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CC Resolution 2026-007 Repeal & Replace Highway 111 SP 2022-0002
RESOLUTION NO. 2026 — 007 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF LA QUINTA, CALIFORNIA, APPROVING A SPECIFIC PLAN TO REPEAL AND REPLACE EXISTING SPECIFIC PLANS WITHIN THE HIGHWAY 111 CORRIDOR AREA TO FACILITATE THE HIGHWAY 111 SPECIFIC PLAN AND DEVELOPMENT CODE CASE NUMBER: SPECIFIC PLAN 2022-0002 PROJECT: HIGHWAY 111 SPECIFIC PLAN AND DEVELOPMENT CODE APPLICANT: CITY OF LA QUINTA WHEREAS, the City Council of the City of La Quinta, California, did, on April 7, 2026, hold a continued Public Hearing to consider approval of the Highway 111 Specific Plan and Development Code for properties within the Highway 111 Corridor Area, generally located north of Avenue 48, south of the Coachella Valley Stormwater Channel, east of Washington Street, and west of Jefferson Street; and WHEREAS, the Planning Commission of the City of La Quinta, California, did, on February 24, 2026, consider the revised Development Code at City Council's direction and suggested additional revisions to the Development Code and Specific Plan for City Council consideration; and WHEREAS, the City Council of the City of La Quinta, California, did, on January 20, 2026, previously hold a duly noticed Public Hearing to consider the Highway 111 Specific Plan and Development Code and continued the Public Hearing to allow additional time for staff to prepare the revised Development Code and present to Planning Commission for their review of the proposed revisions; and WHEREAS, the City Council of the City of La Quinta, California, did on November 18, 2025, previously hold a duly noticed Public Hearing to consider the Highway 111 Specific Plan and Development Code and continued the Public Hearing to a date certain to allow additional time for staff to further review the proposed Development Code with stakeholders and provide suggested revisions to the Specific Plan and Development Code if needed; and WHEREAS, the Design and Development Department published a public hearing notice in The Desert Sun newspaper on October 29, 2025, as prescribed by the Municipal Code and California Government Code. Public hearing notices were also mailed to all property owners within the project area and within a 500-ft radius of the project area and RESOLUTION NO. 2026 — 007 SPECIFIC PLAN 2022-0002 PROJECT: HIGHWAY 111 SPECIFIC PLAN AND DEVELOPMENT CODE LOCATION: HIGHWAY 111 AREA BETWEEN WASHINGTON AND JEFFERSON STREETS APPLICANT: CITY OF LA QUINTA ADOPTED: APRIL 7, 2026 PAGE: 2 of 5 emailed or mailed to other interested parties who have requested notification relating to the project; and WHEREAS, the Planning Commission of the City of La Quinta, California, did, on October 14, 2025, hold a duly noticed Public Hearing and recommended City Council approval of the Environmental Assessment (Planning Commission Resolution 2025-010), Specific Plan, Zone Change, and Zoning Ordinance Amendment (Planning Commission Resolution 2025-011); and WHEREAS, the Highway 111 Specific Plan and Development Code project is intended to implement the 2019 Highway 111 Corridor Plan, which was received and filed by City Council and Planning Commission on November 21, 2019, to support walkable mixed use development and strengthen the commercial base within the Highway 111 Corridor area, as illustrated in Exhibit A; and Specific Plan 2022-0002 WHEREAS, Specific Plan 2022-0002 will repeal and replace the existing eleven specific plans and subsequent amendments to those specific plans; within the Highway 111 Corridor area including SP1987-011 Washington Park, SP1989-014 One -Eleven La Quinta Shopping Center, SP1996-027 Jefferson Plaza, SP1996-028 Dune Palms Plaza, SP1997-029 Centre at La Quinta, SP1999-036 La Quinta Corporate Center, SP2000-043 Point Happy Shopping Center, SP2002-047 La Quinta Court, SP2003-066 Pavilion at La Quinta, SP2005-075 Komar Desert Center, SP2008-085 Highway 111 and Dune Palms Road; and WHEREAS, Specific Plan 2022-0002 will become the effective Specific Plan for the Highway 111 Corridor area; and WHEREAS, at said Public Hearing, upon hearing and considering all testimony and arguments, if any, of all interested persons desiring to be heard, the City Council did make the following mandatory findings pursuant to Section 9.240.010 of the La Quinta Municipal Code to justify approval of said Specific Plan [Exhibit B]: The proposed SP2022-0002 is consistent with the goals, policies, and objectives of the General Plan regarding economic development, housing, land use, transportation, sustainability, and open space. • Goal LU-5: A broad range of housing types and choices for all residents of the City. Policy LU-5.2: Consider changes in market demand in residential product type to meet the needs of current and future residents. RESOLUTION NO. 2026 — 007 SPECIFIC PLAN 2022-0002 PROJECT: HIGHWAY 111 SPECIFIC PLAN AND DEVELOPMENT CODE LOCATION: HIGHWAY 111 AREA BETWEEN WASHINGTON AND JEFFERSON STREETS APPLICANT: CITY OF LA QUINTA ADOPTED: APRIL 7, 2026 PAGE: 3 of 5 • Goal LU-6: A balanced and varied economic base which provides a broad range of goods and services to the City's residents and the region. • Goal ED-1: A balanced and varied economic base which provides fiscal stability to the City, and a broad range of goods and services to its residents and the region. • Goal LU-7: Innovative land uses in the Village and on Highway 111. • Policy LU-7.1: Encourage the use of mixed use development in appropriate locations. • Policy LU-7.3: Encourage the use of vacant pads in existing commercial development on Highway 111 for residential use. • Goal CIR-2: A circulation system that promotes and enhances transit, alternative vehicle, bicycle, and pedestrian networks. • Policy CIR-3.2: Develop and encourage the use of continuous and convenient pedestrian and bicycle routes and multi -use paths to places of employment, recreation, shopping, schools, and other high activity areas with potential for increased pedestrian, bicycle, golf cart/NEV modes of travel. • Policy SC-1.5: All new development shall include resource efficient development principles. • Goal H-1: Provide housing opportunities that meet the diverse needs of the City's existing and projected population. • Policy H-1.3: Direct new housing development to viable areas where essential public facilities are provided, and employment opportunities, educational facilities, and commercial support are available. • Policy H-6.1: Promote higher density and compact developments that increase energy efficiency and reduce land consumption. • Policy OS-1.2: Continue to develop a comprehensive multi -purpose trails network to link open space areas. The proposed Specific Plan considered market demand for residential product types to allow for varying housing types within the Highway 111 Corridor area, and integrates the Affordable Housing Overlay into the proposed development code to accommodate affordable housing demand and assist in meeting the City's Regional Housing Needs Assessment targets. The proposed Specific Plan would continue to allow for varied commercial uses within the Highway 111 Corridor area to offer a broad range of goods and services and strengthen the commercial base. The proposed Specific Plan continues to support mixed use development by RESOLUTION NO. 2026 — 007 SPECIFIC PLAN 2022-0002 PROJECT: HIGHWAY 111 SPECIFIC PLAN AND DEVELOPMENT CODE LOCATION: HIGHWAY 111 AREA BETWEEN WASHINGTON AND JEFFERSON STREETS APPLICANT: CITY OF LA QUINTA ADOPTED: APRIL 7, 2026 PAGE: 4 of 5 integrating the Mixed -Use Overlay into the proposed development code, encourages the use of vacant pads for mixed use development, and supports walkable development, multi -modal transportation, and trail linkages within projects and to the CVLink. 2. Approval of Specific Plan 2022-0002 will not create conditions materially detrimental to the public health, safety, and general welfare. The proposed Specific Plan continues the existing pattern of use within the Highway 111 Corridor area. 3. Specific Plan 2022-0002 is compatible with zoning on nearby properties. The proposed Specific Plan continues the pattern of use within the Highway 111 Corridor area. 4. Specific Plan 2022-0002 is suitable and appropriate for the subject property, as similar land uses as currently permitted are proposed. NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of La Quinta, California, as follows: SECTION 1. The above recitations are true and constitute the Findings of the City Council in this case. SECTION 2. That the City Council has determined that Specific Plan 2022-0002 is consistent with the Mitigated Negative Declaration (Environmental Assessment 2024- 0002, SCH# 2025050964) prepared for the Specific Plan and that all environmental impacts can be mitigated to less than significant levels. SECTION 3. The City Council does hereby approve Specific Plan 2022-0002 for the reasons set forth in this Resolution. PASSED, APPROVED, and ADOPTED at a regular meeting of the City of La Quinta City Council, held on April 7, 2026, by the following vote: AYES: Councilmembers Fitzpatrick, McGarrey, Pena, Sanchez, and Mayor Evans NOES: None ABSENT: None ABSTAIN: None RESOLUTION NO. 2026 — 007 SPECIFIC PLAN 2022-0002 PROJECT: HIGHWAY 111 SPECIFIC PLAN AND DEVELOPMENT CODE LOCATION: HIGHWAY 111 AREA BETWEEN WASHINGTON AND JEFFERSON STREETS APPLICANT: CITY OF LA QUINTA ADOPTED: APRIL 7, 2026 PAGE: 5 of 5 LINDA EVANS, Mayor City of La Quinta, California ATTEST: MONIKA RAD VA, Clerk City of La Quinta, California APPROVED AS TO FORM: &-'). WILLIAM H. IHRK , City Attorney City of La Quinta, California yl� _ _ �M!'l�ii► +mac- . �, ., 4 '" n"� , � , .r� !► . R"�'t'A f� �, �' 'sC'}'�Y9�� 'ram �" �� ���i��� Lei*a r-.IL !AIM, RESOLUTION NO.2026-00711 SPECIFIC PLAN 2022-0002- -• :q ■ DEVELOPMENT CODE 'r. !RA i Ill'.EXHIBIT B Is PN ►� -!� � 1 f ,err �.� r. n APRIL 2026 LA QUINTA HIGHWAY 111 SPECIFIC PLAN :: ENVISION 2050 ACKNOWLEDGMENTS CITY COUNCIL Linda Evans, Mayor Deborah McGarrey, Mayor Pro Tern John Pena Kathleen Fitzpatrick Steve Sanchez PLANNING COMMISSION Doug Hassett, Chair Elisa Guerrero, Vice Chair Stephen Nieto Alfonso Hernandez Kevin Hundt Kevin McCune CITY DEPARTMENTS Jon McMillen, City Manager Danny Castro, Design & Development, Director Cheri L. Flores, Design & Development, Planning Manager Bryan McKinney, Public Works, Director & City Engineer LA QUINTA I HIGHWAY 111 SPECIFIC PLAN taQ�dAra - • .I r :. , 11! 11 1. I - PREPARED FOR: City of La Quinta, California PREPARED BY: GHD Engineering, Inc: Jonathan Linkus, Project Manager; with, Tyler Burkart, Ryder Burliss, Veronica Chocholek, Makinzie Clark, Rebecca Crow, Catherine Gerdts, Nicole Greenberg, Tom Hessel, Kamryn Kubose, Lesley -Ann Legaspi, Patrick Lewis, Christian Lionis, Kolby Lundgren, Noam Maitless, Chryss Meier, Paige Peel, Masood Saikal, Emily Shandy, Amber Shows, Charles Smith, Rosanna Southern, Todd Tregenza IN COLLABORATION WITH: Lisa Wise Consulting, Inc.: Kathryn Slama; with, David Bergman Linda S. Congleton & Associates: Linda Congleton; r 11 with, Michael Butler, LINDA S. GONOLI TON TABLE OF ACKNOWLEDGEMENTS CONTENTS FOREWORD TABLE OF CONTENTS + LIST OF FIGURES PART I: SPECIFIC PLAN OVERVIEW + POLICIES 1 INTRODUCTION + OVERVIEW 1.1 THE EVOLUTION OF HIGHWAY 111 2 1.2 PLAN OVERVIEW 5 1.3 RELATIONSHIP TO RECENT PLANNING 7 1.4 DEVELOPMENT TYPE & ACTIVITY AREAS 11 2 SPECIFIC PLAN POLICIES 2.1 ENVISIONING 2050 ON HIGHWAY 111 14 2.2 KEY INPUT FROM KEY STAKEHOLDERS 15 2.3 KEY HIGHWAY 111 PLANNING STRATEGIES 16 PART II: PLAN ELEMENTS 3 LAND USE + URBAN FORM 3.1 SUMMARY + OBJECTIVES 32 3.2 LAND USE & URBAN FORM VISION: FOUR NEW SETTINGS 33 3.3 LAND USE & URBAN FORM ADAPTIVE POLICY 35 3.4 DEVELOPMENT PROGRAMS + PROJECTS 39 3.5 LAND USE FRAMEWORK 41 3.6 BLOCKS FRONTAGE & DEVELOPMENT EDGES POLICY 43 3.7 ACTIVE & WALKABLE CORRIDORS CONCEPT 45 3.8 ACTIVE FRONTAGE NODE APPROACH 47 3.9 AFFORDABLE HOUSING & COMMUNITY RESOURCES 49 4 DEVELOPMENT SCENARIOS 4.1 SUMMARY + OBJECTIVES 52 4.2 MODERATE DEVELOPMENT SCENARIO BY BLOCK 53 4.3 MAXIMUM DEVELOPMENT SCENARIO BY BLOCK 55 4.4 MIXED USE AT DUNE PALMS RD 57 4.5 MIXED USE AT LA QUINTA DR 59 4.6 HOUSING AT VISTA CORALINA LN 61 4.7 MIXED USE AT VISTA CORALINA LN 63 4.8 SUMMARY OF GROWTH POTENTIAL 65 5 CIRCULATION + MOBILITY 5.1 SUMMARY + OBJECTIVES 68 5.2 CIRCULATION + MOBILITY FRAMEWORK 69 iii LA QUINTA I HIGHWAY 111 SPECIFIC PLAN 5.3 ROADWAY NETWORK OPTIMAL APPROACH 71 5.4 ROADWAY NETWORK ALTERNATIVE APPROACH 73 5.5 CIRCULATION + MOBILITY PROJECTS 75 5.6 ROADWAY STREETSCAPE CONCEPTS 77 5.7 TRANSFORMATION & TRANSITIONS 77 5.8 CORRIDOR HIGHWAY 111 - 6D I HIGHWAY 111 (PRIOR SR 111) 79 5.9 CORRIDOR SECONDARY ARTERIAL - 4D DUNE PALMS RD. 83 5.10 CORRIDOR SECONDARY ARTERIAL - 2D ADAMS ST. 87 5.11 CORRIDOR PUBLIC COLLECTOR - 2D I LA QUINTA DR. 91 5.12 CORRIDOR PUBLIC DRIVE - 2UD I CORPORATE CENTER DR. 95 5.13 CORRIDOR PRIVATE PARKED DRIVE - 2UD I SIMON DR. 97 5.14 CORRIDOR PRIVATE ACCESS STREET - 2UD I FRONTAGE DRIVE 99 6 LANDSCAPE + URBAN SYSTEMS 6.1 SUMMARY + OBJECTIVES 102 6.2 LANDSCAPE + OPEN SPACE FRAMEWORK 103 6.3 OPEN SPACE + CORRIDORS APPROACH 105 6.4 CORRIDOR & PATHWAY GUIDELINES 107 6.5 LANDSCAPE & OPEN SPACE POLICY 109 6.6 GATEWAY LANDSCAPE GUIDELINES 110 6.7 CULTURAL TRAIL APPROACH 111 6.8 CULTURAL TRAIL NODE TYPOLOGY 113 6.9 WATER & WASTEWATER UTILITY ANALYSIS 115 PART III: IMPLEMENTATION + ACTION PLAN 7 ADMINISTRATION + IMPLEMENTATION 7.1 INTRODUCTION + OVERVIEW 120 7.2 GENERAL PROVISIONS & ADMINISTRATION 121 7.3 ADMINISTRATION INITIATIVES 122 7.4 CORRIDOR DEVELOPMENT INITIATIVES 124 7.5 CITY -LED SITE DEVELOPMENT INITIATIVES 129 8 ACTION PLAN 8.1 INTRODUCTION + OVERVIEW 132 8.2 ACTION PLAN TIMELINE 133 PART IV: APPENDICES + CODE APPENDIX A: MARKET DEMAND ANALYSIS APPENDIX B: DEVELOPMENT STRATEGY STUDY APPENDIX C: MITIGATED NEGATIVE DECLARATION DEVELOPMENT CODE (MUNICIPAL CODE - CHAPTER 9.105) iv LIST OF FIGURES ACKNOWLEDGEMENTS FOREWORD TABLE OF CONTENTS + LIST OF FIGURES 1 INTRODUCTION + OVERVIEW FIG 1-1: DIAGRAM OF PLAN AREA IN LA QUINTA AND THE REGION 4 FIG 1-2: NEW SPECIFIC PLAN BOUNDS WITH EXISTING SPECIFIC PLANS + ZONES 6 FIG 1-3: VISUAL TIMELINE OF RECENT PLANS & POLICIES 8 FIG 1-4: HIGHWAY 111 SPECIFIC PLAN PROCESS OVERVIEW 9 FIG 1-5: HIGHWAY 111 SPECIFIC PLAN PLAN STRUCTURE DIAGRAM 10 FIG 1-6: EXISTING DEVELOPMENT. URBAN ACTIVITY & INFILL POTENTIAL 12 2 SPECIFIC PLAN POLICIES FIG 2-1: KEY HIGHWAY 111 PLANNING STRATEGIES 16 FIG 2-2: ILLUSTRATION OF DEVELOPMENT POTENTIAL NEAR DUNE PALMS RD 23 FIG 2-3: ILLUSTRATION OF DEVELOPMENT POTENTIAL AT LA QUINTA DR NEAR HIGHWAY 111 25 FIG 2-4: ILLUSTRATION OF DEVELOPMENT POTENTIAL AT LA QUINTA DR ALONG CV LINK 27 3 LAND USE + URBAN FORM FIG 3-1: WIDE RANGE OF HOUSING TYPES IN THE HIGHWAY 111 CORRIDOR 35 FIG 3-2: LAND USE FRAMEWORK CONCEPT 42 FIG 3-3: DEVELOPMENT EDGES APPROACH CONCEPT 44 FIG 3-4: ACTIVE & WALKABLE CORRIDORS CONCEPT 46 FIG 3-5: ACTIVE & WALKABLE CORRIDORS CONCEPT ALTERNATIVE 46 FIG 3-6: TYPICAL EXISTING CONDITION WITH DEVELOPMENT STRATEGY 47 FIG 3-7: ACTIVE FRONTAGE IN HORIZONTAL MIXED -USE 47 FIG 3-8: ACTIVE FRONTAGE IN VERTICAL MIXED -USE 48 FIG 3-9: ACTIVE FRONTAGE AT OPEN SPACE ADAPTATION 48 FIG 3-10: AFFORDABLE HOUSING IN THE HIGHWAY 111 CORRIDOR 50 4 DEVELOPMENT SCENARIOS FIG 4-1: USE MIX APPROPRIATE TO THE MODERATE SCENARIO 53 FIG 4-2: MODERATE GROWTH BY BLOCK 54 FIG 4-3: USE MIX APPROPRIATE TO THE MAXIMUM SCENARIO 55 FIG 4-4: MAXIMUM GROWTH BY BLOCK 56 FIG 4-5: MIXED USE AT DUNE PALMS PROGRAM & FEATURES 58 FIG 4-6: MIXED USE AT LA QUINTA DR PROGRAM & FEATURES 60 FIG 4-7: HOUSING AT VISTA CORALINA LN PROGRAM & FEATURES 62 FIG 4-8: MIXED USE AT VISTA CORALINA LN PROGRAM & FEATURES 64 FIG 4-9: YIELD SUMMARY FOR DEVELOPMENT SCENARIOS AND DEMAND FORECAST 66 5 CIRCULATION + MOBILITY FIG 5-1: CIRCULATION + MOBILITY FRAMEWORK CONCEPT FIG 5-2: ROADWAY NETWORK OPTIMAL APPROACH CONCEPT FIG 5-3: ROADWAY NETWORK ALTERNATIVE APPROACH CONCEPT FIG 5-4: HIGHWAY 111 STREETSCAPE ILLUSTRATIVE CONCEPT 70 72 74 79 v LA QUINTA I HIGHWAY 111 SPECIFIC PLAN FIG 5-5: HIGHWAY 111 RECOMMENDED TYPICAL SECTION 81 FIG 5-6: DUNE PALMS RD. STREETSCAPE ILLUSTRATIVE CONCEPT 83 FIG 5-7: DUNE PALMS RD. RECOMMENDED TYPICAL SECTION 85 FIG 5-8: ADAMS ST. STREETSCAPE ILLUSTRATIVE CONCEPT 87 FIG 5-9: ADAMS ST. RECOMMENDED TYPICAL SECTION 90 FIG 5-10: LA QUINTA DR. STREETSCAPE ILLUSTRATIVE CONCEPT 91 FIG 5-11: LA QUINTA DR. RECOMMENDED TYPICAL SECTION 94 FIG 5-12: CORPORATE CENTER DR. STREETSCAPE ILLUSTRATIVE CONCEPT 95 FIG 5-13: CORPORATE CENTER DR. RECOMMENDED TYPICAL SECTION 96 FIG 5-14: SIMON DR. STREETSCAPE ILLUSTRATIVE CONCEPT 97 FIG 5-15: SIMON DR. RECOMMENDED TYPICAL SECTION 98 FIG 5-16: FRONTAGE DRIVE STREETSCAPE ILLUSTRATIVE CONCEPT 99 FIG 5-17: FRONTAGE DRIVE RECOMMENDED TYPICAL SECTION 100 6 LANDSCAPE + URBAN SYSTEMS FIG 6-1: LANDSCAPE + OPEN SPACE FRAMEWORK CONCEPT 104 FIG 6-2: OPEN SPACE & CORRIDORS APPROACH CONCEPT 106 FIG 6-3: CULTURAL TRAIL APPROACH CONCEPT 112 FIG 6-4: CULTURAL TRAIL NODE & INSTALLATION DESIGN GUIDELINES 114 TABLE 6-1: ESTIMATED WASTEWATER FLOWS, RECYCLED WATER FLOWS, & ESTIMATED WATER USE 115 7 ADMINISTRATION + IMPLEMENTATION 8 ACTION PLAN FIG 8-1: ACTION PLAN TIMELINE: CITY INITIATIVES & CITY -LED DEVELOPMENT 134 FIG 8-2: ACTION PLAN TIMELINE: PUBLIC WORKS & FORECASTED PRIVATE DEVELOPMENT 136 VI li ilk 61, 4 1 0 dr IP legal FORE\/7nRD Envision 2050 City of La Quinta Highway 111 Corridor Specific Plan La Quinta's Highway 111 Corridor is Coachella Valley's longstanding commercial destination for goods and services. It is accessible valley -wide and positioned for growth in both the dining and entertainment sector as well as through the integration of diverse neighborhoods and housing options where residents can call La Quinta home. In 2019, city staff, residents, and stakeholders came together to forge the Highway 111 Corridor Plan, which presents our vision for this area as a more vibrant, walkable, and human -oriented mixed -use district. This Highway 111 Corridor Specific Plan makes good LINDA EVANS on that promise by lending that vision a tangible dimension for near -term implementation. MAYOR The Specific Plan and accompanying Highway 111 Development Code work in tandem to consolidate the multitude of existing specific plans, base zones, and varied standards into one adaptive policy framework. Smartly, the plan introduces an innovative and flexible approach to the design of this district by inviting developers to create interconnected "pockets of walkability" where they see fit. Ultimately, this Specific Plan is a prescription for the long-term resiliency of our community. The Corridor currently provides over 75% of our city's annual sales tax revenue and is a major source of employment. The plan prepares the Corridor for more diverse housing where residents can live within steps of businesses they support. These walkable neighborhoods and inviting storefronts will include pocket parks and plazas, connected by pedestrian pathways and tree -lined streets to our Cultural Trail and the CV Link. I would like to extend my special thanks to our residents, community members, property and business owners, and other stakeholders who worked collaboratively with our Design and Development and Public Works Departments and their consultant team for their time and commitment to Envision 2050. La Quinta is proud to embrace our livable and vibrant future - together. Sincerely, Linda Evans, Mayor a. MARTITI SPECIFIC PLAN OVERVIEW + POLICIES Imo' " - 44r000?, INTRODUCTION + OVERVIEW SPECIFIC PLAN POLICIES do . .. OW..i f k- .Ad A Pa NOW in w RODU -"I IRV * F1.1-F • _ �- 1.1 THE EVOLUTION OF HIGHWAY 111 The Highway 111 Corridor is the economic heart of La Quinta and a major center of commerce for the Coachella Valley. Development on both sides of Highway 111 have attracted renowned retail anchors, food and beverage, services and independent businesses on which residents and the region depend. The Corridor Plan and this Specific Plan prepare the corridor for an evolution into an iconic, walkable, experience -oriented place for living, learning, working, and community. RETAIL CORRIDOR TO DESTINATION MIXED -USE COMMUNITY In 2019, the City, community -members and stakeholders co-authored a bold vision for transformation of the Highway 111 plan area. Then, as now, continued growth and development faced challenges: primarily, the decline of -brick and mortar retail demand amid a regional saturation of retail providers; and second, a shortage of affordable housing with proximity to quality jobs. Both of these challenges were recognized by the City team and engaged public. Solving both required addressing a third challenge: roads, open spaces, and the overall safety and quality of the public realm did not meet a standard for quality -of -life desired by residents. Derived from direct input from community -members and engaged stakeholders, the Corridor Plan provides an aspirational vision for a very different Highway 111 Corridor. Its development concepts and urban pattern together emphasize pedestrian oriented open space, complete streets lined with active frontage, infill housing development, and long-term retail center change to mixed uses. This vision proposes that Highway 111, over time, will be known as an experience -driven destination commercial and mixed use district that attracts regional visitors and which many locals call home. In short, an evolution is envisioned from a regional retail corridor to a landmark community for living, learning, working, and play. Partially developed Highway 111 corridor in the 1990s showing a single -land -use condition that now will evolve toward mixed -use. 2 LAND USE EVOLUTION ENLIVENING A COMMUNITY WITH NEW EXPERIENCES AND HOUSING The Corridor's long-term role as a powerhouse for goods and services is made clear in the 2019 Corridor Plan, citing it as the source for 78% of the city's sales tax. Some 56% of La Quinta jobs are found in the plan area today according to market analysis for this plan. Still, research for the Development Strategy Study accompanying this Specific Plan found that 7.75% of leasable square footage (building area) evaluated was vacant or available. Solutions to this may align with the 67% of community -members expressing preference for more "interesting retail experiences" with "unique retail & dining." This call comes from surveys during the preparation of the Corridor Plan. Those respondents overwhelmingly desired greater local employment and local ownership in corridor businesses. Altogether, this suggests an emphasis on smaller, experience -based retail typically in finer -grained, parklike or mixed -use settings - unlike traditional in -line retail set far behind large surface parking lots. Beyond new retail formats, the highest and best development opportunities for new projects and renovation in the Study Area are middle density ACTIVE USES La Quinta's Highway 111 Corridor with typical existing in -line retail and outparcel development. subsidized rental housing, compact small lot single family attached and detached workforce housing, owner -occupied medical offices and clinics, and family A friendly restaurants with nearby experience or performance enlivened event spaces. Such "experiential spaces" most sought are non -summer outdoor covered patio, plaza, and garden spaces. These, according to the Development Strategy Study, constitute the next 20 years of economically viable real estate absorption. Most importantly, 78% of Corridor Plan respondents similarly "Strongly" or "Somewhat" agreed with a planning strategy that will "convert underutilized parking areas to allow infill mixed - use development." Nearly the same number, 77%, asked that the city "direct new growth to the Highway 111 Corridor" -the kind of in -demand compact community fabric envisioned in the Corridor Plan. WMOBILITY EVOLUTION ELEVATING STREETS TO SUPPORT MOBILITY FOR PEOPLE The Highway 111 Corridor will become a more residential neighborhood that many locals will call home. This shift toward housing as the leading infill use has already begun. During the preparation of this Specific Plan, over 250,000 square feet of �} housing has been added to among the existing 3.5 million square feet of commercial and retail in the Study Area. This brought the portion of total development for housing up to 7%. This Specific Plan prepares the Plan Area for at least another 1.46 million square feet of housing over 25 years - bringing housing COMPLETE --- La Quinta's Highway 111 with typical existing auto - focused roadways - lacking safe crossings and bike lanes. to over 30% of the development mix along Highway 111. This evolution demands a reconfiguration of roadway sections to make travel safer for residents, cyclists, transit, and those using neighborhood electric vehicles (NEV). In essence, circulation routes in the Corridor need to be elevated from mere automotive access to a fine grained network of multi -modal, shaded, complete streetscapes serving people first. Greater than half of residents and stakeholders stated that, after roadway repair, maintenance, and traffic light synchronization, "Building more bike lanes" (64%), "expanding sidewalks" (77%), and "Increasing transit" support (66%), were most important or somewhat important. Overall, 30% of the community stated that availability of "ease of walking" was "poor" at - best. This combined with the fact that at least 74% of residents assigned "safety" and the "overall image of the Highway 111 Corridor" as high priority means that streets in the Plan Area need to be curated as human -oriented spaces. Shade trees, shorter crosswalk distances, parkway buffers and bike lane protection are all tools used to create a heirachy of street types that make active mobility on --foot or by bicycle an attractive choice. 3 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN © URBAN SYSTEMS EVOLUTION EXPANDING THE ROLE OF URBAN LANDSCAPES AND SYSTEMS The livability of the public realm from the standpoint of landscape architecture was a chief concern of participants in the Corridor Plan outreach process. It is an outsized portion of that final document. Policies therein place emphasis on placemaking, streetscape, parks and open space. Landscape, way -finding, and public art constitute more than half (54%) of the overall policy outlay of the Corridor Plan. This is carried -through to this Specific Plan in a robust and detailed roadway types suite and in open space planning policies that follow. Expanded urban systems also means desert and regionally appropriate plant palettes that do more than beautify - they reflect local ecosystems, promote urban cooling, and secure water resiliency. More broadly, pedestrian pathways, like a utility, should be found regularly permeating through any new neighborhoods - especially connecting the CV Link and Cultural Trail. Requirements that open spaces be near active frontage and mixed use areas will ensure synergy between pathways, parks and community focal points. PATHS + PARKS La Quinta's Highway 111 Corridor recent housing developments built as walled -in complexes. To: -San Bernardino View lo: San Gorgonio Mouniain (-11,503) - } Fig 1-1: Diagram of plan area in La Quinta and the Region LA QUINTA'S HIGHWAY 111 CORRIDOR IN CONTEXT The Plan Area resides at the heart of the Coachella Valley straddling the historic Highway 111 arterial connecting all major cities in the region. These Coachella Valley communities are popularly known as resort and second- `" y, home communities, with nearly 17% of residences being secondary homes, and to a greater degree in La Quinta, where =-d over 21% are secondary homes. The plan area hosts over 4.9% of Coachella Valley region jobs as of 2019 (6,488 in plan area, with 132,878 jobs across the valley). .•. s '-Joshua 6TIr NationalPark (JTNP) r t- ,•� , .'ice` '�t-•" t / Demographically, La Quinta hosts a greater concentration of owner -occupied housing, higher median income, a greater portion of families (with or without children), and a slightly older age distribution than the average of Coachella Valley cities. Only a few miles from the Indian Wells Tennis Garden, Polo Grounds in Indio, and La Quinta Resort, the Plan Area is surrounded by regional tourism and resort anchors. The Plan Area benefits from direct frontage along the future CV Link and the Whitewater River wash. There, views to Mt. San Gorgonio and surrounding neighborhoods lend a sense of geography and place in this desert environ. 4 1.2 PLAN OVERVIEW This Specific Plan serves as a 25- year comprehensive plan for the Highway 111 Area with detailed street designs and site development concepts. The primary purpose of the plan is to consolidate existing policies while guiding future development in accordance with the 2019 Corridor Plan. PROJECT ORIGINS The 2019 La Quinta 111 Highway Corridor Plan (referred to as the "Corridor Plan" in this document) and this La Quinta Highway 111 Specific Plan, referred to here as "Specific Plan," are complementary parts of one comprehensive plan. This Specific Plan project originated as one of four inter -related Phases in an omnibus planning and design effort to implement the Highway 111 Corridor Plan. The request for bids in mid-2020 originally described this project as "Form Based Code Planning Services and Engineering Services." Administered through the city's Department of Public Works, tasks would include both roadway and public realm engineering design, as well as urban planning. A consultant was selected in late summer of 2020. The four Phases were as originally described: 1. Form -Based Code Study: Analysis of existing zoning and regulation leading to a sample code to implement the Corridor Plan, initially on a demonstration project, and ultimately across the Corridor. 2. Complete Streets Design Concepts: Apply concepts of a multi -modal "complete streets" future described in the 2019 Corridor Plan through detailed public realm schematic design. 3. Active Transportation Program Grant Application: Prepare a grant application supported by Plans, Specifications & Estimates for a demonstration project or development site. 4. Highway 111 Corridor Form -Based Code: A new development code applicable to the entire Corridor incorporating future public and private realm infill to be consistent with the 2019 Corridor Plan. This new code would possibly replace the existing 11 specific Plans in -force, simplifying the regulatory sphere for future developers. Prior to commencing work on Phase Four the city and its planning consultants agreed a Specific Plan was needed to sufficiently replace the complex policy arrangements of 11 individual specific plans. A new development code, whether form -based or another type, would refer to this Specific Plan and both documents would support, implement, and confirm the Corridor Plan. Any such replacement plan or code would incorporate the input stakeholders provided to the adopted Corridor Plan. PURPOSE & IMPERATIVES The primary purpose of the Highway 111 Specific Plan is to provide a policy framework to guide development in the direction of a community driven vision as described in the antecedent Highway 111 Corridor Plan. In short, this Specific Plan supports and implements the vision presented in the Corridor Plan. Imperatives for this Specific Plan established in initial scoping and throughout the process include: 1. Develop a new Specific Plan, zoning code and development standards to replace the existing specific plans in a manner which supports and implements the Highway 111 Corridor Plan. 2. Analyze regional and local real estate market, demographic trends, and existing conditions to forecast economically viable development potential. 3. Engage key stakeholders, agents and developers, especially those who are aware of the Corridor Plan, to factor their needs and intentions. 4. Design integrated conceptual development for city - led development sites, surrounding complete streets and public realm to demonstrate capacity and prepare public works. 5. Confirm affordable housing development allocations as -planned in the General Plan Housing Element for City -controlled sites. 6. Specify economically viable development types upon all potential infill parcels across the Corridor to prepare long-term moderate and maximum development scenarios. 7. Evaluate environmental impact, which is anticipated to result in an IS/MND, in support of development within the range of the moderate and maximum development scenarios. 