Terra Nova Planning & Research, Inc.
CITY OF LA QUINTA
HIGHWAY 111 AREA PLAN
PROPOSAL
Terra Nova Planning & Research, Inc.®
42635 Melanie Place, Suite 101
Palm Desert, CA 92211
Terra Nova
Highway 111 Area Plan Proposal
CITY OF LA QUINTA
HIGHWAY 111 AREA PLAN
Table of Contents
Section Page
COVER LETTER
I. THE TERRA NOVA TEAM ............................................................ 1
A. Introduction ................................................................................ 1
B. Terra Nova Planning & Research .................................................... 2
C. HR Green ................................................................................... 4
D. TKD Associates ........................................................................... 7
E. VisionScape Imagery ................................................................... 8
F. Representative Projects .............................................................. 10
G. References ............................................................................... 12
II. PROJECT UNDERSTANDING & APPROACH .............................. 13
A. Project Understanding ................................................................ 13
B. Approach .................................................................................. 14
III. SCOPE OF WORK .................................................................... 18
IV. SCHEDULE .............................................................................. 24
V. COST PROPOSAL .................................................................... 25
Appendix A Non-Collision Affidavit Form
Appendix B Excerpt, Rancho Cucamonga Foothill Boulevard BRT Corridor
Study
Appendix C Ramon Road Corridor Plan
TERRA NOVA PLANNING & RESEARCH, INC.
42635 MELANIE PLACE, SUITE 101, PALM DESERT, CA 92211 (760) 341-4800
November 14, 2018
Mr. Danny Castro
Director
Design and Development Department
City of La Quinta
78-495 Calle Tampico
La Quinta, CA 92253
RE: Highway 111 Area Plan Proposal
Dear Mr. Castro:
Terra Nova is pleased to submit this proposal in response to the City’s Request for Proposals for the
Highway 111 Area Plan. We have assembled a team with a deep understanding of La Quinta that
will bring the City’s vision for the long-term health of the Highway 111 corridor to fruition. We have
included two sample documents as appendices to this proposal: An excerpt from the Rancho
Cucamonga Foothill Boulevard Corridor Study, and the Ramon Road Corridor Booklet.
The Terra Nova team will be led by Nicole Sauviat Criste, who is also the primary point of contact for
this proposal. We will be responsible for coordination with the City, and the analysis of land use and
planning issues. Our team includes HR Green, represented by Tim Jonasson and Rock Miller, for
the complete streets program; Tom Doczi of TKD Associates to develop the streetscape and
branding program; and Ed and Joe Font of VisionScape Imagery preparing the visual simulations
and urban form modeling.
Terra Nova has been providing planning services to La Quinta since 1998. Our team members all
have worked in La Quinta for many years, and as a group we truly understand the community. Our
experience will allow us to ramp up quickly, and provide reality-based, creative solutions that are
directly applicable to Highway 111.
We work as an effective extension of City staff, and always endeavor to provide support and
assistance that is constructive and solutions-oriented, and not disruptive to our clients’ workloads.
I look forward to having the opportunity to discuss our proposal with you further. If you have any
questions, or would like additional information, you can contact me at 760-341-4800, or by email at
ncriste@terranovaplanning.com.
Sincerely,
Nicole Sauviat Criste
Principal
Terra Nova
Highway 111 Area Plan Proposal
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I. THE TERRA NOVA TEAM
A. Introduction
Terra Nova will act as prime contractor if
selected for the Area Plan project. Terra
Nova has been providing planning
services to La Quinta since 1998, and has
been fortunate to prepare the City’s last
two General Plans, its current Zoning
Ordinance, and the Mixed Use Overlay
standards and guidelines that are so
critical to the long-term success of the
Highway 111 corridor.
For this project, we have teamed with
trusted partners who also have
significant long-term experience in the
City, and understand its vision. Our team members and their responsibilities are:
§ Terra Nova Planning & Research
o Project oversight
o Stakeholder outreach coordination and management
o Specific Plan review and recommendations
o Corridor Plan preparation
§ HR Green
o Complete streets planning and design
o Traffic assessments and design analysis
o Stakeholder outreach
§ TKD Associates
o Corridor landscape and branding
o Entry statement development
o Stakeholder outreach
§ VisionScape Imagery
o Urban Form
o Visual simulations
o Stakeholder outreach
We have long-standing relationships with all the members of our team, and have worked on
multiple projects together in La Quinta and elsewhere in the Coachella Valley. The following
sections provide brief descriptions of each firm’s expertise, as well as resumes of the key
personnel who will participate in the Area Plan project.
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B. Terra Nova Planning & Research
Terra Nova was founded in 1984 in Palm Springs, California and since that time has maintained
offices in Seattle, Washington, Napa, California and Colorado Springs, Colorado. Since its
inception, Terra Nova has provided urban planning and environmental services to the public and
private sector for major planning and development projects, including large-scale transportation
and other infrastructure projects.
The firm's experience is wide-ranging
and includes the preparation of Specific
Plans and Master Plans, General Plans
(including Circulation Elements), Zoning
Ordinances, and corridor plans. Our
client base includes all cities of the
Coachella Valley, CVAG, SCAG, the City
of Rancho Cucamonga, the Towns of
Yucca Valley and Apple Valley, the
County of Riverside, the cities of San
Bernardino and Riverside, the Coachella
Valley Water District, Eisenhower Medical Center and College of the Desert. Terra Nova’s
municipal client base is of long standing – we have provided planning and environmental services
to the City of La Quinta continuously for twenty years, and to the City of Palm Springs since
2005. Our relationship with the City of Rancho Mirage and Desert Hot Springs extends back to
the mid-1980s, and our work with Palm Desert and Cathedral City started in the mid-2000s.
Terra Nova also participated in the development of the design and prepared the EIR and NEPA
EA for the CV Link Multi-Modal transportation project, which will link the cities of the Coachella
Valley, and whose La Quinta segment is an important part of the Area Plan.
Key Terra Nova staff who will participate in this project include:
§ Nicole Sauviat Criste will act as Project Manager and principal contact for the City;
§ John D. Criste, AICP will coordinate complete streets design and stakeholder outreach for the
project;
§ Andrea Randall will be responsible for Specific Plan standards and guidelines, and for review
and development of the Area Plan document;
§ Kelly Clark will have primary responsibility for the Area Plan’s content and development.
Nicole Sauviat Criste
Principal and Project Manager
Ms. Criste has been with Terra Nova since 1985 and has been providing current planning and
environmental services since joining the firm, and is the Principal-in-Charge for the provision of
municipal planning services. Her advance planning experience is also extensive. She has
managed design and prepared a wide range of community General and Comprehensive Plans,
Master Plans and Specific Plans. Her urban planning work includes the Museum Market Plaza
Specific Plan and recent Downtown Palm Springs Specific Plan in Palm Springs. She was the
Project Manager for both La Quinta General Plan updates, and for the preparation of the current
Zoning Ordinance. She was the Project Manager for the Patterson Park Neighborhood
Revitalization Strategic Plan for the City of Riverside, and is currently managing the Desert Wave
Resort Specific Plan project in Palm Desert.
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In addition to extensive land use and community planning experience, Ms. Criste also provides
expert services in environmental, land use and development design analysis, fiscal and economic
impact analysis, market research and marketing strategy development. Her experience in project
and community land use planning and analysis is extensive and has included most regions of the
U.S.
Ms. Criste also works with a number of attorneys as a CEQA expert, and has provided technical
analysis in support of legal actions in southern California, San Mateo and Santa Clara Counties,
the cities of San Jose, Sacramento and others. Ms. Criste is a graduate of Scripps College with
a Bachelor of Arts degree in European Studies.
John D. Criste, AICP
Principal
Mr. Criste has more than 40 years’ experience in land use, urban and regional planning,
environmental assessment and impact analysis, land use feasibility analysis, and energy
development management and regulation. He has worked in the Southern California region since
1979. His transportation planning experience includes numerous General Plan Circulation
Elements, design mitigation assistance on road, bridge and multi-modal infrastructure projects,
including CV Link and the Rancho Cucamonga BRT Corridor Plan. He has extensive experience
in public policy planning regarding land use and environmental regulation on local, state and
federal levels.
Mr. Criste was Principal in Charge for the College Park Specific Plan in Palm Springs, and prepared
the COD West Valley Master Plan, the Panorama Specific Plan and EIR in the east Coachella
Valley, and the COD Educational Center in Indio. He managed the Katella Boulevard Corridor
Environmental Assessments for the City of Anaheim. He is principal-in-charge of the Cathedral
City General Plan update, including the Alternative Transportation Plan being prepared
concurrently, both of which are currently under way.
He provides on-going planning services to Eisenhower Medical Center, College of the Desert and
other institutional clients. Most recently, Mr. Criste was the Project Manager for the firm’s CV
Link EIR project, a task which included extensive design consultation regarding safe integration
of this major transportation corridor into the Valley’s existing street and trail system.
Mr. Criste holds a Bachelor of Arts degree in Architectural History from Pennsylvania State
University. He has been certified by the American Institute of Certified Planners (AICP, #6672).
He is also a member of the American Planning Association (APA), the Association of
Environmental Professionals (AEP), and the Institute of Transportation Engineers.
Andrea Randall
Senior Planner
Since joining Terra Nova in 1998, Ms. Randall has been actively involved in the preparation of
General Plans and associated environmental analysis for a number of towns and cities in
Riverside and San Bernardino counties, and was primary author of the City of La Quinta Zoning
Ordinance. She is currently lead planner for the Coachella Valley Conservation Commission
Bighorn Sheep Barrier EIR and NEPA EA, and is principal author of the Cathedral City General
Plan’s environmental justice and demographics analysis. She has an in-depth knowledge of the
diverse socio-economic landscape of the Coachella Valley, and has prepared several analytical
models of communities of the Coachella Valley.
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Ms. Randall played an important role in a 10,000-acre annexation and associated analysis on
lands near the Colorado River, and has assisted in securing state and federal incidental take
permits for major developments in the Coachella Valley. Ms. Randall has also conducted
predevelopment planning analysis for a variety of projects, including the COD West Valley
Campus, Paradise Valley Market Feasibility Study and Fiscal Impact Analysis, the Coachella
Valley Multiple Species Habitat Conservation Plan Fiscal Impact Analysis, and analyses for a
number of annexations and residential subdivisions.
Ms. Randall graduated Magna Cum Laude with a Bachelor of Arts degree in Urban Affairs and
Planning from the Virginia Polytechnic Institute and State University.
Kelly Clark
Associate Planner
Ms. Clark joined Terra Nova in 2011 and since that time she has provided research and analysis
required for CEQA and NEPA documents, local green building policies and various development
projects throughout the Coachella Valley. She also contributed to the preparation of the College
of the Desert Palm Springs and Indio Educational Center documents.
Ms. Clark was a part of the planning team for the Rancho Cucamonga Foothill Boulevard BRT
Corridor Study, a SCAG Compass Blueprint Demonstration Project for the City of Rancho
Cucamonga. She is currently principal author of the Desert Wave Specific Plan, and manages the
work of the firm’s Assistant Planners.
She has developed a strong technical understanding of air quality and greenhouse gas modeling,
and prepares air quality models, including most of the air quality and GHG analyses for more
than 50 Initial Studies, EIR and NEPA documents. She is also expert in state and federal law and
regulation regarding GHGs and criteria pollutants. Ms. Clark has a deep understanding of
groundwater management and regulation, and has prepared almost two dozen Water Supply
Assessments in the counties of Riverside, Kern, San Bernardino and Los Angeles.
She is a graduate of the University of California, Berkeley, receiving a Bachelor of Science degree
in Conservation and Resource Studies. Ms. Clark’s coursework emphasized sustainable urban
development, environmental policy and community design.
C. HR Green
Founded in 1913, HR Green ranks among ENR’s Top 500 Design Firms and Top 100 Construction
Management Firms in the United States. The firm has 16 offices throughout the United
States. In California, the firm is headquartered in Riverside County (Corona).
HR Green maintains multi-faceted on-call contracts with counties, cities and agencies, providing
a wide range of civil engineering, project management, construction management/inspection,
water quality, building safety administration, code compliance, permit processing, plan check,
and staff augmentation services.
The firm’s staff has successfully partnered with most Coachella Valley cities. For the Area Plan
project, the firm’s Task Leader will be Tim Jonasson, PE, who served as La Quinta Public Works
Director/City Engineer for 15 years. In that role, he oversaw improvements along Highway 111,
and coordinated closely with local and regional stakeholders. He brings an intimate
understanding of the corridor and its history, allowing the team to move quickly into the design
concept development and testing.
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The firm’s Lead Transportation Engineer, Rock Miller, PE, TE, PTOE, has prepared the concept
design and plans for multiple roundabout projects in La Quinta and is currently providing traffic
engineering and active transportation designs for the CV Link. HR Green continues to serve La
Quinta by providing plan check services. The firm’s staff has served nearby cities and the County
of Riverside, including Coachella, Palm Desert, and multi-faceted consulting to local
communities.
HR Green staff members have played a key role in the evolution and growth of municipalities
and other agencies throughout Southern California. HR Green enjoys a longstanding reputation
for client and environmental stewardship, public service, and technical excellence.
The resumes of key HR Green staff are provided below.
Tim Jonasson, PE
Principal
Mr. Jonasson has nearly 30 years of design, CIP program management, design management,
plan review, NPDES/water quality compliance, and construction management experience of
municipal public improvement projects, including roads, drainage, water, sewer, traffic, grading,
parks, recreational facilities, parking lots and parking structures. He has served as city engineer,
construction manager and design engineer on a variety of municipal improvement projects
including bridge construction, street and landscape improvements, water and wastewater
improvements, parks construction and rehabilitation, golf course improvements and pier
reconstruction. He also played a critical role in the development of the City of La Quinta’s General
Plan Circulation Element and development of the City’s street system.
