1987 04 14 PCA G E N D A
PLANNING COMMISSION - CITY OF LA QUINTA
A Regular Meeting to be Held at the
La Quinta City Hall, 78-105 Calle Estado,
La Quinta, California
April 14, 1987 - 7:00 p.m.
I. CALL TO ORDER
Flag Salute
II. ROLL CALL
III.HEARINGS
A. CONTINUED PUBLIC
HEARING: SPECIFIC PLAN NO. 86-006, HIGHWAY 111
APPLICANT: CITY OF LA QUINTA
LOCATION: GENERALLY BOUNDED BY THE COACHELLA
VALLEY STORM WATER CHANNEL ON THE NORTH,
JEFFERSON STREET ON THE EAST, 48TH
AVENUE ON THE SOUTH AND THE LA QUINTA
CITY LIMITS ON THE WEST.
PROJECT: APPROVAL OF A SPECIFIC PLAN TO ESTABLISH
GUIDELINES REGARDING LAND USE,
INFRASTRUCTURE, DEVELOPMENT STANDARDS,
IMPLEMENTATION METHODS AND OTHER
PERTINENT MEASURES.
1. Further Commission Direction
B. PUBLIC HEARING: TENTATIVE TRACT MAP 21641
APPLICANT: LANDMARK LAND COMPANY
LOCATION: GENERALLY SOUTHWEST OF THE INTERSECTION
OF AVENUE 54 AND MADISON STREET
PROJECT: APPROVAL OF A LAND SALES SUBDIVISION TO
CREATE 15 RESIDENTIAL LOTS AND ONE
LANDSCAPE PERIMETER LOT
1. Staff Report
2. Public Comment
3. Commission Discussion
4. Hearing Closed
5. Motion for Commission Action
El
IV. PUBLIC COMMENT
This is the time set aside for citizens to address the Planning
Commission on matters relating to City planning and zoning which
are not Public Hearing items.
Persons wishing to address the Planning Commission should use the
form provided. Please complete one form for each item you intend
to address and submit the form to the Planning Secretary prior to
the beginning of the meeting. Your name will be called at the
appropriate time.
When addressing the Planning Commission, please state your name
and address. The proceedings of the Planning Commission meeting
are recorded on tape and comments of each person shall be limited.
V. CONSENT CALENDAR
No Minutes available for the last meeting.
VI. BUSINESS
A. Item: Plot Plan 87-379 - Circle K Market
Applicant: Schuss, Clark & Associates, representing
Circle K Markets
Location: 78-110 Calle Tampico
Project: Remodel of existing facade and incorporate a
roof -mounted sign
1. Staff Report
2. Commission Discussion
3. Motion for Commission Action
B. Commission Agenda Items: Identification. )f future
discussion items
C. Further Discussion or Action on Study Session Items.
VII.OTHER
Information Items:
A. Transit Facility Standards Manual
B. Letter from Group of Citizens Concerned with Future Widening
of Avenida Bermudas
VIII. ADJOURNMENT
------------------------------------------------------------------------
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ITEMS FOR APRIL 13, 1987, 3:00 P.M. STUDY SESSION - DISCUSSION ONLY
1. Review of proposed west wall treatment (condition #10) for Plot
Plan 86-361 - John Della.
2. Specific Plan 86-006, Highway 111
3. Presentation of fire flow in "The Cove" by Fire Marshal.
4. Proposed site design for demonstration mini -park in "The Cove".
----------------------------------------------------------------------
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STAFF REPORT
PLANNING COMMISSION MEETING
DATE: April 14, 1987
APPLICANT: Landmark Land Company
PROJECT
LOCATION: Generally southwest of Avenue 54 and Madison
Street, within PGA West (see Attachment #1)
PROJECT: Tentative Tract No. 21641 - A Land Sales
Subdivision of 15 Residential Lots and 1 Landscape
Perimeter Lot -- Over 48.6 Acres
ZONING
DESIGNATION: R-2 (Multiple -Family Dwellings)
GENERAL PLAN
DESIGNATION: Low Density Residential (2-4 Dwelling Units/Acre)
ENVIRONMENTAL
CONSIDERATIONS: An Environmental Impact Report was prepared on the
overall "PGA West Specific Plan" which was
certified by the City Council on May 14, 1984.
Mitigation measures were incorporated into the
conditions of approval for the subject specific
plan and are currently being implemented with its
phased development. It was found that the "PGA
West" project would have a significant
environmental impact, and, therefore, a Statement
of Overriding Consideration was adopted for
Specific Plan No. 83-002.
PROPOSAL
DISCUSSION: Tentative Tract Map No. 21641 is a land division
designed to allow ownership transfer from Landmark
Land Company to Sunrise Company. Sunrise has
already filed an overlay tentative tract for
specific development of the residential lots. The
lot sizes are not specific and are subject to
adjustment during final map preparation.
DEVELOPMENT
STANDARDS: The R-2 zoning standards will apply to any future
development proposals on the subject lots. As
this is a land sales division only, development
standards are not an issue at this time.
Attachment #2 lists approximate lot dimensions.
UTILITIES: All utilities exist along PGA Boulevard, and will
eventually be extended to the project site.
Utilities also exist along the alignment for
Inverness Drive.
ACCESS: Access has been provided in accordance with the
requirements of Ordinance No. 460 (Municipal Land
Division Ordinance). Secondary access is shown
from the land division to Avenue 54. This access
has been previously approved as a construction
access only, and is not a part of the original
Specific Plan Approval for PGA West.
ANALYSIS
1. The proposal is a standard land division with no specific
development requests at the present time.
2. Division of the land for purposes of ownership transfer will not
cause significant impacts to the environment.
3. Environmental impacts associated with consistent projects within
PGA West have been adequately addressed in the previously
prepared Environmental Impact Report.
4. The land division is consistent with the approved PGA West
Specific Plan.
5. Permanent access from the tract to Avenue 54 is not a part of the
original Specific Plan approval for PGA West.
RECOMMENDATION
By adoption of the attached Planning Commission Resolution No.
recommend to the City Council approval of Tentative Tract No. 21641,
subject to the attached conditions.
attachments: 1. Location Map
2. Approximate Lot Sites
3. Planning Commission Resolution
E
L
ENGINEERING SERVICE CORPORATION
CONSULTANTS IN CIVIL ENGINEERING & LAND PLANNING
City of La Quinta
78-105 Calle Estado
P.O. Box 1504
La Quints, CA 92253
Atten: Wally Nesbit
We are sending you
X herewith
— under separate cover
March 26, 1987
Re: Tr 21641
Our W.O. No. 2170-26
Preliminary acreage breakdowns for lots within Tr. 21641
}L in compliance with your request
— for execution and return (retain last copy)
— for your information
for approval
Remarks:
By: Steve Robbins, P.E.