8. Compose an actionable implementation plan with governance, staffing, program, finance and timeline recommendations, with an emphasis on catalyzing new land use development. 9. Detail anticipated public realm and public works to suit the next 25 years of development, including a strategic plan for a Cultural Trail in the Highway 111 Corridor. 5 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN Ultimately, this Specific Plan performs a balancing act that PLAN AREA AND EXISTING POLICY accommodates: The Plan Area, sometimes referred to as the "Study Area," • Current needs of landowning stakeholders to encompasses the parcels included in the Highway 111 lease and improve existing retail and commercial Corridor Plan. The western extent of this area is bounded development. Some infill housing is also seen in by open space at the Point Happy rock outcroping and current proposals. the eastern extent is bounded by Jefferson St. The southern boundary is defined by Avenue 47 and existing • Current responsibilities of the Design & Development Department to deliver on affordable housing commitments. • Near -term objectives of the City's Economic Development mission to introduce new types of entertainment -oriented commercial along Highway 111. • Long-term obligations the City has to constituents who supported a walkable -mixed use alternative development future throughout the corridor. To achieve this, the Specific Plan allows development types that comport with current market realities while requiring some development to serve as the cornerstones of an urban fabric desired by the community. In this way, this Specific Plan can be described as a bridge to the long term Corridor Plan vision. PLAN DEVELOPMENT HORIZON Economic forecasts informing this plan estimate development demand through 2045, and future development is anticipated to be fully occupied by a planning horizon of 2050. Expected timing of public works and site development is presented in the action plan in five-year phases. The City is encouraged to review this Specific Plan periodically for needed updates and a full plan update or replacement is recommended by 2050. residential areas, while the northern edge is defined by the Whitewater Wash and CV Link. Most parcels are subject to base zoning designations of Regional Commercial or Community Commercial. Eleven specific plans exist. Inclusive of public right-of-way bounding the parcels subject to this Specific Plan and a portion of the Whitewater wash edge dedicated to the future CV -Link trail, the study area encompasses nearly 500 acres -just over 2% of the City of La Quinta. =10nilk3 i�a y 9 �' � r mrff[tnt I�t7 a L! Fa Point Happy Shopping Center Existing Zoning & Specific Plans (SP-2000.043) . 1 Regional Commercial (CM •, t Community Commercial (CC) Commercial Park (CP) 1 Open Space (OS) / ,�� �o � • •. \• One Eleven La Qwnta _ (SP-1989-014) y Specific Plans Specific Plan "Study Area" Boundary L-� •� \ 81—h—Way .l \ La Quinta Court \'•. ;\ Pavillion @ La Quinta (SP-2000-047) ��' ''••'� (SP-2003-066) ` ,_-•'�,- _�••` La Quinta Corporate Center (SP-1999-036) i - - • -�•'�,,• E Jefferson Plaza (SP-1996-027) CP High-d Palms•`r t .- -•-- - -- - _.-./ !-------_--. .. .. Ave -- --- pal L--•H1ghwy,111- ' • e4�_ c'Wa$hington Park \• —•• i'; nmecao.eo, n ;� (SP-1987-011) i n L•—_ :_.c._. __ .:_..��.,,,_: _..._.:J Hwy 111 & Dune Komar Desert — ' — Pa lms Road Center 3 (SP-2000-005) (SP-200"75) Center _ La Quinta Dune Palms Center (SP-1 97-029) (SP-1996-028) FIG 1-2: NEW SPECIFIC PLAN BOUNDS WITH EXISTING SPECIFIC PLANS + ZONES 1.3 RELATIONSHIP TO RECENT PLANNING This Specific Plan is the policy capstone of a long-term planning effort to guide an evolution of the Highway 111 Corridor. The input of those many planning projects are brought together here, forming an economically viable path to implement a long-term vision. GENERAL PLAN AND CODE Citywide planning through the La Quinta General Plan has supported the continued understanding of the Highway 111 Corridor as the retail and commercial engine of La Quinta. The proximity of vacant parcels to surrounding employment and services has also spurred the city to identify affordable housing opportunities as a driver of infill in the Plan Area. Currently, Chapter 9 of the Municipal Code provides for four underlying zoning districts applied to Plan Area parcels, each with respective development regulations. They are the Regional Commercial (CR), Community Commercial (CC), and Commercial Park (CP) districts. There are also some small tracts designated for major community facilities, open space, and flood plain. PRIOR SPECIFIC PLANS There are 11 specific plans within the Project Area, adopted and amended at different times between 1987 and 2018. The specific plans contain visions, goals, and regulations that supersede the underlying zoning districts for each of the areas. The existing specific plan boundaries largely align with major retail center properties - each disparately addressing the needs and goals of respective property owners. PRIOR CORRIDOR PLANNING Various planning efforts have been undertaken to ensure Corridor growth meets evolving needs of stakeholders and constituents. Through all of them, there has been an ongoing effort to provide a unified and higher quality public realm, greater support for multimodal travel, and a ULI TAP Program - Highway 111 Corridor Study emphasising north -south oriented active frontage corridors and open space 111 Highway Corridor Plan showing illustrative development scenario for mixed use and walkable development more diverse mix of land uses. As early as 2011, more consistent landscape guidelines applicable to the entire corridor were adopted. In 2018, the City convened a ULI Technical Assistance Program (TAP) Study which generated urban design concepts to enhance the walkability and economic resilience of the Corridor. The TAP Study emphasized active frontages along north - south routes that would stitch across Highway 111 and the wash. In 2019, the City adopted the La Quinta Highway 111 Corridor Plan. Serving as a visioning document with many elements of an area plan, the Corridor Plan presents a community -driven desire for compact, walkable, mixed use development embedded in a more verdant, fine-grained, and cohesive public realm. This plan illustrates a high standard for landscape architecture in the public realm, a reconfiguration of Highway 111 as a complete street with parallel parking, and civic investment in detailed high -quality placemaking. CORRIDOR PLAN VS. SPECIFIC PLAN This Specific Plan carries forward and adopts the community -driven Vision of the Corridor Plan. The surveys, workshops, and interviews of that project serve as the major source of constituent engagement for this Specific Plan. However, the Specific Plan process also introduced economic research and real estate market analysis to prepare a new development demand forecast. This led to an evolution of thinking about economically viable development types - especially in the economic context of the Coachella Valley. This Plan is written to guide development achievable now but in a manner which builds toward that aspirational vision of the Corridor Plan. LA QUINTA I HIGHWAY 111 SPECIFIC PLAN RECENT PLANS & POLICIES RELATED TO THIS SPECIFIC PLAN 1987 - 2014 Corridor Landscape Guidelines Feb 2011 CITY OF I A QUINTA GFNFRAt PLAN Feb 2013 Mixed Use Overlay Higli Density Housing RECENT PLANS & POLICIES DIRECTLY INFORMING THIS SPECIFIC PLAN HIGHWAY Housing AHO Element O Extension the Density Bonus / ADU La Quinta Update ! General la Parking 2022 T029 Update Nov 2019 Feb 2022 May 2022 FIG 1-3: VISUAL TIMELINE OF RECENT PLANS & POLICIES Oct 2016 May 2022 - Dec 2023 CITY OF LA QUINTA HIGHWAY I I I CORRID02 STUDY Jul 2018 Oct - Feb 2024 8 PLANNING PROCESS The process comprised of casting the urban settings and building types sought in the Corridor Plan through the lens of economic analysis, and calibrating for implementation. Visioning: The ULI Tap Study inspired a layout concept that organized limited active frontage opportunities into north -south corridors visible to, but set back from, Highway 111. The Corridor Plan served as the primary source of development direction. It was imbued with credibility and constituent buy -in through a robust outreach process involving stakeholder interviews, a survey, and multi -day urban design workshop. Both studies, taken together, serve as a specific plan vision and starting point development layout. VISIONING 2018 - 2019 ULI TAP STUDY + oil CORRIDOR PLAN ULI TAP Study 12 Panelists, Site Tour, Stakeholder Interviews, Study Session. Final Report Corridor Plan Discovery, Survey, Interviews, Workshop, Visioning Charette, Speaker Series, Pop -Up Workshop + Long Range Urban Design Vision Phase I: Beginning in mid-2022, the planning team grounded this specific plan vision in data -driven regional economic analysis and real estate market forecasting. The analysis was primarily based in demographic trends, local land uses, and SCAG/HRNA input data. A forecast of long-term development demand followed and was based on interviews with stakeholders. Importantly, the forecast work concluded with strategic recommendations focused on economically viable development and land uses which would best fulfill the original Vision. Phase II: Concept designs for mixed -use housing -oriented projects were generated to demonstrate the capacity of city -owned lands to carry this vision, fulfill affordable housing commitments, and meet economic development objectives. PHASE 2022 - 2023 PHASE II 2023 - 2024 DEVELOPMEN, SCENARIOS ti Demonstration t.. Development Concep irculation + Mobility provement Concep evelopment Scenarios The results of this capacity study were then applied to all potential development areas to the extent they would embody a full buildout as set forth in the Phase I real estate forecasts. Phase III: A final specific plan document, related code, and CEQA IS/MND were prepared to guide development in the direction of the original Corridor Plan vision through a palette of economically viable development types. A custom toolset of Strategies and Policy Frameworks was invented to meet the spectrum of needs in this evolving community. PHASE III 2024 - 2025 INAL POLICY FRAMEWORKS Final Specific Plan CEQA ISMND � Development Code AVkeholder Workshop. • G✓ SPE Community Driven Vision Research Based Forecast Development Designs Guiding Principles + Projects Demand -Based Opportunity Design Studies Driving Policy Framework FIG 1-4: HIGHWAY 111 SPECIFIC PLAN PROCESS OVERVIEW LA QUINTA I HIGHWAY 111 SPECIFIC PLAN SPECIFIC PLAN STRUCTURE & HIERARCHY This Specific Plan is organized by hierarchical layers to communicate logical relationships between overall policies and location -specific directions. Each Part and Chapter speaks to different leadership and constituent audiences, while all can point to commonality in the overall Policies and their Mission statement. The Specific Plan content is tiered to represents this policy heirachy and the document is structured accordingly: • Highway 111 Vision o Specific Plan Mission o Specific Plan Themes o Specific Plan Policies • Plan Elements o Framework Concepts o Approach Concepts o Plan Element Policies + Projects • Administration & Implementation o General Provisions o Initiatives o Action Plan A new code is under separate cover and is formatted to be integrated into the Municipal Code. Specific Plan Policies and Strategies, including those among the Plan Elements, were prepared in coordination with the code. The Highway 111 Specific Plan is organized into eight Chapters across four Parts - each Part serving as a tool for varied audiences and implementers. These Parts are structured as follows: Part I: Introduces the Corridor, its historic context, current trends and anticipated future evolution. Here, the project and its origins in a long -running multi -project planning effort are also covered. This part draws connections between prior work and this Specific Plan to frame them as one planning and policy arc. Overall stakeholder guidance, policies and strategies are included. Part II: Provides a physical layout planning policies and proposals across topics, including land use, urban design, development, housing, social infrastructure, transportation, open space, and utilities. These are presented as plan element frameworks, or Corridor -wide diagrams which specify the geographic specificity of many policies and urban proposals. Part III: Prepares a broad array of governance, staffing, program, finance and timeline recommendations to effectively implement the Corridor Vision and Specific Plan over the next 20 to 25 years. Part IV: Includes supporting documentation, including economic studies and strategies, environmental reporting, and any additional technical reference tables. In summary, this Specific Plan brings operational readiness to the Vision set forth in the Corridor Plan: ASPIRATIONAL CORRIDOR SPECIFIC PLAN OPERATIONAL FIG 1-5: HIGHWAY 111 SPECIFIC PLAN PLAN STRUCTURE DIAGRAM W 1.4 DEVELOPMENT TYPE & ACTIVITY AREAS This section describes existing development, levels of current streetfront activity, and includes Corridor Plan suggested redevelopment areas. 0 Paved surface parking and circulation uses as much as two-thirds of the developed plan area, according to the Corridor Plan (2019). This is in -part driven by conventional parking standards scaled to accommodate standard assumptions of peak demand. Sharing among varied land uses, more compact parking around vertical mixed use, and increases in the portion of land for housing will require less land for intensified development. © Activity areas with interior visibility and outdoor use busy with human activity can be found around a few storefronts and commercial corners. Instances of this are few and far between. The best examples with 0 Power center retail types dominate commercial development along Highway 111 providing future infill opportunities. architecture that shelters and fosters that activity are found in the Plaza La Quinta shopping center at the western end of the Study Area. • Active Frontage includes full height storefront glazing or large windows with visibility from roadway into the primary use spaces. Weather allowing, outdoor seating and active use of outdoor areas should also be present. • Semi -Active Frontage includes any commercial shopfront with some visibility into primary use or commercial spaces, but does not utilize or engage outdoor and sidewalk areas. • Inactive Frontage is typically windowless and human activity inside is invisible to the outside - even if the business is busy. Large retail such as big -box and supermarkets typically present this condition. © .IV Active frontage and related outdoor activity such as dining and small plazas exist in limited isolated pockets. IIII Xr1=1►U1 Development Typology by Frontage Activation Highly Active - Mixed -Use Highly Active - Strip and Pad Retail / F+B 0 Semi Active Strip Anchor or Large Pad Serni Active Big Box Retail I Low Activity Commercial or Residential Non Activity - Commercial Commercial Frontage Activity Level Active Frontage Semi -Active Frontage Inactive Frontage © Activity Area (Outdoor Seating/ Dining) ______I Redevelopment Area Recommended In 111 Highway Corridor Plan (2019) I Study Area Boundary 11 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN r. Mae I ------------ L ------- ------- ---------------------- I ---------- ------ L ----- ------- -- ---- -------------- - - - - — — -- FIG 1-6-. EXISTING DEVELOPMENT URBAN ACTIVITY & INFILL POTENTIAL 0, 100 2w 5w, 1000' 2000' ------------ 5 Min IMP 10 Won. Wafk Tf J ow IlkJ61 f , � ♦ Aikssue�, 44.. � .. t• � J SL lb 00, . • � � 4 � �� = - 5��'ri�" ems: � ; ..y- r� C 2.1 ENVISIONING 2050 ON HIGHWAY 111 This Specific Plan presents its own array of policies and strategies that apply to the entire Plan Area. Additional policies reside with each Plan Element and their developement frameworks. The Mission of the Highway 111 Specific Plan is to enact the Vision of the Corridor Plan for a "vibrant and walkable mixed -use corridor" by affirming, refinining, and implementing its concepts, proposals and strategies. Key to this mission is a focus on simplified regulation, actionable public works designs and economic viability. SUPPORTING THE CORRIDOR PLAN VSION Key Concepts of the Corridor Plan: The Corridor Plan Vision is the source of ideas used in 1. Redesign Highway 111 as an Iconic Arterial the Specific Plan. They are organized into Key Concepts and Guiding Principles. Supporting these area specific 2. Cultural Trail along the northern edge of Highway Landscape Program Vision and Catalytic Projects. 111 Guiding Principles shaping the Corridor Plan's Key Concepts: 3. Integrating Highway and the CV Link as an open • Preserve and enhance the successful revenue generating space loop assets 4. Creating a rich frontage of buildings, parks, and • Create memorable experiences by orchestrating great greens along the CV Link streets and public spaces 5. Use of existing parking lots for community events • Leverage walkable and mixed -use development on vacant 6. Regulating incremental urban infill in the "island" infill parcels between Highway 111 and the CV Link • Combine tactical small-scale interventions with larger scale catalytic projects • Eliminate legal barriers to developing great places 7. Creating mixed -use districts along Highway 111. 14 2.2 KEY INPUT FROM KEY STAKEHOLDERS The Development Strategy Study team supporting this Specific Plan conducted eleven stakeholder interviews of property owners, their representatives, and local brokers. These interviews provided valuable guidance to refine the vision and ensure a viable plan. INTERVIEW CONCLUSIONS The City of La Quinta staff provided key stakeholder contacts, several of which were previously engaged for interviews for the Corridor Plan and initial vision development. Their input served as a mid -project check - in to ensure development concepts and policy proposals comport with the economic capacity of the corridor from their viewpoint. Those interviews are documented and summarized in the Development Strategy Study by Linda S. Congleton Associates. The conclusions of those summaries are listed here: 1. No retail anchor or mini -anchor (20-50k) voids, not already build/proposed, could be named 2. Limited undeveloped sites for infill housing or commercial new development (34.7 ac) 3. Only two sites large enough for future new residential redevelopment 4. Housing in parking lots unfeasible due to ground leases or CCRs, in size concern 5. Universal support for affordable housing on city sites bringing customers and workers 6. Difficult to lease retail frontage esp. small shops in affordable housing 7. Market rate multi -family rentals not feasible because rents too low to support construction 8. Small -lot single-family compact moderate price housing is a void and well received by market 9. Desert style landscapes maintain views to retail frontages while conserving water 10. No operators saw cyclist traffic as adding to sales and advise against CV Link facing fronts 11. Recommended pockets of walkability with protection due to heat and big -box patterns 12. Drive-thrus, owner -occupied medical offices and independent mid -tier restaurants are voids 13. Medical rents are too low to support new multi - tenant medical complex construction 14. Cost of fit -out in leased space unsupportable for small independent restaurant businesses 15. Mixed -support for a single specific plan due to concern of new requirements on renovation 16. Provide a single up -front presentation of full -draft Highway III Regulations to establish certainty with their prospective tenants and partners 17. No interviewees believed the Highway 111 itself should be a retail -lined pedestrian corridor DEVELOPMENT STRATEGY STUDY. CHALLENGES & RECOMMENDATIONS All the major shopping center owners in the stakeholder interviews report a lack of retail anchor and mini -anchor candidates to fill unoccupied or soon -to -be -vacant space along Highway 111. Viable commercial voids suggested by the stakeholder interviewees include casual quick food users with drive-thru, medical users such as a hospital group, MRI unit, urgent care facility, or other single -user medical groups that purchase and occupy their own buildings, and family -oriented casual independent (non -chain) restaurants. A central node, where a small cluster of 3-5 independent restaurants can be enjoyed, with outdoor dining, is not available in the Study Area. This is a void in the La Quinta market —one that operators may be encouraged to fill by city staff, offering appropriate incentives. Moderate density multifamily residential market -rate apartments have been built alongside struggling anchor retailers at several under -performing national regional malls. The demolition of troubled, vacant retail rooftops, and replacement with higher -density (particularly luxury) apartments are viable opportunities in locations with strong market rents and high numbers of young, working adults and couples. La Quinta does not have the urban density and population to support significant amounts of vertical mixed -use, major entertainment, food hall uses, or additional big box retail in the Study Area, nor does it have sufficient demand for large office land uses. The city has an opportunity to encourage, throughout the plan area, the development of less -expensive, moderate -priced, compact and walkable, for sale homes, townhomes, and moderate -density apartments for workforce families. 15 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN 2.3 KEY HIGHWAY 111 PLANNING STRATEGIES The Specific Plan introduces three broad strategies to implement the Vision of the Corridor Plan. Each "layer" is distilled from the Corridor Plan to bring its most economically viable and achievable qualities to reality as the community grows. (a ENLIVEN: LAND USE & DEVELOPMENT Invite a broad range of uses that will enliven the corridor with entertainment, independent commercial and compact workforce housing. Require concentration of active frontages around key intersections in view of Highway 111, and encourage mixed use around "pockets of walkability." ELEVATE: MOBILITY & CIRCULATION i� Reconfigure and elevate the role of arterials, collectors and neighborhood roadways to accommodate a more complete spectrum of transportation modes and mobility needs. Differentiate among them with streetscapes that meet pedestrian or vehicular needs based on proximity to residences or major thoroughfares. EXPAND: SHARED URBAN SYSTEMS Extend and expand a web of pedestrian -oriented off-street pathways to connect between residences, commercial centers, the CV Link, and Cultural Trail. Ensure they and roadways provide a variety of landscape approaches that are shaded, sheltered, and shared by pedestrians and vehicles. Require green pockets and Cultural Trail features as waypoints across the Plan Area. goLA W USE S1#ATEGY. CONCENTRATE ACTIVECUSES ACR� &ECNAL CCffR:CQ):C(R:S PffQ:)"WAL[C0LE[P;OCCKKETS" I j-71= #R:OVCECf@ES*1 N-'-Q@I�NTE CID i ©�i NN;S' TEMS S1#ATEGY. LffK::, SMALL CGPE CNSCPACES WITH A . "Ir VE QCRCOFSINEETS J THS Nvx,, w ►: FIG 2-1: KEY HIGHWAY 111 PLANNING STRATEGIES LAND USE & URBAN DESIGN Policy 1: Facilitate the transition from a predominantly retail corridor to a more mixed -use corridor - balancing existing retail health with opportunities for new development types and urban activity Strategy 1.1: Emphasize pedestrian -oriented retail, commercial, and residential development while supporting the vibrancy of existing retail development throughout the Highway 111 Corridor. Strategy 1.2: Focus auto -oriented, drive-thru, and small format retail development within 300' of the Highway 111 Corridor. Policy 2: Ensure development types and their orientation encourage pedestrian activity with active ground floor uses connected to human -oriented public spaces and streets Strategy 2.1: Incentivize vertical and horizontal mixed use building types and development phases around key internal gateways to enhance the livability and economic resiliency of the Highway 111 Corridor. Strategy 2.2: Require active ground floor frontages for new development at key internal gateways and roadways to advance walkable urban environments off -of, but connected -to, the Highway 111 Corridor. Strategy 2.3: Permit or Incentivize development types, uses, and installations which bring permanent activity to outdoor and frontage spaces in retail and mixed use settings. Policy 3: Shape a built environment suitable for walkable, safe, sustainable living that emphasizes human scaled buildings and spaces. Strategy 3.1: Identify and require urban form that supports human scale commercial and residential projects, especially emphasizing active frontage and public space to anchor and coordinate new development. Strategy 3.2: Delineate and codify urban massing along corridors with active ground floor use recommendation to achieve an "urban room" around streetscapes and pedestrian spaces. Strategy 3.3: Designate higher minimum residential development intensities for the heart of the Highway 111 Corridor to secure adequate workforce housing supply and affordability. 17 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN 1 � .r Policy 4: Support a retail retention approach while collaboratively facilitating more human scaled, pedestrian oriented commercial development types and activity. Strategy 4.1: Craft development regulations with flexibility to allow existing commercial establishments to update and remodel their building frontages with a broad range of development concepts that respond to innovations in retail formats and commercial service models. Strategy 4.2: Facilitate collaboration and flexibility in applying development controls when reviewing and permitting innovative activities, uses, and adaptive reuse proposals of commercial and retail sites - especially those which may support the Vision and other Land Use Policies. Strategy 4.3: Ensure that new standards are applied only to new infill projects and redevelopment in a manner that does not require land owners and tenants to renovate existing properties. 4 HOUSING & COMMUNITY RESOURCES Policy 5: Take measures to meet La Quinta's affordable housing need allotted for lands within the Highway 111 Corridor area as determined at the adoption of this Specific Plan. Strategy 5.1: Reserve properties identified in the most recent General Plan Housing Element for delivery of moderate and low/very low-income affordable housing allotments. Strategy 5.2: Collaborate with developers to identify plan alternatives to non -housing uses on lands identified for affordable housing to deliver mixed use sites that achieve affordable housing goals. Strategy 5.3: Balance the allotment of future affordable dwelling units among potential development sites within the Highway 111 Corridor study area to maintain commitments to housing affordability in the Housing Element. Strategy 5A Facilitate and incentivize affordable housing to be developed as demonstration projects for the type of high quality livable and walkable urban settings desired in the vision for the Highway 111 Corridor. r Policy 6: Equip new residential communities in the Highway 111 Corridor with adequate access to the social, educational, and government resources needed for its workforce, individuals and families to thrive. Strategy 6.1: Evaluate and implement new facilities or transportation investments to provide access to education and training institutions for all age groups and the needs among new residents. Strategy 6.2: Encourage the co -location of education, childcare, training, job finding, library and conference, safety and security, medical, and other community services with new residential uses. IN V ■ CIRCULATION & ACTIVE MOBILITY Policy 7: Coordinate a circulation network and roadway hierarchy that emphasizes multi -modal travel, including more transit, active transportation, and pedestrians in a safer setting. Strategy 7.1: Continue a balanced approach to vehicular and non -vehicular safety, throughput, access, and beautification priorities for Highway 111, Washington and Jefferson Streets. Strategy 7.2: Prioritize pedestrian and alternative transportation comfort, safety, and navigability, for Adams St, Dune Palms Rd, Corporate Center Dr, and Avenue 47 / Auto Center Dr to better serve new residential and mixed -use development. Policy 8: Ensure development site plans extend from existing roadway and drive aisle alignments to enhance through -project connectivity, consistency with context, and neighborhood navigability. Strategy 8.1: Require that new Drives and Collector road types extend from existing alignments and intersections to organize new development patterns as extensions of their surrounding context. Strategy 8.2: Encourage that local streets and the smallest scale roadways (side streets, parking aisles alleys) frame a consistent and grid -like block pattern in conjunction with new Drives and Collector road types at infill and redevelopment projects. Policy 9: Introduce a finer grained urban grid through infill and redevelopment projects applying road types that emphasize pedestrian comfort and safety - especially in new residential uses. Strategy 9.1: Encourage plans that consist of smaller blocks than in the current development context, emphasizing block lengths of 150' to 400' with internal rights -of -way less than 80' wide. Strategy 9.2: Require east -west and north -south mid - block publicly accessible pedestrian passages, and mid - block pedestrian crossings, spaced no more than 400' from Collectors and Drives. C 19 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN T ' A� yo/ &.J � I I L, Policy 10: Institute a network of on -street and off-street routes and gateways for active transportation and transit modes that bridge projects, neighborhoods, and municipal and regional trail systems. Strategy 10.1: Prioritize Neighborhood and District Corridors as the primary routes for pedestrian and active transportation facilities, over Major Arterials and Highway 111. Strategy 10.2: Implement the CV -Link and Cultural Trail as important components of the pedestrian and active transportation network, with shared use off-street connections between them every Y4 mile. Policy 11: Modernize the City's parking approach to support park - once and shared -parking strategies across each of the corridor sub- areas to advance livability and economic performance. Strategy 11.1: Apply a low minimum; potentially, a 50% reduction in parking required throughout the Highway 111 Corridor, with parking provisions for the Village Build -Out Plan as a model code. Strategy 11.2: Apply a maximum; potentially, a 15% reduction below the Municipal Code standard for on -site parking, in accordance with the Shared Use Parking ordinance. Strategy 11.3: Include site development standards that require short-term or flex -zone / drop-off zone parking turn outs at each residential development to support ride -share and delivery needs. 