His familiarity and knowledge of the City and the Highway 111 corridor is unparalleled. As Public
Works Director/City Engineer for the City of La Quinta, Mr. Jonasson:
§ In 2017 led the City’s team that was awarded a $7.3 million Active Transportation Program
(ATP) grant for constructing five future roundabouts, bicycle lanes and pedestrian crossings
to the La Quinta Village.
§ Widened Highway 111 to the current six lane configuration, added landscaped medians and
updated entry features at the entrances to the City. He also revised the City’s Highway 111
design guidelines as part of the design process.
§ Improved the level of service at all major
intersections of Highway 111 including
Washington Street, Simon Drive, La Quinta
Center Drive, La Quinta Drive, Adams Street,
Dune Palms Road, Depot Drive and Jefferson
Street through system design improvements.
§ Reviewed numerous private development
projects including Walmart, Costco, Sam’s Club,
Hobby Lobby, La Quinta Chevrolet, Pavilion at La
Quinta and Washington Square.
§ Secured multiple multi-million dollar federal
Highway Bridge Replacement grants to construct
the Jefferson Street and Adams Street Bridges
across the Whitewater Channel connecting north
La Quinta to Highway 111 and City facilities and commercial development south of the
channel. The Adams Street Bridge also included an undercrossing to support CV Link. Secured
funding for the Dune Palms Road for a future bridge project.
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§ Installed or modified to current standards all five roundabouts in the City to improve traffic
safety and enhance pedestrian and bicycle access to the community.
§ Prepared a Traffic Demand Management (TDM) study for Washington Street for the cities of
Palm Desert, Indian Wells and La Quinta to help reduce congestion from Country Club Drive
to Avenue 48.
Mr. Jonasson holds a Masters degree in Business Administration and a Bachelor of Science degree
in Civil Engineering. He is a California Registered Civil Engineer (#45843).
Rock Miller, PE, TE, PTOE
Senior Transportation Engineer
Mr. Miller has more than 40 years of transportation planning, design, and operations experience
for active transportation and has served as a City Traffic Engineer. Mr. Miller is a national expert
in the traffic design and safety for walking, urban bicycling, and complete streets infrastructure.
He has frequently been invited to speak at regional and national conferences and committees on
many topics, including pedestrian circulation, innovative bikeway design, traffic calming, and
transportation policy. Mr. Miller served as International President of the 15,000 member Institute
of Transportation Engineers (ITE) in 2012.
Mr. Miller is currently providing traffic engineering and active transportation design for the CV
Link Multi-Modal Project, including that segment that
will be built in La Quinta next year. Mr. Miller has
developed designs for on-street portions of the project
that will maintain the continuity and low-stress design
of the complete facility.
Mr. Miller also prepared the concept design and signing
and striping for the reconstruction of the Village
roundabout at Avenida Navarro and Avenida
Montezuma in Old Town La Quinta. The reconstruction
was done to achieve full conformance with modern
roundabout design, correcting various design issues
with the original installation. He also developed the
concept design and plans for the Seely Roundabout near Miles Avenue. Mr. Miller has provided
an array of services for over 12 new or remodeled roundabouts over the past 10 years.
Mr. Miller was Project Manager for the Herondo Street/Harbor Drive Gateway Park and Cycle
Track in Redondo Beach. He was responsible for developing a unique separated bicycle facility
near the coastline between Redondo Beach Pier and Hermosa Beach. The project was opened
in June 2015 and now serves over 1 million bicyclists per year. The project is well-known for its
use of green pavement and special traffic signals that provide separate signal indications for
bicyclists. The project has won more than six technical awards and mentions on Best Bikeway
lists. It serves as a model in design guides and an inspiration for other facilities.
Mr. Miller holds Masters and Bachelors degrees in Civil Engineering, and is a California Civil
Engineer (#29493). He is also a Registered Traffic Engineer (CA #1139), and a
Certified Professional Traffic Operations Engineer (#205), through the Institute of Transportation
Engineers.
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Daniel Shane, PE, PTOE
Transportation Engineer
Mr. Shane has more than 20 years of design and project management experience on
transportation related projects, including highway design, intersection design and layout,
roundabout design, traffic impact studies, construction traffic control, signal design coordination,
lighting design and analysis, and application of traffic control devices.
Mr. Shane has been directly involved in the design of more than 200 traffic signalization and
street lighting projects, and more than 100 traffic impact studies. Many of the signal plans
included fiber-optic interconnection plans and the installation of video detection. He is proficient
in the use of HCS, SYNCHRO, VISSIM, SIDRA, AutoCAD and Microstation and various street
lighting design software.
Mr. Shane holds a Bachelors degree in Civil Engineering, and is a Professional Engineer and
Professional Traffic Operations Engineer.
D. TKD Associates
TKD Associates is a placemaking landscape architecture and land planning firm that has been
providing landscape architectural services throughout California, Arizona, and Nevada for the
past twenty-two years. The firm’s 140+ projects include residential design, resort site planning,
commercial development, corporate centers, hotels, golf courses, public works projects, and city
parks.
The firm has been a leader and innovator in the use of water efficient plant material and water
conserving irrigation systems. The implementation and award-winning success of their designs
for large scale projects, such as golf courses, resorts, schools, and corporate centers reveals the
scope and depth of talent and experience in their industry.
TKD Associates has completed important landscape and streetscape projects across the
Coachella Valley, including the design themes for the Ramon Road Corridor in Cathedral City,
the landscape program for Downtown Palm Springs, the landscaping plan for the La Quinta Civic
Center and for Rancho La Quinta and the Citrus Club.
Particularly germane to the Area Plan, TKD has completed a number of streetscape plans and
programs, including the Highway 111 streetscape and median designs for the City of Palm
Desert, the Country Club Drive median designs for both Rancho Mirage and Palm Desert, and
the Washington Street frontage for Rancho La Quinta.
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TKD staff utilizes the latest in computer graphic technology to cost effectively produce
preliminary design alternatives, construction documents, cost estimates, and graphic
presentations.
Thomas K. Doczi
Principal
Mr. Doczi has over 30 years of experience in Land Planning and Landscape Architecture. Mr.
Doczi was the lead designer for the Ramon Road Corridor study in Cathedral City, Landscape
Architect for the Avenue 62 Corridor Study and the Landscape Architect, along with Eric Johnson,
for Highway 111 Palm Desert, and the original designer the Indian Wells Grand Champions
Highway 111 Streetscape. Overseas Projects include Design and Planning for Commercial
Centers, Open Space and Streetscapes in the cities of Dalian and Daqing China. Recent local
projects include water conservation and turf conversion projects for many of the existing
streetscapes through-out the Coachella Valley. TKD is the designer of the La Quinta City Hall and
Civic Center Park and most recently the Kimpton Hotel and Downtown Palm Springs
Revitalization Project.
The firm has been a leader in design and planning throughout the Coachella Valley and
internationally. These projects include land use studies, master planned communities, resort site
planning, commercial development, corporate centers, hotels, golf courses, public works
projects, city parks and streetscapes.
Mr. Doczi received his Bachelor of Landscape Architecture at Michigan State University School of
Planning and Landscape Architecture. He has taken additional classes at the Harvard School of
Design. Mr. Doczi is a member of the American Society of Landscape Architects and has served
on the City of Rancho Mirage, Cathedral City and Palm Springs Architectural Review Boards.
E. VisionScape Imagery
Since 1992, firm principals (and brothers) Eddie and Joe Font have been providing design and
visualization products and services that are invaluable throughout all stages of development.
From urban planning and design to leasing and marketing, VisionScape has been providing
sophisticated visualization, aesthetic analysis and design support to Terra Nova for more than
20 years. They have been integral to many of our projects, including the Museum Market Place
Specific Plan and the Agua Caliente Canyon Hotel projects in Pam Springs, the 800,000 square
foot Desert Gateway project in Palm
Desert, and numerous bridge and
roadway improvement projects.
VisionScape uses compelling visual tools
that effectively and realistically
communicate design concepts. Their
experience ranges from corridor
visualizations to modeling of complex
mixed-use development. Their control of
modeling parameters and accuracy
provide realistic visualizations using
sophisticated visual effects, and
imaginative streetscape concepts helps
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make clear the visual value and character of the community. City decision-makers can visualize
photorealistic “Before & After” imagery with high accuracy and objectivity, making for
extraordinary design review, planning and marketing presentations.
The VisionScape team, headquartered in Orange County, has the technical expertise, creative
skills, and production capacity to perform highly accurate and photo-realistic 3D and 4D imagery.
VisionScape has completed projects of varying size and purpose, claiming clients in the public
sector, as well as in the private residential and commercial segments.
Eddie Font
Principal
Mr. Eddie Font is Principal and Co-Founder of VisionScape Imagery, Inc. He provides overall
strategic responsibility for VisionScape. His clients have included both the development
community and municipalities, and he has partnered with Terra Nova on numerous projects in
the last 20 years. Mr. Font’s passion for the Building Industry began when his father joined the
Building Industry in 1972 where he found his strengths in Art, Architecture, Business Marketing
and Technology. His degree in architecture and three decades in urban planning and design
visualization allows him to understand the urban form and how it can be simulated in an existing
environment.
He attended the University of Southern California and received his Bachelor of Architecture
degree in 1992, when he joined his brother in founding VisionScape. Mr. Font is a member of
the American Planning Association’s California Chapter.
Joe Font
Principal
Mr. Font is also a Principal and Co-Founder of VisionScape Imagery, Inc. He has been heading
the firm’s production department since 1992. and has led a team of dynamic and creative artists
who produce some of the most highly accurate, and photo-realistic visual simulations in the
industry. With a background in engineering, his leadership and expertise in the field of
visualization has allowed him to truly enjoy and interact directly with clients in order to provide
that very important personal level of service. His goal is to always meet the unique project
needs of each individual client. Mr. Font brings a level of passion for technology and design
creativity, allowing for the company to thrive and excel in creating innovative methods of
simulating built environments, including infrastructure projects, modern building designs and
landscape concepts.
Mr. Font attended California State University, Long Beach, where he received his degree in
engineering.
Chris Metcalfe
Advanced 3D Modeler
Mr. Metcalfe has been with VisionScape Imagery, Inc since 2006 as an advance 3D Modeler. He
is now a Modeling Supervisor and leads a team of artists and consultants who are responsible
for the digital construction of complete and accurate 3D models for use in animated presentations
and still image visual simulations. His experience also includes other modeling programs such
as Max, Sketch-up and Vray, as well as AutoCAD and Photoshop.
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Mr. Metcalfe is a graduate of California Polytechnic State University, San Luis Obispo with a
Bachelor of Architecture degree with emphasis in computer design and a Minor in Art and Design.
F. Representative Projects
Rancho Cucamonga Foothill Boulevard BRT Corridor Study
Terra Nova evaluated the seven
miles of Foothill Blvd through the
City of Ranch Cucamonga for
opportunities to plan transit-
oriented villages (Bus Rapid
Transit or BRT) along
the corridor. Input came from
public workshops/scoping
meetings, surveys, a web site,
combined City Council and
Planning Commission workshops
and interviews, local media and
other outlets.
The Study demonstrated the
potential for successful TOD planning and implementation through enhanced land use synergies,
optimized transportation infrastructure and services, and changes in the way housing and
commercial services are provided along this major transportation corridor. Opportunity sites
were identified and detailed design analysis and recommendations were prepared. Traffic
management, trip reduction strategies, land use and demographic analysis, coordination of
commercial development with BRT services, promotion of non-auto travel, recommendations for
Zoning Code and Specific Plan updates, integration of public input, and development design
concepts were all integrated into the documentation for the project.
CV Link Multi-Modal Transportation Facility
CV Link is a 50± mile long multi-modal roadway
that extends from Palm Springs to Coachella and is
currently under construction in Cathedral City. It
intersects with numerous arterial roadways, parks
and neighborhoods and is the new backbone facility
supporting a much larger network of regional and
local multi-modal facilities. Terra Nova prepared
CEQA and NEPA environmental documents and
assisted the project design team in resolving
numerous design and location issues.
Comprehensive demographic and socio-economic
analysis conducted for eight valley cities and the
county has also informed Terra Nova’s modeling of
regional and municipal constraints and
opportunities. Terra Nova also processed Clean
Water Act permits and state streambed agreements for more than 30 sites impacted by CV Link.
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Ramon Road Corridor Plan
The Ramon Road Corridor project in the
City of Cathedral City brought together all
aspects of streetscape planning into one
design manual that the City is now
implementing. The Plan includes designs
for Ramon Road from the recently
constructed bridge west of Landau
Boulevard to DaVall Drive on the east end
of the City. It includes landscaping themes
and palettes; gateway, wayfinding and
placemaking designs; and road
improvement designs to accommodate
pedestrians and bicycles, and provide
attractive frontages for this existing, long
neglected commercial corridor.
Downtown Palm Springs (Museum Market
Plaza) Specific Plan
Terra Nova prepared and recently updated
the Museum Market Plaza Specific Plan, now
known as Downtown Palm Springs, for the
redevelopment of the Desert Fashion Plaza,
in the center of the City of Palm Springs. The
project encompasses 30 acres and includes
the redevelopment of a defunct regional
shopping center and the integration of the
Palm Springs Art Museum with 900
residential units, 300,000 square feet of
commercial retail space, and 600 hotel rooms.