ATTACHMENT # 1
74-303 HIGHWAY 111. SUITE A • PALM DESERT. CALIFORNIA 92260 • TELEPHONE 619/56B-5997
[1
TENTATIVE TRACT NO. 21641
OUR W.O. 2170-26
LOT #
APPROX.
DIMENSIONS
APPROX. ACREAGE
1
175'
X 775'
3.1
2
140'
X 750'
2.4
3
175'
X 750'
3.0
4
140'
X 750'
2.4
5
175'
X 1100'
4.4
6
140'
X 725'
2.3
7
175'
X 930'
3.7
8
140'
X 975'
3.1
9
185'
X 820'
3.5
10
175'
X 775'
3.1
11
175'
X 435'
1.7
12
175'
X 805'
3.2
13
175'
X 820'
3.3
14
175'
X 930'
3.7
15
175'
X 730'
3.0
A
20'
X 850'
.4
TOTAL ACREAGE 46.3 S
ATTACHMENT *2
LOCATION MAP
CASE M A P
CASE No.
TENTATIVE TRACT NORTH
#21641 1
SCALE:NTS
TENTATIVE TRACT NAP NO 21641 -
CASE MAP
ATTACHMENT #3:
TRACT EXHIBIT
ORTH
SCALE: NTS
PLANNING COMMISSION RESOLUTION NO.
A RESOLUTION OF THE PLANNING COMMISSION OF THE
CITY OF LA QUINTA, CALIFORNIA, RECOMMENDING TO
THE CITY COUNCIL APPROVAL OF TENTATIVE TRACT
NO. 21641 TO ALLOW THE CREATION OF A LAND SALES
SUBDIVISION OF 15 RESIDENTIAL LOTS AND 1 LANDSCAPE
PERIMETER LOT ON 48.6 ACRES IN THE AREA GENERALLY
BOUNDED BY AVENUE 54 ON THE NORTH AND MADISON
STREET ON THE EAST, PGA BOULEVARD ON THE WEST,
AND AIRPORT BOULEVARD EXTENDED ON THE SOUTH.
CASE NO. TT 21641 - LANDMARK LAND COMPANY
WHEREAS, the Planning Commission of the City of La Quinta,
California, did on the 14th day of April, 1987, hold a duly noticed
public hearing to consider the request of Landmark Land Company to
subdivide 48.6 acres into 15 residential lots and 1 landscape
perimeter lot generally bounded by Avenue 54 on the north, Madison
Street on the east, PGA Boulevard on the west and Airport Boulevard
extended on the south, more particularly described as:
A portion of Section 26, Township 6 south, Range 7 east, S.B.M.
WHEREAS, said tentative map has complied with the requirements of
"The Rules to Implement the California Environmental Quality Act of
1970" (County of Riverside, Resolution No. 82-213, adopted by
reference in City of La Quinta Ordinance No. 5), in that the
Planning Director has determined that the proposed tentative tract
has been previously assessed in connection with the PGA West
Specific Plan for which an Environmental Impact Report was approved;
and,
WHEREAS, at said Public Hearing, upon hearing and considering all
testimony and arguments, if any, of all interested persons desiring
to be heard, said Planning Commission did find the following facts to
justify the approval of said tentative tract map:
1. The Tentative Tract No. 21641, as conditionally approved, is
generally consistent with the PGA West Specific Plan, the
goals, policies and intent of the La Quinta General Plan,
and the standards of the Municipal Land Division Ordinance.
That the subject site is physically suitable for the
proposed land division.
That the design of Tentative Tract Map No. 21641 is not
likely to cause substantial environmental damage or injury
to fish or wildlife or their habitat.
That the design of the subdivision, as conditionally
approved, is not likely to cause serious public health
problems.
5. The proposed subdivision is not development specific and
will not result in any violation of existing requirements
prescribed by the Coachella Valley Water District and the
Regional Water Quality Control Board.
WHEREAS, in the review of this tentative tract map, the Planning
Commission has considered the effect of the contemplated action on
the housing needs of the region for purposes of balancing the needs
against the public service needs of the residents of the City of La
Quinta and its environs, with available fiscal and environmental
resources.
NOW, THEREFORE, BE IT RESOLVED by the Planning Commission of the
City of La Quinta, California, as follows:
1. That the above recitations are true and correct and
constitute the findings of the Commission in this case;
2. That it does hereby confirm the conclusion that the previous
Environmental Impact Report for PGA West Specific Plan
assessed the environmental concerns of this tentative tract;
3. That is does hereby approve the above -described Tentative
Tract Map No. 21641 for the reasons set forth in this
Resolution and subject to the attached conditions.
PASSED, APPROVED and ADOPTED at a regular meeting of the La
Quinta Planning Commission, held on this day of
1987, by the following vote, to wit:
AYES:
NOES:
ABSENT:
ABSTAIN:
ATTEST:
Planning Director
Chairman
CONDITIONS OF APPROVAL
TENTATIVE TRACT MAP NO.
APRIL 14, 1987
GENERAL
1. Tentative Tract Map No. 21641 shall comply with the standards and
requirements of the State Subdivision Map Act and the City of La
Quinta Land Division Ordinance, unless otherwise modified by the
following conditions.
2. Tentative Tract Map No. 21641 shall comply with all applicable
conditions and requirements of Specific Plan No. 83-002, "PGA
West", or as amended and in effect at the time of recordation.
3. This tentative tract map shall expire two years after the date of
approval with the ability to extend approval as provided by State
Subdivision Map Act and the Municipal Land Division Ordinance.{
4. The Final Map shall conform substantially with the approved
tentative map (Exhibit "A") as contained in the Planning Department's
file for Tentative Tract Map No. 21641 and the following conditions
of approval, which conditions shall take precedence in the event of
any conflict with the provisions of the tentative tract map.
STREETS. DRAINAGE AND GRADING
5. Legal access from all lots within Tentative Tract Map No. 21641
to a City maintained street shall be provided in accordance with the
requirements of the La Quinta Land Division Ordinance. Avenue 54
shall not be shown as a permanent access on the Final Map.
6. All offers of dedication and conveyances shall be submitted and
recorded as directed by the City Engineer.
7. Easements, when required for roadways, drainage facilities,
utilities, etc., shall be shown on the Final Map. Said easements
shall be submitted and recorded as directed by the City Engineer.
8. Street improvements shall be constructed to the requirements of
the City Engineer at the time of development.
9. The Applicant shall vacate vehicle access rights, except at
street intersections to the following streets - 54th Avenue.
10. A common area lot shall be established for that area between the
tract perimeter wall and street right-of-way for 54th Avenue.
