale  of  foreclosed   properties  at-­‐risk  of  abandonment.     Riverside  County  First-­‐Time  Homebuyers  Program   Continue   participation  in   the   Riverside   County   First-­‐Time   Homebuyers   Program   for   low   and   moderate   income   households.     Mortgage  Credit  Certificate     The   Riverside   County   Mortgage   Credit   Certificate   Program   is   designed   to   assist   low   and   moderate   income   first   time   homebuyers.  Under  the  Mortgage  Credit  Certificate  Program,   first-­‐time   homebuyers   receive   a   tax   credit   based   on   a   percentage   of   the   interest   paid   on   their   mortgage.   This   tax   credit  allows  the  buyer  to  qualify  more  easily  for  home  loans,  as   it  increases  the  effective  income  of  the  buyer.  Under  federal   legislation,  20  percent  of  the  funds  must  be  set  aside  for  buyers   with  incomes  between  75  and  80  percent  of  the  county  median   income.   Finance  Agency  Lease-­‐Purchase  Program   Riverside/San  Bernardino  County  Housing  Finance  Agency  L ease   Purchase   Program   provides   down   payment   assistance   and   closing  costs  for  eligible  households  up  to  140  percent  of  the   area  median  income.     HOUSING   II-­‐325   Housing  Choice  Voucher  (formerly  Section  8)  Referrals     Housing  Choice  Vouchers  allow  lower  income  households  to  use  rental   subsidies  anywhere  in  the  County,  including  La  Quinta.    Program  H-­‐2.3.d:  Sweat  Equity  and  Shared  Equity   Sweat  equity  and  shared  equity  programs  provide  lower  and   moderate  income  households  with  ownership  assistance.  Sweat   equity  refers  to  the  exchange  of  time  and  effort,  usually  in  the   form   of   construction   activities,   for   an   affordable   ownership   opportunity.     § Objective:  Continue  to  work  with  organizations  that  offer   sweat   and   shared   equity   housing   programs   to   lower   and   moderate  income  households  in  La  Quinta.     § Timing:   Meet   with   organizations   annually   or   more   frequently   (if   requested   or   advantageous)   to  identify   opportunities  for  coordinated  efforts  or  potential  housing   projects.   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department     Removal  of  Governmental  Constraints  to  Housing     GOAL  H-­‐3     Create   a   regulatory   system   that   does  not   unduly   constrain   the   maintenance,  improvement,  and  development  of  housing  affordable   to  all  La  Quinta  residents.       v Policy  H-­‐3.1   Remove  unnecessary  regulatory  constraints  to  enable  the  construction   or   rehabilitation   of   housing   that   meets   the   needs   of   La  Quinta   residents,  including  lower  income  and  special  needs  residents.       v Policy  H-­‐3.2   Coordinate  the  development  of  affordable  housing  with  the  provision   of  key  utilities  to  ensure  prompt  and  adequate  service.     v Policy  H-­‐3.3   Incentivize   the   development   of   affordable   housing   to   facilitate   the   development   of   housing   for   the   City’s   lower   and   moderate   income   households.       HOUSING   II-­‐326    Program  H-­‐3.3.a:  Priority  Water  and  Sewer  Service   In  compliance  with  state  law,  the  Coachella  Valley  Water  District   (CVWD)  must  create  procedures  to  provide  priority  water  and   sewer  service  to  lower  income  residential  project.  The  law  also   prohibits   the   denial   or   conditioning   the   approval   of   service   without   adequate   findings,   and   requires   future   water   management  plans  to  identify  projected  water  use  for  lower   income  residential  development.       § Objective:  Route  the  adopted  Housing  Element  to  the  CVWD   and   notify   them   of   changes   and   future   updates   to   the   Housing  Element.     § Timing:  Upon  Housing  Element  adoption   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department      Program  H-­‐3.3.b:  Reduced  Parking  Standards   There   are   several   potential   opportunities   to   reduce   parking   standards  for  special  types  of  development  in  La  Quinta.  