The Specific Plan created standards and guidelines for a fully integrated Mixed-Use project, and
analyzed the costs associated with redevelopment of the site, and increased service needs. The
project has since opened a Kimpton Hotel and multiple retail stores, including West Elm and
H&M. A major park component is under way and the project is now moving to property on the
east side of Palm Canyon Drive, which will tie Downtown to the Agua Caliente Cultural Center,
currently under construction.
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G. References
City of Palm Springs
3200 E. Tahquitz Canyon Way
Palm Springs, CA 92262
Mr. Flinn Fagg, Director of Planning Services
760-323-8245
Email: Flinn.Fagg@palmsprings-ca.gov
City of La Quinta
78495 Calle Tampico
La Quinta, CA 92253
Ms. Cheri Flores, Senior Planner
760-777-7067
Email: cflores@laquintaca.gov
Coachella Valley Association of Governments
73-710 Fred Waring Drive, Suite 200
Palm Desert, CA 92260
Mr. Martin Magana, Director of Transportation
760-346-1127
Email: mmagana@cvag.org
College of the Desert
43-500 Monterey Avenue
Palm Desert, CA 92260
Mr. Mac McGinnis, Program Manager, College of the Desert Bond Management Office
760-776-7219
email: mmcginnis@bond.collegeofthedesert.edu
City of Rancho Cucamonga
10500 Civic Center Drive
Rancho Cucamonga, CA 91730
Ms. Candyce Burnett, City Planner
909-477-2750
email: Candyce.Burnett@CityofRC.us
City of Cathedral City
68-700 Avenida Lalo Guerrero
Cathedral City, CA 92234
Mr. Patrick Milos, Community Development Director
Ms. Leisa Lukes, Economic Development
760-770-0340
email: PMilos@cathedralcity.gov
email: LLukes@cathedralcity.gov
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II. PROJECT UNDERSTANDING & APPROACH
A. Project Understanding
Highway 111 has been and must continue to be the City’s commercial core. The General Plan
focuses on it, the City and the development community have invested time and money, and it
must remain viable. The Highway 111 Area Plan must provide the City with the tools it needs to
accomplish this ultimate long term goal. The Urban Land Institute (ULI) study was an excellent
“30,000 foot” first step. The Area Plan will be the start of a ongoing effort to keep Highway 111
current, adaptable and economically relevant now and for the long-term.
There are challenges:
§ Highway 111 is a shop-and-go destination. You need
plants, you go to Lowe’s and Home Depot. You need
groceries, you head for Stater Brothers or Trader
Joe’s. Then you go home. There is not an
atmosphere that encourages people to ‘stay and
play.’
§ The City has traditionally required a wide bermed
parkway along Highway 111. The result is a series
of shopping centers that have poor visibility from the
street and no street presence. Even where there are
street-adjacent buildings, there is no direct access
or focal point to give it identity and draw in the
passing public.
§ Do we really need parking lots sized for Black
Friday? As the retail experience changes, lots of
vacant parking sends the wrong message about the
Highway 111 shopping experience.
§ Unless you are driving, there is no way to get from here to there safely. Pedestrians, bicyclists
and NEV users have to use driveways to navigate the inside of each shopping center. Few of
them are interconnected for cars, let alone alternative transportation. There are no internal
sidewalks, paths or refuges for safe non-motorized travel.
§ Highway 111 is too wide. It will always be a six-lane street. But it does not need to feel like
a barren, dangerous place to walk or bike. A road diet based on a modified striping and
median plan should be thoughtfully considered.
There are opportunities:
§ The City has used the ULI as a catalyst to involve the landowners and businesses on Highway
111 to participate in the outcome and their future. The discussion and interplay between the
City and these all-important stakeholders must be at the center of this effort.
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§ The General Plan and the Zoning Ordinance already provide the building blocks needed to
create an effective plan for the future of the corridor. The Mixed-Use Overlay can be applied
to any commercial zone in the Plan area. Making sure that the Plan provides maximum
opportunities for creative development must be an integral part of this program.
§ Highway 111 has good bones. Can we take
advantage of the width to narrow car lanes and add
safe separated bike and NEV lanes? Or use the
medians to add shade and pedestrian refuges to
make the crossing easier?
§ The extra-wide parkway provides opportunities to
bring businesses to the street, with sidewalk and
bikepath access directly to them.
§ CV Link can turn things around – literally. CV Link
will border the north side of the corridor. Right now,
it is the ‘back of house’ for all the shopping centers
on the north side. That can change, and
opportunities abound to provide access to stores,
restaurants and experiences directly from the CV
Link side of the corridor.
§ The corridor is too long to be treated as a single
unit. The ULI study was right in breaking it down
into neighborhoods. In smaller pieces, the corridor
can become a place where people can park once, and walk from
one area to the other.
§ Breaking up the corridor also offers opportunities for plazas,
placemaking, and monumentation that brings a unique
character to each neighborhood, but maintains a constant
theme throughout.
§ With hundreds of homes close to the Highway 111 corridor. The
Area Plan should look at ways to attract these residents, and
introduce new housing opportunities within the corridor.
B. Approach
The City’s RFP lays out a course for the Area Plan that is clear and well defined. La Quinta has
never been inclined to dictate form and design to the development community. The Area Plan
should not try to change that. What the Area Plan should do is provide ideas and inspiration.
Terra Nova will invest itself in this effort and will coordinate an integrated team strategy that
relies on regular and on-going contact and consultation with City staff, land owners and
businesses. Our approach focuses on the practical and efficient collection of data and
information, input from stakeholders and general public, and the development of alternative land
use and transportation plans for the corridor. It is important that the varying characteristics of
the planning area and surrounding lands are clearly described and characterized at the outset,
and that a description of the planning area be presented in sufficient detail to assess the effects
of changes in land use and accessibility.
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Data Collection/Information Gathering: Terra Nova and its consulting team already have a
familiarity with the planning area and will be able to ramp up quickly. We will utilize in-house
resources and capabilities, and those of the City, CVAG, SunLine, landowners and others to
develop and organize data and information. The physical, regulatory and socio-economic
environment within and affecting the planning area will be researched and presented. A
comprehensive setting discussion will provide the current context.
Once the physical conditions in the planning area, including existing, approved and planned
development, have been documented and analyzed, the auditing and evaluation of the existing
Specific Plans, the Highway 111 Design Guidelines and current Zoning standards can begin.
Detailed mapping of the corridor will be prepared in GIS, which will facilitate the corridor audit,
and recording data and information for analysis. Current City standards and guidelines will be
evaluated to determine whether they are applicable to the changing market along Highway 111.
As noted, a variety of mapping and media resources will be used over the course of conducting
analysis, developing recommendations and providing mapping and graphic support.
Comprehensive land use, transportation and other mapping will be conducted in ArcGIS. The
City and other parties of interest will be able to subsequently use the corridor GIS database in
updating the Area Plan and Zoning Ordinance.
Stakeholder Input: Terra Nova staff has extensive public outreach experience conducting
public opinion and related research, including holding workshops, and preparing surveys that
provide insight into the overt and implied motivations of businesses, customers, renters and
homebuyers, and other interest groups. We plan 6 workshops and 8 stakeholder meetings as
part of this work program. The workshops will be interactive charrettes and discussions, not
lectures or presentations, to assure that everyone has an opportunity to participate. Workshops
and stakeholder interviews will include a detailed exploration of the current opportunities and
challenges faced by landowners and businesses along Highway 111, and their perceptions
regarding Zoning standards and guidelines. In addition to preparing materials to facilitate
workshops and interviews, Terra Nova will characterize and categorize the input provided, the
preferences identified and the constraints and opportunities identified by stakeholders. These
will be documented in the summary report.
Area Plan Components: The Area Plan must contain three broad areas of analysis: (1)
landscaping and aesthetics; (2) complete streets and multimodal accessibility; and (3) future
land use patterns. Although the development of these three components will proceed
individually, all three must remain closely coordinated. We believe that the concept of multiple
‘neighborhoods’ within the corridor allows for great placemaking but also flexibility, and creates
a much more appealing environment and retail experience for customers. If customers are to
stay in the area and visit more than one business, they must feel comfortable doing so. The
shorter distances created by multiple, interconnected ‘neighborhoods’ allows that. Developing
themes and visual cues for each of these neighborhoods will be key to our approach at
placemaking and corridor branding.
Complete Streets Program: The complete streets plan will focus on developing a complete
multimodal mobility network that considers evolving land use, while providing attractive and
comfortable facilities to serve walking, biking, NEVs and access to transit. This will be
accomplished in part by the development of planned network element maps that show circulation
patterns for each targeted travel mode. These will be supplemented with roadway cross sections
that show specific provisions for walking, biking, and NEVs that meet the low-stress design
approach that attracts users. Phasing of improvements in coordination with land use changes
will also be addressed at the conceptual level.
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The development of a master plan of street improvements will combine the practical and
functional approach of the engineering profession with the more creative nature of landscape
design. Providing for bikes, pedestrians and NEVs by making room within the right-of-way will
only work if riders and walkers are physically comfortable in the environment. Our team will
design a master plan that allows space for shaded sidewalks and bike/NEV lanes, plazas that
provide a place to rest, charging stations, and retail services. Major crossings and refuge islands
that are safe and functional will also be key components of the multimodal facilities.
A major consideration of this effort will be to maximize access of the Highway 111 corridor to
and from CV Link. Once CV Link is built through La Quinta, it will provide an opportunity to draw
a new customer base into the corridor. These connections can be made safely, and CV Link users
can comfortably cross through and along both corridors.
Streetscape and Branding: The City has
begun rethinking the Highway 111 landscape
by initiating a redesign of the Auto Center
frontage. That program takes away the
physical obstacles between the road and the
auto dealers, and creates a visual draw to
passing traffic. The Auto Center design
program can be a starting point for the entire
corridor, and may provide the theme for that
‘neighborhood.’ Conversely, the analysis and
recommendations developed in the Area Plan
may improve and augment the auto dealer
streetscape, and add components not
thought of in that plan.
The Highway 111 corridor screams for an
identity, a branding that says we are now in La
Quinta! The streetscape along Highway 111 is
currently easy to maintain and drought tolerant.
It is not, however, inviting, and it does not
provide a sense of place. The landscape program
developed by our team will include not only
planting plans and palettes, but also
recommendations for public spaces and furniture,
connections through projects to the sidewalk and
bike lanes, and monuments and other signage
concepts that define and beautify the corridor and
its various and identifiable parts.
Connection with CV Link also needs to be considered in the streetscape and branding effort.
Terra Nova team members were deeply involved in addressing the various components of CV
Link located in the City, including planning access to the Highway 111 corridor via Dune Palms
Road. CV Link users need to have visually keyed connections to the corridor and a series of
positive visual experiences as soon as they enter the La Quinta segment – ones that will make
them stop and explore. This also needs to be reflected in the land use component of the Area
Plan and to a new view of the ‘back-of-house’ space and surfaces along the CV Link path.
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Land Use and Zoning: The City already has established a Mixed Use Overlay that can be applied
to any property in the corridor. What has not yet been done, and will be part of our approach
for the Area Plan, is a comparison of these standards to the existing Specific Plans, and an
analysis of whether the Mixed Use Overlay or the Specific Plans contain barriers or deterrents to
creative development. The existing and proposed projects in the corridor also should be
evaluated in terms of the ‘neighborhood’ in which they occur. This effort needs to look at the
layout of current commercial centers, their accessibility to the street and the parkway, and the
potential to make both small changes for short-term improvements, and major improvements
for long-term economic health.
The CV Link component
of the corridor also
needs careful attention
with regard to land use
regulations. Currently,
the businesses on the
north side of Highway
111 have their backs to
CV Link. This is an area
where both small and
major changes can
make a big difference – in the near-term, perhaps a mural program and special landscape
treatments at cross streets can enliven the space and provide on/off identity. In the mid-term,
visualizations of projects with facades on CV Link could create a whole new atmosphere for many
of the north-side businesses.
We also want to explore with the City a component of the Mixed Use concept that the ULI study
did not focus on – the addition of residential units. We believe that the Area Plan needs to be a
long-term implementation tool, and that the demand for more urban housing opportunities is
part of that more distant vision. It may not be appropriate in each ‘neighborhood,’ but it should
be considered as part of the land use analysis for the Area Plan.
Our goal will be to provide the City with a comprehensive audit and assessment of the existing
and emerging retail corridor. We will explore making projects current for new, street-oriented
development, using some of the excessively wide parkways and allowing for parking area
reductions and new development pads within existing commercial centers and on currently
undeveloped lands.
Project Management and Coordination: As is typical of most of our major planning projects,
Terra Nova will work with the City as an extension of City staff, and we will manage our team to
assure that all efforts are closely coordinated. Our staff will also establish a close and coordinated
project management plan with the City, and will help facilitate completion of all project tasks,
including those not directly the responsibility of our team. We will help focus the planning efforts
of all team members to complete the planning, analysis and design process in the most
expeditious manner possible.
SAFE
INTERESTING
CONNECTED
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Highway 111 Area Plan Proposal
18
III. SCOPE OF WORK
This section clearly describes our tasks for the Area Plan. It is important that the City see the
path that we would take to accomplish the goal – a Plan that the City can implement, with a
clear direction to success.
Task 1 – Project Initiation, Scheduling and Data Collection
Project Kick-Off & Team Meetings: The project will begin with a kick-off meeting to include all
team members from both the Terra Nova and City teams. This meeting will establish
responsibilities, set schedules for each component of the project, review needed documents and
data, and establish a regular schedule of project team meetings. For purposes of this proposal,
we have planned for 6 team meetings throughout the planned 8 month project schedule (see
Section IV., Project Schedule).