Landscape maintenance responsibility of the total common lot and
street landscape parkway shall be the responsibility of the
development.
H
11
11. Street widths shall comply with the standards, adopted by the La
Quinta Municipal Code and the approved Specific Plan.
PUBLIC SERVICES AND UTILITIES
12. Fire protection shall be provided at the time of development in
accordance with the requirements of the Municipal Code and the City
Fire Marshal.
13. The Applicant shall comply with the following requirements of the
Coachella Valley Water District:
a. The domestic water system shall be installed in accordance
with the District and City requirements at the time of
development.
b. The Applicant shall provide and dedicate to the District any
land needed for the provision of additional facilities,
including, but not limited to, sites for wells, reservoirs
and booster pumping stations.
14. The Applicant shall comply with the following requirements for
utility easements:
a. Prior to submittal of the final record map for plan check,
the Applicant shall coordinate with all utility companies
(including gas, water, sewer and electricity) to ensure that
adequate provisions are made for on- and off -site
easements for the provision of future facilities.
b. At the time of Final Map submittal, the Applicant shall
provide the Department with letters from the applicable
utilities stating that adequate provisions for future
facilities are provided and that there are no conflicts with
other easements.
C. All easements shall be shown on the Final Record Map.
MISCELLANEOUS
15. The Applicant acknowledges that the City is considering a
City-wide Landscape and Lighting District, and, by recording a
subdivision map, agrees to be included in the District. Any
assessments will be done on a benefit basis as required by law.
16. As no building will occur until future subdivision(s) of land,
the Final Map shall give constructive notice. This notice must
appear on the Record Map with wording approved by the City Engineer,
said wording to be similar to the following:
"No building permits shall be issued until the final and
recording of a subsequent Final Condominium Map. Improvement
conditions will be imposed and security posted at the time the
subsequent Final Map is approved. Survey monument bonds will
still be required if corners are not set at time map records."
17. The Applicant understands that this approval is for a land
division only, and that separate development approvals, such as Plot
Plans, Use Permits, Zone Changes and Tract Maps, as applicable and as
deemed necessary by the Planning Department, will be required prior
to any development actions.
18. Tentative Tract Map No. 21641 shall be recorded prior to any
future development being established or overlay tracts being recorded.
19. The Applicant shall pay the required processing and plan checking
fees as are current at the time the work is being accomplished by
City personnel or subcontractors for the Planning, Building or
Engineering Divisions.
® VI.
A.
STAFF REPORT
PLANNING COMMISSION MEETI
DATE: April 14, 1987
APPLICANT: Schuss, Clark & Associates representing Circle K Markets
PROJECT
LOCATION: 78-110 Calle Tampico - Village at La Quinta Planning Area
PROJECT
PROPOSAL: Plot Plan No. 87-379 - Request to Remodel the Existing
Circle K Market #457, Exterior Reconstruction of Facade
ZONING
DESIGNATION: Scenic Highway Commercial (C-P-S)
GENERAL PLAN
DESIGNATION: Village Commercial
ENVIRONMENTAL
CONSIDERATIONS: Categorically exempt from the provisions of the
California Environmental Quality Act: Guideline
Section 15301, Class 1 (a); Minor Alterations of
Existing Private Structures.
PROPOSAL
DISCUSSION: Reconstruction of facade including incorporation of
roof -mounted sign; provision ofcolor band to extend
to side of building; addition of stucco siding to
front and side architectural elevations; and, total
interior remodel.
PLANNING
REVIEW
AUTHORITY: Pursuant to City Ordinance No. 104, commercial
projects which involve a remodeling of an existing
building affecting exterior appearance shall be
reviewed by the Planning Commission in accordance
criteria of the plot plan procedures.
DEVELOPMENT
STANDARDS: REQUIRED/PERMITTED
PROVIDED/PROPOSED
Setbacks: Front -
None Required
+95
Feet
Sides -
East -None Required
16
Feet
West -None Required
10
Feet
Rear -
None Required
+25
Feet
Building
Height:
35 Feet
21
Feet
Building
Coverage:
100 %
21
°s
Parking
Spaces:
6
6
Parking
Lot:
None Provided
ill
STAFF REPORT, PLANNING COMMISSION MEETING
PAGE TWO
LANDSCAPING: None Provided
COLOR/DESIGN: Color band to consist of orange, red and brown
fabric texture with an off-white stucco building
siding. The architecture incorporates a contemporary
design which typifies Circle K Markets' marketing
design.
RECOMMENDATION: Continue for redesign/restudy, consistant with
design objectives for the Village at La Quinta.
ANALYSIS
1. Redesign of facade is not consistent with the Village at La
Quinta design concept.
2. The proposed remodel does not carry a complete architectural
approach which exemplifies objectives for the Village at La
Quinta.
3. No features have been included in the proposed remodel to
incorporate pedestrian -oriented features consistent with the
Village Commercial Design Concept of the La Quinta General Plan.
4. The proposed project requires re -study to design a facility
unique to the Village Commercial Concept.
5. Proposed colors may not be acceptable in the context of the
Village at La Quinta.
FINDINGS
1. The request is not consistent with the goals and policies of
the La Quinta General Plan.
2. The request does not facilitate the objectives of the Village
at La Quinta Design Concept.
3. Further opportunity should be provided to the applicant to
consider redesign of the project, incorporating the Village
Commercial Concept.
STAFF REPORT, PLANNING COMMISSION MEETING
PAGE THREE
APPROVAL OPTION
If the Planning Commission so chooses to approve Plot Plan
No. 87-379, the following analysis, findings and conditions
should be considered:
ANALYSIS
1. All right-of-way dedications for the subject project has
been obtained for the site fronting onto Calle Tampico as a
Primary Arterial (100-foot right-of-way).
2. Parking area should have a slurry seal applied to the existing
pavement and all parking stalls restriped.
3. Landscaping should be provided within parking area to include
garden wall separation which also acts to channel traffic. A
minimum of two (2) street trees should be provided 40 feet on
center along Calle Tampico.
4. Colors should be modified with earthtones more conducive to
the Village Commercial Design Concept.
FINDINGS
1. The request is consistent with the C-P-S Zone.
2. The project will not have a significant adverse impact on
the environment.
CONDITIONS
Based on the above optional analysis as applied to Plot Plan
No. 87-379, the following conditions are recommended:
1. Remodel of exterior portions of La Quinta Circle K Market
No. 457 shall conform substantially with the Exhibits A and B
contained in the file for Plot Plan No. 87-379, as amended by the
following conditions.
2. The approved plot plan shall be used within two (2) years of
the approval date, otherwise it shall become null and void and of
no effect whatsoever.