While   the  City  already  has  special  parking  standards  for  multifamily   senior   housing,   there   is   potential   to   further   reduce   those   requirements,   particularly   for   lower   and   moderate   income   senior  housing.       The  compact,  mixed-­‐use  character  of  the  Village  area  may  also   foster   opportunities   for   parking  reductions   or   joint-­‐use   opportunities.   Lower   and   moderate   income   households   may   own  fewer  vehicles  than  above  moderate  income  households,   and   be   more   inclined   to   walk   or   use   public   transportation.   Incentives   such   as   reduced   parking   requirements   could   be   offered  for  affordable  housing  developments.     § Objective:  Study  the  potential  impacts  of  adopting  reduced   parking  requirements  or  shared  parking  standards  for  senior   housing  and  housing  in  the  Village,  particularly  for  projects   serving  lower  and  moderate  income  households.   § Timing:  Zoning  Ordinance  Update  2014   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department      Program  H-­‐3.3.c:  Encourage  Lot  Consolidation   Several   small   lots   in   the  Village   Commercial  would   have   improved  development  potential  through  lot  consolidation.  The   City   will   study,   identify,   and   adopt   regulatory   incentives   to     HOUSING   II-­‐327   encourage  and  facilitate  lot  consolidation.  Potential  incentives   include   fee   deferral   or   reductions,   parking   requirement   reduction,  and  relief  from  various  other  development  standards   that  could  potentially  increase  the  cost  of  the  project.     § Objective:   Identify   opportunities   and   adopt   incentives   for   lot  consolidation  in  the  Village  Commercial  zone   § Timing:  July  1,  2015   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department     GOAL  H-­‐4       Conserve  and  improve  the  quality  of  existing  La  Quinta  neighborhoods   and  individual  properties.     v Policy  H-­‐4.1   Protect   the   quality   of   La   Quinta’s   neighborhoods   through   the   rehabilitation  of  both  affordable  and  market-­‐rate  homes.       v Policy  H-­‐4.2   Promote   financial   and   technical   assistance   to   lower   and   moderate   income  households  for  housing  maintenance  and  improvements.       v Policy  H-­‐4.3   Encourage   the   retention   and   rehabilitation   of   existing   single-­‐family   neighborhoods   and   mobile   home   parks   that   are   economically   and   physically  sound.     v Policy  H-­‐4.4   Enhance   neighborhoods   that   presently   provide   affordable   housing   with   drainage,   lighting   and   landscape   amenities,   and   parks   and   recreation  areas.        Program  H-­‐4.4.a:  Housing  Condition  Monitoring   To  better  understand  the  City’s  housing  needs  the  quality  and   condition  of  the  housing  stock  must  be  inventories  on  a  regular   basis.  The  inventory  should  focus  on  older  neighborhoods,  such   as  those  south  of  Calle  Tampico,  west  of  Washington  Street,   and  north  of  Highway  111.       § Objective:   Maintain   an   inventory   of   housing   conditions   (updated  approximately  every  five  years)  to  enable  the  City     HOUSING   II-­‐328   to  properly   target   Code   Compliance   and   rehabilitation   resources.   § Timing:  Complete  by  June  30,  2014   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department        Program   H-­‐4.4.b:  County   of   Riverside   Senior   Residential   Rehabilitation     The  Minor  Senior  Home  Repair  program  allocates  grants  up  to   $250   per   year   for   lower   income   seniors   for   minor   housing   repairs,  such  as  painting  doors  or  trim,  or  repairing  a  window.   The   Enhanced   Senior   Home   Repair   Program   provides   major   rehabilitation   and   repair   for   low   income   seniors,   providing   a   one-­‐time  grant  for  repairs  to  homes  owned  and  occupied  by   seniors  and/or  persons  with  disabilities.  The  maximum  level  of   assistance  for  this  program  is  $3,000  per  year.     § Objective:  Continue  to  refer  code  violators  and  interested   parties   to   the   County   of   Riverside   Minor   and   Enhanced   Senior   Home   Repair   programs   and   other   local   resources.   Assist  homeowners  in  completing  applications  as  necessary.     § Timing:  Throughout  planning  period,  on  a  case-­‐by-­‐case  basis   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department        Program  H-­‐4.4.c:  County  of  Riverside  Home  Repair  Grant   The  County  of  Riverside  Economic  Development  Agency  Home   Repair  Program  provides  lower  income  households  with  up  to   $6,000   for   home   repairs   such   as   a   new   roof,   new   air-­‐ conditioner,  or  a  handicap  ramp.  As  a  jurisdiction  in  Riverside   County,  lower  income  La  Quinta  households  are  eligible  for  this   grant.     § Objective:  Refer  code  violators  and  interested  parties  to  the   County  of  Riverside  for  home  repair  grants.     § Timing:  Throughout  planning  period,  on  a  case-­‐by-­‐case  basis   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department        Program  H-­‐4.4.d:  Rehabilitation  Resources  List   Lower  and  moderate  income  homeowners  may  need  assistance   in   affording   important   home   repairs   and   improvements.   The   City   can   assist   these   households   by   compiling   and   sharing   a     HOUSING   II-­‐329   listing   of   local,   state,   and   federal   programs   offering   rehabilitation  assistance.     § Objective:   Provide   a   rehabilitation   resources   list   on   the   affordable  housing  and  code  compliance  pages  of  the  City’s   website.   Use   the   list,   in   online   or   printed   form,   as   a   reference  for  code  violators.   § Timing:  Create  list  by  June  30,  2014   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department     Equal  Housing  Opportunity     GOAL  H-­‐5     Provide  equal  housing  opportunities  for  all  persons.       v Policy  5.1   Provide  the  regulatory  framework  to  create  an  environment  in  which   housing  opportunities  are  equal.     v Policy  5.2   Encourage   and   support   the   enforcement   of   laws   and   regulations   prohibiting  discrimination  in  lending  practices  and  in  the  sale  or  rental   of  housing.     v Policy  5.3   Encourage   support   services   for   the   Coachella   Valley’s   senior   and   homeless  populations  through  referrals  and  collaborative  efforts  with   non-­‐profits  and  other  jurisdictions.     v Policy  5.4   Assist   in   the   creation   of   a   continuum   of   care   for   the   homeless   population  and  those  transitioning  into  permanent  housing.       v Policy  5.5   Improve  quality  of  life  for  disabled  persons  by  facilitating  relief  from   regulatory  requirements  that  may  create  barriers  to  accessible  housing   and  promoting  universal  design.      Program  H-­‐5.5.a:  Regional  Facilities  for  the  Homeless   Continue  to  support  and  collaborate  with  the  Coachella  Valley   Association  of  Governments  Homelessness  Committee  efforts     HOUSING   II-­‐330   to  maintain  a  regional  homeless  facility  that  provides  housing  as   well  as  supportive  services.  The  Strategic  Plan  created  by  the   Homelessness  Committee  establishes  a  continuum  of  care  for   the  Coachella  Valley.     § Timing:   City   staff   will   continue   to   collaborate   with   CVAG   throughout  the  planning  period  (2014-­‐2021),  and  work  with   the  appropriate  facilities  directly.   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department      Program   H-­‐5.5.b:  Transitional   Housing   and   Permanent   Supportive  Housing   Transitional  housing  typically  accommodates  homeless  people   for  up  to  two  years  as  they  stabilize  their  lives  and  does  not   meet  emergency  needs.  Transitional  housing  includes  training   and  services  that  are  vital  for  rehabilitating  and  enriching  the   lives   of   the   formerly   homeless.   Transitional   housing   facilities   provide  families  and  individuals  with  a  safe  place  within  which   to  rebuild  their  lives  and  prepare  for  independence.  