20 LANDSCAPE & OPEN SPACE Policy 12: Prepare public realm landscapes that enhance urban resiliency, walkability, mitigate heat, and offer distinctive streetscapes attuned to the unique role of each roadway corridor. Strategy 12.1: Maintain the Corridor with its regionally appropriate existing landscapes in a manner which affords visibility to surrounding businesses, communicates a vibrant and consistent district urban brand, and integrates the new Cultural Trail as a pedestrian resource valued for its storytelling, placemaking, and walkability. Strategy 12.2: Configure District Corridors, such as Adams St and Dune Palms Rd, as multi -modal tree -lined and regionally resilient streetscapes that provide a sense of entry from into a more mixed use and livable district, and which provide significant buffering between travel way and surrounding development. Strategy 12.3: Configure Neighborhood Corridors such as Corporate Center Dr, Avenue 47, and Auto Center Dr as more human scaled streetscapes that support active ground floor uses, walkability and environmental comfort, and are highly furnished for use by residents and visitors. Strategy 12.4: Prepare differentiated intersection landscape treatments that serve as gateways between Roadway corridors of different hierarchy and at entries into new infill developments. Policy 13: Designate parks and open space reserves systemically throughout the 111 Highway Corridor attached to internal project gateways and Neighborhood - Oriented corridors. Strategy 13.1: Establish minimum standards of new open space facilities to ensure the Highway 111 Corridor provides livability and urban resilience. Strategy 13.2: Focus parks and open space facilities at recommended Open Space Nodes, along north - south Collector and Arterial roadways, within new infill development, and along project entry routes leading from intersections at Highway 111. Strategy 13.3: Identify public realm streets and private parking areas to serve as potential outdoor event spaces for programmed events - facilitated by design and use guidelines and operated or approved through City programs. Policy 14: Develop a cohesive wayfinding system that makes 111 Highway Corridor resources and destinations navigable for residents and visitors while also communicating a single urban brand. Strategy 14.1: Use a kit -of -parts signage and wayfinding system that includes public realm and private realm information and directional elements, consistently applied across the Highway 111 Corridor. Strategy 14.2: Design and install gateway elements as part of roadway landscapes at entry points into the Highway 111 Corridor. Strategy 14.3: Continually maintain, protect, and update wayfinding infrastructure specific to the Highway 111 Corridor in a program supplemental to existing landscape maintenance programs. 21 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN Policy 15: Compose development standards that ensure the private realm is a continuation of a high - quality public realm with shading, buffering, accessibility, and legible human -scaled spaces. Strategy 15.1: Achieve a minimum standard of pedestrian accessibility between major roadway corridors and trails, and through the middle of project sites for new infill and redevelopment projects. Strategy 15.2: Avoid walled enclaves, and maintain visual access, while ensuring private realm landscapes provide selective visual screening, shading, and buffering for sensitive uses. Strategy 15.3: Collaborate with land owners and businesses to ensure private realm signage suits existing uses while ensuring a consistent high quality in new projects. Strategy 15.4: Ensure consistent outdoor furnishing and pedestrian lighting throughout the Highway 111 Corridor area at pedestrian areas and at in -fill residential projects and redevelopment projects. /' URBAN SYSTEMS & RESILIENCY Policy 16: Build a sustainable utility network to meet or exceed the full scale of future development, installing facilities that enable individuals and communities to thrive with less impact. Strategy 16.1: Attempt to achieve full supply of irrigation water for new development sites from non -potable or "purple pipe" water sources that include recycled wastewater. Strategy 16.2: Encourage solar PV shading over surface parking spaces for projects on City owned lands or those sold to developers with public funds and partnerships. Strategy 16.3: Perform utility planning and alignment studies to understand utility supply, facility sizing, and programming, in anticipation of new and infill development - especially for bid packages. ♦ �r I r � E � Policy 17: Mitigate urban heat through urban forestry, development standards, shading, passive cooling, throughout the 111 Highway Corridor while supporting effective means of reducing climate impacts. Strategy 17.1: Require that new commercial and retail development provide publicly accessible shaded areas with shade structures or trellises with a minimum coverage equivalent to 5% of project new building footprint with greater coverage being highly desired. Strategy 17.2: Consider development code standards for primarily south, and east/ west facing facades to achieve different solar gain and thermal mass responses to respective sun angles. Strategy 17.3: Apply a tree canopy coverage standard to support passive pedestrian cooling and comfort at outdoor gathering areas and walkways using regionally appropriate drought tolerant species. 22 ENVISIONING WHOLISTIC GROWTH Envisioning the Specific Plan's three strategic layers working in unison illustrates how the policies and strategies synergize to foster a higher quality of life for those who will live in or visit the Highway 111 Corridor. aENLIVEN: LAND USE & DEVELOPMENT Enliven with housing, cafes, and pop-up activities all within walking distance: ODrive-thrus, car wash, and other auto -oriented commercial continue as the Highway 111 frontage with more walkable development behind (Strategy 1.2). © Moderate density housing with ground -floor cafes and services will cluster around internal gateways known as Active Frontage Nodes. (Strategy 1.2). © Development massing for major new projects will create shaded and sheltered community spaces oriented around people rather than cars (Strategy 3.2). 4 ELEVATE: MOBILITY & CIRCULATION Elevate streets to be more than parking, to be the 'living room" of the community: OThis entry drive aisle connects from a secondary arterial and conforms to a block pattern established throughout the Highway 111 Corridor (Strategy 8.2). © Smaller block sizes with right-of-way or access that cuts through development will enhance a sense of community and interconnection. (Strategy 9.1). 0 Relying on the phenomenon of park -once behavior with shared parking areas reduces the size of parking lots amidst mixed -use areas (Strategy 11.1). V. EXPAND' SHARED URBAN SYSTFRAC Expand the role of public realm to provide small pathways and active open spaces: Parking areas, plazas, and pathways will be established in site design as platforms for events, markets, and creative or temporary retail (Strategy 13.3). 0 Paseos through development will enhance the permeability of projects and increase connection between Highway 111 and the CV Link (Strategy 15.1). Shaded open spaces for dining, entertainment, resident facilities (i.e., exercise or common rooms) will expand ways to enjoy the Corridor. (Strategy 17.1). I 23 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN Fig 2-2. illustrat►on of Development Potential near Dune Palms Rd Drawing for illustrative purposes only. . --f a �k{ All iff., 5 r = :,cep q " ' �' � I j- - .. ,i..+� � ti! � it � if f A k I I i -0 W-1-A �m :,- � Y 141 Fig 2-3: Illustration of Development Potential at La Quinta Dr near Highway 111 Drawing for illustrative purposes only. fy Alt VIBRANT & WALKABLE PLACES Active frontages with outdoor uses situated between residential and commercial areas helps them to be economically aligned while fostering neighborhood character, and sought-after walkable places. 0 ENLIVEN: LAND USE & DEVELOPMENT Enliven the Corridor as a more experience -driven and resident -oriented district: OActive frontages with outdoor seating or shopfronts with street visibility reconfigure Highway 111 as an "experience oriented" Corridor (Strategy 2.2). © City -led affordable housing development can serve as demonstration sites which promote the design of more livable and walkable growth (Strategy 5.4). © Ground floor frontage of moderate density residential is an opportunity for community resources such as job training or local clinics (Strategy 6.2). 4 ELEVATE: MOBILITY & CIRCULATION Elevate entry roads to be multi -modal collectors that emphasize active mobility: ORoadways into new development, such as La Quinta Dr, extend from existing Highway 111 intersections and will organize development. (Strategy 8.1). © Roadways within development sites such as La Quinta Dr and Corporate Center Dr will emphasize bike lanes, parkways, and sidewalks (Strategy 10.1). 0 Dedicated curb spaces for drop-off and on -demand transportation will reduce the need for surface parking and support share mobility (Strategy 11.3). rvnAND- SHARE^ URBAN SYSTEMS Expand outdoor activity along furnished, shaded, tree -lined streetscape frontages: OCollector roadways entering development sites should be a showcase of pedestrian -oriented high -quality public realm (Strategy 12.3). 0 Pedestrian crossings and intersections with differentiated paving, framed by an enhanced landscape palette will highlight internal gateways (Strategy 12.4). 0 A single kit -of -parts signage and wayfinding system will convey a consistent and high -quality district brand to residents and visitors (Strategy 14.1). we ACTIVE REGIONAL LINKAGES Residents and visitors in the Corridor need places and networks that balance automotive and human mobility. Here, open space and activation work together at transitions which resonate for the region. aENLIVEN: LAND USE & DEVELOPMENT Enliven the Corridor experience with creative retail and pedestrian only spaces: OIntroducing pedestrian -only retail and pedestrian dedicated spaces will expand the ways residents and visitors can use and enjoy the Corridor (Strategy 1.1). © Focus on supporting and permitting creative commercial concepts and development types that contribute to active outdoor uses (Strategy 2.3). © Collaboration and flexibility will ensure creative, unique, and independent retail concepts will enliven new spaces within the Corridor (Strategy 4.1). WELEVATE: MOBILITY & CIRCULATION Elevate the circulation network to integrate regional active mobility connections: 4* Corporate Center Dr (shown here) should protect pedestrians with curb bump - outs, parkways, shade trees, and buffered bike lanes (Strategy 7.2). © Paseos and passageways through development will enhance walkability with connections and accessibility to open spaces and the CV Link (Strategy 9.2). 0 The CV Link will interconnect new housing, retail experiences, and community open spaces; and, it will connect Highway 111 to the region (Strategy 10.2). M. EXPAND: SHARED URBAN SYSTEMS Expand the supply of open space in conjunction with pedestrian through -linkages: 0 Pocket parks and civic open spaces should be established on pedestrian connections between Highway 111 and the CV Link (Strategy 13.2). Where roadways terminate at development sites, pedestrian pathways should continue through to connect to major linkages like the CV Link (Strategy 15.1). The high -quality and recognizability of the Highway 111 Corridor will also depend on consistent pedestrian lighting and furnishing (Strategy 15.4). 27 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN l —1 WM ,� r 4 P - 1 Fig 2-4: Illustration of Development Potential at La Quinta Dr along CV Link Drawing for illustrative purposes only. �Al � �iW i4k, JAM it i I Ad d r 4w, PART - HLAN ELEMEN I 5 Imo' " - 44r000?, LAND USE + URBAN FORM DEVELOPMENT SCENARIOS CIRCULATION + MOBILITY LANDSCAPE + URBAN SYSTEMS i q�' ,;no t Xw- 00 Ott�•. 19• • 1 t� 1 r ♦ � Z � r . is t I �. 3.1 SUMMARY + OBJECTIVES This Specific Plan for La Quinta's Highway 111 Corridor guides adaptive development patterns that fulfill the vision of the Highway 111 Corridor Plan. The Specific Plan intends to enhance the urban fabric with economically viable development - factoring key opportunities for the City and current land owners to build this future together. THE FUTURE OF LAND USE IN LA QUINTA'S HIGHWAY 111 CORRIDOR The future of development and land uses along La Quinta's Highway 111 corridor will see a diverse mix of regional and local -serving businesses, mixed residential and commercial uses, and services, amenities and activities that meet residents' needs and exceed visitors' expectations. The fundamental challenges faced by this visionary future for the City along Highway 111: • Positioning desired active streetscapes among existing businesses that reflect a different approach to land use • Introducing livable and affordable residential projects in among large exclusively retail sites. • Duality of auto -oriented retail amid walkable mixed use growth. HOW TO USE THIS PLAN ELEMENT FRAMEWORK This plan element organizes mapped policies and urban design organizational concepts to align with existing uses and anticipated infill development to ensure the livable mixed -use corridor promised in this Specific Plan. Use this plan element to: 1. Understand where future mixed -use development is anticipated to occur in the next 25 years, and how it can incrementally contribute to a coordinated district across the Highway 111 Corridor. 2. Tailor the existing Highway 111 Corridor Plan (2019) land use and block pattern vision to existing use transitions and City priorities over time. 3. Focus incentives and investments that enable active mixed use streetscapes along roadways and frontages where they most effectively connect the community. 4. Direct the alignment of active frontages to maximize their potential for cohesive and connected placemaking- even through interim growth stages. 5. Administer a layered and adaptive land use policy and guideline system that allows land owners economic flexibility while building toward the Highway 111 vision. 32 3.2 LAND USE & URBAN FORM VISION: FOUR NEW SETTINGS The following are four new modes of development, and their respective developement types, expected to arrive in the Highway 111 Corridor: Development types in the Mixed Use Center group represent the highest densities expected in the Highway 111 Corridor and best fullfill the 2019 Corridor Plan Vision. Only a limited number of these projects will be achieved around key gateways to major commercial blocks. Consisting predominantly of multifamily housing over small rows of retail storefront, these also best represent likely densities for affordable housing. • Typology: Mixed Use (housing over retail), Affordable Housing (low & v. low income), Live -Work, Boutique Urban Hotels, Cinema Anchored Mixed -Use • Intensity: FAR of 0.5 to 1.0; DU -per -Acre of 20 to 40; Heights of 3 to 4 stories • Experience: Highly active gateways anchoring highly walkable living districts with dining, services, some nightlife, with coming and going of residents and customers. L Development types in the Mixed Use Neighborhood group will be largely compact "missing middle' housing products. Denser than recent residential development in the Highway 111 Corridor, they are anchored by limited single story corner retail, services, resident amenities, larger open spaces, and extensive landscaped trail networks. These represent development types in greatest demand in the next 10 to 15 years. • Typology: Town homes/Walk-U ps, Small Format Stacked Flats (4 to 8 units), Bungalow Courts, Compact Single -Family Starter Homes, Small In -Line Retail (street -facing) • Intensity: FAR of 0.3 to 0.6; DU -per -Acre of 9 to 24; Heights of 1 to 3 stories • Experience: Quieter walkable residential neighborhoods with shared landscapes, green commons, resident amenities, limited corner streetside cafe dining. 33 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN Development types in the Compact Creative Retail group can be introduced anywhere as infill or retail upgrades that enliven existing shopping centers and anchor the Highway 111 frontage of new developments. These bring continuous walkability along active shopfronts, a high degree of landscape design and quality, extensive shared outdoor space, and may be anchored or entirely concieved as entertainment venues. • Typology: In -Line Retail Infill (dining focused along continuous promenade), Creative Retail Campus, Food Halls, Container Parks, Outdoor Dining -Entertainment. • Intensity: FAR of 0.2 to 0.5; Heights of 1 to 2 stories • Experience: Vibrant shopping and dining activity amid a garden -like, patio or green common setting, often featuring murals, public art, and live entertainment. rrr' r r r rr. Development types in the Lodging & Services group include a range of land uses and with a similar pad -development configuration. Medical professional offices, education or training may not have street -facing active facades, and may be set back from parcels on some sides and served by larger surface parking in a single -lot or wrap -around configuration. All may be street -facing and integrated in a Mixed -Use Center project. • Typology: Class A Moderate Density Office (medical or training); Education, University Extension or Discovery, Business Hotel, Retail -Flex (e.g. indoor car sales). • Intensity: FAR of 0.2 to 0.5; Heights of 1 to 4 stories • Experience: Professional workplace and lodging environments with limited nighttime activity and private outdoor amenity courtyards, greens, and patios 34 3.3 LAND USE & URBAN FORM ADAPTIVE POLICY This Specific Plan will implement the 2019 Highway 111 Corridor Plan by incorporating its most important land use and urban form objectives into a suite of three adaptive development policies, all operating under a single new and less -restrictive zone The Land Use Element of this Specific Plan guides development to achieve desired levels of urban growth, walkability, and economic vibrancy, through three land use or urban form policies. Each layer provides internal flexibility to foster a creative range of successful projects. Mapped together, they form the Land Use & Urban Form Framework of this Specific Plan. HIGHWAY 111 CORRIDOR ZONE The primary land use and development control for the Highway 111 Corridor is a single consolidated zone designation, which describes an overall maximum and minimum development intensity applicable to the entire district. While this maximum legalizes a high -density development type for the corridor, full density buildout across the district is considered unlikely as it is not economically viable or absorbable in the next 15 years. The maximum development intensity accommodated in the Highway 111 Corridor Zone is representative of a four-story mixed -use development type, offering stacked flat residential units that includes some ground floor retail. This development type typically includes embedded structured parking. This parking commonly formatted as a lower level "parked plinth" under an internal common area courtyard, or, as a multi -story garage within a "wrapped" housing product. The minimum development intensity accommodated in the Highway 111 Corridor Zone is representative of a detached single-family housing development type in a compact site plan configuration. Housing projects with similar characteristics are being completed in the study area as a detached single family rental product. This Specific Plan sets a higher minimum development intensity in terms of dwelling units per acre, while ensuring that requirement allows for a lower -middle density development type currently in -demand. The City of La Quinta has implemented Affordable Housing Overlay and Mixed Use Overlay zoning districts, both applicable to base zones in the Highway 111 Corridor Study Area. Both introduce increased density and residential land uses allowable under specific conditions of unit affordability, density, and ground floor use. In order to streamline development approvals and simplify code in the Corridor, a zone that includes the most permissible development standards from each of the two base zones, and those of the Mixed Use overlays is recommended. The Affordable Housing Overlay is recommended to be maintained and should be applicable throughout the study area. FIG 3-1: WIDE RANGE OF HOUSING TYPES IN THE HIGHWAY 111 CORRIDOR CP; 1�1 ■ , t Multi -story mixed -use "wrapped" garage development type a■ • ■■■� It.■■_ Multi -story mixed -use "parked plinth" embedded garage type U Multi -family with surface parking development type Detached single family as a compact development type Active Frontage Use 0 Dwelling Units 35 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN ACTIVE FRONTAGE POLICY The Active Frontage policy is an Urban Form guideline approach that seeks to adaptively implement the intended Active Frontage linkages that emanate from Highway 111 in the 2019 Corridor Plan Vision. This policy serves as a guideline in its overall flexibility, but with specific requirements that anchor any new development with Active Frontage to intersections at signalized entry drives within developed sites. These intersections reside along connecting drive aisles behind auto -oriented and pad retail outparcels along the Highway, or deeper within commercial sites along drive aisles aligned with Corporate Center Dr and Auto Centre Dr/ Avenue 47. Active Frontages should foster a vibrant pedestrian environment, where food and beverage, goods, and services are walkably accessible. These uses and their interior activity should be visible and legible from the adjacent sidewalk. Building placement at these Frontages should position storefront edges against the pedestrian route of travel. Otherwise, a high quality public realm with an open space use conclusive to pedestrian comfort and activity may be implemented in junction with a stepped back building facade or sheltered facade treamtnet such as arcades, colonoades, and overhangs. Other environmental elements such as shade tree type and placement, parkway landscapes, and provisions for outdoor seating are additional features that, with the above qualities, make Active Frontages the best environment for achieving the pedestrian -oriented Highway 111 Corridor set forth in the original Vision. The development code provides specific information for qualifying uses, facade requirements, and maximum separations along the activated frontages. The reasons behind assigning these locations to the Active Frontage Policy are: • They are positioned on, or directly access from, north -south corridors serving as gateways into retail centers and new development off Highway 111. • Their potential as safer, more walkable environments set back from a much busier Highway 111 The Active Frontage Priority Policy requires an engaged Department of Design & Development to ensure infill development proposals meet criteria which include: • Requirement that Active Frontage is developed at a corner designated as a "Active Frontage Node" (Node) and extend from that intersection. • Inclusion of Active Frontage fullfills requirements of the Block Frontage and Development Edges Policy with regard to minimum extent and facade conditions for development fronts, sides, and rear. • Public realm Urban Form guidelines. Including those in the Open Space and Circulation Specific Plan Elements Active Frontages: building(s) fronts and sides that contain "active" uses connected to the exterior, and their facade articulation. This includes a walkable environement and landscape design accompanying those facades. These frontages and their uses offer a diverse range of goods and services in a compact walkable urban environment. Active Uses: land uses that support or benefit from interaction between the use and pedestrians on the r street - chiefly accessing or observing activity, goods, or services from the street. • Potential incentives encouraging achieving Active Frontages with mixed use development. Additional options to introduce open space, plazas, pedestrian areas, and arcades are included to allow this Policy to adapt to developers' creative proposals and to the wide range of development types and uses that will be most economically viable in these areas. 36 AUTO -ORIENTED DEVELOPMENT POLICY The Auto -Oriented Development Policy establishes a overlay along Highway 111, extending 300 feet offset from the public right -or -way, wherein development types including small -format "pad" retail, drive-thrus, smaller in -line retail, auto -dealers and auto service, and large surface parking lots that serve these uses, will be allowed. Outside of this frontage overlay, these uses are prohibited. Development along Highway 111 in the Study Area is characterized as primarily auto -oriented due to the prevalence of drive-thru establishments, especially for fast food and fast casual food and beverage operations. Other prevalent development types include small format retail, small in -line retail, and auto -dealer lots and display pads. Most retail types reside on outparcels either owner occupied or ground lease. These uses are expected to continue for some years, potentially beyond the 10 - 15 year timeframe. This means infill or replacement development should be arranged to coexist among these auto -oriented uses. The City of La Quinta has, through the process of planning development at its city -owned affordable housing sites, established a stance of emphasizing commercial uses along Highway 111. This comports with input during the Corridor Plan engagement process which expressed a desire to maintain the auto -oriented commercial role of Highway 111's frontage among several stakeholders. More specifically, the City seeks to emphasize "vibrant entertainment uses" that are "visibly active" from Highway 111 along this frontage. City input for ongoing developments support this position. Through plan reviews for the City -led development site at Dune Palms Rd, developer proposals for fast food and a car wash were approved. Likewise, the City has sought to ensure a commercial or retail use in the southern portion of the 15-acre demonstration �17 site at La Quinta Dr (including policy support for food and beverage, or big box). ►� Auto -Oriented Development: building(s) or their uses accessed primarly by automobile, or where pedestrian access is primarly to/from a parking stall. This includes drive-thru services and auto service or wash. It includes auto dealerships surrounded by sales/product lots. Instances of Active Frontage and Active Use may be found among Auto - Oriented Development, but not extensively enough to qualify as "Active" here. 37 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN BLOCK EDGES AND BLOCK PATTERN POLICY The block street network presented in the Corridor Plan Vision depicts distances of 200 feet to 400 feet between intersections, internal to blocks bounded by district arterials. This walkable block scale is applicable to a range of development types, including large vertical mixed use, townhomes, infill in -line retail, and phased blocks for compact single-family housing. This Specific Plan recommends: • Intersection spacing and block lengths between 150 ft and 400 ft between right-of-way edges, to ensure a pedetrian scale built environment • Pedestrian or multiuse off-street paths as an alternative edge in block development pattern proposals • Roadways entering infill development from existing signalized or future roundabout intersections on major and secondary arterials serve as development access and anchors to the block street network. This Specific Plan introduces a flexible approach to block configuration that can be adapted to the prevailing pattern of a new infill project. The Block Pattern is delineated by the perimeter street -facing facades for new and infill buildings and are categorized according to street front types. In this Specific Plan, block fronts or block sides are interchangeable according to the following guidelines: • Block Fronts and Block Sides should adhere to rules governing required extent of Active Frontage in the Active Frontage Policy. • Block Fronts, Sides, and Rear Access should align across intersections, and block frontages should face each other across Corridor Private Drives established in the Circulation Element of this specific plan • Main development entries should be along established Block Fronts. Parking access, building services, and egress should be along block sides or rear access. M Block Edges: the requirement that Active Frontage is present along 50% of building fronts, and 20% of building sides, and that they meet at corners facin the Active Frontage Nodes. This directionality should be coordinated with surrounding blocks and their edges. Block Pattern: the grid formed in development massing by consistently aligned building fronts, sides, or rears along new streets or paths. 38 3.4 DEVELOPMENT PROGRAMS + PROJECTS The following programs and related projects are actional implementation steps the City can take to guide and encourage specific land use and urban form outcomes in development along the Highway 111 Corridor DISTRICT -WIDE PROGRAMS The following are ongoing programs pertinent to achieving land use, urban form, and development outcomes, to be applied across the Study Area. They are described in detail among Initiatives in the Implementation Chapter: • Continued Streamlined City Permitting & Processing • On -Call Architect/Urban Designer • Establish Activation & Seasonal Events Program • Affordable Housing Preparation & Solicitation • Business or Restaurant Startup Program • Institutional Resource Land Assistance Program • City Lot Reparcelization Program • Fagade Improvement Program In addition, the following major programs and project categories may also stand as location -specific city led development or activation efforts which will drive the evolution of land uses along Highway 111 toward a more walkable and vibrant outcome: CITY -LED MIXED -USE & AFFORDABLE HOUSING PROJECTS 4' • . - The primary method for affordable housing delivery in the Highway 111 corridor will be through city -instigated multi -family housing development on three city -owned parcels. These are opportunities to introduce high density housing, limited vertical mixed use, and suitable high quality public realm as demonstration projects. The city -owned project sites are: • East of La Quinta Drive, north of Highway 111; vacant lands of 15.8 acres connected to the CV Link • East of Dune Palms Rd, north of Highway 111; vacant lands of 5.1 acres connected to the CV Link • West of the Residence Inn, south of Highway 111, north of Vista Coralina Ln; vacant lands of 6.5 acres The development potential of these project sites is explored through recommended site designs. These are presented with related capacity studies in the following chapter on Development Scenarios. ACTIVATION EVENTS & ENTERTAINMENT USE PROGRAM Outdoor events which activate streetscapes, parking areas and vacant lots are a proven way to secure a sense of community that is pedestrian -oriented and economically beneficial. The city -run Brew -In LQ Craft Brew Fest, which began in 2016, is one such successful example from the Highway 111 Corridor. As residential and commercial development continues to build the Corridor into a livable and walkable district, active and entertainment oriented uses like these will need permanent establishment along the Highway 111 frontage. These are best suituated in iconic structures set in a high -quality public realm with plazas, green commons, and garden settings. Shared shade structures and shaded patios are essential in the La Quinta context. Tying these into the Cultural Trail will bring a synergy that benefits the entire Corridor. Examples such as The Barn in West Sacramento are City -led projects that require sophistocated public private partnerships and lease -back arrangements over several yea rs 39 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN MIXED USE ADVANCEMENT AREAS PROGRAMS & POLICIES Incentivizing mixed use, especially vertical types, in conjunction with active development frontage is crucial to achieving a walkable and vibrant Highway 111 Corridor. Incentivizing these development types along select north - south corridors will ensure they form mixed use gateways into residential infill areas. These areas are localized aroud Active Frontage Nodes to synergize with a policy of achieving concentrations of groud floor activity at the street front. It is important to secure additional criteria that ensure community and growth benefits such as public realm, landscape and street furnishing, higher minimum densities, vertical mixed use, housing density thresholds, and degree of ground floor activation. The authors of this Specific Plan recommend that projects qualifying for incentives be of a vertically stacked or attached mixed -use type. Higher minimum densities of dwelling units are also recommended as qualifying criteria. Incentives may include, waiving permit, processing and impact fees, utility in -kind capital expenditure commitments, TIF financing options, reduction in open space common area requirements, ground floor commercial subsidy grants, elimination of parking minimums based on a long-term shared parking plan. Some of these potential incentives are recommended in the Implementation Chapter. In addition to an incentives program for qualifying mixed use projects, an enabling policy of high maximum building height is recommended. Focusing that increased maximum in the vicinity of Active Frontage Nodes and to a maximum distance of the building extent ensures synergy between the Mixed Use Advancement and Active Frontage Policies. These Mixed Use Advancement Areas may therefore include an enhancement of the new Highway 111 Corridor base zone height limit where Active Frontage is built at Active Frontage Nodes in the form of vertical mixed use, across the full extent of those qualifying buildings. 