3. Prior to issuance of a building permit for any exterior
remodeling, the Applicant shall submit for review and approval
by the Planning Department a landscape and irrigation plan, pursuant
to the standards of Municipal Land Use Ordinance Section 18.12.
.II a,
STAFF REPORT, PLANNING COMMISSION MEETING
PAGE FOUR
All trees and plants utilized as part of the overall remodel
project shall be maintained in healthy condition for the life
of the use contemplated by this approval.
4. Prior to issuance of a building permit for any exterior
remodeling, the Applicant shall submit for review and approval
by the City Engineer/Public Works Director, and Planning Department
a parking lot improvement plan for the following improvements:
a. Slurry seal over all paved areas of the site.
b. Striping plan for delineation of parking, including
handicapped parking spaces.
C. Landscaping as noted in Item 3 above.
PREPARED BY THE PLANNING DEPARTMENT
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MEMBER AGENCIES
Cathedral City
Coachella
Desert Hot Springs
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La Quinta
Palm Desert
Palm Springs
Rancho Mirage
Riverside County
Mr. Ron Kiedrowski
CITY OF LA QUINTA
P.O. Box 1016
La Quinta, CA 92253
r nn°
RE: Transit Facility Standards Manual
Request for City Adoption
Dear Ron:
March 24, 1987
Attached you will find the final version of SunLine's Transit Facilities Standards
Manual. The document defines standards for various transit related amenities, and
guidelines for when and where the standards should be applied.
The SunLine Board, after extensive review by SunLine member entities, directed
staff to request that your City Council adopt the bus stop amenity standards
contained in the manual. It is SunLine's desire that the document become a
regular part of the review process when your city evaluates proposed street
improvements and private developments.
Thank you for your consideration of this request. If you have any questions or
require additional information, please feel free to contact me or the author of
the document, Mr. Les Nelson, SunLine's Director of Transportation.
Sincerely,
SUNLINE TKANSIT AGENCY
Lee Norwine
General Manager
LN:kmc
cc: Councilman John Pena
Attachment
VII.
A.
32-505 Harry Oliver Trail • Thousand Palms, California 92276 • (619) 343-3456
0 March 1987
IFAC II ,'L II If II iF N
� iA®S`�UA!L
SunLine Transit
TRANSIT FACILITIES STANDARDS MANUAL
TABLE OF CONTENTS
PREFACE . . . . . . . . . . . . . . . . . . . . . . . 1
A. INTRODUCTION
1.
Purpose of Standards . . . . . . . . . . .
. . 2
2.
Scope c` Standards . . . . . . . . . . . .
. . 2
3.
Procedures . . . . . . . . . . . . . . . .
. . 3
4•
SunLine Description . . . . . . . . . . .
. . 3
B. OPERATIONAL STANDARDS . . . . . . . . . . . .
. . 3
1.
Bus Stops . . . . . . . . . . . . . . . .
. . 3
2.
Bus Stop Locations . . . . . . . . . . . .
. . 3
3•
Criteria for Location of Bus Stops. . . .
. . 5
4.
Bus Stop Lengths . . . . . . . . . . . . .
. . 9
5•
Related Factors . . . . . . . . . . . . .
. . 10
C. BUS
STOP AMENITIES . . . . . . . . . . . . .
. . 10
1.
Benches . . . . . . . . . . . . . . . . .
. . 10
2.
Bus Stop Signs . . . . . . . . . . . . . .
. . 11
3.
Shelters . . . . . . . . . . . . . . . . .
. . 11
4.
Terminal Areas . . . . . . . . . . . . . .
. . 13
5.
Bus Turnouts . . . . . . . . . . . . . . .
. . 13
6.
Transit Centers . . . . . . . . . . . . .
. . 14
APPENDIX 1. . . . . . . . . . . . . . . . . . . . . . i
Bus Stop Lengths
APPENDIX 2. . . . . . . . . . . . . . . . . . . . . .
Recommended Turnout Dimensions
APPENDIX 3. . . B. . . . . . . . . . . . . . . . . .
SunLine us Dimensions
]
PRFFAnF
This manual establishes uniform policies and standards for the
design, construction and operation of various transit related
improvements. The manual is directed to local elected officials,
civil and traffic engineers, city and transportation planners,
developers and other citizens concerned with good transit ser-
vice.
The purpose of this manual is to establish standards that will be
used in the development of bus stop amenities throughout the
Coachella Valley. It is anticipated that these standards will
encourage the inclusion of transit related facilities with other
street improvement projects undertaken by the cities, county,
state and private developers.
SECTION A: INTRODUCTION
Purpose of Standards
This manual was prepared by SunLine Transit Agency. The manual
establishes uniform policies and standards for the design, con-
struction and operation of various transit related improvements.
It is intended to establish standards for bus stop amenities that
will be utilized throughout the Coachella Valley.
The standards established herein provide guidance in the prepara-
tion and development of specific bus stop amenities, rather than
specific engineering designs of the various amenities.
It is anticipated that these standards will encourage the inclu-
sion of transit related facilities with other street improvement
projects undertaken by the state, country, cities, and private
developers.
Many of the instructions given herein are subject to amendment as
conditions and experience seem to warrant, also special situations
may call for variations.
SunLine hopes that by placing this manual into the hands of engi-
neers, planners, developers and other concerned individuals, tran-
sit service needs will be better incorporated in roadway and
development plans. Thus with transit service needs thoroughly
considered, the transportation value of roads as well as access
to developments will be greatly enhanced.
A.2 Scope of Standards
This manual provides the technical and numerical information which
is supported by specification of the typical transit vehicles used
by SunLine Transit Agency.
The manual also provides various standards for the design of
street related transit improvements. These include the criteria,
dimensions, requirements, typical layouts and designs.
These guidelines were developed for application in the SunLine
service territory, primarily in areas where new transit services
are proposed or where modifications or improvements to existing
service are necessary in order to facilitate safe and/or more
efficient bus operations. The guidelines do not address freeway -
type facilities inasmuch as SunLine does not currently operate any
freeway services.
A.3 Procedures
The pages of this .manual are numbered in accordance with the sec-
tion number and page sequence in each section. Design standards
and tables referred to in the text will follow, also numbered by
section and sequence. Revisions will be made by page; the revi-
sion date will be shown in the right hand corner of each page.
A.Q SunLine Description
The SunLine Transit Agency was crested in 1917 by the exercise of
the Joint Powers of Desert Hot Springs, Palm Springs, Palm Desert,
Indic, Coachella, and Riverside County. Subsequently, Rancho
Mirage joined, as did La Quints and Cathedral City as they incor-
porated. SunLine is governed by a nine -member Board of Directors,
consisting of an elected official from each of the aforementioned
cities/county. The Board is empowered to conduct the business of
the Agency including the right to acquire, construct, own, operate
and control transit facilities, the fixing of fare rates and
establishing routes and levels of service.