Permanent   supportive   housing   is   affordable   housing   with   on-­‐  or   off-­‐site   services  that  help  a  person  maintain  a  stable,  housed,  life.       § Objective:  The  Zoning  Ordinance  shall  allow  transitional  and   supportive  housing  as  a  residential  use  in  all  zones  which   allow  for  residential  development,  and  subject  only  to  those   restrictions  that  apply  to  similar  residential  uses  (single  or   multi-­‐family  units)  of  the  same  type  in  the  same  zone,  and   will  not  be  subject  to  any  restrictions  not  imposed  on  similar   dwellings,  including  occupancy  limits.   § Timing:  Coordinate  with  2009/2011  General  Plan  Update   § Funding  Source:  General  Fund   § Responsible  Agency:  Planning  Department      Program  H-­‐5.5.c:  Fair  Housing  Referrals   Fair  housing  organizations  provide  dispute  resolution  and  legal   assistance  to  tenants  and  landlords  in  conflict.  Such  services  are   particularly   important   for   lower   and   moderate   income   households  unable  to  afford  counsel.       § Objective:   Continue   to   refer   tenants   and   landlords  to   the   Fair   Housing   Council   of   Riverside   County.   Provide   information  on  fair  housing  resources  on  the  City’s  website   and   at   City   Hall.   Identify   and   coordinate   with   local     HOUSING   II-­‐331   nonprofits,   service   organizations   and   community   groups   that  can  assist  in  distributing  fair  housing  information.   § Timing:  Referral  service  as  needed.  Information  to  be  placed   on  website  and  local  groups  identified  by  January  2014   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department        Program  H-­‐5.5.d:  Directory  of  Services   While   numerous   services   are   available   to   special   needs   and   lower   income   households,   it   can   be   difficult   to   readily   have   access   to   these   resources.   A   directory   provides   the   contact   information  necessary  to  seek  housing  assistance.       § Objective:   Develop   an   online   directory   of   services   and   information   to   provide   La   Quinta   residents   with   contact   information   for   community   organizations   and   service   providers  that  address  special  needs.     § Timing:  Update  website  by  March  2014   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department     Energy  and  Water  Conservation     GOAL  H-­‐6.1     Provide  a  regulatory  framework  that  facilitates  and  encourages  energy   and   water   conservation   through  sustainable  site   planning,   project   design,  and  green  technologies  and  building  materials.     v Policy  H-­‐6.1   Promote   higher   density   and   compact   developments   that   increase   energy  efficiency  and  reduce  land  consumption.     v Policy  H-­‐6.2   Facilitate   housing   development   and   rehabilitation   that   conserves   natural  resources  and  minimizes  greenhouse  gas  emissions.       v Policy  H-­‐6.3   Encourage  and  enforce  green  building  regulations  or  incentives  that  do   not   serve   as   constraints   to   the   development   or   rehabilitation   of   housing.       HOUSING   II-­‐332   v Policy  H-­‐6.4   Focus  sustainability  efforts  on  measures  and  techniques  that  also  assist   the   occupant   in   reducing   energy   costs;   therefore   reducing   housing   costs.     v Policy  H-­‐6.5   Use  and  encourage  emerging  technologies  to  reduce  high  demands  for   electricity  and  natural  gas  including  use  of  passive  solar  devices  and   where   feasible   other   renewable   energy   technologies   (e.g.,   biomass,   wind,  and  geothermal).      Program  H-­‐6.5.a:  Green  and  Sustainable  La  Quinta  Program   Continue   to   implement   the   Green   and   Sustainable   La   Quinta   Program.     § Objective:  Implement  green   goals,   policies,   and   programs   that   accurately   represent   the   City’s   direction   in   resource   conservation   and   minimizing   greenhouse   gas   emissions.   