40 3.5 LAND USE FRAMEWORK Infill of more livable and diverse land uses to this Highway 111 Corridor is organized through four urban design layers. Each can adapt to a range of urban densities, development types, and frontage orientations. The following are four organizational categories that arrange development and establish regulatory overlays that prioritize land uses in various Corridor areas. ACTIVE FRONTAGE PRIORITY The Highway 111 Corridor Plan (2019) calls for the introduction of active uses on the ground floor - especially under mixed use projects. These sub -areas and their labeled intersections are ideal locations where active use will create legible gateway transitions into neighborhoods with human oriented placemaking. These are situated at block entries with transverse drive aisles branching from Highway 111. They are also optimal locations for infill that coordinates with existing strip retail and small commercial out -parcels that will operate for some years to come. AUTO -ORIENTED PRIORITY These sub -areas establish a space for continued auto - oriented drive thru and convenient small format retail. Community desire for and the economic viability of these businesses remains strong; here they may continue to be maintained and developed along the edges of Highway 111. DEVELOPMENT OPPORTUNITY Parcels with the greatest potential to host land use intensification are considered here. Each connects to the larger Highway 111 district through an Active Frontage Priority Nodes and their overlay Areas. This coordinates an array of active frontages belonging to each Opportunity, and which better connect to each other while serving as high - visibility anchors for those projects. CIRCULATION FRAMEWORK The Highway 111 Corridor is the main trunk among a system of roads that subdivide this part of La Quinta into six major blocks. Branching from Highway 111 are Major and Secondary Arterials. This Specific Plan prescribes the longterm evolution of both road types to eventually serve the community as multi -modal routes. The adopted Highway 111 Corridor Plan (2019) introduces an additional element to the local roadway network. These pertain to future land uses by: 1. Organizing block structure to be more walkable and suitable for mixed use development, and, 2. Weaving new development blocks into alignment with existing retail/commercial development. LEGEND Active Frontage Priority Q Active Use Node Entry Roadways 0(•••)0 Active Use Nodes and Entry Roadways Outside of Mixed Use Advancement Areas ® Mlxed•Use Advancement Area Auto -Oriented Development Priority Recommended Location for Auto -Oriented Uses - Auto -Oriented Development Priority Corridor Development Opportunity Parcels with High Infill Potential Parcels with Recent Infill Development Circulation Framework 0 Major Intersections Secondary Arterials Connecting the District Major Arterials Connecting the City ♦ Major Pedestrian Pathways Internal Linkages Connectng Active Use Nodes C- —� Study Area Boundary 41 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN $ee\ey Dr N E m a Highland Palms fA c 0 c L M m 3 Caleo Bay U O (� FIG 3-2-. LAND USE FRAMEWORK CONCEPT Blackhawk Way Corporate Centre Dr v m N E c m a o. `w c o Westward Ho Dr !T� ............� 3.6 BLOCKS FRONTAGE & DEVELOPMENT EDGES POLICY This policy choreographs the alignment of retail and commercial frontages within new development to ensure they form legible blocks between new roads and pathways. This leads to a cohesive public realm lined with shops and services, and organizes areas for service and parking access. OVERALL APPROACH This Land Use policy should serve as an instructive guideline for the City of La Quinta in reviewing and approving new infill development, parcel sub -division, and proposed block structure. Adaptability in implementing the Specific Plan Land Use Element is crucial to the economic viability of new developments in La Quinta's Highway 111 Corridor because: • Developers and operators must meet the needs of current retail development needs that will change as the real estate and retail market evolve. • Innovative development may take varied approaches to the alignment of active frontage, public space, and public right-of-way to meet those challenges. In support of the Highway 111 Corridor Plan (2019), while maintaining support for flexible approaches to building orientation, the Building Orientation Approach requires that: 1. Active Frontage predominately occupy the proposed Block Fronts and Sides and fall within Mixed Use & Active Development Advancement Area Development Edges are consistently aligned within surrounding blocks defined by Secondary and Major Arterials of Washington, Adams, Dune Palms, and Jefferson. 3. Development Edges are consistently aligned to frame Active + Walkable Corridors through a project so as to align with a corresponding Active + Walkable Corridor across Highway 111. FRONTAGES APPROACH Block Front edges must incorporate Active Frontage and main development entry for at least 50% of their length. • Block Side edges must incorporate Active Frontage and main development entry for at least 20% of their length. If treated as a Block Front, and at least 50% is incorporated, then the connected Block Front may be treated as a Block Side with at least 20% Active Frontage • Rear Access edges do not require Active Frontage, and are recommended for parking access or landscape buffering. ORIENTATION APPROACH Development Orientation guides development edges within proposed blocks of the Development Pattern in such a way that: • Internal Edges of development subdivision ultimately are accessed through the corresponding selected Block Frontage of the surrounding Block. • Development which is set back from block edges, should follow the Recommended Orientation, or be consistent with surrounding development orientation. • Development which forms blocks larger than shown in the Development Pattern of this diagram, should be oriented to face other Block Frontages or the front facade of existing commercial development. LEGEND Block Streetfront Types Block Frontage Block Frontage or Side Rear Access Recommended Development Orientation Development Pattern C..-..7 Study Area Boundary 43 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN NA t/ / FIG 3-3: DEVELOPMENT EDGES APPROACH CONCEPT Corporate Centre Dr ��� t ' L41Ft I U Ir, J Auto J I•I _ O o U Q m I m S!� � Y 4 ! al I.V1450 1110'Im f is ..........� 44 3.7 ACTIVE & WALKABLE CORRIDORS CONCEPT The Land Use Framework avoids organizing through prescriptive land use designations or required massing and form. This section serves as an illustration of how the consistent application of the Active Frontage Policy in conjunction with the Block Frontage & Development Edges Policy, may result in Active & Walkable Corridors. Infill development and the redevelopment of existing commercial sites will occur incrementally. The phased evolution of uses and increasing presence of mixed use should align to form Active + Walkable Corridors - streets and public routes conducive to active transportation accessing retail and community services relevant to the community. In apply and adapting the Development Edges Policy, the potential for three basic outcomes must be observed in a development diagram provided by the development entitlement applicant showing connections to future development across La Quinta's Highway 111 Corridor: Q Active + Walkable Corridors align with similar streetscapes across Highway 111. © Active + Walkable Corridors provide direct routes through the depth of project block massing, terminating at major intersections with Auto -Oriented Corridors. Q Active Frontage with Active Uses on the ground floor begins at and emanates from Active Use Nodes. 0 Active Frontage among two adjacent blocks must be facing across their adjoining circulation corridor. © Where possible, Active Frontage must face directly, be aligned -with, or be cornering and perpendicular to existing commercial frontage. Q Active Frontages must be visible from the Auto - Oriented roadway corridor, while framing legible routes through development massing. 0 Acceptable alternative outcomes must be considered by the City as equally viable for approval if they enact this Specific Plan's Policies and embody Approaches provided in this Land Use Element chapter. 0 Opportunities existing to prepare Active "Side" Frontages that face the CV Link where they are connected to a main Active Frontage - connecting at the corner of the Block Frontage. This cornering will invite pedestrians toward or away from the CV Link. LEGEND Active Frontage Nodes Circulation Corridors 46•••••• > Active + Walkable Corridor (r r r r r r r rj Auto -Oriented Corridor Active Frontages and Block Edges �11�J7J Block Ldges w/ Active Frontage Q Project Entry to Active Frontage g�,i/M Block Edges w/o Active Frontage M Project Entry Existing Retail Frontage [--] Study Area Boundary 45 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN Highland Palms Dr gee\ev Or r 9 O Fig 3-5: Active & Walkable Corridors Concept Alternative AL rnl f� ,,✓ - _ = A 0 ` . ........ �' Corporate Centre Dr -, `,��' = flllffllfJ1U1f111111H1 � r . ............. Al If!!a+ `ilIIJ �INIIIIIIIIf�It111flIH111OffIH111111� 31Hi:i1+i�1�%�'`iJllllllllllllll!$JIII� � Avenue 47 _ -�' , — � y 44to Cegtr Caleo Bay U p M. / — — — — — — — — — — — — — -- -i�1 t*A ua ILAA PA FIG 3-4-. ACTIVE & WALKABLE CORRIDORS CONCEPT 3.8 ACTIVE FRONTAGE NODE APPROACH Active Frontage Nodes are key corners intended as busy gateways to mixed use developments. TYPICAL EXISTING CONDITION The diagram at right shows the typical in -line retail condition with auto -oriented and small format retail outparcels fronting Highway 111. Infill development is anticipated to be anchored along north -south oriented entries into these retail centers off 111 as shown here. The Active Frontage development strategy requires that development to position active frontages along those roadways first - ensuring a legible gateway condition. HORIZONTAL MIXED -USE Horizontal mixed -use is a common condition where retail for goods or services are found among low-rise multifamily and multi -unit complexes such as townhomes, bungalows, patio -homes, and small -block flats. Retail serving these neighborhoods must be places along entry drives which intersect Highway 111. They may be stand-alone single or multitenant buildings with maximum separation from adjacent housing. The development code describes qualifying active frontage that may include services or community spaces for project residents. Active Frontage may be in single use buildings - single or multi -tenant Q Maximum separation requirements ensure community compactness and walkability Q Active frontage is not required at all intersection, but any inclusion must start at indicated corners FIG 3-6: TYPICAL EXISTING CONDITION WITH DEVELOPMENT STRATEGY FIG 3-7: ACTIVE FRONTAGE IN HORIZONTAL MIXED -USE 47 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN VERTICAL MIXED -USE Residential units stacked over retail or commercial on the ground floor typifies development anticipated in the maximum development scenario for this study area. As shown, retail active frontage uses introduced should prioritize one of two active intersections, then may proceed north -south and/or east -west along the ground floor. This may occur at one or both intersections along each cross street intersecting Highway 111. The development code provides for qualifying uses, shopfront windows, and maximum separations along the activated facades. O Active Frontage may extend in either direction from corner, and must meet requirements for spacing, consistency, and design as provided in the Development Code. © Building orientation and the direction of active frontage may vary among buildings, but must consistent with adjacent or facing blocks. ACTIVE OPEN SPACE Provision is made for retail and other active frontage uses which are set back beyond maximum setback limits where publicly accessible open space is introduced. This may include green commons, plazas, and similar outdoor active use areas which may include kiosks, bicycle storage, transit facilities, and other small footprint uses. Requirements are set forth in the development code for active frontage requirements and limits behind these open space amenities. Q Active Frontage may "step back" to accomodate open space amenities such as commons and plazas © Active Frontage may include kiosk, mobile, and other alternative types if they constitute a constant presence. © Green commons have additional Active Frontage requirements but are encouraged to meet open space reserve requirements. FIG 3-8: ACTIVE FRONTAGE IN VERTICAL MIXED -USE FIG 3-9: ACTIVE FRONTAGE AT OPEN SPACE ADAPTATION 48 3.9 AFFORDABLE HOUSING & COMMUNITY RESOURCES Affordable housing projects proposed in this Specific Plan for the Highway 111 Corridor will meet or exceed commitments made in the General Plan Housing Element. This plan also identifies potential sites for important community education and services. HOUSING NEED & CAPACITY The Highway 111 Corridor is planned to accommodate as much as one-third of the City's affordable housing commitments over the next 10 to 15 years. It will primarly occur on three City -owned parcels at: • La Quinta Dr and Highway 111, with 280 units anticipated in this Specific Plan • Dune Palms Rd and Highway 111, with 120 units anticipated in this Specific Plan • The Residence Inn and Vista Coralina Ln, with 120 units anticipated in this Specific Plan Together, these three projects would bring 520 recommended units of affordable housing for low and very - low income households. As of the adoption of this Highway 111 Specific Plan, the City's General Plan Housing Element allots 569 affordable housing for low and very - low income households. Developers have explained that City partnership or assistance will be needed to complete such projects in the area. Therefore, it is the City's stance that City -owned parcels are the best sites to continue this work. If all housing allotted in the Housing Element and all projects proposed in this Specific Plan are built as anticipated over the next 10 to 15 years the Highway 111 Corridor will serve as an important resource for workforce housing. This would amount to at least half of new housing in the Highway 111 Corridor (1000 to 1600 total). Altogether the Highway 111 Corridor has the potential to be a hub for residential infill and livability for the City. COMMUNITY RESOURCES Community resources are important to a growing resident population. These may include childcare, K-12 (public, charter, and private), other education facilities, job training, medical offices and clinics, community centers, university extension and discovery. LEGEND Affordable Housing Projects ® Future Affordable Housing Site 0 City Owned Lands with Affordable Housing Community Resources Potential Sites 0 Community Resource Recommended Anchor Hi E E Community Resource Recommended in Area ........... Community Resource Recommnded Frontage . - _:1 Study Area Boundary 49 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN Plan Proposed Housing: 280 DU (Low/Very Low Income) RHNA Allotment: 273 DU (Low/Very Low Income) Corporate Centre Dr Iw c Cam¢ J Highland Palms Dr - - -`I ' +enue 47 , Plan Proposed Housing: `90Cehtre 0r 130 DU (Moderate Income) �3 _ r, � RHNA Allotment: �- — -1� - m .'. 126 DU (LINLI Income) I o a a' Built Housing: I r — 133 DU Rental Housing L _ _ J RHNA Allotment: 140 DU (Moderate Income) FIG 3-10-. AFFORDABLE HOUSING IN THE HIGHWAY 111 CORRIDOR 1 N +� C N `w w Westward Ho Dr Plan Proposed Housing: 120 DU (Low/Very Low Income) RHNA Allotment: 180 DU (Low/Very Low Income) i` Highway 111 - a Plan Proposed Housing: 120 DU (Low/Very Low Income) RHNA Allotment: 116 DU (Low/Very Low Income) 0, 100' 250. 500' 1000• 2000, ------------� 5 Mon. Wilk 10 Mm. WnIM rA - — - Sr - j i sc s • r _i T yI i 4.1 SUMMARY + OBJECTIVES The development scenarios establish district growth expectations based on forecasts of economically viable land uses and tests those expectations against available land and optimal siting. The result is a realistic picture of achievable highest and best use which fulfills the community vision. THE FUTURE OF GROWTH IN LA QUINTA'S HIGHWAY 111 NEIGHBORHOOD The future of development in La Quinta's Highway 111 Corridor is forecasted to reflect the changing nature of retail and a regional housing shortage. The continued vibrancy of existing development is possible among new infill throughout the corridor. The fundamental challenges faced by this visionary future for La Quinta's Highway 111 Corridor are: • Shift in development use primarily to housing • Site design that maximizes redevelopment while maintaining suitable transitions to surrounding uses. • Mixed -use has limited near -term viability only where the City controls sites and development direction. HOW TO USE THIS PLAN ELEMENT FRAMEWORK This plan element organizes a range of development outcomes into maximum and moderate scenarios, one aspirational, one realistic. The development yields for each scenario are instructive to City staff as they interact with developers and inform constituents about neighborhood transformations. Use this information to: 1. Explain the connections between regional economic factors, available land, develop -ability, and the retail and housing carrying capacity of the study area to decision -makers and constituents. 2. Anticipate a likely degree of growth on a block -by - block basis to program supporting infrastructure investments, project impacts, and potential fees. 3. Understand what code parameters and development limits will right -size growth policy while allowing the highest and best use outcome across the plan area. 4. Visualize the long term potential development for its intensity, height, type and siting for the community's benefit - aligning their expectations with economic rea I ity. 5. Prepare to meet developers half -way with a detailed understanding of what they are likely to bring to property owners and plan check desk over the years. 52 4.2 MODERATE DEVELOPMENT SCENARIO BY BLOCK The Moderate Scenario embodies an optimistic view of absorption of economically viable development based on regional demographic factors, study area real estate performance, and land availability. The scenario imagines a significant focus on growth of housing with limited mixed use. The Moderate Growth Scenario allocates 570 affordable housing units of the remaining required 569 units per the Regional Housing Needs allotment for this Study Area - 520 of which are across three City -owned parcels. In the blocks between Washington and Adams, north of Highway 111, development would be horizontal mixed use in this Scenario, with low-rise 2-story middle density housing in the form of townhomes, row houses, patio and bungalow court clusters, and starter homes for rent with eventual sale. A limited institutional (education or medical office) and a 150 key two or three star hotel is likely viable. Eastward, between Adams and Jefferson, most development would be on City -owned properties. South of Highway 111, between Washington and Adams, the parking areas in and around the existing theater may present a future infill opportunity, with low rise attached or detached compact housing. This block includes a 4% moderate income affordable housing designated parcel. To the east of this, the Sol Terra project is nearing completion, and surrounding lands could support an additional small hotel, medical office, and similar amount of infill housing. Between Dune Palms and Jefferson, I ,° south of Highway 111, the parcel adjacent to Residence Inn holds potential for affordable housing. 13% Mixed:Future Development Use Mix: Moderate Use 82% Residential Residential (Non Mixed -Use Townhomes, Flats) Residential (Mixed -Use Flats over Retail) .......... I................ Retail (Mixed-UseGround Floor) - Retail (Stand -Alone Pad or In -Line) - Hotel - Office or Institutional Fig 4-1: Use Mix Appropriate to the Moderate Scenario Note: "Future development," here, describes the use mix of new construction. 53 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN WEST GATEWAY $eele l Ot ur _W_ oar /.le .a1rA a a. :w .awn daa nu' x trp c>m ta00W' 01f tit 46t 11 �o f 1 r40W a0,000 Oor �n,6ti 1311 31uW 110W 074 170012 2.9e IN raT�ioaw 5iia%•oty ti t—an tt+ as i jnm-711(iii WASHINGTON & ADAMS NORTH F'�K m ' 44 ur Was tw fo aw Iea s w.. .uv. uar roaor cote 1eo ,mcao aw000' 1Ir a0 t5x in 1u. u. - �eoW te000'els txtoa7 ale .. 17,7771111111111111111111 na a. x 1 Now n, ve :iiaoo 98%M • eKni n .aoe •• ADAMS & DUNE PALMS NORTH ` Plan Proposed Housing: 280 DU (Low/Very Low Income) RHNA Allotment 273 DU (LOwAk4y Low Income) WASHINGTON - ADAMS SOUTH I �•."o �I �r> opp__ n�o—o_n' uo•_'�se�?a� .r..1.o. ��`y�"`�� __ Plan Proposed Housing. (derate Income) 7 'wo00 xto.aW on1 wr4al ryeMtmwd: 126 DU IVLI Income) 7 tftom I) NO • rU.rrx 1 _ e.� FIG 4-2: MODERATE GROWTH BY BLOCK Corporate Centre Dr "' Centre Or In 3, 6 It Horsing: \_ 133 DU Rental Housing RHNA Allotment —�(}----� 140 DU (Moderate Income) ADAMS . DUNE PALMS SOUT ease La Quints 9210fIc Plan Veild 9UnImarN Residential Scenano I Retau 011ke HmM 1 Total Development Total Land (Including ROW) Acres: 1, 803,000 4.838A43 111.1 rAR Duk Du GSr 0.31 14-76 1.464 Rao Only 11ie Units 17010cow QV GSr% 5,1e Ave LOW% 1.Ooo 83auransorrear, 1.464.000 _ _81°e 61% 190202 SINII001 107.000 _n?o 20% - et ozs eavaw 62 000 5°0 - 714 300 100 G.t We 160.000 as 9% Affordable Housing Altolment: Affordable Housing Attainment: Low/Vury Low Income. 695 LowAtery Low Income 520 (176 under) Moderate Income: 140 Moderate Income 50 (90 under) W II.I. I."— " IM -- — G lr_ dAW 7_7114.90 QQAW' Oat 'tr15.9'✓ :l/e er% IOa tm'-' ) 70.OW a.ut �u ii irr.K.r n r 7a eta —^t.e�ef�OM ftl�t -91.Y :i� UM Is Ifaie.>r GY IM 1a1 AM A J —i Ou ft tjo 7 ra.OW 14�ow: Oer pi fro !Ie I00 Ax i ton it out o(a 1e3W ])t N 1✓. w w ----•iva ai w.i 9e1;. u92 OL DUNE PALMS & JEFFERSON NORTH Plan Propoeed Housing: 120 DU (LowAtery Low Income) RHNA Allotment: 180 DU (LowAlety Low Income) L. i t — 1 Plan Proposed Housing: 120 DU (LowAtery Low Income) RHNA Allotment: t 116 DU (LowNery Low Income) �,� � DUNE PALMS - JEFFERSON SOUTH I.—s ,y rai 564" &— ein=+a+ oak -J 40.000 INZ Or1 le]A1econ• • 1_e00D 9000. Ot0 N. 40) ,n -•33im flow O rr N Q0' 100' 250' 500' 10D0' 2000' 5 Mm. Walk 10 V.1, Nhlk 4.3 MAXIMUM DEVELOPMENT SCENARIO BY BLOCK The Maximum Scenario embodies an aspirational view of absorption of economically transformative development, intended to capture the full promise of the Highway 111 Vision Plan (2019). The scenario images a shift toward low-rise horizontal and vertical mixed use development. In the blocks between Washington and Adams, north of Highway 111, development would be vertical or 3 level multi -family mixed use in this Scenario. Housing would likely not be townhomes or row houses, but 3 or 4 story stacked flats with limited corner retail at ground floor in an urban development type. A limited institutional (education or medical office) and a destination three or four star hotel, twice as large as in the Moderate Scenario, is presumed. Eastward, between Adams and Jefferson, most development would be on City -owned properties. South of Highway 111, between Washington and Adams, the parking areas in and around the existing theater are imagined as a live -work -play vertical mixed -use complex with 2 levels of housing over limited walkable retail dining and services. This block includes a moderate income affordable housing designated parcel. To the east of this, the Sol Terra project is nearing completion, and is b_ i 3% 62% Mixed Use b L surrounded by lands which are also presumed to support 3% stacked mixed -use development infill in large parking lots. A moderate sized business hotel is included similar to that provided in the Moderate Scenario near Sol Terra, 00, adjacent to potential medical office or other professional .••• commercial at the corner. Between Dune Palms and Jefferson, south of Highway 111, the parcel adjacent to Residence Inn holds potential for affordable housing and .ret[C4 an entertainment venue in the Maximum Scenario. Future Development Use Mix: Maximum Residential (Non Mixed -Use Townhomes, Flats) Residential (Mixed -Use Flats over Retail) - Retail (Mixed -Use Ground Floor) - Retail (Stand -Alone Pad or In -Line) - Hotel - Office or Institutional Fig 4-3: Use Mix Appropriate to the Maximum Scenario Note: "Future development," here, describes the use mix of new construction. 55 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN WEST GATEWAY geelel Dr "11 - — alerr or lair 4w4M AtM a►w.r twe • "aa a _ 'ae�4--aQ-0��_•'"lad—�i�fn Est -...- -re pro u 1�e • 4 v arz z ro III Injil ill r 010 M M M .W 1• vian rroposeo nousing: _ 130 DU (Moderate Income) 1r. ee �.,... v .' � w"• RHNA AIIot nenl: tL81!74 gOpT y_ M.u3 + 7Tj n+ _7� 'I W019 ,4444 r» 11 rra f X » - 120 DU (LWLI Income) M w M� tl 710 }W M PAN* Nr xOW H M M x4 1 1MM1 110.0M' ac? +nsS N.a .. M AN "FAR 41i.IM�a47 ra><m fast roes J b I�,r �1)Ir}- II �!'.H6 �{�I! ��Il�dr ^�C''1 • l . J'T'~% ? {: r. -. - - - • Y4 lMr )a) �orctaY O7) c±v> Sn.w.w •�0.63:+wna 05f 540.000 Wow O4I7 F T —005 &►XM 1.138.214 914410 .4na 26.13 1850 Ma AM K.n CIO—* 260.000 0W 41a.220 9.49 ROW 154,4411 3.00 1:" 1.20] 000 M1cea R*U11 126000 1.217 1.423,000 1.1170.04! 46.23 ,ter r+� a.r +vu a4r a+m rr.r o - um. f1:m � e 11 — -?1» - u 41+ 171e .11 r• m D lli ant Q% x1,1W U M D! I 7/4,Ma W Mr.414 K.// 1a111 ADAMS & DUNE PALMS NORTH Plan Proposed Housing: 280 DU (Low/Very Low Income) RHNA Allotment: 273 DU (Low/Very Low Income) Corporate Centre Dr 'enlre 1)r N m 3 y.a Built Housing: 133 DU Rental Housing 0a0% arrow 40" 1,4ar 473cm Srr.�ur 1,0�7,000 784 ......_ •PD,7625w1ar -1l4.000 8°} •r ny� c- 32.000 3% 1�a K•raiww.M 250.000 11% Affordable Housing Allotment: Affordable Housing Attainment: Lowery Low Income 695 Low/Very Low Income 520 (175 Under) Moderate Income. 140 Moderate Inoomer 130 (10 under) Lw fr•a :.� N.MM or Aw 4r Av AA+ dV AM p141 N4 �—t }am ram AM w4+/ )r4 .� A in 44 am w ae4 M ,.. w •.t '1MwI rMr 4 ew 4 Wo +B Oai fa 000 4.µ )M rn ) nra »aaM as »4.771 a )n DUNE PALMS & JEFFERSON NORTH Plan Proposed Housing: 120 DU (Low/Very Low Income) RHMA Allotment: 180 DU (LowNery Low Income) 0 U Plan Proposed Housing: 120 DU (LowNery Low Income) RHNA Allotment: 116 DU (LowNery Low Income) n RHNAAnotment DUNE PALMS - JEFFERSON SOUTH .0� l 140 DU (Moderate Income) _— ADAMS - DUNE PALMS SOUTH i I or • w Mkt— As 4YAI— 4e1r �' t/ •- / I 1 }401 }010 010 MAM } N :w u1r lr• rr.. M 00 Y14M Asr AY /•s. M•r —:. w'! w r _ _1))a7'7Ma X6on• ax 7AM7 170 ww — -- net an w - 2% 4 zs 11.19 r x a a s .n r+ 11, ow FIG 4-4'. MAXIMUM GROWTH BY BLOCK "' "' M M ter ) �4 1a+am A=' a," MW &AI r )fs O 0' 100'250' S00' I000' 2000_________' sis 4n t "Will -- 5 M.n, walk 10 MIi ®liaik �• ` .tiJF z. 4.4 MIXED USE AT o y:_ DUNE PALMS RD As development of the retail portion has commenced, the remaining residential d b parcel will provide the earliest opportunity a0 v to demonstrate best practices in walkable, 4 - dense, affordable housing. The best urban design outcome will provide a legibly o active frontage along housing facing the pad retail currently under construction. cQ - Un DEVELOPMENT OPPORTUNITY The mixed -use concept at Dune Palms Rd and Highway 111 demonstrates the front -back layered approach to land use. Along Highway 111 are two auto -oriented pad retail opportunities, likely supporting a drive-thru operation and car wash. Behind this are three 40 or four story stacked flats inclusive of an embedded parking plinth at -grade across most of the building footprint. Retail, childcare, skills- a 1 training, or job finding centers are recommended uses for retail along the south -facing ground floor active frontage. This is an opportunity DID for active uses facing CV Link as well. A roundabout or intersection n with curb extensions is recommended with parkway and landscape buffering between the residential and commercial site portions. 0 0 1 N c Q E E N 13CD M i Q L D - - c cco C O W ov 1 O. - - t `'v 57 LA QUINTA HIGHWAY 111 SPECIFIC PLAN .jam.�•� • �•,��-� �. .ti:�� i ;mow: -���;y � yF� ~� -^l•� - 1- • ,tom 1. CONCEPT FEATURES 0 Proposed CV Link public access easement w/ bicycle service © Proposed location for public pocket park with CV Link access © Ground level parking inside residential building plinth 0 Retail, restaurant, or service ground floor w/ active frontage Q Roundabout with landscape parkway and pedestrian refuges Q Example of auto -oriented restaurant drive-thru, or car -wash Q Public pedestrian multi -use pathway through retail and across site Q Recommended easement for 16' multi -use side -path to CV Link CONCEPT YIELD SUMMARY 1 = 1 .: PelkNig DP_rrk�lN1 Residential (GFA) 144,000 ft- 180 (@ 1 5) Sp Retail Ground Floor (GFA) 4,000 W 20 (� 5,e 1k1, Sp Retail Pad Sites (GFA) 9,000 ft' 135 (Cep 150k) Sp. Institutional ,' Office (GFA) Total Development 157,000 ft2 335 Sp. Surface Parking (Inc;. =+ r:-Street �aiai'_. 135 Sp. Garage (Plinth) 206 Sp Total Parking Supply 341 Sp. i7.71C-17 Dv:ellirg Units 120 Housing Peak DUrAc 23.2 Housing Parcel FAR 0.66 Net DU Size (NLAr`DU) 900 ft2 Mostly 2-Bed Flats V. Residential Mixed Use 5.18 Ac 57% % Commercial Frontage 3.74 Ac 24% % Access Easement Tracts 0.22 Ac 1% % Open Space Reserves 0.15 Ac Overlaps with Above Apartments 24 Dwelling Units 32 Parking Spaces Apartments 46 Dwelling Units 1.2k Retail 81 Parking Spaces Pad Retail 4.8k Food/Beverage 1 k Shaded Patio 80 Parking Spaces FIG 4-5 Parking Spaces MIXED USE AT DUNE PALMS PROGRAM & FEATURES 58 4.5 MIXED USE AT LA QUINTA DR Designated by the City as the "demonstration site", this project will be developed as a highest -and -best use case and in accordance with the most desirable urban design outcomes. This City -driven project will be a center of living, working, and entertainment in the corridor. DEVELOPMENT OPPORTUNITY The mixed -use development concept at La Quinta Drive and Highway 111 sits at the heart of La Quinta's Highway 111 corridor - ideal for a new livable and walkable neighborhood that sets the tone of future infill across the study area. The project is organized into equal sized residential development tranches in the northern portion of the site. Corporate Center Dr will bifurcate these residential blocks, as well as a landscaped open space corridor with public access path to CV Link. The southern portion along Highway 111 will host a unique cluster of independent restaurants and institutional use around a shared and shaded outdoor patio accessed from the Cultural Trail along Highway 111. rn L y y C LE E ° d c � in -o C_ t 59 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN c E IFA K 0 a T 0 • at CONCEPT FEATURES J •� >>• � g r ~ = ; :`'�°�= _ '' 0 Proposed location for public pocket park with CV Link access ' =• © Public pedestrian multi -use pathway with bicycle storage shown N © Ground level parking inside residential building plinth ` bDDO _ Q Retail, restaurant, or service ground floor w/ active frontage Q Shared surface parking with special event or market capability �. Apartments Apartments Q Independent restaurant operation accompanying outdoor patio 92 Dwelling Units 48 Dwelling Units 0 Shared shaded outdoor patio dining area along Cultural Trail 123 Parking Spaces -- 61 Parking Spaces Q Example office or education facility with drop-off and shaded patio CONCEPT YIELD SUMMARY Development Us= Parking Demand apartments Apartments Residential (GFA) 420000 ft=' 350 (@ 1.25) Sp. 70 Dwelling Units 70 Dwelling Units Retail Ground Floor (GFA) 9 000 ft2 45 (@ 511k) Sp. 6k Services (Retail) © 3k Services (Retail) Retail Pad Sites (GFA) 11,000 ftz 55 (@ 511k) Sp. 98 Parking Spaces 99 Parking Spaces Institutional / Office (GFA) 18,0oo fe 90 (@ 511k) Sp. ---- Total Development 458.000 ft2 540 Sp. 0 � C T_ Surface Parking 194 Sp. _ Garage (Plinth) 361 Sp. N ' Total Parking Supply 575 Sp. HousingD AW Independent Dinina roe n ; Total Dwelling Units 280 9 , — Housing Peak DU/Ac _ 34.0 11 k Food/Beverage Housing Parcel FAR 1.19 11 k Shaded Patio Institutional / Office Net DU Size (NLA/DU) 900 to 1 200 ft2 ?