SECTION B: OPERATIONAL STANDARDS
B.1 Bus Stops
Properly located, adequately designed, and effectively maintained
bus stops can expedite general traffic flow and improve the ove-
rall quality of bus service. Decisions regarding bus stop
frequency, locations, and length, call for careful analysis of
passenger service requirements (demand, convenience, and safety),
the type of bus service provided (local or express), and the
interaction of stopped buses with general traffic flow.
B.2 Bus Stoo Location
Bus stops on street are usually located along the street curb for
direct, safe passenger access to and from the sidewalk, waiting
and walking areas. Stops may be located either in the approach
(near -side) or the exit (far -side) of an intersection, or in mid -
block locations. Many factors influence the location of bus stops
and the choice of near -side, far -side, and mid -block locations.
These factors include availability of curb loading space, safety
and convenience of passenger transfer, and proximity to passenger
destinations. Equally significant are bus routing patterns
(through, right, or left); the directions of intersecting streets
(one-way versus two-way); the types of traffic controls (signals,
stop, or yield); traffic volumes and turning movements; and the
widths of sidewalks and roads.
Near Side Bus Stops are located at the intersections where transit
flows are heavy but traffic and parking conditions are not criti-
cal. They are generally applicable where signalized intersections
are frequent, and where curb parking is permitted throughout the
3
® 0
day. Buses stopping on approaches to intersections can use the
distance of ,the intersection to re-enter the main traffic flow.
Near -side bus stops can be provided where buses turn righT and
where right -turning traffic is not appreciable.
Advantages of near -side bus stops include the following:
o They create a minimum of interference at locations where traffic
is heavier on the far -side than on the approach side of the
intersection;
o Passengers generally board buses close to a crosswalk;
Disadvantages of near -side stops include the following:
o Heavy vehicular right turns can cause conflicts, especially
where a vehicle makes a right turn from the left of a stopped
bus;
o Buses often obscure STOP signs, traffic signals, or other con-
trol devices, as well as pedestrians crossing in front of the
bus;
o A bus standing at a near -side stop obscures the sight distance
of a driver entering the intersection from the right;
o Where the bus stop is too short for occasional heavy demand, the
overflow will obstruct the traffic lane.
Far -Side Bus Stops are preferable where sight distance or signal
capacity problems exist, and where right or left turns by general
traffic are heavy. They are also preferable wherever buses turn
left because they allow sufficient maneuvering distance from curb
to left lanes, and allow buses to stop after clearing intersec-
tion.
Advantages of far -side bus stops include the following:
o They reduce conflicts between right -turning vehicles and stopped
buses;
o They provide additional intersection capacity by making the curb
lane available for traffic;
o They eliminate sight -distance deficiencies on approaches to
intersection;
o They require shorter maneuvering distances for the buses to
enter and leave moving traffic;
o At signalized intersections, buses can find gaps for re-entry
into the traffic stream.
4
Disadvantages of far -side stops include the following:
o Intersections may be blocked if other vehicles park illegally in
the bus stop, thereby obstructing buses and causing traffic to
back up across the intersection;
o Stops on a narrow street or within a moving lane may block
traffic on both the bus route and the cross street;
o A bus standing at a far -side stop obscures sight -distance to the
right of a driver entering the bus street from the right.
Mid -Block Stops are the least preferable and are generally appli-
cable in downtown areas where multiple routes require long loading
areas that might extend an entire block. They can also be used
where traffic, physical or environmental conditions prohibit near
or far -side stops and where commercial establishments or other
major bus passenger generators exist.
Advantages of mid -block bus stops include the following:
o Buses create a minimum of interference with sight -distance of
both vehicles and pedestrians;
o Waiting passengers assemble at less -crowded sections of the
sidewalk.
Disadvantages include the following:
o The removal of considerable curb parking may be required;
o Patrons from cross street may have to walk farther to board the
bus;
o Pedestrian jaywalking is more prevalent, thereby increasing
vehicular friction, congestion and accident potentials.
B 3 Criteria For Location of Bus Stops
1. Through -Bus Movements
(a) Normal traffic flow, or a light right turning movement
with no special turn indication:
(1) Locate bus stop at farside of intersection.
(2) If physical curb treatment renders a farside imprac-
tical, move across intersection to nearside.
(3) If nearside is impractical, move to midblock.
5
2. Turning Bus Movements
(a) Bus Turns - Right
(1) Establish nearside stop prior to turn. If total
traffic right turns are an appreciable factor,
locate bus stop some distance prior to intersection.
If right turns are very heavy, stop may have to be
located farside after turn, or midblock.
(b) Bus Turns - Left
(1) Establish farside stop after turn.
(2) If impossible, establish midblock stop after turn. A
midblock stop prior to turn may be feasible if traf-
fic is sufficiently light and block long enough to
allow bus to move from stop to left turn position
without traffic conflict.
3• Midblock as a Special Case
(a) Midblock stops are established under the following condi-
tions:
(1) Where traffic or physical street characteristics
prohibit near or farside stop and/or
(2) Where heavy loading dictates location, and
(3) Where midblock curb parking is prohibited and
enforced for at least 105 feet for a single bus
stop. If additional buses are to be accommodated
simultaneously, parking must be cleared for the
space sufficient to be occupied by the additional
buses.
4. Transfer Points
(a) Through -Bus Movements
(1)
If heavy transfer
between North and West movements,
establish farside
stop for North movement, nearside
for West movement.
(2)
If heavy transfer
between North and East movements,
establish farside
for East movement, nearside for
North movement.
(3)
If heavy transfer
between South and West movements,
establish farside
for West movement, nearside for
South movement.
(4)
If heavy transfer
between South and East movements,
establish farside
for South movement, nearside for
East movement.
(5)
Or combinations of
1 through 4 above as the transfer
movements dictate.
5
6.
(b) Turning Bus Movements
(1) If a heavy transfer exists between a straight
through -bus movement and a right turn, both of which
operate on the same street in the block preceding
the turning movement, establish the stop in the mid -
block before the turning movement. If one of the
movements involves a left turn, interchange point
should be located at least one (1) block prior to
left turn unless traffic is sufficiently light and
the block long enough to allow bus to move from stop
to left turn position without traffic conflict.
(2) If (1) above applies after turnin� movement, estab-
lish stop according to 2 (a) and b).
One -Way Streets
The foregoing statements apply generally to one-way streets.