Site Surveys: Either as part of the project kick-off meeting or shortly thereafter, the Terra Nova
team will organize a site visit and survey the corridor with La Quinta staff members. The purpose
of the site visit and survey will be to initiate the project audit and review assets, opportunities
and constraints. We will gather input on areas where City staff may be experiencing issues (such
as traffic bottlenecks or hazards) and develop an initial list of issues to be tackled in the Area
Plan.
Scheduling: We will work with the City to develop a comprehensive schedule of project tasks,
stakeholder workshops and document review. Milestones for each deliverable will be established
and coordinated through Terra Nova.
Data Collection and Review: Our team will review and analyze City documentation, including
Specific Plans, the Zoning Ordinance, Capital Improvement Program, Highway 111 Design
Guidelines, etc., to develop a strategy and recommendations for inclusion in the Area Plan.
Task 2 – Stakeholder Input
Stakeholder Strategy: Our team will first review the progress made by the City to date in
contacting and coordinating with property owners and businesses within the planning area. On
that basis, a strategy for individual contacts for property and business owners who have not yet
been contacted (on the east half of the corridor), and for group charrettes and workshops will
be developed. The strategy will include how meetings and workshops will be conducted – whether
based on location or subject area (design, circulation, land use).
Meetings and Workshops: We anticipate up to 6 stakeholder workshops, and up to 8 property
owner/business owner meetings. The workshops would include design charrettes, information
sharing sessions and similar group activities, most of which will occur at the beginning of the
process. One or two workshops would be scheduled when the project is complete, and before
hearings are held, to present the findings and recommendations. The meetings could be either
one-on-one or small group, and will focus on gathering information on concerns, ideas and vision
of property owners and businesses. In both cases, City staff’s presence and participation is
critical to success. The Terra Nova team can explain the technical aspects of the project, but the
City’s commitment to the long-term success of the corridor can only be proven through City staff
involvement in the project.
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Task 3 – Complete Streets Planning
Our team will develop a complete streets plan for all major and minor roadways and intersections
of Highway 111. This will include relevant portions of Avenue 48, Washington Street, La Quinta
Centre Drive, Adams Street, La Quinta Drive, Dune Palms Road, Depot Drive and Jefferson
Street. Pedestrian scale pathways and bicycle trails will be used to connect CV Link and the
commercial centers north and south of Highway 111. Additional alternative routes, primarily
Corporate Center Drive and Auto Center Drive, will be analyzed for improved east/west access
between existing parking lots to reduce congestion on Highway 111 and improve store front
access for all modes of travel.
The complete streets plan will focus upon developing a complete mobility network that considers
evolving land use while providing attractive and comfortable facilities to serve walking, biking,
neighborhood electric vehicles (NEVs), and access to transit. This will be accomplished in part
by the development of planned network element maps that show circulation patterns for each
targeted travel mode. These will be supplemented by roadway cross sections that show specific
provisions for walking, biking, and NEVs that meet the low-stress design approach that attracts
users. Consideration of signage, refuge islands and
shade and likely users will also be important design
elements. Phasing of improvements in coordination
with land use changes will also be addressed at the
conceptual level.
Highway 111 and other principal roadways in the
study area are not currently well-suited for walking,
biking, or NEV use. Best practices would result in
the planning of multiple layers of a mobility network
that does not mix arterial traffic with other users.
The development of special facilities, including Class
IV (separated) bikeways and shared use facilities
that provide physical separation from motor vehicle
traffic will be a consideration. The challenges of long crosswalks and optimum pedestrian green
time will also be addressed, potentially through median refuges, improved handling of free right-
turn lanes and the need for wide shoulders that add to crosswalk lengths. Careful analysis of
intersections will also be done and will include the feasibility of Dutch-style protected
intersections that reduce conflicts between through and turning intersection users, while
maintaining necessary traffic flow for motor vehicles. The recommended designs will be
supported by a technical analysis to assure that the street system functions now and into the
future.
Strategies to improve the synergy between land use and all mode users will also be a
consideration. The CV-Link corridor provides an opportunity for regional access, but the
treatment of the “last mile” to existing and proposed land uses will be very important.
Connections should terminate near business entrances, with provisions for special parking needs,
such as bike racks and NEV chargers.
The recommendations and designs developed in the complete streets plan will be incorporated
into the visual simulations that will be prepared for the Area Plan, as further described below.
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Task 4 – Streetscape and Branding
The streetscape design for the corridor is closely tied to the branding effort, and will be
undertaken together. The existing Highway 111 Design Guidelines are outdated, and we expect
will not substantially contribute to this effort. The first step in our process will be the development
of an Opportunities and Constraints analysis that will use the initial site visit as a stepping stone.
An inventory of existing conditions, land uses and activity areas will be developed. Input will also
be collected at the stakeholder workshops and meetings. This will lead to the development of a
project program, which will lead the design effort.
The branding and design concepts
for the corridor will include
parkway and median island
landscape themes, image and
design concepts, monuments,
signage and other means of
wayfinding, and identity
monument concepts and special
area design features, such as
pedestrian/ bike plazas and corner
treatments. This effort will be
closely tied to the complete street
design, to assure compatibility. Branding and design concepts will also consider land use and will
include recommendations, including providing access to the street from existing and future
projects in areas not part of a project parking lot.
The design concepts and branding will be heavily supported by graphics (please see Appendix
C) to provide the City and future developers with a clear visual picture of how future designs
should be developed. The design package will include:
§ Project Site Analysis, Inventory and Opportunities and Constraints Plan.
§ Corridor Master Site, Circulation Plan and Hardscape Materials.
§ Corridor Parkway and Median Island Landscape Concept Plan.
§ Intersection Treatments and Pedestrian Crossings Design.
§ Identity Monuments and Signage Concepts.
§ Site Design Details, Site Furnishings, and Shade Elements.
§ Plant Palettes and Landscape Design Guidelines.
§ Parkway Sections and Elevations.
§ Streetscape and Landscape Lighting.
§ Site Materials and Site Amenities.
§ Project Phasing and Implementation Strategy.
The graphic recommendations will be incorporated into the visual simulations provided in the
Area Plan, and described in more detail below.
Task 5 – Land Use and Planning
This task will include review of existing documents, standards and regulations, and the
preparation of recommendations for future changes to implement the Area Plan.
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Review of Specific Plans: There are 11 existing Specific Plans in the corridor. They provide value
to the property owners who secured their approvals. Some are relatively recent, but several are
either outdated, or their projects have been built out. All will be reviewed for consistency with
the concepts we have outlined in this proposal: the potential for reduction of the landscaped
parkway and near-street parking to bring buildings to the street; the addition of non-vehicle
parkway access points; the interface between
pedestrians and bicyclists and their safe passage
through the project; and the land uses permitted
and conditionally permitted.
Our team has also been considering the City’s
Dune Palms Specific Plan, and the land remaining
in that project. This Specific Plan is currently
being amended, and will now allow a broad range
of Mixed Use land uses. As described in Task 6,
we believe that this parcel has potential as a
demonstration project for the Area Plan, and
could be developed as a private/public
partnership in the future.
This review will result in an inventory that will
inform the Area Plan and lead to
recommendations on amendments and potential
elimination of Specific Plans, if necessary.
Review of Zoning, Capital Improvement
Program, etc.: The Area Plan will include a
thorough analysis and recommendations for
changes to the Zoning Ordinance, particularly
the Mixed Use Overlay. This Overlay currently provides a number of variations from the base
zones in the corridor, and should serve as the primary guide for future development. We will
also look at base zoning, the existing Highway 111 Design Guidelines and the City’s Capital
Improvement Program, and consider whether they require modification or deletions to encourage
future creative development proposals.
Preparation of Implementation Programs, Schedules and Funding Sources: This analysis will
provide a broad range of State and federal funding sources, recommendations for public/private
partnerships, and other means, including Business Improvement Districts and Community
Facilities Districts available to implement the various recommendations of the complete streets
and streetscape and branding programs. This analysis will also provide specific recommendations
on the order of improvements, their likely timeframes, and rank them in terms of importance to
the success of the Area Plan.
Task 6 – Highway 111 Area Plan
The Area Plan will combine the tasks described above into a central, ‘one-stop’ document that
the City can use throughout the implementation process. We strongly believe that one document
is better than three, and that all City departments, including Planning, Public Works and
Economic Development need to be playing from the same sheet of music in order for the
revitalization of the corridor to be successful.
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The Plan will focus on recommended
changes to the character of the
corridor that combine urban form –
buildings with street presence,
connections between projects, safe
pedestrian and bike travel through
parking areas – with the proposed
complete streets program and
streetscape. The Area Plan will
identify target project areas, and
provide ideas and visual support for
these potential project areas.
Particular focus will be given to:
• Changes in the orientation of
buildings, or additions of buildings to activate the street.
• The addition of shade, whether through trees or shade structures, throughout the corridor.
• The activation of the ‘back of house’ along CV Link with public art, murals, storefronts, eating
and drinking venues and other features.
• The integration of residential development into the retail environment.
• The addition of paseos, plazas and similar public spaces that allow non-motorized movement
through and between projects.
The Area Plan will include a substantive visualization component, focusing on ‘before and after’
photo-simulations. These simulations will show modifications to existing projects based on the
recommended changes to the Zoning
Ordinance and Specific Plans, as well as new
buildings. For this effort, we propose 5
simulations of existing projects/locations, and
one simulation of a vacant parcel. Specifically,
we envision:
§ Four views of modified projects that
incorporate buildings with street presence,
access to the street, reduced parkways
with unified landscapes, wayfinding
signage and modified parking lots.
§ One view of one of the three major vacant
sites, with a new project visualized. We
would recommend that the City’s parcel be
used for this simulation, but will coordinate
with City staff to determine which location
should be modeled.
§ A view of the improved CV Link connection
into the corridor.
The simulations will incorporate the urban
form ideas described in the Plan, the complete
street design generated for the corridor, the
landscape themes and monuments and
signage proposed, so that City staff and the development community can use them as inspiration
for future projects, renovations and redevelopment of their properties.
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Highway 111 Area Plan Proposal
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Recommendations will also be made for the location of ‘neighborhood’ monuments and public
places, and for rest areas and connections to and from CV Link. The Area Plan will also explore
and describe the potential connections that could be made to the existing residential
developments to the north and south of the corridor, both via improvements to the existing
street grid, and through the development of pedestrian, bike and NEV connections. For example,
could a gate and pathway be created from Wolfe Waters, Aventine or Lake La Quinta to allow
those residents to walk to the adjacent commercial centers? The bridge suggested in the ULI
Study, from La Quinta High School to the CV Link and the corridor, should also be explored
further.
Task 7 – Project Management and Hearings
Terra Nova will be responsible for coordinating its team members and City staff to assure that
the Area Plan project stays on schedule, and on budget. Over many years of practice, we have
developed a strong relationship with the City, and can optimize existing relationships to manage
tasks and timelines, maximize the City’s return on its investment, with the least disruption
possible.
We will also develop and coordinate the stakeholders’ outreach program, prepare materials and
meeting notes, and do all quality control for the project.
Finally, when the Area Plan is drafted, we will coordinate its presentation first to the stakeholders,
and then to the Planning Commission and City Council. As described in the RFP, we have
budgeted 3 hearings – one before the Planning Commission, and two before the City Council.
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IV. SCHEDULE
Although the City’s RFP does not propose a project start date, for purposes of this schedule, we have assumed that project kick-off
would occur in the first half of January. If the City has a different start date in mind, our schedule can be adjusted accordingly.
Task 1/19 2/19 3/19 4/19 5/19 6/19 7/19 8/19 9/19
Project Kick-Off, Scheduling
1/7±
Research & Data Collection
TN/City Staff Meetings (monthly)
Stakeholder Workshops and Meetings
Complete Streets Research &
Documentation
Streetscapes and Branding
Land Use and Planning Research
Prepare Area Plan
Visualizations
PC Hearing
CC Hearings
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V. COST PROPOSAL
Task Hours Cost Total
Team Meetings (6), Internal Meetings, etc. $7,650.00
(Principal @ $165./Hr.) 40 $6,600.00
(Associate @ $115./Hr.) 5 $575.00
(Assistant @ $95./Hr.) 5 $475.00
Data Collection, Field Surveys $2,670.00
(Associate @ $115./Hr.) 10 $1,150.00
(Assistant @ $95./Hr.) 16 $1,520.00
Community Outreach (6 workshops, 8 meetings) $24,750.00
(Principal @ $165./Hr.) 40 $6,600.00
TKD, HRGreen and VisionScape $9,000.00
(Associate @ $115./Hr.) 30 $3,450.00
(Assistant @ $95./Hr.) 60 $5,700.00
Specific Plan, Zoning, CIP Analysis $8,850.00
(Principal @ $165./Hr.) 18 $2,970.00
(Senior @ $140./Hr.) 42 $5,880.00
Area Plan Development $18,300.00
(Principal @ $165./Hr.) 20 $3,300.00
(Senior @ $140./Hr.) 80 $11,200.00
(Assistant @ $95./Hr.) 40 $3,800.00
Visualizations (6) $23,000.00
Landscape Themes, Branding and Entry Monumentation $47,440.00
(Principal @ $165./Hr.) 16 $2,640.00
TKD Associates $44,800.00
Complete Streets Concepts and Designs $54,475.00
(Principal @ $165./Hr.) 15 $2,475.00
HR Green $52,000.00
Project Management and Hearing Attendance (3 hearings) $7,590.00
(Principal @ $165./Hr.) 46 $7,590.00
Administrative Support $1,620.00
(Administrative Assistant @ $45./Hr.) 36 $1,620.00
GIS Mapping & Exhibit Preparation $2,400.00
(GIS/Graphics Tech @ $60./Hr.) 40 $2,400.00
Subtotal $198,745.00
Reimbursables (Estimates only. Will be billed at cost)
Miscellaneous Printing $2,000.00
Misc. Office: Postage, telephone, FAX, photocopies, etc. $1,000.00
Printing of Documents and Workshop Materials $3,000.00
Subtotal $6,000.00
Total Project Budget $204,745.00
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Highway 111 Area Plan Proposal
Appendix A
Non-Collision Affidavit Form
NON-COLLUSION AFFIDAVIT FORM
Must be executed by proposer and submitted with the proposal
I, __________________________________ (name) hereby declare as follows:
I am ______________________________ of _________________________
(Title) (Company)
the party making the foregoing proposal, that the proposal is not made in the interest of, or on behalf
of, any undisclosed person, partnership, company, association, organization, or corporation; that the
proposal is genuine and not collusive or sham; that the proposer has not directly or indirectly induced
or solicited any other proposer to put in a false or sham proposal, and has not directly or indirectly
colluded, conspired, connived, or agreed with any proposer or anyone else to put in a sham proposal,
or that anyone shall refrain from proposing; that the proposer has not in any manner, directly or
indirectly, sought by agreement, communication, or conference with anyone to fix the proposal price
of the proposer or any other proposer, or to fix any overhead, profit, or cost element of the proposal
price, or of that of any other proposer, or to secure any advantage against the public body awarding
the agreement of anyone interested in the proposed agreement; that tall statements contained in
the proposal are true; and, further, that the proposer has not, directly or indirectly, submitted his or
her proposal price or any breakdown thereof, or the contents thereof, or divulged information or data
relative hereto, or paid, and will not pay, any fee to any corporation, partnership, company,
association, organization, proposal depository, or to any member or agent thereof to effectuate a
collusive or sham proposal.