- to 3-Bed Flats 200' Vendor Curb o 18k Floor Area 0� 5k Shaded Patio Major Subparcels 1 k Atrium Lobby Residential Mixed Use 827 Ac 52% Commercial Frontage 4.94 Ac 3196 Access Easement Tracts 2.56 Ac 18% Open Space Reserves 0.85 Ac fherlaps with Above Total SlIte Area Total Slits FAR FIG 4-6'. MIXED USE AT LA QUINTA DR PROGRAM & FEATURES .E 4.6 HOUSING AT VISTA CORALINA LN Connected to an existing multi -family housing development and area's newest hotel, this site is an ideal opportunity to provide additional affordable housing while addressing senior or assisted living needs. This plan illustrates smaller multi -tenant buildings across most of the site. DEVELOPMENT OPPORTUNITY A key feature of this mixed -use development concept is the shared access curb -cut and parking drive aisle connecting Highway 111 to Vista Coralina Ln. In this plan alternative, an internal intersection accesses a dedicated parked drive aisle encircling the residential use in the main sub -parcel. The southeast parcel "tab" is proposed as a small pocket park to be shared among both affordable housing developments. It is shown here with design support for a food -truck fair and small events. The residential type shown is reflective of the Coral Mountain project immediately across Vista Coralina Ln. Similarly, a resident open space amenity with green common and pool is shown amid the housing. (n Q N N N O — ca 3 O c a� c 61 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN 0 ye 4 f- 4 y •` 1�pp v �__I CONCEPT FEATURES 0 Eight -unit two-story stacked flats with shared walk-up access © Residential complex leasing office, clubhouse or common room © Drop-off/ porte cochere at residential entry drive w/ turnaround Q Residential amenity green common and pool concept Q Pedestrian limited access pathways to residential project Q Double -loaded drive aisle for dedicated covered resident parking Q Food truck or transit bus parking berth at food truck garden Q Food truck garden with shade trees, trellis, and performance stand CONCEPT YIELD SUMMARY Development Use Parting nemam Residential (GFA) 120Kto 144K fe 150 (Q 1.25) Sp. Retail Ground Floor (GFA) Retail (Food Trucks) (GFA) 9,000 to 45 (@ 5/1k) Sp. Institutional ;' Office (GFA) - - Total Development 129,000 112� 195 Sp. , .. 4MOMEN6W V Residential Surface 160 Sp Commercial Surface 45 Sp Total Parking Supply 205 Sp. v Total Dwelling Units 120 Housing Peak DU/Ac 24.0 Housing Parcel FAR 0.66 Net DU Size (NLAlDU) 900 ftz Mostly 2-Bed Fiats Residential Multifamily 5.01 Ac 76% Commercial (Food Trucks) 0.78 Ac 12% Access Easement Tracts 0.77 Ac 12%, Open Space Reserves Total Site Area 0.23 Ac 6.56 Ac Overlaps with Above Total _ rAn 0.4 Apartments 100-120 Dwelling Units f 160 Parking Spaces 2 Levels -u r FIG 4-7 Food Truck Pocket Park 9k Retail Equivalent 10k Green Common 45 Parking Spaces HOUSING AT VISTA CORALINA LN PROGRAM & FEATURES 4.7 MIXED USE AT VISTA CORALINA LN Leveraging synergy with the area's newest hotel, this site is an ideal opportunity to introduce a casual dining and entertainment venue. This frontage use is suitable adjacent to affordable housing for senior or assisted living. This alternative illustrates a larger multi -tenant building on a rear portion of the site. DEVELOPMENT OPPORTUNITY This plan alternative of the mixed -use development concept adjacent to the Residence Inn shows the north -south shared access drive connecting Highway 111 and Vista Coralina Ln as fully integrated into a parking strategy for the multi -family project portion. Along Highway 111 is as a multi -vendor dining garden with performance stage. Similar to a container - park or "steelcraft style" venture, this vibrant use will leverage synergy with the Residence Inn and its regional visitors. The senior living facility concept shown would be three or four stories with larger dining commons and activity spaces around a landscape courtyard. cc c N &n y c E E N T, l4 d < a d d 7 0 O c N 63 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN ------------- �F 000 v 1M I� Ir aw _i Vmr- � � i � �\ • 'f..: GCS — �y.i• 1 CONCEPT FEATURES 0 Outdoor multi -tenant food and live entertainment venue © Transit, tour bus, or food truck parking berths and shaded promenade © Dedicated entertainment venue parking with solar PV shade 0 Three story stacked flats as affordable senior living facility Q Senior living limited access green common amenity space 0 Shared through drive expanded to roadway design standard 0 Head -in dedicated resident parking along shared driveway 0 Low-rise multifamily townhome or stacked flat residential building CONCEPT YIELD SUMMARY - • • . ' NHdng Demand Residential (GFA) 144,000 fe 150 (@ 1.25) Sp. Retail Ground Floor (GFA) _- r a Sp. Retail Pad Sites (GFA) 9,000 if 45 (@ 511k) Sp. Institutional / Office (GFA) r a gip. Total Development 153.000 ft2 195 Sp. Residential Surface 154 Sp. Commercial Surface 67 Sp. Total Parking Supply 221 Sp. Total Dwelling Units 120 Housing Peak DU/Ac 32.0 Housing Parcel FAR 0.88 Net DU Size (NLAIDU) 900 ft2 Mostly 2-Bed Flats Residential Multifamily 3.75 Ac 57% Commercial Frontage Z03 Ac 31% Access Easement Tracts 0.77 Ac 12910 Open Space Reserves Total Site Area Total Site FAR 'WIN low — t,utttuttttt �+trt+ - Food/Bev & Entertainment 9k Food & Beverage 24k Green Common 67 Parking Spaces Apartments 96 Dwelling Units 154 Parking Spaces 3 Levels � f! !t-'t Analrtments 24 Dwelling Units 0 L 2 Levels 'I `fir FIG 4-8: MIXED USE AT VISTA CORALINA LN PROGRAM & FEATURES 64 4.8 SUMMARY OF GROWTH POTENTIAL This summary of growth potential in La Quinta's Highway 111 Corridor provides a realistic picture of economically viable and likely development extent and intensity over the next 20 years. The summary is applied to environmental reporting that accompanies this Specific Plan and therefore represents the expected limits of growth. OVERVIEW & PROCESS The Yield Summary at right presents the volume of expected future development that is economically viable given the lands immediately available or likely to see infill and redevelopment that starts in the next 20 years. Both Low and Max Yield Summaries are the sum of all checked through a process of site design for city - owned parcels, and Forecast > Interviews / Precedents > ACS / Permits I SCAG adjusted up or down based on the longterm goals presented in the 2019 Corridor Plan Vision. The table presents data organized into the following sections: > Parcel Size/ Siting > Future Roadways > Context Synergy 0 Development Yield is a side -by -side presentation 0 of the total gross -square -footage for the preceding Moderate and Max Growth Scenarios. Q Land Use provides acreage of prevailing land use applied to future blocks drawn to build each Scenario. New Public Right -of -Way separates the acreage of any new street corridors within existing blocks, and are typically cutting across existing surface parking in new parcelization. 0 development mapped in their respective Moderate and © Development Intensity documents the average new Maximum Growth Scenarios. Aligned together, they FAR within presumed new sub -parcels and is useful describe a range for growth that is optimistic and presumes for informing the zoning code update. Most of these all implementation steps across the Specific Plan are are reasonable within a dense walkable mixed -use fulfilled. district. Overall, the yield summary represents the input of real 0 Housing Details provides important data about unit count, subtotals of affordable housing, and estate economists using interviews and regional data assumptions about gross unit size. The data such a census information and surrounding forecasted comports with flat type units ranging from 3 to 1 growth rates. These are placed against the available land, bedrooms in projects designed with a 75% efficiency. Ill Highway Corridor Plan The rightmost data column on both sides presents the research -based demand forecast for development absorption based on the current economic and physical conditions. This suggests that by implementing the Specific Plan policies, projects, programs, and capital improvements, a development result somewhere in the range of scenarios is achievable. Note: Most development in the corridor is expected to arrive in some form of horizontal or vertical mixed use; however, the Max Scenario includes an additional "Mixed Use" data row that advises the greatest amount of housing and retail uses which may be achievable combined in vertical mixed use buildings. These numbers suggest as much as 70% of housing and retail could be delivered in a vertical mixed -use format in an economic best case scenario. Note that this still advises a lower volume of total additional retail than is envisioned in the 2019 Corridor Plan. 65 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN FIG 4-9: YIELD SUMMARY FOR DEVELOPMENT SCENARIOS AND DEMAND FORECAST Building Gross Square Feet Low Scenario Mau Scenario Current Demand 1,464.000 - 1.837,000 -.Ingle Use Residential did nqC _ >,:n G011 Resldenvai 297AC'Q • 107,000 - 194,000 190,262 Single Use Retail Mixed Use Retail 107 000 - Nvne Gn 000 126 000 Note Residential and Hotel GSF Demand is estimated here U9+rV 1200 GSFrDU and 400 GSFxrey Acres Low Scenario Max Soenano Land Portion 67.75 - 26.13 61 0 23 5°>, 22.31 - 18.70 20.1 % 16.8% 46.23 c 01a 40 7N • 7.99 - 7.99 7 2% 7 2% 9.49 - 9.49 8 5% 8.5% New Public Right -of -Way 3.66 - 3.66 3 2% 3 2% Total Land 1: is ••• ••• Average FAR by Land Use Loin Scenario Max Scenario Hignew FAR 0.50 - 0.47 ) BB 0.11 - 0.08 029 0.72 0.96 0.24 - 0.24 0.40 Dwelling Units ; Keys Low Scenario Max Scenario - Current f)emand 1.000 1 600 833 Jillalr Lar JIiISS - 703 - 783 LOW Income , V. LOW Income :520 Mudei ate Income 1813 - 1 4' 300 - 550 450 Average DU.'Ac Low Scenario May Scenario 14.76 - 22.42 1.17r.. - t1'' 34.00 34.00 7.53 7.53 9.00 11.08 Average Unit Size (GSFi'Du) Low Scenario Mau Scerwfo 75961:Mailemy 1.464 - 1,148 nor. , n ; Mixed Use Units' 1 G66 799 ee 10 I FJ f A AN AM;. or 5.1 SUMMARY + OBJECTIVES La Quinta's Highway 111 Corridor is evolving from an auto -oriented commercial district to a mixed use neighborhood with housing, community uses and open space. The circulation network must also transform to support active transportation, transit, new types of retail, new development access, and pedestrian -oriented uses. THE FUTURE OF MOBILITY IN LA QUINTA'S HIGHWAY 111 NEIGHBORHOOD The Circulation and Mobility strategy for La Quinta's Highway 111 Corridor is based on the introduction of a fine grained road system for infill development that increasingly favors pedestrians and active mobility in areas set back from Highway 111 while accommodating a multimodal approach along Highway 111, as well as major and secondary arterials. The fundamental challenges faced by this visionary future for La Quinta's Highway 111 Corridor are: • Persistence of auto -oriented commercial with drive- thru's and surface parking in shopping centers along Highway 111 and throughout the district. • Pedestrian safety for new residents of the corridor. • New road hierarchy long before uses are proposed. HOW TO USE THIS PLAN ELEMENT FRAMEWORK This plan element organizes an adaptive and hierarchical system of multimodal corridors, pedestrian corridors, and an intersections strategy which is choreographed to sync with the Land Use Active Frontage strategy in this Specific Plan. Use this plan element to: 1. Establish the rationale behind a roadway hierarchy that achieves a gradient of multi -modal and auto - heavy transportation along Highway 111, transitioning to a pedestrian and service access focus on smaller streets further from Highway 111. 2. Coordinate new development parcelization, phasing, and access to connect them to existing intersections while maintaining cohesive urban pattern. 3. Understand the differences between roadway types to ensure each new capital project achieves objectives and is calibrated to the intended mix of travel modes. 4. Visualize the physical roadway types as comprehensive public realm corridors, with landscape character, parkway pattern, and visual transparency. 5. Prepare lane transitions, bicycle facilities, curbing, turn pockets, pedestrian crossings, off street pathways and other capital improvement details. w, 5.2 CIRCULATION + MOBILITY FRAMEWORK This framework coordinates existing highway and arterial types recognized in the General Plan with the addition of new roadway types intended to emphasize pedestrians and active mobility needs. MULTIMODAL CORRIDORS STRATEGY All roadway types for this Specific Plan are prepared for multiple travel modes; however, a greater portion of some roadway sections are provided to active transportation modes. Regional, Municipal, and District corridors here reflect updated versions of road sections established in the General Plan. Neighborhood Corridors and Internal linkages are more customized smaller road types for this Specific Plan. • Regional Corridors: Represent the highly customized reconfiguration of Highway 111 to support multi -modal transportation along with an iconic landscape. • Municipal Corridors: Municipal Corridors are ideal for access to other districts of La Quinta. They do not have a custom street section in this Specific Plan. • District Corridors: District Corridors are ideal for access to surrounding adjacent districts, and receive a custom multimodal street concept in this Specific Plan. • Neighborhood Corridors: Represent new and existing roadways pertinent to infill development, which may fall in the private or public realm, and receive a custom road concept in this Specific Plan. • Internal Linkage: Roads that emphasize pedestrians, bicycle shared use, and development service access. PEDESTRIAN CORRIDORS STRATEGY This framework implements a Specific Plan policy of pedestrian permeability for new developments by establishing required pedestrian pathways that must be found in infill development proposals. • Regional Pathway (CV Link): The Coachella Valley's primary active transportation spine, which connects to La Quinta's Highway 111 Corridor at multiple points. • Neighborhood Pathway (Cultural Corridor): The primary route of a pedestrian sidewalk/sidepath enhanced with local art and sculpture installations. • Internal Pathway: Required thru-block pedestrian links to ensure development permeability and access. INTERSECTIONS STRATEGY All intersections are illustrated in this Plan to demonstrate recommended pedestrian safety improvements. Gateways include recommended landscape enhancements. Some Internal Gateways are recommended as roundabouts. ACTIVATED CIRCULATION STRATEGY Public use agreements can be coordinated for public right- of-ways or private facilities for City -led outdoor markets and events. LEGEND Multimodal Corridors Regional Corridor Municipal Corridor — District Corridor Neighborhood Corridor ------ Internal Linkage Pedestrian Corridors Regional Pathway (CV Link) ••■••••■• Neighborhood Pathway (Cultural Corridor) --------- Internal Pathway Intersections 0 Regional Gateway District Entry Gateway :I O District Internal Gateway • Site/Project Entry Activated Circulation Facilities City Uesignated Street Event Space _— City Designated Parking Event Space General Plan Circulation Classifications General Plan Circulation Classifications Major Arterial (613) Highway 111 (6D) Secondary Arterial (AUD) L.• = Study Area Boundary 69 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN gee\el Dr FIG 5-1: CIRCULATION + MOBILITY FRAMEWORK CONCEPT --------I 0' 100' 250' S00' 3000' °�. M� 2000' 10 Mon. Welk 70 5.3 ROADWAY NETWORK OPTIMAL APPROACH This approach to the roadway network supports the Circulation Framework by assigning roadway typologies to routes anticipated to accompany new infill development. Some routes are recommended and their location is flexible with only required connections; others are mandatory with new development. The following roadway types are shown where there is greatest potential for new or infill development. These types are mostly public rights -of -way, while some are anticipated to be "Private" roadways that may be parcelized as access easements or access lands. All are labeled as "Corridor" facilities to ensure they are understood as special Highway 111 Specific Plan types. REQUIRED ROADWAY FACILITIES The roadway and block configuration is primarily drawn from the adopted Highway 111 Corridor Plan (201-9), and are differentiated by their depth within anticipated infill development. Use these in conjunction with streetscape type concepts on the following pages. • Corridor Highway 111: Primarily automotive and public -transit oriented roadway section that introduces dedicated bicycle facilities to La Quinta's portion of Highway 111. • Corridor Secondary Arterials: Both support access from surrounding neighborhoods into the Highway 111 corridor. Two configurations are provided; both emphasize pedestrian access and comfort. • Corridor Collectors: Especially emphasize aesthetically iconic and legible gateways into new developments, with emphasis on pedestrian comfort. • Corridor Drives: Both private and public corridor drives must meet the same streetscape standard and preference active mobility with bicycle buffering, curb extensions, parallel parking, and only two travel lanes. • Corridor Streets: Corridor streets are the smallest defined Specific Plan roadway type; their exact route is optional depending on each development proposal, its uses and types. They are required to begin and/or end at established Roadway Intersections shown. • Pedestrian Pathways with Neighborhood Electric Vehicle (NEV) Capacity. Pedestrian Pathways are required, but their exact route is optional. Those supporting NEV access are wide enough to accommodate NEV in off-street use with NEV able to safely pass pedestrians in both directions. This includes the CV Link. • Pedestrian Pathways: Pedestrian Pathways without NEV Capacity are off-street sidewalks allowing passage through development blocks. RECOMMENDED FACILITIES The Recommended Facilities category acknowledges existing drive aisles and service routes with which new development must coordinate. Their connection to new project access is recommended to avoid dead -ends and misaligned intersections. ROADWAY INTERSECTIONS All Roadway Intersections are required facilities as are their approximate location. The type and scale of those facilities is recommended; but should be appropriate to the connecting roadway streetscape types. LEGEND Required Roadway Facilities Corridor Highway 111 - 6D "�= Corridor Secondary Arterial - 40 Corridor Collector - 2D Corridor Private Collector - 2D Corridor District Drive 2UD Corridor Private Drive 2UD Corridor Private Street - 2UD (Route Optional) --------- Pedestrian Shared -Use Path w/ NEV Lane Pedestrian Shared -Use Path Recommended Roadway Facilities Corridor Private Street - 2UD (Facility Optional) --- Service Access Route Parking Access Route —.s Neighborhood Access Route Roadway Intersections ® Highway ill Signali/ed Intersection Q Arterial and Drive Signalized Intersection Q District Roundabout ♦ District Four -Way Intersection Q Private Roundabout • Private Four -Way Intersection s • • Right -in / Right out Development Pattern Future Residential Block Potential Residential Block Future Residential or Commercial Block Potential Residential or Commercial Block General Plan Circulation Classifications Major Arterial (6D) Highway 111 (6D) Secondary Arterial (4UD) CV Link 71 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN gee\ev Dr FIG 5-2: ROADWAY NETWORK OPTIMAL APPROACH CONCEPT 0' 100' 250' S00' 3000' •/.M� 2000' 10 Mon. Welk 72 5.4 ROADWAY NETWORK ALTERNATIVE APPROACH This Specific Plan avoids prescriptive urban form and instead provides a framework adaptive to a range of land use and development project outcomes. This Alternative Approach reflects some potential realities about block proportions, phaseability, and outparcel businesses that may persist among adjacent mixed use projects. As in the prior section, the following roadway types are shown where there is greatest potential for new or infill development. These types are mostly public rights -of -way, while some are anticipated to be "Private" roadways that may be parcelized as access easements or access lands. All are labeled as "Corridor" facilities to ensure they are understood as special Highway 111 Specific Plan types. ALTERNATIVE APPROACH DRIVERS There are a few reasons behind the differences between the Optimal and Alternative Approach layouts. Generally, the Optimal approach aligns with the idealized Highway 111 Corridor Plan (2019), while the Alternative approach reflects more constraints and development realities in the near term. Altogether, both will support a more livable and walkable Highway 111. Auto -Oriented Commercial Frontage: The City of La Quinta has supported the persistence of auto - oriented uses along Highway 111 and, to some extent, along district Arterials. These outparcels may require continued access. Additionally, the City desires commercial use along Highway 111 frontage at City -led developments. LEGEND Broad Rectilinear Blocks: New construction of residential flats in vertical mixed -use buildings with 3 stories of residences over ground -floor commercial use _ ("3 over 1"), common for moderate price and affordable middle density housing, is optimized on large rectangular or nearly square parcels. Generally, housing developers prefer larger tracts within which several phases of development are planned. Right angles are also more prevalent in this Alternative. ------ -_ • Those development opportunities which are not City -led are likely to be middle density townhome and rental home products which require large parcels with frequent drive aisle access. GUIDELINES FOR DETERMINING ROADWAY CONCEPT CONFORMANCE The following are guidelines which the City shall use to determine whether roadway networks in development proposal alternatives meet Specific Plan objectives. 1. Corridor Private Streets, or related development access curb cuts, are directly connected to required intersections with a corresponding overall direction. Required Roadway Facilities Corridor Highway 111 - 6D Corridor Secondary Arterial - 4D Corridor Collector - 2D Corridor Private Collector - 2D Corridor District Drive - 2UD Corridor Private Drive - 2UD Corridor Private Street - 2UD (Route Optional) Pedestrian Shared -Use Path w/ NEV Lane Pedestrian Shared -Use Path Recommended Roadway Facilities Corridor Private Street - 2UD (Facility Optional) Service Access Route Parking Access Route Neighborhood Access Route Roadway Intersections ® Highway 111 Signalized Intersection Q♦ Arterial and Drive Signalized Intersection Q District Roundabout ♦ District Four -Way Intersection Q Private Roundabout ♦ Private Four -Way Intersection • • • Right -in / Right -out Recommended Inflll Development Pattern 2. Changes of roadway type designation for another must General Plan Circulation Cle"Ificatlons maintain relative hierarchy relationship to connecting Major Arterial (6D) roadways. Non-hierarchical networks should be avoided. ® Highway Ill (6D) Secondary Arterial (4UD) 3. The inclusion of active transportation facilities, and pedestrian sidewalks, as recommended in each streetscape concept is required and should not be reduced or minimized. Their relocation in the street section may be presented as an alternative. 4. Pedestrian pathways provide direct cross routes through new development areas, with visibility to the overall direction of the route. 5. Pedestrian pathways may be Drives or Streets with similar pedestrian facilities. CV Link [. _..] Study Area Boundary 73 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN gee\el Dr FIG 5-3: ROADWAY NETWORK ALTERNATIVE APPROACH CONCEPT 0' 100' 250' S00' 1000' %MI, 2000' — 10 Mon. Welk 74 5.5 CIRCULATION + MOBILITY PROJECTS The following are select projects which are recommended citywide capital improvements and programs. Each may consist of stand-alone project or components of larger reconfiguration programs. These efforts will require ongoing commitments for full completion. PARTNERSHIP WITH DEVELOPERS The City of La Quinta is encouraged to collaborate with Council, Economic Development, and the City Manager to establish a program of Tax Increment Financing (TIF) and other advantages for housing and mixed -use projects that include private contribution to and construction of public roadways. Rather than simply providing City -funded capital improvements, a more collaborative approach to development will ensure streetscapes and vertical development that coordinate to provide the highest - quality public realm. LOOP CIRCULATOR + MICROTRANSIT Landowners and major business stakeholders agreed with the fundamental benefits of internal transit connectivity in reducing parking demand and increasing park -once behavior. A small dedicated bus or tram vehicle on an established path connecting among the 7 blocks of the Highway 111 corridor will help residents and visitors choose walking to access surrounding services. Likewise, trams dedicated to bringing jobs access between multifamily housing and major employers will reduce commuter vehicle miles traveled (VMT) within the city. ACTIVATIONS + EVENT CLOSURES The temporary, but regular, closure of streetscapes, parking lots, and other elements of the roadway network for fairs, events, street markets, entertainment, promotions, athletic events, as such, will ensure a continuously active public realm. The Vision described in the 2019 Highway 111 Corridor Plan was embodied in the success of the City's Brew in LQ parking lot activation. Continuing this will ensure a well -knit and vibrant lifestyle maximizing the potential of the area's roads, pathways, and parking lots. PROACTIVE DESIGN REVIEW A collaborative approach to the transformation of each block in La Quinta's Highway 111 corridor that includes proactive involvement of the Public Works and the Design & Development department is important where road alignments are not currently established. These "infill roads" require City staff to design alongside developers rather than await proposals to arrive for review. Staffing, time, and resources for internal design workshopping, layout alternatives, and interim reviews will assist developers in implementing this Circulation Framework. SYSTEM -WIDE PROJECTS The following projects can be found in many locations across the district and reflect improvements that will eventually become commonplace in the Highway 111 corridor public realm. ACTIVE TRANSPORTATION SAFETY AT ARTERIAL INTERSECTIONS Road repair performed long before structural geometry, curb, corner, and turn pocket reconfiguration may incorporate the improved striping patterns recommended in this Specific Plan ahead of time. These recommended improvements include roadway markings and facilities for active transportation, including lanes for bicycle and neighborhood electric vehicle lanes, their lane buffers, dedicated crossings, vertical protective measures, curb ramps for on -street and off-street transitions. In some instances, depending on existing and future road sections, curb extensions and protective islands may be constructed in the near term. An important consideration in these early safety investments is that they help normalize traffic movement and drive expectations around the addition and expansion of these facilities in the Highway 111 corridor. 75 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN ROUNDABOUTS FOR SECONDARY ARTERIALS AT DISTRICT DRIVES A roundabout is shown for the Secondary Arterial at Adams St and Avenue 47/Auto Centre Dr in anticipation of increased traffic alongside pedestrian use with future multifamily housing on either side. This proposal improves capacity for daily vehicular throughput while reducing road width and introducing a pedestrian refuge island at crossings. Together, these lead to a more pedestrian oriented condition. Additional roundabouts could be considered for the other four intersections of north -south oriented secondary arterials and east -west corridor drives. These include Adams at Corporate Centre Drive, Dune Palms at Corporate Centre Drive, Adams at Avenue 47/Auto Centre Drive, and Dune Palms at Vista Coralina Ln. The reconfiguration of these intersections to roundabouts should be performed in conjunction with surrounding anticipated multifamily housing development. TREES & ACTIVE TRANSPORTATION SAFETY ON DISTRICT DRIVES Existing corridor public drives, including Avenue 47 / Auto Centre Drive and Corporate Centre Drive will become important east -west pedestrian alternatives to Highway 111. Ensuring their suitability to this change involves the introduction of parkway strips with street trees, buffered bicycle facilities, and curb extensions. This Specific Plan establishes a standard section for public drives with a recommended distance between face -of -curbs of 42'. The existing road width on Corporate Centre Drive (42'), Avenue 47 (48'), Auto Centre Drive, (54' at parallel parking) nearly matches the proposed standard (42') for those streets. Future reconfiguration may involve rebuilding sidewalks behind a parkway strip. The City should focus on developing new segments of Public and Private drives connecting Corporate Centre Drive in the near term. Then pivot to existing road reconfiguration as soon as feasible. CV LINK, CULTURAL TRAIL & PEDESTRIAN CORRIDORS STRATEGY La Quinta's Highway 111 Corridor is envisioned as a mixed use walkable district that supports pedestrian, active, and alternative transportation modes throughout. Construction of the CV Link is underway, which will serve as the primary off- street transportation linkage between this corridor and other neighborhoods. La Quinta's proposed cultural trail also offers a significant opportunity for active off-street mobility along a similar east -west axis within the Corridor. Unlocking the full benefits of these two facilities, however, requires the City and its developer partners to implement the Pedestrian Corridors Strategy within the Circulation + Mobility Framework. The Cultural Trail is a major City -led component of this strategy, serving as a shared use neighborhood pathway. Other internal pathways may be City -led or developer led with City direction. Point facilities that support bicyclists such as racks, storage, service stations, trailblazer signage, neighborhood electric vehicle parking and charging, and water fountains should accompany these pathways. 