Usually stops should be located where they do not constitute
an impediment to right turning movements. Occasionally, con-
sideration may have to be given to left turns as well where
street width is narrow or turning movements are heavy. Nor-
mally, less interference is occasioned by nearside stop where
traffic on cross street approaches from the right. However,
bus stop should be located at sufficient distance from inter-
section to prevent undue reduction in sight distance at the
intersection. When traffic on cross street approaches from
the left, a farside stop may be preferable unless bus stop is
placed far enough in advance of intersection to allow freedom
of movement to traffic making a right turn.
Where bus movements are exceptionally heavy and one-way
streets are wide enough to permit the establishment of loading
zones thereon, the use of an additional lane for buses has
been suggested as a means of reducing traffic delays caused by
heavy transit bus movement.
Points of Traffic Convergence
At intersections where right turns, left turns, and straight
forward movements converge to form a heavy flow of traffic,
the farside stop tends to interfere with traffic movements
particularly at those locations where the farside stop is on
the throat carrying a major flow of traffic away from the
intersection where convergence occurs. Nearside or midblock
stops located before the point of convergence, reduce delays
to other bus routes that converge as well as other traffic.
However, for obvious reasons, a nearside stop should not be
made at intersections where bus makes left turns.
7. Points of Traffic Divergence
At intersections where bus routes and heavy traffic movements
diverge, a farside stop can be used to advantage since it is
7
located beyond beyond the point of divergence. (Farside or midblock
stop locations reduce the interference and delays for follow-
ing buses and for all other traffic).
8. Signalized Intersections
In selecting stop locations at signalized intersections, it is
desirable to select a location which will not require the bus
to make a double stop - one for a traffic signal delay and one
for bus loading. Consideration should also be given to the
effect that bus loading delays will have on traffic movements
when the bus normally arrives during a green signal period.
If the bus stop is located at an intersection which is within
a coordinated signal system, the selection of the stop loca-
tion may depend entirely upon the signal aspect displayed when
the bus arrives; i.e., if bus normally arrives during green
phase, a farside stop is indicated, and conversely, normal
arrival on red signal would indicate nearside stop.
At isolated traffic signal installations, where the signal
operates on a fixed cycle, the number of bus arrivals during
either a green or red period will depend upon the proportion-
ate amount of time allotted to the respective signal aspects.
At isolated locations, all other factors shall be considered
in addition to the presence of the traffic signal installa-
tion.
9. Adjacent Establishments
In order to promote good public relations, it is desirable
that bus stops be installed at locations where they will cause
least annoyance to the adjacent residents or property owners.
Some commercial establishments are interested in having bus
stops in front of their business establishments. Many resi-
dents object to bus stops being located adjacent to objection-
able activities.
10. Consideration Affecting Patrons
For the convenience and protection of bus patrons, consider-
ation should be given to the proximity of shelter and adequate
street lighting, the existence of traffic control features
which provide for their safety, boarding and alighting sur-
faces and areas, etc.
11. Enforcement of Parking Regulations
Automobile drivers are accustomed to the standard parking
regulations existing on all sides of an intersection. For
this reason, parking restrictions at nearside or farside stops
can be enforced with comparatively less difficulty. The mid -
block bus stop requires a parking regulation at a location
0
where drivers are accustomed to parking privileges and it is
more difficult to enforce.
Unless parking regulations are strictly enforced at stop loca-
tions, the bus is required to double park in a position which
interferes with all traffic movements on the street and
seriously endangers transit patrons.
B.4 Bus Stop Length
Bus stops should facilitate passenger loading and unloading adja-
cent to the curb with a high degree of driver compliance.
Bus Stop lengths should reflect (1) the number of buses that each
stop will accommodate simultaneously, (2) the maneuvering require-
ments of buses to enter and leave the stop, and (3) the type of
stop.
The number of bus loading positions depends on (a) the rate and
nature of bus arrivals and (b) passenger service time at the bus
stop.
Suggested ranges in bus stop lengths and the associated curb park-
ing restrictions on intersection approaches are shown in Appen-
dix 1. These dimensions assume a single 40-foot bus; lengths will
have to adjust accordingly should SunLine ultimately purchase
longer articulated buses. Where bus service is infrequent (i.e.,
less than two buses per hour in the peak periods), it may be nec-
essary to balance desirable bus stop lengths with parking demands
and enforcement feasibility. Similarly, where several buses are
expected to use any given stop simultaneously, 45-feet should be
added for each additional bus.
The following guidelines, including the prohibition of curb par-
king, are suggested for single -bus stops:
1. The length of far -side bus stops should range from 60 to 80
feet, measured from the rear of t-he stopped bus to the end of
the first parking stall. This distance will increase to 100
to 115-feet where far -side stops are provided after buses turn
right.
2. The length of near -side bus stops should range from 70 to 90
feet, measured from the front of the stopped bus to the front
of the preceding parking stall.
3• Mid -block bus stops should range from 100 to 135 feet, meas-
ured from the front of the preceding parking stall to the rear
of the next parking stall.
Bus stops should be clearly marked. Solid white 6 to 8 inch lane
lines may be used to separate the mid -block bus stops from adja-
cent traffic lane. "Bus Stop" pavement stencils are recommended
in areas of heavy bus flow.
9
B•5 Related Factors
Design, signing, maintenance, and enforcement of bus stops should
maximize (1) compliance to regulations by buses and cars and (2)
passenger convenience. Factors involved include:
1. Enforcement. Effective enforcement of complementary curb
parking restrictions is essential. The best engineered bus
stop is of little value if the attendant parking restrictions
are not strictly enforced. Where buses must "double park"
because their loading areas are occupied by parked or stopped
vehicles, passenger safety is reduced and traffic flow is
impeded. Enforcement will be the responsibility of the
respective political jurisdiction.
2. Delineation. Bus stops should be conspicuously signed. Bus
stop signs will be provided/placed by SunLine Transit Agency.
3• Passenger Amenity. Passenger convenience should be a primary
consideration. Adequate roadway lighting and (where passenger
volumes warrant and land -use conditions permit), benches or
shelters should be provided. Base mounting slabs should be
provided at street locations without existing sidewalks.
Roadway curbs should be of constant height to minimize passen-
ger mis-steps when alighting from a bus at a lower or sloping
curb. Wheel chair ramps should be provided at designated bus
stops on all accessible bus routes to provide for street
crossing.
SECTION C: BUS STOP AMENITIES
C.1 Benches
Benches are usually placed at bus stops to accommodate the waiting
passengers. SunLine provided benches are constructed with con-
crete. If a bench is to be donated to SunLine, consideration
should be given to materials that have high resistance to vandal-
ism and weathering. For example, wood benches are aesthetically
attractive, but do not hold up well under the summer sun. Benches
should be designed and constructed to be safe and provide comfort
to the waiting passengers for logistic reasons. All donated
benches shall become the property of SunLine, and SunLine shall
assume maintenance responsibility.