I declare under penalty of perjury under the laws of the State of California that the foregoing is true
and correct.
Proposer Signature: _______________________________________
Proposer Name: _______________________________________
Proposer Title: ______________________________________
Company Name: _______________________________________
Address: _______________________________________
Nicole Sauviat Criste
Vice President
Nicole Sauviat Criste
Vice President
Terra Nova Planning & Research, Inc.
42635 Melanie Place, Suite 101, Palm Desert, CA 92211
Terra Nova Planning & Research, Inc.
Terra Nova
Highway 111 Area Plan Proposal
Appendix B
Excerpt, Rancho Cucamonga
Foothill Boulevard BRT Corridor Study
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VI.TRANSIT-ORIENTED LAND PLANNING AND DESIGN
Introduction:Transit -Oriented Development Overview
This section of the Foothill Boulevard BRT Corridor Study differs somewhat from the preceding
sections,in that it heavily relies on graphics and illustrations to convey the issues associated with
TOD development planning and design.The discussion begins with a purpose statement and overview
of transit-oriented development,followed by a discussion of principles and how these can be applied
to three opportunity sites.
The goal of this section is to clarify the role various design principles have in realizing effective,
efficient and attractive TOD development.Design principles addressed include:connectedness or
connectivity,development density and intensity,diversity of use and quality design.The interactive
roles of land use and transportation are explored and build off the success of earlier TOD
developments.
One of the most important concepts of TOD design is that of the “public realm”,where social
interaction takes place and where the sense of neighborhood or community is forged.The public
realm is the shared space or community commons,which should be created at an intimate scale and
enhanced to provide a pleasant and comfortable environment for sitting,talking and dining.It is this
public realm that creates the coherent and cohesive nature of successful TOD design.
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SCAG/RANCHO CUCAMONGA
COMPASS BLUEPRINT DEMONSTRATION PROJECT
FOOTHILL BOULEVARD BRT CORRIDOR STUDY
CONTRACT NO. 12-001-B02
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PRINCIPLES OF TRANSIT-
ORIENTED DEVELOPMENT
The purpose of transit-oriented development is to bring a critical mass of
people and activities close to well-served transit stops so people who want
or need an efficient alternative to the private car can use the bus.Several
fundamental conditions are necessary for a successful TOD project:
•Connectivity –you can get from “here”to “there”easily;home,
work,shop and social are connected by a network of sidewalks,
paths,lanes,and streets ;you can drive,take the bus,bike or walk.
•Density –lots of people live close by;the housing choices fit the
needs and desires of a variety of people in the community.
•Intensity –most needs can be met close by;everyday shopping
and services are right there and you are part of the action.
•Design –the place looks and feels good,solid and soft (like home)
at the same time;the transit,the sidewalks,the trees,the buildings
all contribute to a whole that is hip and dynamic.
The “transit”part also has requirements
•It must be safe,convenient,pleasant,efficient,and reliable
•It goes where those who live nearby want to go
•It is viewed as a viable alternative to the car
PURPOSE
I
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LAND USE AND DESIGN
Transit -oriented developments are based upon land use policies that
promote diverse uses and higher densities combined with high design
standards for the public realm.More people and more diverse uses in close
proximity are essential for successful transit oriented development.
•Land use:The immediate area around a transit station supports
the activities needed by people who use the BRT (coffee shops,
incidental shopping,food,retail and entertainment,as well as
parking).A synergy of uses in a fine-grain,walkable neighborhood
of stores,services,and workplaces.
•Land use:The allowable density and floor area ratio should be
increased compared to other areas within the community.This
brings more density and intensity,and is an economic incentive for
developers to undertake the costlier buildings typical of TOD.
•Design:The public realm should be beautiful and rewarding to the
pedestrian;a place where one is glad to spend time.
•Design:The buildings should be “active”at the ground level and
the walls more or less transparent.This enhances safety (eyes on
the street),it evokes pedestrian/building interaction,and it offers
service/food businesses a window to prospective customers.
•Design:The ground floor of buildings should be adaptable to
changes in use over time so the framework of the neighborhood
remains,but the businesses can adapt and evolve.
TRANSIT-ORIENTED DEVELOPMENT OVERVIEW
PURPOSE (cont.)
DENSITY
People/Acres
FAR
Floor area/Lot size
TOD
Must be pleasant,
safe, and rich in
aesthetics
The picture can't be displayed.
1
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TRANSIT ORIENTED DEVELOPMENT ALONG
FOOTHILL BOULEVARD
Foothill Boulevard in Rancho Cucamonga is already beautiful.
The recent upgrades to medians and parkways (street trees,paving and
monuments)along Foothill Boulevard sets a standard of care and design
that expresses pride in the City.The design elements and composition
convey a handsome,coherent pattern along the corridor.
TRANSIT-ORIENTED DEVELOPMENT OVERVIEW
PURPOSE (cont.)
HISTORIC PATTERN
of development does
not support BRT
However,historic patterns of development with buildings setback deep
onto parcels remove the pedestrian from Foothill Boulevard,and
undermine the integration of activity and density necessary for successful
BRT and TOD.
As the technology of cars has advanced,people have increased their
reliance on cars,and our built environment has been shaped exclusively by
a car-dictated life style.Though for the brief time between car and door
we are all pedestrians,the path is without interest,diversion,opportunity
to interact.
Re-establishing a network of pathways that reward pedestrians with
activities,people and beauty is critical to successful transit systems and
transit-oriented development.A community with transit requires
connectivity,density,diversity and design.
BUILDINGS
and USES isolated
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Connectivity allows one to get from here to there via a selection of
different paths and modes.Connectivity is essential to TOD because
people using transit must experience the connection from home to bus or
work to bus as convenient,reliable,interesting and safe.
Connectivity applies to paths within a transit-oriented development as well
as between the TOD and the greater community.TOD’s are not islands;
they are a series of urban villages along Foothill Boulevard.
The network of pathways that creates connectivity includes traditional
streets and lanes as well as back ways and short cuts –all of which give
the resident the feeling that they belong and “own”their neighborhood -
you know how to get around.Over time people develop paths that are
convenient and to their liking.Connectivity includes:
•Entry /connecting streets
•Internal streets
•Non-motorized short cuts
TRANSIT-ORIENTED DEVELOPMENT PRINCIPLES
PRINCIPLE 1 CONNECTIVITY
ENTRY STREETS
connect Foothill
Boulevard and
stores and TOD
INTERNAL STREETS
connect adjacent
projects
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Entry/connecting streets and Internal streets
In historic patterns of development,the entry is flanked by isolated pads
separated from the main stores by 250 –400 feet.There is no connection
between the main street and the stores,and even when lined by trees,the
driveway is no place for a pedestrian or biker.In TOD,the entry must be a
street lined with stores to animate the environment for both cars and
people.
Similarly,to create the pedestrian environment necessary for connectivity,
internal streets should not be simply driveways that connect adjacent
developments or buildings within a development.They should be designed
as streets that function equally well for pedestrians,bikes,NEV as well as
cars.In this way they help reduce local traffic on Foothill Boulevard,and
they create the fine-grain network of connectivity.
TRANSIT-ORIENTED DEVELOPMENT PRINCIPLES
PRINCIPLE 1 CONNECTIVITY
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people
cars
people & cars
SENIOR HOUSING
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PRINCIPLE 1 CONNECTIVITY
PRINCIPLES OF TRANSIT-ORIENTATED DEVELOPMENT
Connectivity and Parking
Another part of adapting to compact,mixed-use development,or transit-
oriented development,is adjusting parking requirements.As workplaces
and shops become more integrated with where people live,the 300-to-400
square feet of land devoted to a parked car will become more valuable.
Shared parking,or park-once-and-walk,frees up land for more revenue-
producing use.But simply bringing uses together is not enough,the
pedestrian realm must be enhanced so once out of the car,one can get
around in environment with continuity of storefronts,access to workplaces
and home tied together by a safe,convenient and beautiful integrated
network of paths.
Simply creating a beautifully landscaped walkway between “pad
buildings,”however,is not connectivity;it will not by itself entice
someone out of their car.Pedestrians are fickle,and the public realm
devoted to them must also serve real needs –social and commercial.
It is common in a TOD to park cars
toward the center of a development
with buildings lining streets –
internal and external.This helps
create continuity,a defined slow-
speed realm,and creates the “street
life”that has been sacrificed in
recent development patterns.As
this pattern is implemented at BRT
stops along Foothill Boulevard,the
major intersections will express the
street life and activity that
accompanies density and intensity.
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The word “density”generally means more people.This idea,also called
“intensification”is often resisted by communities in the early stages of
developing a full spectrum of connectivity and housing choices.Policy-
makers and the Rancho Cucamonga community must be comfortable with
the positive contributions that transit and TOD make to the community,
which may be summarized as follows:
Transit -oriented mixed-use development is not for everyone.But for some,
and perhaps for many of us at certain stages in our lives,being near “the
action”is desirable;this is important to old and young alike.Diversity of
housing alternatives reflects the diversity of our society.
PRINCIPLE 2 DENSITY
PRINCIPLES OF TRANSIT-ORIENTED DEVELOPMENT
More housing choices:
The detached SFR remains the dominant housing type developed today,
even as household make-up has diversified,morphed and splintered.
Besides the well-documented growth of “millennials”and “boomers”there
are other trends that indicate that denser housing choices are desirable as
part of a strong,diverse community.Responding to these demographic
changes along with transit alternatives will generate BRT ridership and
acceptance of connectivity,density and diversity within the community.
Building types that mix uses vertically increase both density and diversity
and help shape the pedestrian realm.
Density/Intensity
where “the action”
is with more
housing choices
stores & offices
pedestrian
amenities
TOD Density
16 –40 DUA
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PRINCIPLE 3 DIVERSITY OF USES
PRINCIPLES OF TRANSIT ORIENTATED DEVELOPMENT
HOME, SHOP,
WORK, SOCIALIZE
ALL CLOSE BY
Compact and transit-oriented developments are based upon the idea of
bringing together the parts that make up our lives –home,work,shopping
and social.The scale of these developments and the integration of uses is
best characterized as “urban villages.”The density and intensity of uses
reverses the pattern of isolated,single-purpose buildings.TOD includes a
tableau of mixed and related uses connected by sidewalks.
Land use:To accommodate diverse and intense activity,land use
regulations should be more permissive in terms of uses,and more selective
in terms of requiring conditional use permits.
Flexible and diverse commerce:To make more dense development
desirable to residents,the immediate area around the BRT station should
be developed for a fine-grain mixture of housing types (studios,one-and
two-bedroom units)AND commercial space that can serve a coffee shop,a
small office,specialty retail stores,nail and hair salons,dry-cleaners,a
green grocer,specialty wine/beer store,and personal business services that
are not even in existence yet.
Instead of zoning for specific isolated uses,compact development permits
the overlapping of functions;it can be a bit messy at times,but it is more
convenient and offers more opportunity for interaction.
A
B
D
D
E E
F
F
F
F
C
EntryArterial StreetsStreetsConnectingInternal Streets
Internal Streets
HIGHWAY
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A Internal Parking
Corner Prominence
Retail
Office over retail & plaza
at corners
LEGEND
Residential over
commercial
F Three story
Residential
C
E
D
B
VI
HIGHWAY
PRINCIPLE 3 DIVERSITY OF USES
PRINCIPLES OF TRANSIT ORIENTATED DEVELOPMENT
F
Ar
t
e
r
i
a
l
S
t
r
e
e
t
s
Interna
l
S
t
r
e
e
t
s
HIGHWAY
En
t
r
y
S
t
r
e
e
t
s
B
A Internal Parking
Corner Prominence
Retail
Office over retail & plaza
at corners
LEGEND
Residential over
commercial
F Three story
Residential
G
C
E
D
BRT Stop
A
A
B
C
D
E
E
E
F
F
B
G
D
E
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HOME, SHOP,
WORK, SOCIALIZE
ALL CLOSE BY
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PRINCIPLE 3 DIVERSITY OF USES
PRINCIPLES OF TRANSIT-ORIENTED DEVELOPMENT
Enrichment of social experience:
Compact and diverse development
that was common in small
downtowns two generations ago still
serves as a model for urban villages
with the integration of commerce and
social exchange.This pattern is
especially relevant today when time
has shrunk and space has expanded
leaving only small islands of social
experience in our towns and cities.