76 5.6 ROADWAY STREETSCAPE CONCEPTS The following sections present streetscape concepts which embody the Roadway Network Approach street types. Using these concepts as a guideline for initial and final design will implement the Circulation + Mobility Framework KEY PROJECTS Each streetscape concept corresponds to a Required Roadway Facility found in the Roadway Network Optimal and Alternative Approach diagrams. Used in conjunction, City staff and their constituents will have a full picture of the circulatory public realm in their future community. The streetscape concepts are driven by a streetscape vision pertaining to their overall role and are driven by an idealized street section. Because highly customized lane transitions are proposed to accommodate a detailed bicycle/NEV network, segment plans are provided to illustrate the range of expected striping conditions, one or more intersections with the next order in roadway hierarchy, and a complete demonstration of landscape approach for medians, parkways, buffers, and curb extensions. Conceptual sections provided for Highway 111, Dune Palms Rd., and Adams St. are design deviations from corresponding road section standards provided in the General Plan. As such, "Corridor" is appended to each roadway type name to differentiate between Specific Plan road types and General Plan road standard types. The following streetscape concepts depict the reconfiguration of major existing roadways, and pertain only to those named streets throughout their length in the Specific Plan Study area. They should be used in bid documents and go-bys for future design efforts: • Corridor Highway 111 - 6D I Highway 111 • Corridor Secondary Arterial - 4D I Dune Palms Rd • Corridor Secondary Arterial - 2D I Adams St. These following streetscape concepts depict the reconfiguration of roadways internal to the study area of this Specific Plan. While they are labeled as concept specific to known streets, they are generally applicable to any instance of that roadway type in future development proposals. The Corridor Public Drive, for example, is expected to reflect the future configuration of Avenue 47, and all of Corporate Centre Drive. The Corridor Private Parked Drive and Corridor Private Street describe streets likely internal to developer project boundaries and will likely be proposed as public access easements: • Corridor Public Collector - 2D I La Quinta Dr. • Corridor Public Drive - 2UD I Corporate Center Dr. • Corridor Private Parked Drive - 2UD I Simon Dr. • Corridor Private Street - 2UD I Frontage Drive 5.7 TRANSFORMATION & TRANSITIONS Residents and visitors in this corridor will benefit from a network of streetscapes that provide more space for bicycles, pedestrians, and environmental comfort as they travel from a multimodal Highway 111 into surrounding walkable neighborhoods. TRANSFORMATION OF MOBILITY IN THE HIGHWAY 111 CORRIDOR The Streetscape Concepts on the following pages provide plan and section design recommendations that, when implemented, should varyingly emphasize the role of district -wide landscapes, biking and alternative transportation, or pedestrian comfort where they are most appropriate to surrounding uses and roadway user intent. All Streetscape Concepts suggest a transformation of the entire Highway 111 corridor road network to more broadly support multimodality- balancing the needs and mutual safety of automotive, freight, transit, bicycle, neighborhood electric vehicle, and pedestrian movement. Aligning the prioritization among these uses within each roadway type to their situation within the district roadway hierarchy will ensure each street is tailored to user expectations and larger needs of the community. Raj 1� FA �fm AN ICONIC & ACTIVE COMMUNITY 77 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN STREETSCAPE MODE TRANSITIONS Streetscapes are much more than instruments of mobility and conveyance; they are the common areas of a community - especially in Southern California. The transitions between multimodal highway and walkable neighborhood streets is as much about urban design of the public realm as it is about safety, access, and speeds. Highway 111 is recognized in community outreach for the 2019 Vision Plan as an iconic drivable destination where the character of the community is familiar to drivers for decades. Therefore, Streetscape Concepts for Highway 111 continue to provide significant setting for gateway landscapes and the Cultural Trail sculptures and installations. Together, these are understood as "Iconic Landscapes". ICONIC LANDSCAPES "Active Mobility" users that walk or employ bicycles and neighborhood electric vehicles will prefer quieter routes away from traffic noise that still provide extensive connectivity across the area. They also need storage, charging, and repair facilities in visible locations part- way into their neighborhoods. These and transit -users alike will be focused on their ability to move away from Highway 111 into and among neighborhoods. ■M//// ACTIVE MOBILITY Pedestrians and those enjoying outdoor public spaces need landscapes, furnishings and wider sidewalks that JL_�_ provide urban cooling, buffering from vehicles, and human - scale landscape architecture installations in a "Walkable Community." 0911111 WALKABLE COMMUNITY THE SECTIONS SHOW A TRANSITION The Streetscape Concept sections that follow were measured according to the portion of right-of-way given to the following public realm categories: Median and setback buffer landscapes �,4 Parkway and curb extension landscapes II II, Sidewalk, trail, and promenade facilities A Bicycle and neighborhood electric vehicle facilities Pia Road for motorized vehicle lanes and turn pockets Each right-of-way measurement emphasizes a sectional cut that exemplifies the highest degree of landscape and pedestrian space commitment, while showing the least amount of road. The result of comparing these proportional measures together demonstrates that these standard Concepts embody a transition from "Iconic Landscapes" along Highway 111 and arterials, through emphasis on Active Mobility on secondary arterials, collectors and public drives, to private and frontage streets that preference pedestrians. W 0 H JL�_M Z No CO) LL Q J WLU H + CO) T IW T ' T 2 O Q = W Z O H PORTION OF ROADWAY SECTION (Includes right-of-way and landscape setback) 78 5.8 CORRIDOR HIGHWAY 111 - 6D I HIGHWAY 111 (PRIOR SR 111) STREETSCAPE VISION Highway 111 will be reconfigured as more pedestrian -friendly, while supporting bicyclists, transit, and automotive use. Visibility to vibrant retail and community activity through desert landscapes will make this the "Iconic Arterial" of La Quinta. in c N 0 CO E cEc Ln m Q a d m - c � o_ - c o..- c N 40 ME FIG 5-4: HIGHWAY 111 STREETSCAPE ILLUSTRATIVE CONCEPT IDENTITY & ROLE • Regional connection between Coachella Valley communities and La Quinta • Iconic arterial that signals arrival into La Quinta's commercial core • Backbone connection for commercial centers that provides platform for economic growth • Provides safe, accessible, and convenient access to residents and visitors. 79 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN LANDSCAPE CHARACTER • Ensure landscapes preference visibility from roadway and sidewalks to business frontage while emphasizing denser landscapes at gateways • Establish "cultural trail" with iconic desert landscapes, legible patterns, and interactive public art • Desert friendly landscape palette endemic to Coachella Valley - demonstrating exemplar water efficiency • Use of palms and palm groves / groupings and irregular spacing to suggest connection to natural floristic community. Ir- r CORRIDOR DESIGN FEATURES OLeft turn lanes with significant storage accommodate vehicular movement to signalized side streets © Reduced travel lane widths allow additional width to be reallocated to buffered bikeways © Landscaped medians are enhanced to maintain iconic visual appeal of corridor ORight turn pockets can be provided to facilitate movements from Highway 111 into major shopping center drives ©Medians can replace second left turn lanes where traffic volumes allow to enhance visual character and provide pedestrian refuge at intersections OCultural Trail alignment provides safe and visually interesting multimodal path along north frontage OLandscaping buffer provides opportunities for businesses to face cultural trail with patio seating 4 Enhanced protection at signalized intersections provides safer and more comfortable crossings of Highway 111 for active modes. 0' 10' 20' 40' s0' 160' 1 Min. Walk :1 WI ZI JI =1 UI QI P VARIES VARIES Inln. 4 11 10 I 10 ill SI(' '• DRIVE THRU LANDSCAPE CUT, LANDSCAPE RIGHT TURN LANE BIKE LANE TRAVEL LANE TRAVEL LANE I TRAYEL LAN 1 111 I 1 I( L LANE a 27 ISLAND LANDSCAPE TRAVELLANE TRAVELLANE • 10 A I 8 I VARIES I 10 I TRAVEL LANE DUrFEP DIKE LANE j LANDSCAf •SL)EtVA! K j VARIES LANDSCAPE 5.9 CORRIDOR SECONDARY ARTERIAL - 4D I DUNE PALMS RD. STREETSCAPE VISION Dune Palms is an arterial connecting residents of the 111 Corridor to community uses, schools, parks, and the CV Link, so a greater emphasis on pedestrians and cyclists employs landscapes that will screen and shade a more lush public realm. ¢ v7 IDENTITY & ROLE N E y, E r o • One of two significant north -south connections across Q a d Highway 111 between major Washington Stand Jefferson St arterials • Provides direct access to Elementary, Middle, and High Schools across new Dune Palms Bridge 0 cn • Provides convenient access to major warehouse stores south of Highway 111 and mixed -use opportunity site N 3 ' — • Maintaining two north -south lanes emphasizes vehicular role of street relative to Adams St. FIG 5-6: DUNE PALMS RD. STREETSCAPE ILLUSTRATIVE CONCEPT 83 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN LANDSCAPE CHARACTER • Preference visual and sound buffering between traffic lanes, pedestrians, and residential uses • Emphasizing pedestrian comfort measures such as shading through urban forestry, parkways and multi- use paths • Desert appropriate landscape palette that preferences a native palette and introduces some non-native drought tolerant ornamentals • Denser and more regular tree spacing in formal "boulevard" -like landscape approach with a cohesive aesthetic. CORRIDOR DESIGN FEATURES OVisual treatment at Corporate Center Dr connection to increase awareness of street crossings © Southbound bike lane complements shared path on east side, anticipating access to CV Link © Landscaped medians introduce visual cues approaching Highway 111 OUsing a maximum 11-foot dimension for travel lanes encourages calmer driving speeds © Green conflict markings increase driver awareness of possible bicyclist presence OShared use path on east side provides connection between CV Link and Cultural Trail while enhancing commercial frontage OImproved pedestrian ramps and reduced crossing widths supported by median refuges to reduce exposure to traffic QPhysical separation between pedestrian paths and turning radius improve visibility and reduce exposure. �. �1 Min. Walk 84 6 14 LANDSCAPE LU: 10 11 VAR SIDEWALK BIKE LANE TRAVEL LANE TRAVEL LANE LANDS1 Pt MMAN i i rT7Wn VAR 11 ANDSK;APE TURN LEFT MEDIAN LANE ICI 10 TRAVELLANE 11 16 11 TRAVELLANE LANDSCAPE MULTIUSE PATH LANDSCAPE 5.10 CORRIDOR SECONDARY ARTERIAL - 2D I ADAMS ST. STREETSCAPE VISION Adams St. north of Highway 111 will be redesigned to better emphasize pedestrian safety and urban character in a slower speed setting, while maintaining the throughput needed for surrounding commercial activity and future event access. n � `� IDENTITY & ROLE E ° • The second of two significant north -south connections Qa across Highway 111 between major Washington St and Jefferson St arterials +`._ • Provides indirect access to schools, and direct access _ _ to recreational amenities including parks, the skate park, and sports fields r ; • Provides access to both successful and underutilized _ shopping centers with potential for change • Reducingtravel lanes and introducing roundabout at g Corporate Centre Dr calms traffic and improves safety for all users. FIG 5-8: ADAMS ST. STREETSCAPE ILLUSTRATIVE CONCEPT 87 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN LANDSCAPE CHARACTER • Preference visual and sound buffering between traffic lanes, pedestrians, and residential uses • Emphasizing pedestrian comfort measures such as shading through urban forestry, parkways and multi- use paths • Desert appropriate landscape palette that preferences a native palette and introduces some non-native drought tolerant ornamentals CORRIDOR DESIGN FEATURES ORoundabout at Corporate Center Dr provides traffic calming, safe crossing, and visually appealing gateway © Bicycle and pedestrian crossings are safe and comfortable to promote connections between CV Link and commercial centers © Curvilinear medians physically slow traffic entering roundabout to safe and manageable speeds ORamps to and from shared use path allow less - Utilize the roundabout island and approach medians confident cyclists to exit road and cross intersections as opportunities for character defining landscape and as pedestrians public art. © Buffers between bikeways and traffic increase separation and improve safety and comfort OTurn lanes can be provided to ease access into popular destinations OProtected intersection design physically separates pedestrians and cyclists from turning vehicles, increases visibility to each other, and decreases vehicular conflicts QBicycle lanes are continued through Highway 111 to provide a comfortable active transportation route across Highway 111. I® 0'5' 15' 60' 120' <1 MI,. Walk .: ROUNDABOUTS: INTERNAL GATEWAYS IN THE HIGHWAY 111 CORRIDOR Secondary arterials providing north -south connections through the heart of La Quinta's Highway 111 Corridor neighborhood are the optimal opportunity to apply roundabouts as a circulation improvement. There they may serve as gateways into surrounding mixed use or residential developments which will see frequent in -out vehicular access as well as pedestrians walking to and from their homes. Roundabouts serve communities best when positioned to address traffic congestion where a reduced travel lane configuration is the superlative goal for the sake of pedestrian safety. Increased capacity for turning movements and volume throughput can be achieved while slowing vehicle speeds and favoring pedestrian safety and comfort. Components of roundabouts beneficial to their community context include increased pedestrian and cyclist safety if crossings are placed midway along approach medians and include protected crossing refuges. Landscape parkway strips both frame the surrounding development blocks as well as protect pedestrians at each block corner. The circular median provides a special opportunity to lend unique identity to otherwise similar residential land use entry points. La Quinta has significant experience applying roundabouts in the Village district, adjacent to its Civic Center and around it's most walkable mixed use development area. Likewise, Palm Desert has introduced roundabouts as transitional elements between the surrounding roadway network and a median parked streetscape purpose-built for pedestrian closures with weekly markets and street fairs. Adams St. is identified in this Specific Plan as a demonstration corridor for an active transportation safety reconfiguration that tailors these secondary arterials for improved pedestrian access to schools and open space north of a district that will see increasing residential land Roundabout in Galt, CA, with ADA accessibility and traffic congestion improvements along with increased landscaping pedestrian oriented corridor built for markets and street fairs uses. Other future intersections recommended for these internal roundabouts include Adams St. and Avenue 47, as well as Dune Palms Rd. at Vista Coralina Ln. and Corporate Center Dr. These are intended in the Framework Concept as "District Internal Gateways" with "District Roundabouts" identified in the Roadway Network Approach diagrams of this Specific Plan. Further public and stakeholder engagement, traffic analysis, and detailed design studies are connected to the work being conducted for the concurrent Specific Plan for Adams St; however, similar transportation planning efforts are recommended for future transformation at the other three recommended locations. 89 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN geAa z� Sh I I E�- I 7mL*- -- - - 9M 4 8 4 12 12 12 4 8 VAR 10 VAR 34 106 E •1:ANDSCAPE BIKE BUFFER TRAVEL LANDSCAPE TRAVEL BUFFER BIKE LANDSCAPE MULTI USE LANE LANE MEDIAN LANE LANE PATH w LANDSCAPE 5.11 CORRIDOR PUBLIC COLLECTOR - 2D I LA QUINTA DR. STREETSCAPE VISION La Quinta Dr. and similar north - south "collectors" are transitional environments from high key conditions along Highway 111 to smaller -scale and slower speeds within retail and residential areas - where shade, pedestrians, and active uses are found. cc `C IDENTITY & ROLE rn E H E C ° • La Quinta Dr is one of four smaller collector streets crossing Highway 111 ��'�, -' • La Quinta Dr provides direct access to commercial �. centers, with more frequent access points than arterials (n �. C ' p _ ; • La Qcomplete Dr is a street, with safe and ccomfortable conditions for all users z • The corridor will be beautifully landscaped, cooling and 3 buffering the pedestrian realm and store frontages from the street. FIG 5-10: LA QUINTA DR. STREETSCAPE ILLUSTRATIVE CONCEPT 91 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN LANDSCAPE CHARACTER • Highest degree of visual density, shading, and visual buffering as direct approaches into mixed use walkable environments. • Greatest degree of shading for pedestrians and other active transport modes - mature tree canopies / driplines should cross roadway • Drought tolerance is important but these internal roads should emphasize planting density • Highly regularized street tree spacing, with median, parkway, and setback planting patterns aligned or in synced "rhythm". CORRIDOR DESIGN FEATURES OLeft turn lanes may be provided to ease access between La Quinta Dr, side streets, and parking areas © Buffered bikeways provide a comfortable, calm environment for active modes © Landscaped medians continue the visual themes of Highway 111 into the core of commercial areas. OWide sidewalks and bikeways encourage visitors to navigate between CV Link, Cultural Trail, and adjoining properties © Intersection control is anticipated via stop signs rather than traffic signals, with visual markings to highlight crossing areas. OParking lots are set back further from the street behind wide sidewalks and buffering landscapes. OCorporate Centre Drive alignment may jog here, continuing access while ensuring a level of traffic calming between mixed use and residential areas. QApproaches between La Quinta Dr and Highway 111 differentiated from arterials with narrower crossing widths and visual treatments to alert drivers of context change. 0'5'�1 Min. Walk 92 Prior Condition: Surface parking drive aisle running along in -line retail frontage. Future Condition: Realigned and upgraded to private access drive along mixed -use. CONVERSION OF SURFACE PARKING DRIVE AISLES TO ROADWAYS In many cases, parking lot access and parking drive aisles will be adapted or realigned to form future streets/blocks in a mixed -use redevelopment project. The site geometry of existing retail and it's surface parking should inform and integrate with future phases of infill where possible. An example of this is shown above, under construction in Orange County, CA as part of an Irvine Company retail to mixed -use redevelopment. A similar approach to mixed use infill which replaces surface parking and in -line retail is possible in La Quinta's Highway 111 corridor. View across new road to mixed -use infill. 93 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN rd odp Shop W-�t'° 6 I 8 8 T FLEX ZONE BIKE LANE TRAVEL LANE LANDSCAPE TRAVEL LANE BIKE LANE MEDIAN • 1AA mom"- 8 6 10 10 FLEX ZONE TREE MULTI USE LANDSCAPE WELL PATH 5.12 CORRIDOR PUBLIC DRIVE - 2UD STREETSCAPE VISION Public drives are the smallest scale public streetscape settings in the district roadway network, intended to provide the safest, quietest routes that emphasize pedestrians, NEVs, and resident parking access along streets lined with shade trees. CORPORATE CENTER DR. a: in N E =O E Rom• Q in a r co F- - - IDENTITY & ROLE • Corporate Centre Dr will serve as the primary east - west connection within the commercial and mixed use centers north of Highway 111. • Similarly, Avenue 47 will serve this role south of Highway 111. • These corridors will be complete streets with lower vehicle speeds and managed curb spaces. • These corridors may feature speed tables and other traffic calming features, wayfinding, parking, and flex spaces for deliveries and ride -hailing. FIG 5-12: CORPORATE CENTER DR. STREETSCAPE ILLUSTRATIVE CONCEPT _____ 0' 5' 10' 20' 40' 80' % Min. Walk 95 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN I ` W 7._ 0 21% 4 7o1 FIG 5-13: CORPORATE CENTER DR. RECOMMENDED TYPICAL SECTION 4 7 o/ 21% 23% !ki O0' 1 3' 5- 10, 20' 5.13 CORRIDOR PRIVATE PARKED DRIVE — 2UD I SIMON DR. STREETSCAPE VISION Some privately maintained entry drives support the transition from Highway 111 to quieter retail and mixed use settings while serving as an opportunity for a high degree of active streetscape uses lined with short term head -in customer parking. cc rn N � c E @ in a I ♦.. O r .... Cn ..i L , N co IDENTITY & ROLE • Private connections like Simon Dr extend from public collectors into commercial centers • These private connections will support parking activity with reduced speeds • Sidewalks will be continued from the public streets through these private connections to enhance access • Landscaping will be provided to enhance the visual appeal of these connections and cool the environment. FIG 5-14: SIMON DR. STREETSCAPE ILLUSTRATIVE CONCEPT _____ 0' 5' 10' 20' 40' 80' % Min. Walk 97 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN 40% FIG 5-15: SIMON DR. RECOMMENDED TYPICAL SECTION O •; 5.14 CORRIDOR PRIVATE ACCESS STREET - 2UD I FRONTAGE DRIVE STREETSCAPE VISION Private streets may be small scale streetscapes that serve as a low -speed access between new development and facing surface parking areas. They serve to buffer between parking areas and active ground floor and sidewalk use. in (n E y E ca • ° Q � a ' C -o Cn � r 1• N En - IDENTITY & ROLE a • Some private streets will remain primarily for the W purpose of parking lot access -' • These private streets will be enhanced from their current states with connecting sidewalks and landscaping • Travel lanes will be wider to ease circulation and turning movements without adding lanes • Consistent wayfinding and signage at pedestrian scale will support a shared parking strategy. FIG 5-16: FRONTAGE DRIVE STREETSCAPE ILLUSTRATIVE CONCEPT ----- 0' 5' 10' 20' 40' 80' % Min. Walk 99 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN 10 HARDSCAPE r] 14 12 12 SIDEWALK �MM TRAVEL LANE TRAVEL LANE AZA pMV.►. �::. _AAA AAA 1.1 LANDSCAPE PARKING AREA y � _ L A — h YOr �\ TV 1 i ►' Soo i w I 1 m eft 10 � kL •.i a 1 6.1 SUMMARY + OBJECTIVES Retail uses along the Highway 111 Corridor will gradually evolve into a mixed -use district. Urban systems for landscape, open space, and utility infrastructure must also grow and diversify to serve this future community's manifold need for resiliency, performance, identity, protection, and play. THE FUTURE OF URBAN SYSTEMS IN LA QUINTA'S HIGHWAY 111 CORRIDOR The future of La Quinta's Highway 111 Corridor is primarly one of increased housing supply. Also, a shift toward greater emphasis on walkable retail formats will require landscapes that do more than shade parked vehicles. Utility systems will see demand increases, presenting opportunities to advance urban resiliency. The fundamental challenges faced by this visionary future along Highway 111 are: • Urban heat and lack of green landscapes for residents amidst competing demand of visual connections to retail along an auto -dominated highway corridor. • Increase in water/wastewater flows, and need for future utility laterals in undeveloped corridors HOW TO USE THIS PLAN ELEMENT FRAMEWORK This plan element differentiates the role and performance expectations of landscapes along different right-of-way corridors. It also establishes capacity and performance expectations related to city -led mixed -use development. Use this plan element to: 1. Ensure the livability, pedestrian comfort, safety, and climate change resilience for the sake of a significantly larger resident population. 2. Establish landscape roles and objectives along with suitable plant palettes for public realm streetscapes, parking areas, and pedestrian promenades. 3. Engage in a more informed and collaborative way with developer partners for better landscape architecture performance in residential and mixed use projets. 4. Prepare detailed design, bidding, and construction based on a concept proposal that organizes parts and their intregrated whole for La Quinta's future Cultural Trail. 5. Right -Size programming and capital improvements expectations for new utility connections serving city -led mixed -use development sites. •,1 MIA 6.2 LANDSCAPE + OPEN SPACE FRAMEWORK The Landscape + Open Space Framework establishes areas for new public open space. An approach to landscape in parkways, medians, and setback buffer landscapes is also organized by corridors and their role. The following are four categories that describe the nature of GREEN CORRIDORS corridors and open space priorities that are appropriate for Green Corridors label the network of new Collectors a more complex development future: OPEN SPACE PRIORITY AREAS These priority areas describe a policy requiring reserves for publicly accessible open space to be built along select corridors expected to serve as gateways into future mixed use and residential infill development. MULTIMODAL CORRIDORS Multimodal Corridors describes roadway right-of-ways that emphasize automotive and freight access to and through the Highway 111 Corridor, and as such, lend themselves as a "front stage" conveying the Highway 111 urban brand - an iconic and recognized drought tolerant desert landscape of palm trees, regionally suitable berms, all with clear visibility into retail centers. This is also the landscape setting for La Quinta's Cultural Trail. Drives and other neighborhood routes branching from Highway 111 as opportunities to provide a different and more verdant urban greening approach. These streetscapes will host parkway plant lists that ensure pedestrian shading, urban cooling, and canopy density for visual screening all of which are goals for landscapes framing residential development. PEDESTRIAN CORRIDORS Pedestrian Corridors identify both committed or expected pedestrian off-street pathway routes. These help ensure Highway 111 remains permeable to pedestrians, rather than locked into walled -enclaves. This network will be lined in landscape parkways with greening and other design requirements. These routes add off-street multi -use connections between the city's portion of the regional CV Link and the future Cultural Trail. In summary, the approach to landscape can be considered similar to, and in alignment with, the approach to roadway heirarchy in the Highway 111 Corridor. LEGEND Open Space Priority Jib Open Space Node Alternative Open Space Node Open Space Priority Area Multimodal Corridors 00 Major & Minor Project Entry Landscape o District Gateway landscape ;} Regional Gateway Landscape Fa�i, Multimodal Corridors Oman Corridors District corridors w/ Urban Cooling & Greening Neighborhood Corridor w/ Urban Cooling & Greening E----) Private Drive or Street w/ Urban Cooling & Greening Pedestrian Corridors CV Link uwuu La Quinta Cultural Trail ti p} Active Public Pedestrian Area Active Private Pedestrian Area """"- Internal Pedestrian Pathway Internal Roadway linkage Study Area Boundary 103 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN geewl Dr FIG 6-1: LANDSCAPE + OPEN SPACE FRAMEWORK CONCEPT 0' 100' 250' S00' 3000' °/. MI 2000' 10 Mon. Welk 104 6.3 OPEN SPACE + CORRIDORS APPROACH This Open Space & Green Corridors Approach demonstrates how the Landscape & Open Space Framework policy may be implemented. Open spaces are a required portion of new development projects. Each Green Corridor is illustrated to highlight the overall difference in approach to plant palette and street trees. OPEN SPACE APPROACH This Highway 111 Specific Plan introduces an open space requirement. Open Spaces are required to be located adjacent to an Open Space Node in order to ensure their benefit to surrounding development is enhanced by clear routes of access accordingto the recommended Roadway Network Approach. Details of their recommended location and visibility include: • On or near an Open Space Node with the major entry frontage against the relevant Neighborhood -Level Green Corridor. Otherwise they may be located on or near an Alternative Open Space Node. • Instances where an Open Space is near, rather than cornering at, a selected Open Space Node, there must be visibility to the street frontage of that Open Space from a majority of the Roadway cross section at the applicable Open Space Node. • At least half of the provided Open Space should fall within the limits of the Open Space Priority Area, unless it is too large to meet that criteria. GREEN CORRIDORS APPROACH Green Corridors here are differentiated in their role: either emphasizing visibility through an iconic desert setting, or emphasizing pedestrian comfort in a walkable mixed use setting. Both require a more diverse plant palette than one dominated by the iconic Mexican fan palms as the primary street tree. e Highway 111 is a landscaped Multimodal Corridor featuring a desert landscape in 50' landscape buffer areas. The north buffer includes a more complex landscape pallette integrated with a public art scheme - together embodying the "Cultural Trail" • North -South secondary arterial roadways such as Adams St and Dune Palms Rd should be landscaped to visually screen and buffer residential development from noise, light, and activity of those roadway corridors. A variety of tree heights and closer spacing in parkways and landscape setbacks will be important given reduced minimum setback requirements. • Other Green Corridors at Collectors and Drives (both public and private) may have room for a more limited street tree mix, especially with narrow parkways and tree wells. Those street tree canopies shall ensure a minimum degree of dripline and shading coverage for pedestrians. PEDESTRIAN PATHWAYS APPROACH More than mere pedestrian access routes, these are intended to serve as green right-of-ways or easements with minimum planted areas on one or both sides of these off-street paved paths. III x0aZI• Open Space Prlorlty Open Space Node (Shown w/ Open Space) 0 Pocket Park Recommended at Open Space Node — — J Open Space Priority Area Corridors by Functional Emphasis • • Desert Image (Multimodal) Corridor 0009"0 Residential Edge (Green) Corridor ....... Pedestrian Shade (Green) Corridor - Public ........ Pedestrian Shade (Green) Corridor - Public or Private Pedestrian Corridors Regional Pathway (CV Link) (.nnnwr� CV Link Segment w/ Landscape Enhancement reeaeeese La Quinta Cultural Corridor/Trail •-------- Pedestrian Shared -Use Path Circulation Framework C----� Study Area Boundary 105 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN 4m, - Blackhawk Way vi 0 lA FIG 6-2: OPEN SPACE & CORRIDORS APPROACH CONCEPT --- win in Ty 10 Mon. Welk 106 6.4 CORRIDOR & PATHWAY GUIDELINES Landscapes for an increasingly mixed -use corridor entail a more complex milieu of landscape types. Guidelines establishing those differences for corridors and open spaces are provided here. CORRIDOR TYPES SUMMARY Roadways in the Circulation Framework are associated with four landscape approaches differentiated by role and character. There is one overall recommended approach to Multimodal Corridors, while Green Corridors entail most other streetscapes around Highway 111. Multimodal Corridors: • Desert Image Emphasis: Highway 111, Washington St, and Jefferson St. Green Corridors: • District Corridors w/ Residential Edge Emphasis: Adams St, and Dune Palms Rd • Neighborhood Corridors w/ Pedestrian Shading Emphasis: Avenue 47 / Auto Centre Dr., and Corporate Center Dr. • Private Drives or Streets w/ Pedestrian Shading Emphasis: Simon Dr., La Quinta Centre Dr., La Quinta Dr., Vista Coralina Ln., Costco Dr., and other block interior right-of-ways or public access easements. Pedestrian Corridors • Internal Linkage w/ Pedestrian Shared -Use Paths: Multiple within each block based on block frontage length maximums. MULTIMODAL CORRIDOR: DESERT IMAGE EMPHASIS Multimodal Corridor Landscapes should feature a desert -like, xeriscape or drought tolerant plant pallette dominated by varyingly spaced fan palms. Shrubs and ground covers should entail a diverse plant palette reflective of the native Coachella Valley context. Pattern and Placement Guidelines: • Street trees are predominantly palms in groups or groves with recommended spacing 10' to 40'. • Maximum space between street tree clusters is 90' • Maintain visual access to commercial storefronts and Active Frontages for drivers and pedestrians in the right-of-way. This includes consideration of street tree pattern and shrub spacing and height. • 12' maximum shrub and ground cover spacing Pedestrian Setting Guidelines: • Meandering sidewalk path, minimum 8' width • 25% of non -median street trees required inside or "streetside" of pathway DISTRICT CORRIDOR: RESIDENTIAL EDGE / TRANSITION EMPHASIS District Corridor Landscapes are to be considered Green Corridors, and should feature a dense and layered arrangement of desert -appropriate street trees and plants intended as visual buffers with future housing and mixed use adjoining the right-of-way: Pattern and Placement Guidelines: • Street trees interweaving two or more species in regular pattern at recommended spacing of 20' to 40' • Emphasize visual screening with parkway and landscape buffer setback street trees in the right-of- way. Where feasibly apply a layering street trees of varied size to increase visual depth. • 6' maximum shrub and ground cover spacing for areas Pedestrian Setting Guidelines: • Meandering or straight sidewalk behind parkways. • Consistent row of street trees between sidewalk path and roadway/curb. 107 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN NEIGHRBORHOOD CORRIDORS: PEDESTRIAN SHADING EMPHASIS Neighborhood Corridor Landscapes are considered Green Corridors, and should feature regularized street tree patterns that shade pedestrians; additional street trees and planting beds around crosswalk curb extensions. Pattern and Placement Guidelines: • Street trees, primarly one or two species in regular pattern at recommended spacing of 20' to 30' • Emphasize pedestrian shading with street tree driplines, height, and foliage anticipated to shade pedestrian pathways 50% at midday at maturity (5 to 10 years based on species). • 6' maximum shrub and ground cover spacing Pedestrian Setting Guidelines: • Straight sidewalk behind parkways. • Consistent row of street trees between sidewalk path and roadway/curb. PRIVATE DRIVES OR STREETS: PEDESTRIAN SHADING EMPHASIS Private Drives or Streets are considered Green Corridors, and should feature regularized street tree patterns that shade pedestrians. This landscape approach is nearly identical to that for Neighborhood Corridors but allows flexibility in approving similar local access roadways. Pattern and Placement Guidelines: • Street trees, primarly one or two species in regular pattern at recommended spacing of 15' to 30' • Emphasize pedestrian shading with street tree driplines, height, and foliage anticipated to shade pedestrian pathways 50% at midday at maturity (5 to 10 years based on species). • 6' maximum shrub and ground cover spacing Pedestrian Setting Guidelines: • Straight sidewalk behind tree wells. • Consistent row of street trees between sidewalk path and roadway/curb. PEDESTRIAN CORRIDORS: INTERNAL PEDESTRIAN SHARED -USE PATHS Pedestrian Corridors consist of Regional (CV Link), Neighborhood (Cultural Trail), and Internal Pathways providing access through development. All are shared -use paths for pedestrians and cyclists, while Regional and Neighborhood paths also accomodate NEVs. The Internal Pedestrian Shared -Use Paths are required to be maintained as public access linkages with planting beds buffering either side except where an active frontage or building access connects to or adjoins the path. Flanking planting beds may employ a walkable mulch such as decomposed gravel or similar natural compacted mulch. Landscape Guidelines: • Trees adjacent to path, one or two species in regular pattern at recommended spacing of 15' to 30' where pathway edge is further than 30' from building footprint. • 6' maximum shrub and ground cover spacing • Pedestrian scale lighting, 2700k lamp, as bollard type (max 30' spacing), or pole -mounted (max 60' spacing) W :, 6.5 LANDSCAPE & OPEN SPACE POLICY The Landscape & Open Space Policy for the Highway 111 Corridor addresses the need for public open space and common areas amidst anticipated growth in housing and residential population. The policy includes guidelines for public realm landscapes. OPEN SPACE REQUIREMENT & BONUS This Specific Plan requires developers of multifamily and mixed -use development projects set aside 4% of all developed land (including new right-of-way and easements within the approved plan) as a reserve for publicly accessible open space. The entirety of a required open space reserve must be programmed open space - sidewalks, access, parking, and right-of-way surrounding that open space do not count toward the requirement. The open space may be privately maintained and publicly accessible, or granted back to the city as a municipal small park. The open space programming may be an "active" or "passive" type. Corner open spaces such as small plazas or green commons provided at an Active Frontage Node (where developers apply the allowed deeper setbacks and surrounding active frontage) may count toward this requirement. Active Open Space: Open space designed with facilities for active recreation, physical exercise, movement, and observing other occupants engaged in active recreation. Passive Open Space: Open space designed as natural, — vegetated, or sculptural rir settings enjoyed and observed r. passively by occupants walking or resting in the space. The following are key requirements of qualifying open space: • Implemented by the developer and accessible within one year of project occupancy • Maintenance plan or agreement established • May not overlap or be inclusive of any screening or setback landscape • Adjacent to or within development project • At least 20% of open space must be consistently shaded • Rectangle bounding open space site plan may not have aspect ratio greater than 4:1 • Passive open space must provide at least 50% accessible in plan ACTIVE OPEN SPACE TYPES Small open spaces are envisioned at new development along Highway 111, like this example at Spanish Walk in Palm Desert. Here, an active open space encompases approximately 4% of the total development project area. Active Open spaces are favored for the Highway 111 Corridor area given the increase in residents anticipated. They provide opportunities for exercise, gathering, and recreation area for new residents of the Corridor. Examples of green or "soft" active open space: • Sports playfield or parcourse/fitness trails • Interactive play such as large chess, Jenga, cornhole, table tennis, as seen at Civic Center Campus • Picnic area with furnishings • Dog park Examples of hardscape active open space: • Playground or tot lot (cushioned base) • Dining or market plaza • Game courts such as pickleball • Splash pads or public pools • Amphitheaters or performance stages 109 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN PASSIVE OPEN SPACES TYPES Passive open spaces are an opportunity to display regionally specific plant palettes that exemplify design that is drought tolerant. In this way, they may have an educational role. Passive Open spaces are an important resource for a growing resident population in the Highway 111 Specific Plan Area. They are especially relevant as resources for urban cooling and where the Cultural Trail and CV Link connect to new development. • Ecological native plant garden/grove • Sculpture or memorial garden • Multipurpose green common • Interpretive or educational spaces 6.6 GATEWAY LANDSCAPE GUIDELINES The Landscape & Open Space Policy for the Highway 111 Corridor addresses the need for public open space and common areas amidst anticipated growth in housing and residential population. The policy includes guidelines for public realm landscapes. GATEWAY GUIDELINES & TYPOLOGY Along Highway 111 at entrances to the specific plan area, intersections with secondary arterials and corridor collectors, project entrances at signalized intersections, and around roundabouts, a higher level of investment in public parkways and landscaped setback/buffers is recommended and subject to additional guidelines. Planting density, pedestrian shading, signage, and diversity of plant palette will enhance the legibility of district corners, advance impressions of a welcoming and desirable neighbrohood, and elevate the quality of the public realm. Recommended qualities and elements for gateway landscapes: • Increase of planting density relative to adjacent parkways • Clustering or double -row of street trees framing sidewalk • District or project signage facing undersections • Pedestrian shading under gateway element • Accent lighting of trees, signage, or public art • Design balance or symmetry in -elevation viewed from intersection PO The design phase for implementation of a reconfigured Highway 111 and Cultural Trail should include a distinct standardized gateway corner or block corner landscape plan to be applied across this Specific Plan area. This recommendation may alternately be applied to a public realm landscape standard for development site corners. In time, this recommended approach will lend a sense of a cohesive and legible neighborhood to La Quinta's Highway 111 Corridor. Im 6.7 CULTURAL TRAIL APPROACH The La Quinta's Cultural Trail will be a landmark open space experience that interconnects residents and visitors to the area's best in retail, dining, recreation and landscapes, surrounded by art that tells stories both real and imaginative. The Cultural Trail is planned according to four major elements - a path, linkages, spaces, and nodes: CULTURAL TRAIL PRIMARY PATH The La Quinta's Cultural Trail is built around a Primary Path through the parkway landscape along the north side of Highway 111. This off-street shared use path will mostly follow the route of the existing sidewalk, but built with decorative paving and in a way that integrates with the surrounding art installations. Additional side -routes extend the Cultural Trail to pedestrian facilities in and around new mixed use developments. CULTURAL TRAIL LINKAGES The Cultural Trail still serves its primary role as an active mobility facility - with pedestrian and NEV routes. Therefore its relationship to the larger CV Link and to surrounding mixed -use development is part of the Cultural Trail Approach. CULTURAL TRAIL SPACES La Quinta's Cultural Trail is intended as more than an art - walk, but rather, an interconnected array of garden like spaces that charge the Specific Plan area with meaning and experiences. These Spaces are park -like gardens, promenades, or event areas that tie into the Main Route intended to benefit retail and activate Highway frontage. CULTURAL TRAIL NODES Cultural Trail Nodes represent the primary recommended opportunities to install public art connected to, or integrated with, the Cultural Trail Primary Path. These are intentionally distributed throughout the Highway 111 Corridor to ensure the entire Specific Plan area is participant in the Art in Public Places Strategic Plan and programming. Nodes are located at or near major intersections and entries to enhance their chance of pedestrian interaction. Different Node types pertains to installation size, level of investment, interactivity, and spatial impact. In summary, this approach to the Cultural Trail renders it a network of connections through the district, rather than a single off-street path. LEGEND CV Link Route CV Link Nodes + Access Trailhead at Underpass & Shade Refugee O Access Point e Visual Access Point +++++++ Cultural Trail Primary Path Cultural Trail Nodes ® Landmark Installation & Shade Refuge t� Pavilion Installation & Shade Refuge 0 Interactive Installation & Shade Refuge Interpretive Installation Sculpture Garden Space Active Mobility Support Recommendation Bikeshare Station Bicycle Service Station Bicycle Storage / Protected Parking Activity Areas (Outdoor Seating/Dining) © Future Urban Activity Area w/ Connection © Existing Urban Activity Area Other Off -Street Linkages -------- Required Mufti -Use Linkage - - - - - - - Required Pedestrian Linkage 3 Minute Walking Radius Future Residential or Commercial Block Study Area Boundary 111 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN gee\ev 01 i z ♦ �� m j `` \ \ II s. 'a o•7Q� •� Highland Palms Blackhawk Way Westward Ho Dr , b `NNW \��� - - - Corporate Centre Dr ♦ p"See ` r Highway 111 • �; \�---� f14to Centre pr N .. V U T 3 a 5 m • U p o o m J "'+its" �'C_�il �i•�w r� �.. rr..' - .._.... ...--_�V FIG 6-3: CULTURAL TRAIL APPROACH CONCEPT J 0' 100' 250' S00' 1000 �/s 2000' 10 MI'. Welk 112 6.8 CULTURAL TRAIL NODE TYPOLOGY Cultural Trail Nodes are the art installations planned along the Primary Path. A wide variety in their scale and type is recommended. Hierarchy among them should bear a relationship to the overall structure of the surrounding district. INSTALLATIONS OVER TIME Once the primary path of the Cultural Trail is completed, installations will be added gradually afterward, and ideally to completion within 10 years. This typology establishes a guideline for design requirements that support a healthy range for installation cost and project profile: CULTURAL TRAIL PAVILION INSTALLATIONS Largest installations, which are required to be spatially engaging and to provide shade to pedestrians. These include archways, pavilions, shelters, follies, and gallery structures. CULTURAL TRAIL LANDMARKS INSTALLATIONS Prominent and iconic art installations, memorials or monuments that serve as infrequent touchstones along the Main Route and should provide shade and spatial engagement. CULTURAL TRAIL INTERACTIVE ELEMENTS More frequent art installations, incorporating an element of animation or movement, visible within one block, interacting with Trail users (electronic or operable) or the natural environment (wind vanes/chimes, sundials). CULTURAL TRAIL INTERPRETIVE INSTALLATIONS The most common installation that engages users at a pedestrian scale, often incorporated in or adjacent to the Primary Path, possibly as simple as a ground/paving feature or mural visible from the pathway. CULTURAL TRAIL GARDEN SPACES Pedestrian sculptural or interpretive garden setting suitable for integration with outdoor dining, entertainment, or markets/events. Rare opportunities for the City, developers, and the community to partner. 113 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN Shade/Shelter Functionality ..... ..._.... .... ..... _......... _..... ._......... _.._..._..._..... ..._..... ._............................_... 0000 0,0• i _ �)(� (� ._........_................_...._.............._...._...._.._..._..._..._.._...._..._.._.._.__...._..._...._..._........_....__._...._ Role for installation toprowdeshade,enclosure from elements Desci roes the overall size and visibility of the arhvork, and, therefore its prommance in Scale & Detail cutrtex(. Legibility is distance at wttrt:h must UetdiW and ove+dll 1011+1 are U+ide[S(UUd — .................. _..__..._.._....._..__..._._--._ Total Envii wined (MuIU-Scale) ......_............__...._..._...._..._ _..._.... ._.... ..... .... ..... _......... ......... _......... _.......... ............. _... _...._..._....._..._.__ ... _..._ # # _..._......._..._...._.._....._.._....._.._..._....__.._.._...._.._...._..._...._..._...__.._...._...._...._...._....._...._._._..._...._ Holistic wuik ut landscape dMilitechue, detailed and extensive _ ...................._...._.__...._.. ............ _..____....._..._ __ ___ ..._ Distnct Scale (10W' Legibility) . _......................................._.._.._...._...._._...._.._...._.._......_........._..._..._.._..._.._.._ _...__.._.. ..._._... 0 (6 (0 --- _, __.._.._..._...._...._...._...._._... _...._..._...._ .._..._..._.._..._.._.._..._.._...__._...._..._..__..--- ..... r� �l ••-- • •-_..._...... 0 l\ 1 Large artwork, 20' to AO' tall, legible across Highway 111 _........_... _..._..._........ -._...._.........__._..._...._..__...._......_._...__... Group Scale (100' Legibility) _.......... ............... _................ .V+.............. ._.`�.J._ ....._...._....._.._............................_.........._..:.._..._:._....�._...__.........._...._..__..._..__....._...._..._.__..._._._...._._._..._...._...._..._....._.._...._............._...._...._...__..._.-_...._...._...._.._...._.__...._...__.._ '+i • (� (� �, Mid -sized artwork, 5' to 20' tall, legible to approaching pedestrian! Hunan Scale 5' L ibilit _..._..._...._.........t.. - _..._._y�.._...._.._..._............_ 0 0 * COO 0 .... ......... ........................ ............................. .......... ..........._..._..._..._...._.- - Strmil-InSlallallor1, up to iO' tall ur wide, tfeS1 viewed uL_._...Muse _........_..._..._.._... _... _..._.._...... _...__.._.__....._...._...._...-•..___.._..._..__..__- Aft nodes and their artwork installations should be vrsrOle at night and the level of illumination investment and customrzation will vary. Some may include light as part of the arituork —MOM" _............_..__.._..__.._....__._............ _. Internal I Integral Illumination ................... _............... i 1) (W (4 I ---.. _.. _...._....._.........._...I..............._....._..._...._...... _- .._..__.._..—._...._..__...._.»_.... External / Ground Illumination _..._... _... _............ _....._.._..._..._._... _ - _.._..._ -000 __. _.....__.._.._ ......................... ..................... ®i r • (i * # 0) A 0 * 000 _........... . .... ......................_... _............. ....-_..._........_.......... _ _...._...._._._..._...._.._...._..__._..._.._...__._...__.._._........._....._._ liliminated from custom lighting surrounding or under artwork ...... ._..._.............. _.... .... _...__.._..._...._...._._..._._..__.._...._.._.__....__..._.._...._.._...._.._..._..._..._ Ped.Light ... _...._......_..._....... . _.._ �' 10 _R.e_.tie_.s_on. n_a..l_u.ial .d._a I I.d_.o.._r .s.u.._n.o.._.u..._nd._in..y. .e_s.._h.i.m.._i .i_I h_t.i.r_ _...._.._ ■ Some artwork is simply an insert' into the street landscaping, requiring only a concrete Ground Condition support nthPrs may he surrounded by custom landscape modifrrations _ .............. ...... ........._...._...._.........._.._._._._ .._ ;� i�tnm I andSrape Plan ....... -......... ..... ..... ......._ _.__..._....,.p._..,..................... ...... _.......-_.......-_..............._......................_......_...._........ _.................. * �� n * # * ®0 • • � � _._.._..__._...._........__....._.._.._..._._..._....__._...._._.._... _..._......... _........._...._-................ _ Custom PavingPad . 000 • S � (, . _..._..._.»_..._._..._..»_.._...._..._...._...._..._....__.._..._.._...._.._..._..._...._...._.._...._..._....._.._.._..__.._ Set upon a custom o7 pathway paving design for pedestrians _.........._.._.._..._. _....._..._._..._.__._.W._.—._ Standard PavingPad _..._..._........_..._...._..._..._...._.._..._.._..._._..._.._..._ _.._.... ._...................._...._............... _..............._....._...._....._.........__....._...._..............._..... ............ ...... _.... n ® '- ) () _...._............................._....................._........................_ ... ........._........._...._...._...._...._...._ ..............._... ._...._....._...._...._...._..._._...__.._..._.._.........._........_...._.._.... Accessed and surrounded by standard spec sidewalk pad Concrete Base (� (0 (! n _.._..._..._...._...._.._...._.._..._._...._—..._ Simple concrete base. plinth or pad supporting the artworK AUapta(runs of the Cullurel Tart Mein Route inGuUe clyd+ryes if? Direction, widening, Of side - — — Pathway Condition branches to access or see the installed artwork. Some will embedd in the pathway itself _................. ......................... ....._ ...._..__..._.._ ....__.._._............. _....... _._. ....._ .. _. ............. _..._.._..._........_..___............. _..... .._...... .._...._...... _..._...._.._.._.._..._.._.._..._............. ......... _..... ....-._ Pathway Network (i i # (0 Intrudes multiple interconnected paths, trails, and areas _.._...._..._........._.........._...._..._..._.__.._...._._...__....._..__...._............_..............._....._»......._»......................_...... ._.........._...._.........._.. _._......_...._..__...._........._........._..._.._.........._...._...._.........__..._..._..._.......__..._.__..._..__..._...._...._..._..._...._...___...__.._..._..._..._....-..........__......_..._...._........._ Integrated Pathway Artowork surrounds or integrated with Main Route or sidepaths Enhanced Pathway ! i ) 009 n no n * r ) n Simple sldepain or wbeninq or sioewalK at Installation Standard or Existing Sidewalk % No additions or enhancement of cultural Trail path U # U # Recommended # V # () Preferred U # 0 0 Not Preferred 0 U 0 ,y Unsuitable FIG 6-4: CULTURAL TRAIL NODE & INSTALLATION DESIGN GUIDELINES 114 6.9 WATER & WASTEWATER UTILITY ANALYSIS The evaluation of estimated water, wastewater, and recycled water flows for City -led development opportunities in the Highway 111 Corridor informs utility preparations. These sites may serve as demonstration projects for best practices and forward coordination. This evaluation focused on development concepts for the three City -owned sites at La Quinta Dr., Dune Palms Rd., and Vista Coralina Ln. Together, these properties constitute opportunities for which the city will lead the development of affordable housing multifamily and mixed use. The evaluation only considers new development and does not consider existing residential, commercial, or institutional water use or wastewater flows. La Quinta is currently served by the Coachella Valley Water District (CVWD). The CVWD was formed in 1918 to protect and conserve local water sources. Since then, the CVWD has grown into a multifaceted agency that delivers irrigation and domestic (drinking) water, collects and recycles wastewater, provides regional storm water protection, replenishes the groundwater basin and promotes water conservation. The text following the table presents the methodology used to estimate wastewater, water demand, and recycled water potential flows in the La Quinta Highway 111 Specific Plan. These numbers are for preliminary planning purposes only and should be revisited when development occurs. TABLE 6-1: ESTIMATED WASTEWATER FLOWS, RECYCLED WATER FLOWS, & ESTIMATED WATER USE 1.43x Mixed Use at La Ouinta Dr Residential Population 689 689 People --- - - ------------------------------- Ground Floor Retall rrontage Retail Services 4,50_0_ 4 50_0 SgF; Frontage Retaluzestaurants 4,500 4,500 SoFr Un Max h4m Max Min Max 40,543 40,543 28,380 28,380 67,918 57,918 225 225 168 168 197 197 2,333 2,333 1,633 1,633 2,042 2,042 Commercial Out Parcel Creative Retail _ 11,000 11,000 �4Ft _ 550 550 386 385 481 481 Medical Office or EducationalT 18,000 10,000 SgFt ^13,500 13,500 9,460 9,460 11,813 11,813 Mixed Use at Dune Palma Rd _ _. . _ _ _._--._.._...._ ... Residential Population 295 295 Paople 17,375 17,375 12,183 12,163 24,822 24,822 Ground Floor Retail Fmntagc Rctalkftrviccs_ 2,000 3,000 S4Ft 100 150 70 106 88 131 �Fronlatir Rr fail-Rewtauiards 7,00() 3,000 Sgf r 1.017 1,55fi 726 1,089 907 1,361 Housing at Vista Coralina Ln Residential Populadon 246 295 People 14,480 17,375 10,136 12,163 20,685 24,822 Commercial Out Parcel Outdoor Retail - Restaurant 4,5UU 4,50U 2,333 Z,333 1,533 1,633 Z042 Z042 Oild xrr PerGnrnanre 4'r)00 4,500 9n0 90i1 630 030 788 788 Notes. 1 All flow estimate figures are in gallons per day 2 Uhlrty flows for existing development or other sites in the Study Area are not included in this table 115 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN ESTIMATED WASTEWATER FLOWS FOR FUTURE DEVELOPMENT Estimated wastewater flows for future residential development were based on the estimated residential dwelling units and the per capita flows. For the housing land use category a mix of housing types was projected and a total number of dwelling units per area was estimated, and a flow factor was then applied. The estimated number of people per household was 2.46 and was based on data from the U.S. Census Bureau, 2018-2022 American Community Survey 5-Year Estimates for the City of La Quinta. A population of 1,230 to 1,279 people were estimated for the 500 to 520 future dwelling units on city -led development properties.. A flow factor of 58.86 gallons per person per day was used in the analysis which reflects the low end of wastewater flows from Metcalf & Eddy (Tchobanoglous,G. et al., Wastewater Engineering, Treatment and Reuse, Metcalf & Eddy Inc., 4th edition, Boston, McGraw Hill, 2003). Estimated wastewater flows for potential types of retail/ commercial services that could be provided included the generalized categories of Retail, Services, Food/ Beverage, Medical, and Business. It was estimated that there is 51,000 to 53,000 square feet of retail/ commercial space available for development. An estimated number of occupants per square foot was calculated and then a wastewater flow rate per occupant type was applied. For each service type the square footage per typical occupant was estimated ranging from a low of 13.5 square feet per occupant for food establishments to 60 square feet per occupant for less intensive uses including offices and retail services. A wastewater flow rate per occupant was then applied to calculate the total flow. The estimated flow was then aggregated by Plan area. The results sorted by Plan area and use category are shown in the table at left. Potential POTENTIAL FOR Future WASTEWATER Recycled RECYCLING Water. The use of recycled wastewater is a key ~ 67 000 resource in diversifying local water supplies and GP D2 improving the area's long- term water resilience. The State Water Resources Control Board (SRWCB) regulates the production and use of recycled water in a manner that protects public health and the environment. The SWRCB oversees the implementation of the Water Quality Control Policy for Recycled Water (Recycled Water Policy), which encourages the safe use of recycled water from wastewater sources that meets the definition in California Water Code (Water Code) section 13050(n), in a manner that implements state and federal water quality laws and protects public health and the environment. There is the potential for some La Quinta wastewater flows to be recycled by CVWD. The typical maximum amount of effluent that could be recycled after treatment is 70% to 80%. The table at left presents the estimated wastewater flows that could be recycled, based on a recovery rate of 70%. Moving forward, incorporation of recycled water into new developments will improve the resiliency of the community. Depending on the balance of community needs there are many options to consider. ESTIMATED WATER DEMAND FOR FUTURE DEVELOPMENT The water demand for the three plan areas was estimated on an annual average basis using the previously calculated wastewater flows. The percentage of water that enters the wastewater system was used as a factor to estimate demand. In the United States, on the average about 60 to 90 percent of the per capita water consumption becomes wastewater. Lower percentages are applicable to the semiarid region of the southwestern United States where landscape irrigation is used extensively (Metcalf & Eddy). For this analysis residential wastewater use is assumed to be 70% of water use and for non-residential 80% of water use is assumed to be discharged to the wastewater system. The table at left shows the estimated future water demands by Plan area. 116 i.. PART r � IMPLEMENTATION + ACTION PLAN Imo' " - 44r000?, ADMINISTRATION + IMPLEMENTATION ACTION PLAN N , ADMINISTRATION + IMPLE .,NTAT r� vk � v +. ►� a... + - �i��� � nut + L 7.1 INTRODUCTION + OVERVIEW Implementing the long-term Vision and Policies of the La Quinta Highway 111 Specific Plan requires proactivity and collaboration among City departments, while seeking deeper partnership with the private development sector. INTRODUCTION The La Quinta Highway 111 Specific Plan establishes a long- range blueprint for the growth and evolution of this primarily retail commercial corridor. It anticipates evolution into a more sophisticated mixed -use district that includes housing, community services, improved public realm, and vibrant retail and dining. This plan prepares the corridor and its leaders for related economic shifts in retail and the nationwide demand for housing. The plan's policy frameworks reflect a development vision and an economic advancement strategy. The commercial component of this future requires greater individual entrepreneurship, risk, and specialty to fulfill a demand for more unique and/or specialized commercial offerings. Retail goods and services may also focus on local -serving goods and services to suit an increasingly residential community. Meanwhile, the onset of denser multi -family and compact residential housing products, affordable and market driven, demand intensive planning review and engagement with developers to ensure public benefits are provided and site plans build to the desired vision. City departments must move forward proactively in anticipation of a future that demands greater collaboration between them. Implementation tools, personnel roles, Council and Planning Commission ministerial approvals, public works readiness, and the City Manager's team commitments must all be established in advance of each project and phase. This Administration & Implementation chapter includes General Provisions, with roles and responsibilities, zoning and code administration, as well as recommended initiatives and projects, and economic development approaches. California Environmental Quality Act (CEQA) documentation connected to this Specific Plan are an important dimension of implmentation; any environmental impacts are described therein, pursuant to CEQA. CHAPTER OVERVIEW The implementation of this Highway 111 Specific Plan is structured as a layered strategy with varying degrees of advanced preparation, length of commitment, level of department involvement and leadership, private industry partnership, and interdepartmental coordination. The following Action Plan chapter which follows Administration & Implementation provides estimated cost and timing information for long range implementation readiness. This chapter is structured according to that layered approach, and includes: • Plan Administration • Administrative Initiatives • Corridor Development Initiatives • Site Development Initiatives 120 7.2 GENERAL PROVISIONS & ADMINISTRATION This section of the Specific Plan provides administrative provisions to adopt and enforce the plan to the benefit of the community. GENERAL PROVISIONS The City of La Quinta shall administer the provisions of this Highway 111 Specific Plan in accordance with the State of California Government Code (CGC) and in conformance with CGC Section 65450-65457, as well as the Subdivision Map Act, La Quinta Municipal Code, its La Quinta General Plan 2035, La Quinta Zoning Code, and other relevant federal, State, and City regulations. This Specific Plan's development procedures, regulations, standards, and specifications shall supersede the relevant provisions of the City's Municipal Code as they currently exist or may be amended in the future. ADOPTION OF CODE & POLICIES The City of La Quinta shall adopt the Policies, Frameworks and Framework Diagrams, Land Use & Development Policy, related Development Code and related Zone from this Specific Plan, and in so doing, replace all existing specific plans within the Study Area with this Specific Plan. The City of La Quinta shall enforce the Highway 111 Corridor Development Code for the proposed zoning district to be enforced throughout this Specific Plan Study Area. SPECIFIC PLAN INTERPRETATION Whenever ambiguity or uncertainty exists related to this Specific Plan or the application of any of its policies, initiatives, regulations, or strategies, the Design and Development Director or Planning Manager shall make a determination as to the purpose and intent of any disputed Specific Plan items. Said determination shall be deemed final unless appealed. In so doing, the Design & Development Director shall consider of the community, and key General Plan technical elements, the following factors and document applicable findings especially Circulation and Housing. accordingly: • The case is similar to previous interpretations of similar provisions; • The interpretation responds satisfactorily to the Highway 111 Corridor Vision in intent and purpose of the Specific Plan; • The resulting project is consistent with the General Plan; and In particular, the Housing Element will be revised in preparation for the 2030 to 2037 Planning Period, at which stage this Specific Plan anticipates some of City -led affordable housing projects will have commenced development, if not completed. This Specific Plan should be reviewed to ensure continued coordination with the General Plan and its Housing Element with respect to affordable housing. As development proceeds, the regional economy evolves, and environmental conditions shift, this Specific Plan should • The decision constitutes sound precedent for other similar undergo a review for any needed revisions before year 2035 situations. SEVERABILITY If any provision, policy, proposal or initiative of this Specific Plan is held to be unconstitutional, or in conflict with the overarching goals, intent and purpose of the General Plan, or deemed otherwise invalid by any court of competent jurisdiction, the invalidity shall not affect any other section, subsection, or application that can be implemented without the invalid provision; to this end, the provisions, policies, proposals and initiatives of this Specific Plan are declared to be severable. REVISIONS & UPDATES This Specific Plan provides for development of the Highway 111 Corridor for the next 25 years (2025 to 2050). It supports the Highway 111 Corridor Plan vision as a current aspiration for what the Corridor will be like beyond year 2050. The City, at the direction of its Design and Development Department, shall review this Specific Plan at regular intervals or as needed to ensure it continues to support the most recent General Plan, economic and development trends, the evolving voice and again in 2045. Those update efforts should include a measure of public engagement and/or workshoppingto revise the Highway 111 Corridor Plan Vision as well. The City may consider a full specific plan replacement in time for adoption near the 2050 plan horizon. This ensures corridor planning remains current to the needs of a future generations of La Quinta's Highway 111 community. CEQA ADMINISTRATION Pursuant to Public Resources Code (PRC) Section 21081.6, a summary shall be prepared of any measures or conditions of project approval adopted to mitigate or avoid significant effects on the environment. The environmental documentation for the Highway 111 Specific Plan consists of a Mitigated Negative Declaration (MND). Tiering for future projects consistent with this Specific Plan and MND will be subject to the requirements outlined in the 2024 CEQA Guidelines § 15183, or equivalent updated section. 