The placement of bus benches should follow certain specifications.
Benches should be located to minimize obstruction of walkways. At
least 36 inches of clearance for a wheel chair should be provided
on either the front or backside of the benches. They should be
placed no closer than 5 feet and no farther than 12 feet from a
bus stop sign post. In addition, benches should be placed no
closer than 2 feet from the curb in order to avoid injuries to
persons waiting at the benches by the opening of doors of the bus.
10
�n
C.2 Bus Stop Signs
SunLine bus stop signs are placed at authorized bus stops to pro-
vide information concerning routes serving the stops. SunLine Dro-
vides and installs bus stop signs at no cost to cities or develop-
ers.
Bus Stop Signs should not be obstructed by any object and should
be placed 1.5 feet from the curb.
C.3 Shelters
A bus stop shelter is a covered waiting area which provides pro-
tection from the weather for bus patrons. Placement of shelters
should be provided at stops with heavy patronage and at major
activity centers, predicated on space availability.
Shelter design may vary considerably depending on the city's or
developer's standards. Materials may include brick, wood, metal,
concrete or any other vandal proof and weather resistant materi-
als. Public telephones, bike racks and waste containers may be
incorporated into the shelter design.
Trees should not be overlooked as a suitable means of sheltering
bus patrons from summer sun. When trees are selected for shelter,
special consideration must be given to vandalism potential and
maintenance problems. Prior to the usage of trees for shelter,
there must be an agreement between the city/developer and SunLine
as to responsibility for maintenance. As with donated benches,
donated shelters shall become the property of SunLine, and in
turn, SunLine will assume maintenance responsibility.
Most prefabricated shelters on the market are designed to protect
passengers for cold and wet weather. SunLine's inclement weather
is the hot summer sun. With that in mind, the following consider-
ations should be included in designing of passenger shelters:
a) Desired Features:
o A concrete pad of appropriate dimension (paved sidewalks may
be utilized) to serve as the base mounting pad.
o Roof of sufficient dimension to provide a reasonable shade
pattern.
o Openings for air circulation. Enclosed shelters become
excessively hot during the summer months.
o Full length bench with back rest.
11
b) Design of Shelters:
c)
d)
e)
o Basic shelter dimensions can range from 5.0' wide x 10.0'
long to 7.0' wide x 15.0' long, depending upon use, loca-
tions, etc.
o The roof overhang shall be sufficient to provide inside
protection.
o The pattern, color and style of the shelter should be compa-
tible with the existing architecture of the area.
o The use of low maintenance materials should be an essential
consideration and surfaces should be textured or treated to
resist vandalism and minimize maintenance.
o The shelter should include provisions for mounting route
information signs.
o Provisions should be included for internal lighting if it is
determined that illumination is needed.
o The concrete pad, on which the shelter is placed, should be
sloped toward the roadway for drainage.
Shelter Location:
o Provide a minimum of 3.0 feet to a maximum of 15.0 feet from
the face of curb to front of shelter.
o Free-standing shelters should be located a minimum of 1.5'
away from the building walls to allow for cleaning and to
prevent entrapment of childran between shelter and wall.
o Locate front of shelters away from prevailing winds in open
areas when practical.
Developer Responsibilities to SunLine Transit Agency:
o Require review of site drawing at an appropriate scale show-
ing all existing or proposed property lines, proposed shel-
ter details, and proposed shelter location.
City/County Assistance to SunLine Transit Agency:
o Require dedication of suitable area for a shelter when new
development occurs at a planned shelter location.
o Require inclusion of a shelter and other transit facilities
as part of any major new development, such as a shopping
center.
12
1?4
The proper placement of a shelter involves the followin: con-
siderations:
o Approval of property owner/local jurisdiction and SunLine.
o Available right-of-way.
o Existing physical restraints/barriers.
o Sidewalk condition and location.
o Consideration to bus entrance and exit doors.
o Sight distance considerations.
o Accessibility for maintenance.
o Drainage
o Electrical service, if needed.
It is the policy of SunLine Transit Agency to encourage public
and private developers to include passenger shelters as part
of new developments. As mentioned previously, for logistic
reasons, all donated shelters shall become the property of
SunLine, who shall in turn, assume responsibility for their
maintenance.
C.4 Terminal Areas
Bus Terminal Areas (Recovery locations) are provided at the end of
each trip for buses to recover and get prepared for the return
trip. This also provides opportunity for bus drivers to take a
short break before heading back. Bus Terminal Areas, if possible,
should be located at major transfer points, transit centers and
within walking distance of major passenger generators (employment
centers, hospitals, shopping centers, etc.) to increase the effec-
tiveness of service. Sufficient area should be provided for buses
to be able to recover and or turnaround.
L 5 Bus Turnouts
A bus turnout is defined as a specially constructed area off the
normal roadway section provided for passenger loading and unload-
ing. Turnouts are provided primarily on high volume or high speed
roadways to provide for safe, efficient operation at the bus
stops. Additionally, bus turnouts should be considered in heavily
congested downtown and shopping areas where large numbers of pas-
sengers may board and disembark.
The basic requirement for a bus turnout is that the deceleration,
standing, and acceleration of buses be effected on pavement areas
clear of and separated from the through traffic lanes.
13
The speed -change sections should be long enough to enable the bus
to leave and enter the through traffic lanes at approximately the
average running speed of the roadway without centrifugal force
causing undue discomfort to passengers. The length of acceler-
ation lanes for bus turnouts should be well above the normal mini-
mum values, as the buses start from a standing position and the
loaded bus has a lower acceleration capability than passenger
cars. Normal length deceleration areas are suitable.
The design of bus turnouts can be a function of various factors
such as traffic volumes, available space, grades and operating
speed of roadway. Operating speed of roadway is defined as the
average spot speed for the particular section of roadway under
consideration.
The following categories of operating speeds for the bus turnout
classifications are considered:
Speed MPH
Expressway Over 40
Major arterial 30 to 40
Major collector 20 to 30
Local (Urban Collector) Below 20
Appendix 2 illustrates the recommended turnout dimensions for
major arterials, major collectors and urban collectors. For oper-
ating speeds in excess of 40 mph (Expressways) the recommended
design standards should be based on design standards recommended
by the California Department of Transportation.
C.6 Transit Centers
Transit centers are major bus facilities which are designed to
accommodate a variety of transit functions. These transit func-
tions include passenger loading and unloading, transfers, driver
breaks and reliefs, bus recovery, park -and -ride, etc.
Transit centers can be the focal points of transit service in any
development. They provide essential amenities and incentives for
current and potential transit riders. They increase the attrac-
tiveness of the developments to prospective customers. Depending
on the level of service and demand at the particular location, a
transit center could include an enclosed building and/or a variety
of amenities such as shelters, benches, bus bays, phones, and
trash cans. Transit centers should be located as close to the
center of activities as possible.