(Starbucks thrives on the need for
social encounters more than on the
need for caffeine.)The public realm
in transit-oriented development is the
stage setting for a rich public social
life.
Buildings:The design and composition of buildings also must adapt and
provide flexibility to accommodate the needs of diverse uses within the
TOD,where buildings should:
•Create ground floor volume with ground-to-2nd floor heights of 14’.
•Increase variety at the ground level by designing the storefront module
as multiples of 6’(12’,18’,24’and 30’).
•Encourage retail and food as the primary uses along a sidewalk.
•Require continuity of storefronts to enrich visual communication
between inside and outside.Limit blank walls to 24’.
•Compose and animate the facades of multi-use buildings to tell the
story of what goes on inside.
•Allow/encourage home-offices and live/work developments.
•Allow regulated signage in second floor home office windows.
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DESIGN PRINCIPLES FOR TRANSIT-
ORIENTED DEVELOPMENT2
CONNECTIVITY,DENSITY,DIVERSITY AND THE PUBLIC
REALM.
The following design principles are intended to help shape the Foothill
Boulevard corridor in ways that support the Bus Rapid Transit system
currently under consideration.The principles will contribute to an
integrated approach to design and development that over time will make
transit efficient,convenient and pleasant,and will contribute to the
economic strength,sustainability and social cohesion of Foothill
Boulevard.
In general,the design principles are in line with what is called “compact
development”or “transit-oriented development.”Both terms describe an
approach to development that emphasizes connectivity,density of
population,and diversity of uses within new and in-fill projects along
travel paths with access to alternative modalities of mobility and a rich,
safe and beautiful public realm.
It is important to recognize that the people who are drawn to a TOD
belong to demographic groups that are large and have significant
economic clout.Recent trends show that seniors who are downsizing may
want to be less dependent on the car and enjoy the activity in a pedestrian-
friendly mixed-use neighborhood.For “millenials”the appeal is similar –
being able to integrate the social,work and shopping aspects of their lives,
and not have to support a car.(Also see the discussion of life-style
segmentation in Section II-D of this report.)
As the principles of density and diversity shape new developments,design
becomes increasingly important.Not necessarily because things should
simply be “pretty”but because the public realm increasingly influences
the lives of people in these compact mixed-use centers.
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SPECIFIC PRINCIPLES
PEDESTRIAN EXPERIENCE
THE PEDESTRIAN
For both BRT systems and transit-oriented developments,success hinges
on the pedestrian.We are all pedestrians at some point during the day.
Whether simply walking from our parked car or we are on our daily route,
a successful transit system must be designed for the pedestrian experience.
When we walk,we are part of the public realm,but heretofore the public
realm has been designed primarily for the driver.
ENHANCE THE PUBLIC REALM
The “public realm”is the space where we share our lives in public.The
public realm is not just the public rights-of-way –streets,alleys,sidewalks
and parkways,it also includes the facades of buildings,plazas,parking
areas,“open space”.Regulatory documents (General Plan,Specific Plan,
Development Codes)already extend the influence of the City onto private
property;these documents recognize the shared impact of private
developments.The purpose of the Design Principles described herein is to
create a shared public realm that is functional,legible,coherent,attractive
and expressive of the values of Rancho Cucamonga.The public realm
complements the density and diversity necessary for successful transit
systems by creating an environment that rewards being part of the
community.
BRT AND TOD DESIGN PRINCIPLES
. The Foothill Boulevard corridor BRT Design
Principles start where Omnitrans Bus and
Station Guidelines leave off.The Omnitrans
Guidelines focus on making the buses and
stops pleasant,convenient and reliable.For
the BRT system to be successful,similar
principles must apply to the public and private
realms surrounding the BRT stops.The goal
is to create a pleasant experience for the rider
from home-to-bus-to-work.The diversity of
the BRT-oriented urban village will help
assure loyal ridership.
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SPECIFIC PRINCIPLES
PEDESTRIAN EXPERIENCE (cont.)
THE PEDESTRIAN EXPERIENCE
For both these TOD Design Principles and the Omnitrans Guidelines,the
pedestrian experience is the starting point.The overall experience for a
prospective BRT rider must be a reliable service that is pleasant,
convenient,connected and interesting.Likewise for every pedestrian –
Rancho Cucamonga resident,visitor,bus rider,worker,shopper –the
experience of the public realm is an essential element of a successful
community.It is as a pedestrian that we are most aware of the impact of
the public realm on our well-being.
IT TAKES TIME
A BRT system requires considerable time to become firmly established in
a community,therefore,the proposals that follow are intended to guide
development over time,and do not imply an instantaneous materialization.
Nonetheless,each and every decision made by traffic and civil engineers,
architects and landscape architects will enhance or detract from the
pedestrian experience.Following the Design principles can influence the
incremental as well as broad,full-seep changes along the corridor.
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DESIGN PRINCIPLES AT DIFFERENT SCALES
There are essentially three scales at which these design principles apply,
the eye-level sidewalk scale,the street scale,and the highway scale.
Because so much depends on the pedestrian experience and how it relates
to the success of a BRT system,we first address the area immediately
adjacent to a BRT stop.OMNITRANS has devoted considerable time and
effort to make their part of the experience pleasant;it is in the hands of the
City and private developers to continue that commitment.
IT ALL STARTS WITH THE PEDESTRIAN EXPERIENCE AT
A BRT STOP
Among the many elements and issues related to a good BRT stop,the
following stand out:
•BRT system that operates efficiently and reliably
•Protect the pedestrian from traffic
•Make the stop identifiable for pedestrian,biker and driver
•Create an environment that is interesting and facilitating
SPECIFIC PRINCIPLES
PEDESTRIAN EXPERIENCE (cont.)
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PROTECTION:Pedestrians and bicyclists are vulnerable near traffic;to
be a safe setting at BRT stops,include the following elements:
•Street lights,monuments and bollards arranged at the stops to
contribute to pedestrian safety.
•Where possible,large “urban”street trees that have stout trunks and
large shade canopies should be placed as part of the overall station
design.Specific species that are distinctive and majestic are a symbol
of sustainability within the urban fabric,and reinforce the continuity
of the rich pedestrian realm all the way to stepping on the bus.The
trees must be setback from the curb so branches do not interfere with
buses and trucks.
SPECIFIC PRINCIPLES
PEDESTRIAN EXPERIENCE (cont.)
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Source: Omnitrans Design Guidelines
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IDENTIFIABLE PLACE:Along Foothill
Boulevard,Rancho Cucamonga has already
implemented a pattern of street trees,enhanced
paving and monuments that clearly show a
community that cares about its image,and have
improved the experience for bicyclists and
pedestrians.At BRT stops,these elements should be
concentrated and accentuated.
•A street light with banners,active route and time
display,bollards that identify the actual door
locations,and site-specific paving or monument
when designed together will convey the
importance of the BRT stop along Foothill
Boulevard.
•A specific species of urban canopy trees –for
shade,protection and identity.
IDENTIFIABLE PLACES
Big trees
Banner
Bollards
Bench
Bike park
Paving
SPECIFIC PRINCIPLES
PEDESTRIAN EXPERIENCE (cont.)
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PEDESTRIAN EXPERIENCE AS ONE APPROACHES A BRT
STOP THE SIDEWALK SCALE
The BRT system is one of the elements of connectivity within the greater
metropolitan area,and each stop is the gateway into the local fabric of the
street and neighborhood.The sidewalk is the next link in the overall
network of connectivity.So in addition to street trees and pedestrian
protection,sidewalks leading to the BRT should follow these principles:
•Link the BRT with plazas,buildings,and parking
•Define the public realm by connected buildings -no large gaps
•Be adjacent to accessible stores with significant
transparency and interest –no long blank walls
SPECIFIC PRINCIPLES
PEDESTRIAN EXPERIENCE (cont.)
SAFE
INTERESTING
CONNECTED
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Buildings,their placement,scale and design are the essential elements that
define the public realm and create the pleasant and interesting pedestrian
experience.Buildings within transit-oriented developments and within
close proximity of the BRT stations should follow these principles:
•Place buildings at the back edge of sidewalks (“build-to”the
sidewalk as opposed to “setback”from the sidewalk)
•Have a regular rhythm of storefront piers (multiples of 6’works well;
12’,18’,24’,and 30’are all workable store widths in creating a dense
and diverse pedestrian commercial area)
•Have a horizontal element at between 12 –14 feet above the
sidewalk to suggest the “pedestrian scale.”A “belt cornice”is the
traditional means of creating vertical scale.Also to provide adequate
volume for ground level retail,the second floor should be at about
14’so the cornice lends legibility to the façade.
•Extend over the sidewalk with awnings,canopies or arcades.
•The store windows themselves can contribute to the pedestrian scale.
With a bulkhead at about two feet,and a header at about eight feet,
the human eye is right in the middle of the glass panel.
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SPECIFIC PRINCIPLES
BUILDING-TO-SIDEWALK EXPERIENCE
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THE PEDESTRIAN EXPERIENCE –OPEN SPACE
The next element of the successful sidewalk scale and pedestrian realm is
properly-sized open space.Plazas,piazettes,and outdoor rooms require
the sidewalk and buildings to make accommodations to the “build-to”line.
The successful outdoor pedestrian space should provide the following:
•protection from cars
•shade from trees,awnings,and arbors
•partial enclosure by walls and overhead elements
•a view of street activity;plazas are part of the street scene,not
isolated from “the action”
•connection to stores,parking and the sidewalk
SPECIFIC PRINCIPLES
BUILDING-TO-SIDEWALK EXPERIENCE (cont.)
These elements together create a legible framework for the façade.Of
course styles and tenants change over time,but a building that will endure
should have legible structure,rhythm and proportions.
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SENSE OF PLACE -PLAZA,PIAZZA,PIAZETTE
Generally bigger is not better for creating a lively “place.”We,as
individuals,are the measure of “placeness.”It is the individual who feels
safe,connected,welcomed,so bigger may undermine the sense that an
outdoor area seems to “fit.”A too-big plaza conveys a feeling not unlike
peering into a large empty restaurant.Too many people is better than too
much space.
The “places”created suggest that one can linger;outdoor places provide
for the social interaction that is essential to a lively and diverse “street
life.”
These places may simply be a bulge in the sidewalk where one can step
out of the way of other walkers/shoppers,or it may be a line of outdoor
tables where one can stop and have a coffee or sandwich,or it may be a
semi-formal piazza with benches,an arbor,perhaps a fountain –all of
which suggest that “open space”is intended as a public place and
available for a longer “break.”
These “outdoor rooms”may be along streets,in alleys or lanes,or slipped
in between buildings entries.In any case,they are part of the network that
is the fine-grain pedestrian life in the public realm.
SPECIFIC PRINCIPLES
PLAZA EXPERIENCE
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SPECIFIC PRINCIPLES
STREET SCALE
THE STREET SCALE DESIGN PRINCIPLES
The next scale that these TOD Design Principles are intended to influence
is the street.To link the BRT and TOD to the greater neighborhood,and to
accommodate a range of mobility choices,the street should be viewed as a
linear space that is enlivened and defined by flanking buildings,sidewalks,
trees,lights and signs.The street section (from building to building)is
critical in creating the scale that brings pedestrians and vehicles in parity.
Current standard engineering practice in street design emphasizes
efficiency and safety based upon the needs of vehicles,and often “driven”
by fire and trash trucks.The unintended consequence is that the street
becomes intimidating to the pedestrian and bicyclist.The recent
movement toward “Complete Streets”is an effort to define the public
realm to include a desirable pedestrian experience.
In TOD the street design itself should follow these principles:
•be as narrow as possible.This is a traffic calming strategy as well as
an aesthetic consideration
•provide parallel parking.The parked cars protect pedestrians from
traffic and provide dispersed parking.
•accommodate bicycles
•be framed by vertical elements -street trees,lights,banners
•sidewalks wide enough for protection,movement and seating
•be lined by buildings with storefronts
•Provide enhanced pedestrian street-crossing to encourage flowing
movement and enliven both sides of a street
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HIGHWAY SCALE
At the scale of highways like Foothill Boulevard,the speed and volume of
vehicular traffic does not support meaningful pedestrian orientation for
buildings.Along highways,the design of TOD is concerned with
identifying the development as a dynamic,hip,“happening place.”The
windshield impression needs to express identity,activity and density;the
resident wants to be able to say “I live in those cool buildings at Milliken
Avenue and Foothill Boulevard.”The TOD must show the driver that
once within the TOD,the pedestrian experience is rich;it’s worth going
there to experience and perhaps to live.
Though not a pedestrian scale,the streetscape needs to be inviting and
expressive of activity.The buildings need to have a “street presence,”and
the overall development needs to express its specialness along the highway
corridor.
TOD Design principles at the highway scale
•Bring the building to the street.The “build-to”concept applies to the
highway as well as the street,even though actual pedestrian access is
limited along highways.When buildings are separated from the
highway by parking lots,the message is that cars are welcome,but
pedestrians are on their own.
•Animate facades to express life and variety within.
•Shape the building to create plazas or other “people places”at BRT
stops and corners.These outdoor rooms are both functional and
symbolic -they convey “importance”and people oriented activity at
the highway and street scales.