Implement  design  standards  for  residential  and  commercial   structures  that  encourage  solar  protection  to  directly  result   in  energy  conservation.   § Timing:  As  projects  are  proposed   § Funding  Source:  General  Fund   § Responsible  Agency:  Community  Development  Department      Program  H-­‐6.5.b:    Energy  Conservation  Partners   In   working   toward   a  sustainable  La   Quinta,   the   City   and   its   residents   will   need   to   collaborate   with   utilities   and   service   providers.  Partnerships  with  the  Coachella  Valley  Water  District,   Imperial   Irrigation   District,   Southern   California   Gas,   Burrtec   Waste  and  Recycling  Services,  Sunline  Transit  District,  Coachella   Valley   Association   of   Governments,   Southern   California   Association   of   Governments   and   other   entities   will   be   an   important  component  of  making  La  Quinta  a  more  livable  city.       § Objective:   Continue   to   meet   with   and   seek   insight   from   utilities,   service   providers,   and   other   entities   involved   in   energy  conservation  efforts  appropriate  for  La  Quinta.   § Timing:  As   part   of   regular   coordination   meetings   with   utilities   § Funding  Source:  General  Fund   § Responsible   Agency:   City   Manager’s   Office/Community   Development  Department       HOUSING   II-­‐333    Program  H-­‐6.5.c:  Imperial  Irrigation  District  Programs   The   Imperial   Irrigation   District   (IID)   is   proactive   in   energy   savings   via   conservation   programs,   product   rebates,   and   general  tips.  An  average  home  owner  can  save  up  to  10  percent   on   energy/energy   bills   by   taking   advantage   of   IID   programs.   Home  owners  can  utilize  the  free  “Check  Me!”  program,  which   checks   the   refrigerant   charge   and   airflow   of   their   air   conditioning/heating   units.   IID   also   offers   a   rebate   on   the   purchase  of   higher   efficiency   air   conditioning   units,   high   efficiency   refrigerators,   programmable   thermostats,   and   ENERGY  STAR  equipment.  City  staff  has  held  several  meetings   with   IID   representatives   to   discuss   opportunities   for   collaboration  to  conserve  energy  in  La  Quinta,  including  water   management  opportunities  for  golf  courses  and  golf-­‐oriented   communities.     § Objective:  Maintain   contact  with   IID   to   market  energy   efficiency  programs  and  rebates  that  are  most  beneficial  to   La  Quinta  residents  and  homeowners.   § Timing:  Quarterly  through  Desert  Cities  Energy  Partnership   meetings   § Funding   Source:   General   Fund,   IID   program   funds,   and   potential  AB  811  special  assessment  district  funds   § Responsible   Agency:   City   Manager’s   Office/Community   Development  Department      Program  H-­‐6.5.d:  Weatherization  Assistance   The  Federal  Department  of  Energy’s  Weatherization  Assistance   Program,  in  conjunction  with  state  and  local  programs,  provide   low  or  no  cost  weatherization  and  insulation  services  to  reduce   the  heating  and  cooling  costs  for  low  income  households.     § Objective:  Encourage  low  income  homeowners  or  renters  to   apply   for   free   energy   audits,   home   weatherization,   and   utility  rebate  programs  by  advertising  available  programs  on   the  City’s  website  and  at  City  Hall.     § Timing:  Advertise  annually  as  program  funds  are  available   § Funding:  General  Fund   § Responsible   Agency:   Building   and   Safety   Department   City   Manager’s  Office       HOUSING II-334 0 6 .2 7 .1 3 City of La Quinta General Plan Land Inventory Map La Quinta, California II-14 Source: City of La Quinta, 06.21.13 E i s e n h o w e r D r . Land Inventory Sites W a s h i n g t o n S t . Fred Waring Dr. Miles Ave. D u n e P a l m s R d . A d a m s S t . Ave 48 Ave 50 Ave 52 54th Ave Airport Bl 58th Ave 60th Ave 62nd Ave J e ff e r s o n S t M a d i s o n S t M o n r o e S t E i s e n h o w e r D r . Calle Tampico A v e B e r m u d a s D e s e r t C l u b The Village Inset 1 3 abc 4 5 a b c d 2 a-g 6 a b fedc 7 j k n oa bcdefghi lm 8 a b c de Exhibit