Usually, transit centers are only appropriate for large-scale
developments such as regional shopping centers, planned communi-
ties and large office/commercial developments. The need for cen-
ters must be individually evaluated. Because transit needs and
14
functions very from location to location, no universal design
criteria can be developed. However, the basic design requirements
for bus stops, and terminal areas, etc., are all applicable.
Developers are encouraged to work with the SunLine staff to first
identify the transit needs and then to design the facility accord-
ingly.
15
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NO
PMKING
8u5
STOP
R7-107
S Stop Sign
*40' minimum for low speed and low volume streets
60' desirable for high speed and high volume streets
**For each additional pass through bus berth
add 50', and for each additional layover bus
berth add 80'.
***10' minimum for low speed and low volume streets
12' desirable for high speed and high volume streets
50,-100,R
Sui&&ze
32 505 Marry Oliver Trail
Thousand Palms. CA 92276
19101 111 IA"
APPENDIX 2
RECOMMENDED TURNOUT DIMENSIONS
11
P111'%DI
SUNLINE VEHICLE DIMENSIONS
FOR LARGE SUNLINE BUSES
8
WEIGHTS AND CAPACI'I'IEC
IN
SunLine
32 505 Harry Oliver Trad
Thousand Palma, CA 92276
(619) 343-3456
I� LH
G old E F
A
GILLIG
GMC
FLXIBLE
DAIMLER
A OVERALL LENGTH
40'-6"
35'-0"
31'-0"
30'-0"
B OVERALL WIDTH
(With Mirrors)
10'-0"
10'-0"
10'-0"
9'-0"
C OVERALL WIDTH
(Without Mirrors)
8'-6"
8'-0"
8'-6"
8'-0"
D OVERALL HEIGHT
11'-3"
11'-8"
11'-8"
12'-4"
E WHEELBASE LENGTH
23'-6"
19'-0"
19'-0"
16'-3"
F FRONT OVERHANG
7'-0"
7'-0"
7'-0"
7'-0"
G REAR OVERHANG
9'-6"
9'-0"
9'-0"
6'-9"
H FRONT BUMPER DISTANCE
TO GROUND
1'-0"
1'-6"
1'-6"
0'-11"
I REAR BUMPER DISTANCE
TO GROUND
1'-6"
1'-611
1'-0"
0'-11"
J FIRST STEP DISTANCE
TO GROUND
1'-1"
1'-0"
1'-1"
1'-3"
K CENTERLINE -FRONT DOOR
TO REAR DOOR
19'-0"
16'-6"
16'-6"
MINIMUM TURNING RADIUS
44'
39'
39'
59,
GROSS VEHICLE WEIGHT (lbs)
36,000
34,700
35,700
30,000
FRONT AXLE CAPACITY
13,000
11,700
12,600
10,000
REAR AXLE CAPACITY
23,000
23,000
23,100
20,000
SEATING CAPACITY
46/47
45
33
48/50
iii
FOR COUNCIL AGENDA
March 20, 1981
Honorable Mayor and City Council
City of La Quinta
La Quinta, California
Dear Mayor Hoyle and Council Members Sniff, Pena, Cox
and Bohnenberger:
We represent a group of residents, merchants and property
owners who have a common interest in seeing the downtown
area of La Quinta develop in an orderly way, taking full
advantage of its unique charm.
An immediate concern we have is that the 'Village' con-
cept, that so many people favor for the downtown, will be
spoiled by the widening and conversion to a main street,
of Avenida Bermudas between Calie Tampico and the Desert
Club of La Quinta. If this were to occur, the 'Walking
Village' would be adversely affected by a busy street
bisecting the area that most agree should be intact.
Heavy traffic through the Village would keep away the
very people we are trying to attract - those coming to
the area to shop and experience a unique setting away from
traffic noise and congestion, as well as the higher speeds
a main street encourages.
An important factor to consider is the negative effect on
residential property owners along the west side of Bermud-
as, who would lose much of their front yards to a widening.
At least one property owner scrapped definite plans to build
a nice home whf,n they learned they would ,Lose a large area
off their already small 5000 square foot lot. Another neg-
ative is that existing historical structures and mature,
beautiful Eucalyptus trees would require removal, creating
all the problems associated with Eminent Domain. Groups
such as Deert.l3eaut-iful and the Historical. Society would
no doubt become invulved. All in all, the negative factors
far outweigh any potential benefits.
Perhaps it would be a good start for some of us to meet
with you or the Planning Director at your earliest con-
venience. You may contact Warren .Johnson at 323-5124 or
any of the rest of us with a time and place.
We all want to emphasize that we appreciate the efforts
of the Council to make the downtown something to be
proud of, and we want to offer our help.
Thank you.
5�u- -� c Y��^ Richard Hill 564-4513
Warren Johnson 323-5124
H. Lauren Lewis 564-1857
-6 Eddy Nicholson 564-3692
a.r.e,.g.r;<. - Roxie Yessayi.an 564-4218
z Z John Mitchi.ner 564-3395
Benjamin Urmstcn 324-3327
v'
Bruce Robinson 564-3692
..Jackie Cooper
564-3385
Robert Cunard 564-4443
cc: I.a Quinta City Manager
L.a Quinta Planning Director
La Quinta Planning Commission
® 6
STUDY SESSION
MEMORANDUM ITEM # 1
CITY OF LA QUINTA
TO: THE HONORABLE CHAIRMAN AND MEMBERS OF THE PLANNING COMMISSION
FROM: THE PLANNING DEPARTMENT
DATE: APRIL 9, 1987
SUBJECT: REVIEW OF PROPOSED FINAL BUILDING ELEVATIONS FOR PLOT PLAN
NO. 86-361 - JOHN DELLA
Plot Plan 86-361 was approved on October 14, 1986 for the
construction of a two-story retail building with a second floor
operator's residence. The building is located at the southwest
corner of Calle Estado and Desert Club Drive.
ANAYLSIS
The Applicant has submitted final building plans and,elevations. The
Approval Conditions were reviewed for compliance. The only Condition
which is of concern is Number 10, which states,
"The proposed roof parapet firewall at the west end of
the building be eliminated in favor of other fire code
treatments and the west building wall shall incorporate
aesthetic design treatments. Methods for provision of such
shall be subject to review prior to building permit."
The Applicant's proposal incorporates a parapet wall along the
western building line. The parapet wall extends 12 inches above
the roof eave, with the first and second floor roof eaves
decending into the parapet.
This matter is before the Commission for discussion relative to
compliance with the noted condition.
® STUDY SESSION
ITEM *4
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