SPECIFIC PRINCIPLES
HIGHWAY SCALE
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
VI
-24
SPECIFIC PRINCIPLES
PARKING DEMAND
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
VI
Perhaps the most challenging aspect of making the BRT system successful
is finding the balance between too much and not enough parking.It is
generally agreed among planners and traffic engineers that the historical
pattern of commercial development does not take into consideration joint-
use or shared parking.
Multi-Family Residential Parking Demand ¹²
In California,valuable research has been conducted on the travel behavior
of those living near transit-oriented development.Analyses of TOD
resident transit use within one-quarter mile of transit services looked at 20
to 60 acre multi-family developments and found that most residents were
young professionals,singles,retirees,childless households,and
immigrants from foreign countries.These residents also needed less
dwelling space compared to other households,and were drawn to TOD-
type residences by convenience and finances.Also relevant and important
for TOD success is that most TOD residents worked "downtown"and in
other locations with convenient transit service.
An analysis of twelve housing projects near Bay Area Rapid Transit
(BART)stations in the San Francisco area found that occupancy rates
averaged 1.66 people and 1.26 vehicles per household.These results were
compared with an analysis of the overall average household size and
vehicle ownership in the same census tract and found that household
occupancy averaged 2.4 people and 1.64 vehicles.While 48 percent of all
households had fewer than two vehicles,about 70 percent of TOD resident
had fewer than two vehicles.
Several years’analysis,including extensive study of transit use and TOD
development in California,clearly indicate the potential to reduce parking
by 23 percent in multi-family developments within or in proximity to a
transit station.These efficiencies are best realized in TOD development by
providing a variety of household types,as mentioned above.It is also
apparent that with changing economics and demographics,more and more
residents are choosing to live within or near transit services.
-25
SPECIFIC PRINCIPLES
PARKING DEMAND
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
VI
Parking for Commercial Uses
There has generally been a lack of systematic analysis of the parking
demand effects of incorporating office and retail commercial in mixed-use
and especially transit-oriented development.More research has been
conducted on the common problem of providing too much parking for both
office and retail commercial within a TOD.It must be realized,however,
that numerous factors affect commercial parking demand,including
residential densities,employee demographics,retail sales volumes,
employee densities,and types of adjacent land use.Some of the TOD-style
developments that have been analyzed indicate that convenient access to
transit can substantially reduce office and retail parking demand.
Mixed Land Uses and Shared Parking
The mix of residential,office and commercial uses can be optimally
integrated in a TOD in a manner that makes shared or reciprocal parking
possible and can reduce overall parking demand for such developments.
This sharing of parking by different land uses is possible because peak
activity and parking demand periods can differ between land uses.This
integrated land use and parking approach generates parking demand that is
substantially less than that typically called for by each of the individual
land uses.This frees up valuable land for other on-site uses.
As implied above,there are important issues of land use management that
must be addressed to make shared parking effective and adequate to serve
all users.First,it is critical that the various mix of TOD land uses have
differing peak activity periods and associated parking demand.Such
complementary land uses might include offices (a daytime use)adjacent to
a dinner house or movie theater (evening uses)which share parking but
during different times of the day.
-26
SPECIFIC PRINCIPLES
PARKING DEMAND
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
VI
Another characteristic of an effective mix of TOD land uses is one that
provides retail and personal commercial service that may have a typical
daytime peak activity period but which can tap into a substantial
pedestrian market of residents,and office and other employees that take
advantage of these commercial services before,during or at the end of the
work day.This type of land use mix can realize market synergies that draw
from a wider geographic area without a commensurate increase in parking
demand.
The bottom line is that thoughtfully matched and integrated land uses in
TODs can significantly reduce the total parking demand for these uses,
including residential.Examples show that an overall reduction in parking
demand can be realized through thoughtful TOD planning and use
management.A conservative rate of reduction of about 25 percent could
significantly affect the quality,appeal and amenities of TOD projects.
Table VI -1
Commercial Parking Reductions at Selected TODs
TOD Land Use Parking Reduction
Pacific Court (Long Beach, CA) Retail 60%
Uptown District (San Diego, CA) Commercial 12%
Rio Vista West (San Diego, CA) Retail/Commercial 15%
Pleasant Hill (CA) Office 34%
Pleasant Hill (CA) Retail 20%
Dadeland South (Miami, FLA) Office 38%
City of Arlington (VA) Office 48%-57%
Lindbergh City Center (Atlanta, GA) Speculative Office 19%
Lindbergh City Center (Atlanta, GA) Retail 26%
Portland (OR) Suburbs* General Office 17%
Portland (OR) Suburbs* Retail/Commercial 18%
* Based on maximums specified in Metro's Title 2 Regional Parking Ratios.
-27
These TOD design principles are generally intended for new
developments,however,changing economics,land values and lifestyles
may make smaller in-fill properties as well as existing properties ripe for
repurposing or redevelopment based upon positive pedestrian experience,
and add to connectivity,density and diversity.Development along Route
66 has been in constant evolution;as new technologies,new lifestyles,
new travel options emerged,development patterns adapted.Likewise now
as the bus rapid transit system is introduced new opportunities and patterns
will emerge.These principles can help guide that ongoing evolution and
renewal process.
SPECIFIC PRINCIPLES
CONCLUSION
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
VI
-28
TRANSIT-ORIENTED DEVELOPMENT
OPPORTUNITY SITES3
SITE PLANNING PRINCIPLES
The City of Rancho Cucamonga has identified 13 sites along Foothill
Boulevard as candidates for development following the principles of
compact or transit-oriented development.(Section II-D of this report
describes each of the opportunity sites.)In this section we are focusing on
three such opportunity sites (#13,#2,and #9)because together they
represent a cross-section of issues related to TOD –size of parcel,
surroundings,and importance to the overall City.The approach we have
taken to each illustrates principles that are transferrable to other sites,
whether identified as “opportunity sites”or not.
13 OPPORTUNITY SITE
OPPORTUNITY SITE
OPPORTUNITY SITE
LEGEND
2
9
2
9
13
VI
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
-29
The vacant parcels at Foothill Boulevard and Milliken Avenue offer the
most immediate opportunity for introducing the principles of transit-
oriented development along the BRT route.The intersection,already
important in terms of traffic,will have BRT stops,and already has both jobs
and housing nearby (the hospital,apartments to the north and senior
complex to the NE.)
Furthermore,Site #13 along with Site #12 across Milliken Avenue,and Site
#11 across Foothill Boulevard to the west,are all currently vacant so a
“conceptual prototypic “site development plan can be freer in illustrating
the principles of connectivity,density,diversity and design.
We have focused our conceptual mixed use site design on the westerly half
of Opportunity Site #13,though we also include an overall land use plan for
all three sites.It is important to realize that true mixed-use TOD projects
must be placed selectively;they won’t work everywhere.
OPPORTUNITY SITE #13
CONTEXT AND DEVELOPMENT OPPORTUNITY
R Residential -
Medium Density
Mixed UseM
LEGEND
1 Single-Family
Multi-Family
Retail
Medical Center
Senior Housing
LEGEND
5
2
3
4
R
11
M OPPORTUNITY
SITE
R
#13
4 5
133
12
Foothill Blvd.Haven Ave.Milliken Ave.#12
#11
#12
#11
Church St.
OPPORTUNITY
SITE #13
MaytenAve.R
VI
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
PROPOSED LAND USE
EXISTING LAND USE
-30
This westerly half of OS #13 represents the best opportunity for a near-term
transit-oriented development.It has connectivity,nearby existing and
future potential ridership,and is of a size that would make an impact on
Foothill Boulevard and the success of the BRT system.
Applied to OS #13,the first principle of TOD success,connectivity,
requires that a midblock internal street connect the medical center and the
senior housing to Foothill Boulevard.This entry-connecting street can be
developed with ground floor pedestrian-responsive uses on both sides,and
residential uses above.Along the existing entry street off Milliken Avenue,
there is a development opportunity for supplementing the medical center
with additional medical offices.This existing street should be continued
westward across Milliken Avenue to begin the internal street circulation that
accommodates local vehicular traffic,alternative vehicles (NEV and
bicycles)and is pedestrian friendly.With the BRT proposed for the easterly
side of Milliken Avenue,the corner at Milliken Avenue or the new mid-
block street can be shaped to provide opportunities for retail and food
surrounding a BRT-responsive plaza similar to what exists at the NE corner
of Haven Avenue and Foothill Boulevard.
The new building fronting on Foothill Boulevard will have a mix of uses –
commercial/retail,parking and residential.To emphasize the pedestrian
scale,retail should be focused at the corners by having the buildings create
plazas.The retail uses then wrap around the corner to create more
pedestrian-scale streetscapes.The buildings at Milliken Avenue corner
should be sized to express the importance of the development at the
highway scale.
OPPORTUNITY SITE #13
SITE PLANNING PRINCIPLES
B
A Internal Parking
Corner Prominence
Highway-scale building
Retail & plaza at corners
Access to parking
LEGEND
Residential over parkingF
Residential over medicalG
Residential over retailH
Buildings at sidewalksI
C
E
D
BRT StopJ
Foothill Boulevard
streetscape
K Entry StreetFoothill Blvd.Milliken Ave.Existing E/W St
r
e
e
t
D
IA
B
C
D
E
K J
H H
G
F
H
A
K
VI
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
Parcel Size:5 AC
SITE INFOMATION
Dimensions:560’ x 400’
Land Use:Retail
Office
Residences
Total Units:85 approx.
F.A.R. :0.54
Parking:200
-31
Building-to-street relationship –existing E/W internal street:
On the south side of the existing E/W internal street (between the medical
center and the proposed TOD)a mixed-use building with medical offices
on the ground floor and two-floors of residential above would reinforce the
potential jobs-housing balance,and begin the process of introducing TOD
principles.If offices have direct outdoor access,place the building at
sidewalk,if offices have an internal corridor allow landscape buffer
between building and sidewalk.
Building-to-street relationship –Foothill Boulevard:
The buildings along Foothill Boulevard will define the highway scale of
this TOD.The buildings will have pedestrian access at the corners,
however,the street length will have parking for the residences above.This
type of building,called “podium”is typical of mid-rise mixed-use
buildings.Because the building along Foothill Boulevard is at “highway”
scale,direct pedestrian access is unlikely.However,the design of the
ground level façade should express the rhythm and pattern of commercial
activity.The true pedestrian scale will begin at the corner plazas and
extend northward along the streets.
OPPORTUNITY SITE #13
SITE PLANNING PRINCIPLES
D
I
A
B
C
D E K
J
H
HG
F
H
Foothill
Bl
v
d.
Mi
l
l
i
k
e
n
A
v
e
.
B
A Internal Parking
Corner Prominence
Highway-scale building
Retail & plaza at corners
Access to parking
LEGEND
Residential over parkingF
Residential over medicalG
Residential over retailH
Buildings at sidewalksI
C
E
D
BRT StopJ
Foothill Boulevard
streetscape
K
F
I
A
C
E
H
H
G
H
E/W Internal Street
Mi
l
l
i
k
e
n
A
v
e
.Entry StreetFoothill Blvd.
G
G
VI
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
-32
Building-to-street relationship –Milliken Avenue :
The intersection at Foothill Boulevard and Milliken Avenue is important at
both the highway scale and the pedestrian scale.At both scales connectivity
across Milliken Avenue is important.As the buildings wrap the corner,a
plaza with vertical element would signify that this intersection is important
in the City.Around the plaza,retail or food establishments should create
pedestrian interest,activity and scale.In addition,visual and pedestrian
access to the interior parking is essential to support the principle of
connectivity.An example of this pattern exists at the plaza on the NE
corner of Foothill Boulevard and Haven Avenue .Beyond the corner plaza
along Milliken Avenue,the building should define the pedestrian scale by
being placed at a build-to line (back of sidewalk).
Building Types :
Compact mixed-use developments require stacking uses;the building types
in TOD are typically 3 –5 stories high.Structural loads and fire resistive
requirements may require more sophisticated building systems.The
discussion below briefly describes building types common in TOD.
OPPORTUNITY SITE #13
SITE PLANNING PRINCIPLES
B
A Internal Parking
Corner Prominence
Highway-scale building
Retail & plaza at corners
Access to parking
LEGEND
Residential over parkingF
Residential over medicalG
Residential over retailH
Buildings at sidewalksI
C
E
D
BRT StopJ
Foothill Boulevard
streetscape
K
Foot
hill
Bl
v
d.
Millik
e
n
A
v
e
.
D
B
E
F
C
VI
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
-33
Building type B –Mid-block street:
At the mid-block intersection,commercial and retail uses at ground level
start the pedestrian connectivity that will continue along the entry street and
internal street frontages.These buildings are commonly three-story and
wood frame.To allow flexibility and volume at the ground level,the second
floor should be at 14’.
OPPORTUNITY SITE #13
SITE PLANNING PRINCIPLES
VI
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
Building type A –Foothill Boulevard:
To accommodate the density and diversity appropriate to the TOD
principles,the building along Foothill Boulevard should be three-story
wood-frame above a concrete podium.This concrete deck is required as
separation between office or residential above parking.(Note:the podium
should be set at about 14’above the ground so the ground level can serve
retail,office or parking.This type of flexibility is part of the sustainable and
form-based approach to development.
Building type C –across from medical center:
Depending upon the market demand for medical offices,this building type
could either accommodate residential over office/retail,or be exclusively
office/retail use.
10’
10’
14’
10’
14’
-34
OPPORTUNITY SITE #13
DESIGN PRINCIPLES
Building-to-street relationship –Entry street:
From Foothill Boulevard the entry street and its buildings express the
principles of TOD.The mid-block entry street is a car-and-pedestrian scale
with 3-story buildings on both sides.The buildings are placed at the “build-
to”line (back of sidewalk)and will have ground level pedestrian-related
retail/commercial uses.At the corner,the buildings should have prominence
and also welcome pedestrians.Internally the street should be pedestrian
friendly:buildings at the sidewalks,activity and interest at ground level,
narrow travel lanes and parallel parking,canopy street trees and residences
overlooking the street (“eyes on the street.”)
VI
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
-35
OS #9 is a small in-fill parcel.It is bordered on the east and south by
single-family residences.It is across Foothill Boulevard from BRT stops
on Etiwanda Avenue,and it is across Etiwanda Avenue from an existing
neighborhood/community-scale commercial center.
This site is not suitable for commercial development because access
directly from Foothill Boulevard will be limited,and the site is
surrounded by single-family homes.However,the site could support a
transitional medium density residential development.This is the kind of
site that developers overlook because a profitable “yield”is difficult
unless height and density requirements are in line with TOD principles.
Because of its proximity to a BRT stop and stores,it has value as a small-
scale TOD with medium density residential and home-occupation as a
permitted uses.
3
1
OPPORTUNITY
SITE #9
3 2
22
OPPORTUNITY
SITE # 8
Etiwanda Ave.1 Single-Family
Multi-Family
Retail
LEGEND
Foothill Blvd.3
2
OPPORTUNITY SITE #9
CONTEXT AND DEVELOPMENT OPPORTUNITY
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
VI
-36
The primary access for a residential development will be from Etiwanda
Avenue,however,an emergency egress will probably be required onto
Foothill Boulevard.The main E/W drive and carport parking will be
opposite the existing commercial drive and will serve as a buffer for the
homes to the south.Orienting the buildings will vary to respond to the
adjacent conditions:The easterly buildings will step down in height and
allow solar orientation for PV panels.The westerly buildings are turned to
a north-south access to reduce exposure to noise,to provide view corridors
and to optimize the yield.The row-house arrangement requires special
care in the design of the areas between buildings –both those that serve
cars/garages,and the lanes where front doors are located.Home
occupation units should be limited to those units facing the side street.
OPPORTUNITY SITE #9
SITE PLANNING PRINCIPLES
B
A Step building down
when adjacent to
existing homes
Residential scale and
rhythm created by
gable ends
Mixed use –home
occupation in units
facing Etiwanda Ave.
PV solar panels on
south-facing roofs
and carports
LEGEND
C
D
B
AD
D
C
DEtiwanda Ave.Foothill Blvd.
AD
AD
Parcel Size:4.92 AC
SITE INFOMATION
Dimensions:
Land Use:Residential
Limited mixed use
Home Occupation
Density:16-20 DUA
Total Units:85 approx.
F.A.R. :0.85
Parking
Garage:1/ unit
Open:.75/ unit
Total
Provided:150
670’ x 320’Building-to-street:
The frontage on Foothill Boulevard east of OS #9 is residential in character
and scale.To the south,adjacent are also single-family homes.By
orienting the long axis of the easterly buildings in an east-west direction,
and stepping the buildings down (A)to two-story at the east end,a
transition is created from existing homes to the taller in-fill buildings.
Orienting the buildings toward the westerly end so the gable ends face
Foothill Boulevard will create a residential-scale and rhythm (B)even
though the buildings are three-story.For the building facing Etiwanda
Avenue,units with home occupations have a front door accessible to the
sidewalk.
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
VI
Public Realm:Along a major boulevard like Foothill Boulevard,it is
difficult to define the public realm at a residential scale.However,
regularly spaced street trees and a block wall along the street create the
boundary between private and public realms,and the wall somewhat
mitigates traffic noise.
Building design:For the easterly building fronting on Foothill Boulevard,
and the building facing Etiwanda Avenue,front porches will extend the
home toward the street expressing the residential character.For the
buildings where gable ends face Foothill Boulevard,the porch can wrap
the corner of the building addressing both the street and the landscaped
courtyard.The porches create an in-between semi-private/public realm.In
addition,the gable ends of the buildings should be animated with awnings,
overhangs,and stepbacks.
Building type C:The building type will be wood-frame,three story.The
upper two floors are a two-bedroom townhouse;the ground floor has a
garage in the back and a flexible space with bathroom off the front entry to
accommodate limited live/work.
Sustainable design:For buildings that are oriented with the long east-west
axis,the south-facing roofs optimize solar orientation for PV panels.On
buildings with the long axis north-south,PV panels are also effective.
Carports can also be designed for PV arrays.Solar thermal panels provide
the quickest payback when they provide domestic hot water as well as
space heating in a hydronic system.
Pedestrian realm:Because this is a residential development,the walls and
fences along the street serve as a boundary between the public and private
realms.The “pedestrian realm”is internal to the development,and not
public.
Trees are crucial in the driveways and courtyards between buildings;they
provide privacy between facing units,shade,visual relief,and add value to
the marketing efforts of the developer.
OPPORTUNITY SITE #9
DESIGN PRINCIPLES
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
VI-37
As a contiguous extension of the Village Square mixed-use development,
OS #2 fits the purpose of transit-oriented development:live-work-shop all
within walking distance,and is BRT convenient.The site can be developed
with a mix of housing,office/work place,small and specialty retail and a
business-oriented hotel uses.
The residential development is essential to increase density within one-
quarter mile of the Foothill Boulevard BRT stops,and is in keeping with
the development to the north and west.Furthermore,significant
employment opportunities in retail,services and government all exist
within easy walking distance.
To express the “activity and civic center”that the intersection of Haven
Avenue and Foothill Boulevard represents,a new three-story building
should front on Haven Avenue,and create a small plaza as it turns onto
Civic Center Drive.The hotel as well should have Haven Avenue exposure.
The residential buildings along Civic Center Drive should continue the
pattern of three-story buildings,with home occupation live/work uses
permitted.To allow the kind of intensity of development desirable at this
location,a shared parking program between the new development and the
existing restaurant should be developed.
To support the principle of connectivity,Civic Center Drive should be
extended westward over the channel,at a minimum for pedestrians and
bicycles.
1 Single-Family
Multi-Family
Retail
Office/Civic
LEGEND
2
3
4
OPPORTUNITY
SITE #2
4
34
4
4Haven Ave.Foothill Blvd.
OPPORTUNITY SITE #2
CONTEXT AND DEVELOPMENT OPPORTUNITY
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
VI-38
The existing three-story multi-family residences to the west establish a
clear,coherent building-to-street pattern.To the north,east and south of the
parcel,however,there are different scales and types of buildings.Just to
the north of this site are one-story commercial buildings,and at the corner,
the grade drops dramatically.Across Haven Avenue at the southeast corner
of Haven Avenue and Foothill Boulevard,the existing four-story office
building is a crisp box set back from the street and behind tall trees.City
Hall,while dignified and handsome,does not have a strong presence on
Haven Avenue,and does not create a public space facing the street.Its
inner courtyard is effective,but the street presence does not match its
importance.Finally,to the south,across Civic Center Drive is a blank
canvas –a rectangular parcel extending a block and a half.
The conceptual site plan below places a business-oriented hotel at the north
edge of OP #2 to be close to existing retail and restaurants at the Haven
Avenue –Foothill Boulevard intersection.The hotel slab–building is
oriented with the rooms facing NE/SW to minimize exposure to traffic
noise,limit the visual on Haven Avenue,and offer some relief to the
orthogonal relationship of all other buildings in the vicinity.The suggested
three-story building facing Haven Avenue (D)may be mixed use with
residential over office,or be exclusively office use except for some retail
surrounding a plaza at the corner.A modest plaza at this intersection is
part of the pedestrian connection between residences to the west and
offices across Haven Avenue .Three-story residential buildings (B)are
proposed to wrap the southeast corner of the site and reflect the scale of
existing apartments to the east.The proposed units are designed as
live/work with ground floor home-occupation and a townhouse unit above.
OPPORTUNITY SITE #2
SITE PLANNING PRINCIPLES
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
VI
Parcel Size:7.1 AC
SITE INFOMATION
Land Use:Retail
Office
Residences
Business Hotel
Total Units:26-50 approx.
120 hotel rooms
F.A.R. :0.60
Parking:220 (shared)
-39
B
A Hotel
Live/work townhouses
Retail/food at plaza
Three story office or
residential over offices
Garages
LEGEND
C
E
D
Shared parkingF
A
F
F
D
C
B
B
E
E Haven Ave.Civic Center Drive
OPPORTUNITY SITE #2
SITE PLANNING PRINCIPLES
A parking strategy including joint-use with the restaurant to the north,
tuck-under garages,and even structured parking should be part of the
overall development.
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
VI-40
Building-to-street relationship along Haven Avenue :
Two factors argue against retail along Haven Avenue in the suggested site
plan:the setback to existing buildings along Haven Avenue is deep,
making pedestrian access difficult,and retail exists at both the northeast
and southwest corners of Haven Avenue and Foothill Boulevard.The
surrounding civic and office uses suggest that ground floor offices could be
successful.The building frontage should be designed with windows for
daylight and to animate the façade,but would provide no pedestrian access
from the meandering sidewalk along Haven Avenue .However,at the
corner of Haven Avenue and Civic Center Drive the building should create
a small plaza and then be set at the back of the sidewalk along Civic
Center Drive.This location could be a successful restaurant for workers in
the corporate and government offices across Haven Avenue as well as
residents to the west.The corner location is good for the tenant,and
expresses activity in the public realm.
Building-to-street relationship along Civic and internal road:
The residential buildings will front Civic Center Drive and turn the corner
to resemble the existing buildings on the west side.
OPPORTUNITY SITE #2
SITE PLANNING PRINCIPLES
Hav
e
n
A
v
e.
Civ
i
c
C
e
n
t
e
r
D
r
i
v
e
D
B F
C
Civic Center
Drive
B B
B
A Hotel
Live/work townhouses
Retail/food at plaza
Three story office or
residential over offices
Garages
LEGEND
C
E
D
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
VI-41
Public Realm –sidewalks:The public realm for this site includes all
street frontages,plazas and interior parking.The pedestrian experience will
be different along each frontage as well as within the site.Along Haven
Avenue the sidewalk is meandering,and buildings are well back from the
street.Street trees and landscape similar to the improvements on Foothill
Boulevard are appropriate here.As the sidewalk turns west along Civic
Center Drive,the proposed building should create a plaza –a stopping
point and transition from arterial/commercial to local/residential.The
existing and suggested three-story residential buildings enliven the street,
but a porous boundary between the public sidewalk and the private
entrances is important to create an in-between realm.
Because the suggested units are configured to allow live/work on the
ground floor,the individual entries are nuanced:front doors should be
visible,but the access should be nuanced.Individual gates,front yards,
trees and porches together convey welcome,but maintain the residential
character of the street.This pattern will be similar to the existing three-
story apartments to the west.
Small corner plaza:The scale of this plaza is important to play several
roles.First,it will be a symbol of commercial activity at a high-value
secondary intersection.It will also be a welcoming place for local residents
and workforce to get coffee or lunch,and it will serve as a transition from
high volume traffic to the slower traffic on Civic Center Drive.
Building types:
Residential:This building type will be wood-frame,three story.The
ground floor has a garage in the back,and in front,a flexible space with
bathroom can serve as a home-occupation functional space.Stairs lead
from the entry up to a two-level townhouse –living –kitchen on the
second floor and bedrooms on the third.
Office:This building is proposed as three-story,either wood frame or steel
frame depending upon whether the market will support Class A office
space in this location.
Hotel:A proposed six-story internal corridor slab building typical of
franchise business,suite or extended stay hotels.
OPPORTUNITY SITE #2
DESIGN PRINCIPLES
Terra Nova/SCAG/Rancho Cucamonga
Foothill Boulevard Corridor BRT Study
VI-42
Terra Nova
Highway 111 Area Plan Proposal
Appendix C
Ramon Road Corridor Plan
Calle de los Festivales Background: Cathedral City has a diverse historical and cultural history. According to the 2006 census, approximately 60 percent of the population in the city is Hispanic. They live in the city’s older section in the area along Ramon Road between Cathedral Canyon Drive and landau Boulevard. The section adjacent to Ramon Road was once known as “The Square Mile”, but is known commonly referred by the city’s citizens as “Little Mexico”. Design Theme: Calle de los Festivals is a colorful and whimsical display of banners, signs, festive lighting, and a variety of site furnishings that reinforce the cultural and eclectic nature of the area and multiple commercial uses within the project boundary. Boulevard Artistico ( Bulevar Artistico) Background: In the late 1990’s a major revitalization of Cathedral City’s downtown resulted in a new City Hall, Imax and Mary Pickford Theater and the Town Square. The Town Square have become the focal point for public assembly and events. The “Fountain of Life” ,the center piece of Town Square, brings an Artistic display of Mosaic tiles, colorful paving and a variety of design elements to the City Center. These colorful elements have been reflected in the Architecture, Site furnishings and hardscape of adjacent buildings and add the overall ambience of the area. Design Theme: Bright colors, decorative as well as simple design forms and shapes help create an artistically memorable experience. Major Art displays, large scale Mosaics, colorful site furnishings and brilliant hardscape Patterns will define the streetscape experience. Gardens from the Desert (Jardenias del Desierto) Background: The Town’s name derives from “Cathedral Canyon” to the south of town because rock formations were reminiscent of a cathedral. The City is surrounded by the majestic San Jacinto and Santa Rosa Mountains with beautiful vistas of the surrounding desert. Design Theme: The Gardens from the Desert features a composition of desert landscape materials that will create patterns, textures and color that will define the streetscape environment. Date palm groves, desert canopy tree agave,and varieties of cacti will create a colorful tapestry of color, texture and light patterns that compliment our beautiful surroundings.
“The Canyons”