121 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN Administrative Initiatives: Administrative Initiatives here are Specific Plan efforts which ensure policies, decision - making and staffing are prepared to fulfill policies and support development needs. Corridor Development Initatives: Corridor Development Initiatives here are Specific Plan efforts leading directly to physical improvements to the public and private realm. City -Led Site Development Initatives: City -Led Site Development Initiatives here are Specific Plan efforts to accelerate development of City -controlled demonstration project sites. 7.3 ADMINISTRATION INITIATIVES The following Initiatives are intended to apply across the extent of Highway 111 Corridor subject to this Specific Plan. Their benefits should apply to all new development, redevelopment, and infill projects. CONTINUED STREAMLINED CITY PERMITTING & PROCESSING PROGRAM The City offers an online portal called The Hub, where the public can access information and services related to new development, including permit applications, inspection requests, and plan submittals. While The Hub (https://www. laquintaca.gov/business/the-hub/the-hub-online-portal) provides accessible information and efficient services, there are additional opportunities to further streamline permitting and processing. A step-by-step guide outlining the pre -application, application submittal and review, and permit and construction processes can provide clarity to the public. Review for simple permits without plans can be done over the counter. Stating reasonable review periods for different types of permits and submittals is recommended to increase transparency and accountability. An assessment of demand for these project development services can inform whether staff levels should be increased to ensure timely processing. Projects located within this Specific Plan area can be prioritized for review and approval. Additionally, special area design guidelines can set goals, provide design concepts, and minimize overall processing times. Pre -approval of site development plans, or ministerial approval, may be a key streamlining approach for City - controlled development sites where affordable housing, public realm, and other economic development goals lead to greater certainty about potential site layouts. ON -CALL ARCHITECT / URBAN DESIGNER To supplement the work required to manage, review, and approve development projects, the City can retain on -call architects and/or urban designers to assist city staff as needed. Pre -qualified consultants carry out specific tasks as decided by the planning and building departments. This can be especially useful when anticipating large development projects. These consultants can provide urban design expertise to assist the City in creating functional, attractive spaces by integrating architecture, landscape design, and urban planning. Send out a Request for Qualifications (RFQ) with: • Background on the agency and services being sought, • Partnership details and scope of services, • Payment information with a not -to -exceed amount, • Contract length and procurement schedule, • Application scoring criteria and submission requirements List anticipated projects or improvements with which the City may seek assistance, such as implementing the development code, activating open space, and walkable corridors. 122 CITY RE-PARCELIZATION PROGRAM While the City offers an online application for parcel merger approvals, consideration may be given to the development of a program for potential future redevelopment parcels. In anticipation of large anchor commercial tenants reducing brick -and -mortar footprints, a City advocate can liaise among involved stakeholders, facilitate the re parcel ization, and ensure the project is in conformance with this Specific Plan. For instance, if a large parcel will likely be subdivided, the City and stakeholders should coordinate on right-of-way and ensure pathways remain uninterrupted. Other questions the City can consider when developing this program include: • Are there any CCRs from neighboring businesses? If so, will it impact who owns or leases nearby? • If right-of-way will be expanded, should the City obtain right-of-way or an access easement? • How will multimodal pedestrian paths reach and connect the subdivided site? Is there an opportunity to connect to CV Link? • If a landowner wants to redevelop, will buildings be subleased? How can the City ensure that redevelopment suits the owner's and community's needs? Major reparcelization tasks should be approved by the Design & Development Director and City Manager jointly on a per project basis, in addition to other approving bodies. This allows the City's Economic Development team and City Manager to leverage opportunities to bring in key businesses and attract development interest. A flow chart outlining required steps for reparcelization as well as detailing available options for stakeholders may provide clarification for any liaison that supplements the existing proposal and permitting process. PARKING CONNECTIVITY & RESILIENCY PROGRAM The City should establish a Parking Connectivity & Resiliency Program to help address the various concerns and negative externalities related to an overabundance of surface parking, including those impacting the environment, public health, housing/homelessness, and others. This program should be multipronged and tackle both parking connectivity - applying multimodal tactics to reduce the need to build additional parking - and resiliency - improving existing parking facilities to make them more environmentally friendly while ensuring developers and property managers access shared -parking benefits in a zone with reduced parking minimums. The parking connectivity component should encourage "park once" concepts, reducing the number of times people must park and repark to reduce traffic congestion (and associated greenhouse gas emissions) from circling to look for parking. This may incorporate multimodal connectivity, through the expansion of park & ride facilities paired with public transit and/or mobility hubs and bike/ped facilities that make it easier to walk, bike, scoot, and take transit. The parking connectivity program may include: Local building and zoning policy changes, including eliminating parking minimums or implementing parking maximums, reducing superfluous parking where it is not necessary and reducing overall costs to developers, facilitating more residential (and commercial) development which may begin to address the housing and homelessness crises • Implementation of pick-up and drop-off zones at commercial/retail/dining establishments (avoiding the need for more parking and reducing roadway safety issues like "double parking" in travel lanes) The resiliency component should encourage the overall reduction of off-street surface parking to address climate concerns, including the promotion of green and landscape based infrastructure that will: • Improve stormwater runoff management by incorporating porous parking pavement materials, bioswales to filter and slow runoff, and native plants that require little water • Reduce the heat island effect through installation of trees, solar panels, shade structures, and reflective cooling pavement paint to reduce localized heat absorption and improve comfort for pedestrians • Replace underutilized parking with community park and green space The Parking Connectivity & Resiliency Program should involve the City as program administrator, with other parties involved including local businesses, owners of area parking facilities, SCAQMD, Coachella Valley Water District, Sunline Transit Agency, and Caltrans. The program may include parking policy changes, grant programs that provide funding for green infrastructure design and/or implementation, curb management programs, reflective cooling pavement pilot programs, tree planting initiatives, parking inventory programs, and more. 123 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN 7.4 CORRIDOR DEVELOPMENT INITIATIVES The following initiatives are intended to enhance the economic profile and performance of the entire Highway 111 Corridor with potential actions and projects throughout. As such, these programs require collaborative work with the City's Planning and Economic Development teams, and City Manager. FAQADE IMPROVEMENT PROGRAM Fagade improvements bring economic benefits to the local community. Upgrading signage, highlighting or restoring architecturally significant building details, and upgrading community character through placemaking and landscape improvements has been shown to draw in customers and increase residential desirability and walkability. Typically, the local government manages commercial programs while nonprofit or neighborhood organizations run residential programs. However, public -private partnerships focused on reinvestment in the community are also common for both commercial and residential fagade improvement programs. Funds can be sourced from BID taxes, federal and state grants, Mello -Roos districts, application fees, grantee match funds, or a combination of these. Basic guidelines for a Fapade Improvement Program: • Define eligible facade, outdoor furnishing, outdoor use, signage, and landscape elements managed by participants. • Apply enforcement evenly and based on code and policy aspects of this Specific Plan and its antecedent Highway 111 Corridor Plan. Maintain a list of ongoing interior architecture, site development and urban design best practices and examples other businesses and developers have done. Post application packet online in an accessible location and include a staff point of contact for questions. LOOP CIRCULATOR TRANSIT PROGRAM While existing transit systems are in operation, loop circulator transit programs can fill in the gaps by providing additional service connections for residents and tourists to key city locations. The transit authority assesses gaps in current transit stops and determines the demand for connections from residential areas to major anchors and city services. These programs supplement existing services and are not intended to replace routes. This type of program can be on -call but operate regularly during weekday peak commute hours. Similarly, an employer -sponsored transportation program incentivizes public transportation and reduces vehicle miles traveled (VMT). Employers work directly with the transit authority to purchase fares or create vouchers. An employee liaison can be the point of contact between the transit authority and the employer, and recruit colleagues into the program. Or a third -party administrator can manage the program. Employers may qualify for federal commuter tax benefits. ESTABLISH ACTIVATION & SEASONAL EVENTS PROGRAM Brew in LQ, the Farmer's Market and Art on Main Street are examples of outdoor, seasonal events that bring La Quinta residents out and generate revenue for the city. Live entertainment, food vendors, and exhibitors can occupy underutilized parking lots or similar spaces temporarily. Seasonal events may disrupt nearby businesses if access or visibility to those businesses are hindered. The City should work with nearby business owners to ensure a positive experience for them and a successful event that draws in crowds. La Quinta can also leverage the popularity of temporary pop-up events or night markets. Pop-up events can promote anything, such as limited -edition products, specific brands, and popular entertainment programs. They can last anywhere from one day to a few months. Night markets in California are typically seasonal events that attract residents through food, activities, art, entertainment, and socializing. Their popularity and economic potential even grabbed the attention of state legislators, when a bill was introduced in 2023 to streamline permitting of these events. The City can create a special permitting process for night markets so re- applying for event permits won't be necessary. 124 HIGHWAY 111 OPPORTUNITY BROCHURE & OUTREACH PROGRAM The City is encouraged to promote the Highway 111 Corridor as a distinct area of livability and opportunity in the city. The Corridor promises to be the hub of mixed -use development with goals of walkability, proximity between diverse uses, and at a large urban scale. La Quinta is known as an otherwise lower density community with predominantly single use sites. Therefore, promoting Highway 111 Corridor development opportunities as part of a coordinated outward marketing campaign administered by the Economic Development team, will raise awareness of: • The high quality and growth of the existing retail and entertainment • City -led development sites which will feature housing supportive of a diverse workforce • The entertainment focus of the Corridor, including outdoor events and venues sought • The synergy of an administrative focus on approving mixed use infill in the corridor • Incentives and programs which support developers and entrepreneurship • Public realm and streetscape improvement plans Several of the above benefits are presumed to be under -way by the time a brochure or marketing package is assembled. Alignment with an economic development website landing page, sizzle reel, and a list of departmental and private land -owner contacts will be immensely helpful to ensuring an outreach effort effectively connects at the level of development and retail industry organizations. Groups such as the Southern California Development Forum, ULI, retail conferences, and other real estate and development groups are important for direct outreach to small regional businesses looking to expand to another location. Direct outreach to potential event operators for events such as athletic events, yoga and wellness conferences, product, arts, and cultural events host organizations may all be relevant targets of this initiative. SMALL BUSINESS OR INDEPENDENT RESTAURANT STARTUP PROGRAM The quantity of anticipated mixed -use development with Active Frontage, especially in a vertical mixed -use format, establishes a need for successful small -footprint independent dining and service operators. Planning for this comports with features of the economic forecast accompanying this Specific Plan. It advises a demand for a limited number of small independent restaurants. There is also significant demand for stand- alone restaurant opportunities. Ground leasing and operator agreements involving the City -owned sites put pressure on the City to ensure success in both types of commercial settings. Recommended incentives that are common among Cities supporting these businesses include: • Waivers or deferrals for sewer connection fees, especially for "spec" development • Financial support or deferrals for fire protection costs in existing space fit outs • TIF Financing for vertical mixed -use projects that themselves need to subsidize initial tenant ground floor commercial. A case -management level of support is also recommended, which supports the establishment of independent restaurants and small businesses through their design, permitting, construction, and completion/ occupancy stages. In this type of program, a case manager is assigned to each establishment destined to be part of an owner -occupied or multi -tenant project. When conceptual design is complete, the case manager can coordinate meetings with relevant agencies to clarify code requirements, solve problems, and determine planning solutions. Once plans are submitted for final review, the case manager can liaise with agencies and monitor plan -check progress, helping to obtain clearances. Case managers in such programs can advise on the construction sequence and recommend a target opening date with forward preparations. At the completion stage, such case managers assist in follow- up problems which require solutions in the first months of operation. Further, they can connect the small business to City -led promotional initiatives such as the outdoor events programming. COMMUNITY INSTITUTIONS AND RESOURCES The City should continutually evaluate the needs of a growing resident population in and around the Highway 111 Plan Area. Coordination with businesses and providers of basic community services, education, health and welfare will ensure those resources are part of an economically and socially vibrant community in the Corridor. Potential economically viable uses for the planned, privately -owned Institutional / Office space include hospitality, medical, or construction industry vocational schools; a children's day care center; or a charter school. 125 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN Other possible uses include medical offices; government or social infrastructure; a community center; or some combination of these. The City has a special opportunity to ensure those resources have a presence near affordable and market rate housing within it's City -controlled demonstration project sites. Design & Development and Economic Development Departments are encouraged to consider the wellbeing social and economic performance of the community with respect to the availability of such services and institutions in the longterm. Business incubation, shared showrooms and meeting space, college extension and professional training are instituational facilities that can catalyze special economic clusters in conjunction with increased entertainment uses.' Organizations that may be engaged to determine their interest in collaboration are listed below: • Desert Sands Unified School District • Aspire Public Schools • Green Dot Public Schools • Western Electrical Contractors Association • NORCO College • InterCoast College • UEI College • San Joaquin Valley College • UC Riverside • CSU San Bernardino • College of the Desert • Desert Care Network • Kaiser Permanente • Eisenhower Health MIXED -USE ADVANCEMENT AREAS POLICIES & PROGRAM The Highway 111 Specific Plan governs one of Coachella Valley's most commercially vibrant districts and is intended to be further economically stimulative by unlocking the potential for new development types and more diverse uses, alongside new investment in the public realm. This economic development mission will support the provision of mixed -use buildings, especially vertical mixed -use development types. These project types provide the greatest degree of economic resiliency and pedestrian walkability by placing importantjobs, services, and resources within steps of robust housing supply. The initiative uplifts the entire Specific Plan Study Area economically, but preferences the physical development of north -south entry roadways leading from signalized intersections. These are likely to be collectors and drives that serve as the "front door" into developments - visible to Highway 111 but set back from the highway for a better pedestrian environ. These Advancement Areas are identified in the Land Use Framework Concept with a summary description in the Land Use and Urban Design chapter. They embody both policy and program. The policy dimension consists of two interrelated policies: • Development Policy, a development bonus implemented through code • Incentive Policy, a development incentive implemented through administrative collaboration 126 The Mixed -Use Advancement Area Development Policy is part of the Land Use & Urban Design plan element and is administered by the Department of Design & Development. It will be enforced through the development plan review and approvals processes. Mixed -Use Advancement Area Development Policy details include: • Co -located with Active Frontage Nodes that require a minimum of Active Frontage, which coincide with key development corners, • Criteria for approval is the development must be a single footprint mixed -use building in a horizontal or vertical format, and that footprint must be no larger than one development block (maximum 400' from right-of-way corner at Active Frontage Node). • Allow an increase in height for vertical or horizontal mixed -use • Preference the creation of north -south oriented mixed -use corridors that are most visible from Highway 111, as opposed to mixed use with Active Frontage buildings directly facing Highway 111. This encourages better connections through to the CV Link and within neighborhood. • Aligns with and supports the State Density Bonus law allowing a dwelling unit density increase (AB 1934) whereby a height limit increase may be needed with commercial or parking uses dominating the ground floor. The Mixed -Use Advancement Area Incentive Policy is part of this Administration & Implementation Plan and is related to the Land Use & Urban Design Plan element as it applies only to development projects that meet the Mixed - Use Advancement Area Development Policy criteria. This Incentive Policy is, most simply, a commitment to develop an incentive program. The Development Code defines what types of commercial uses may operate in each mixed -use project. Market demands, lease costs, and parking requirements are all potential bars to entry for neighborhood -scale, independent (non -chain) tenants. As a result, many mixed -use development projects must subsidize otherwise vacant ground floor commercial in the early years of the project proforma timeframe. Building costs are also greater for vertical mixed use. To ensure these projects occur in the Highway 111 Corridor, an incentive is recommended, and the study and creation of an incentive program is therefore a policy of the Highway 111 Specific Plan. Mixed Use -Advancement Area Incentive Policy requirements: 1. La Quinta Design & Development Department and it's Director, the Economic Development Subcommittee and the City Management Department Director should bring forth potential incentives collaboratively. The Economic Development Subcommitte shall review and refine those incentives. These Mixed -Use Advancement Incentives will be brough forth for official approval by City Council as a Mixed -Use Advancement Areas Program for qualifying projects. 2. This Program shall be adopted within the time horizon of the Highway 111 Specific Plan and be evaluated for potential renewal after each development project use of the program. 3. Qualifying projects must meet the requirements for an allowable height bonus as part of the Mixed -Use Advancement Area Development Policy, which include single footprint mixed -use building in a horizontal or vertical format, and that footprint must be no larger than one development block (maximum 400' from right-of-way corner at Active Frontage Node). They do not need to utilize that bonus. The Mixed -Use Advancement Area Program will be administered by the Department of Design & Development, and project qualifications, criteria evaluation, and ongoing incentive progress monitoring will be jointly administered by the City Manager's Office and the Design & Development Department. MIXED -USE ADVANCEMENT AREA PROGRAM INCENTIVE RECOMMENDATIONS The Mixed -Use Advancement Area Program is intended as an incentive program for projects administered according to the Mixed -Use Advancement Area Policy. Such incentives are typically a form of public -private partnership. While the City can form a deep supportive collaboration with developers on City -owned parcels, such incentives -based approaches to economic development are recommended for study and adoption at privately owned infill sites located along Mixed -Use Advancement Areas. The following are three common approaches recommended for consideration: TAX INCREMENT FINANCING AND TAX DEFERMENT Tax Increment Financing (TIF) is a common tool used by cities to enable redevelopment - especially in the creation of mixed -use development types. A TIF program allows developers to hold -off the burden of increasing property taxes incurred by the enhanced value of the redeveloped site. Given this will enhance the position of infill projects with adjacent existing uses, the properties subject to TIF need to be clearly established and inclusive of the entire mixed -use building. It is recommended that in the project 127 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN plat map, a separate parcel be provided for the mixed -use building(s) subject to the TIF incentive. A TIF program requires the adoption of a Highway 111 "TIF District" by council resolution and a portion of the property taxes deemed a "tax increment" above established base taxes would be allocated to an agency whose jurisdiction coincides with the TIF district. This program would be subject to Municipal Resolution No. 2018-013 which describes La Quinta's updated Debt Management Policy, and California Constitution Article XVI - Section 16 on Public Finance. Typically, cities issue a municipal bond to absorb the impact of deferred or reduced taxes for such programs. TIF financing may be applied in a more limited program focused to assist developers with the tax increment associated with project elements that benefit the public, such as shared parking with public access, streetscape improvements, affordable housing, or required open space. IMPACT FEE REDUCTION Development impact fees were not highlighted as a limiting factor for multi -family developers in stakeholder interviews. Still, the scale of potential projects redeveloping existing retail properties could include hundreds of dwelling units and commercial uses, leading to significant impact fees. Fee reductions by cities are typically in the range of 25% to 75%, should apply to the entire corridor, but may be tied to specific development types and land uses. Often, these discounts are associated with multifamily dwelling unit targets in their adopted Resolution. They especially benefit retail tenancies that require special sewer connections that incur significant costs to spec spaces for small restaurant business. INFRASTRUCTURE IMPROVEMENTS In the City of La Quinta, developers cover the cost of lateral connections to utility mains, including soft costs for analysis and design. Public funding for site and connection costs may serve as an instigator/catalyst for both City -controlled and private mixed -use development projects. Such a benefit may be tied to projects where roadway access inside the development site is returned as public right-of-way. Numerous other programs and incentives approaches have precedent throughout California and within the Coachella Valley. The City should explore for potential establishmentthat which examples suit La Quinta best to advance the development of mixed -use. TIF District: A TIF District is typically an Enhanced Infrastructure Financing District (EIFD) for the enablement of mixed use development. They are establihsed as a distinct i public agency, governed by a 5+ member board inclusive of Council, County, and community representatives. Their creation requires findings of completion and compliance reporting with the State Controller. Annual reports and IF, an independent audit are an R ongoing requirement for TIF Districts. 128 7.5 CITY -LED SITE DEVELOPMENT INITIATIVES The three City -led development sites reflect location -specific opportunities to enhance the economic trajectory of the Highway 111 Corridor while delivering affordable housing in wholistic walkable urban settings. A proactive approach to planning, partnership, and preparation of these sites is described in this section. CITY -LED SITE ONGOING PLANNING This Highway 111 Specific Plan provides initial development concepts that illustrate a potential development intensity for these sites that may achieve affordable housing and commercial development goals. To maximize the potential of these districts to serve as demonstration projects for walkable and livable urban settings, the City should continue the work of site design to provide potential developers examples of: • More open space and its prime role in placemaking in tandem with height increase • Flexible site layout potential through increasing of shared parking • Greater vertical mixed -use, especially in favor of potential City incentives • CV Link activation, especially non -retail uses such as resident common facilities CITY -LED SITE MINISTERIAL APPROVAL Design concepts provided in this Specific Plan should be presented in RFP/RFQ briefs to affordable housing developers- ensuring proposals reflect the City's vision for this Corridor. The City's Design & Development Department may opt to provide a draft entitlements package based on a preferred concept for these sites - generated either from concepts presented in this Specific Plan or from continued site planning. In conjunction with the Planning Commission and City Council, they may choose to issue ministerial approval for the development plan to enhance potential development partner interest. CITY -LED SITE LEASING STRATEGIES The City may consider parcel sale or leasing strategies that leverage its role in the the City -led site development projects. These may include lease, leaseback, or groundlease arrangements, especially when tied to incentives. They can be focused on affordable housing, or key commercial offerings such as entertainment or unique and creative food and beverage. CITY -LED SITE PREPARATION The development concepts presented in this Highway 111 Specific Plan provide a realistic site design direction that aligns with the accompanying programmatic MND documentation. The City may enhance the attractiveness of partnership for developers with forward site infrastructure installation. Among these, the City may consider stub -end utility connections and laterals, necessary mains upgrades, site transformers with increased residential load requirements, anticipated roadway and streetscape improvements, and limited rough grading and drainage facilities. 129 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN 130 ACTION PLAN 'r $Af ph jr ` A 4. At. .-S, 8.1 INTRODUCTION + OVERVIEW The Action Plan supports the Administration & Implementation elements of this Plan by advising on the timing and duration of initiatives, projects, and expected redevelopment to optimize their achievability and effectiveness. INTRODUCTION The Highway 111 Corridor has adopted an aspirational vision through its Corridor Plan; this Specific Plan provides an actionable strategy with policy tools. This Action Plan chapter serves as "rubric for readiness" that informs the Department of Design & Development when projects should commence and when to act to realize the Corridor Plan vision by 2050. The purpose and instrumentality of this section is in the form of staffing levels and their readiness, the duration of administrative cost commitments for each initiative, and major capital improvements projects. The Action Plan's timeline is wholly, or partially, contingent on private sector activities; i.e., land development. The Action Plan timeline helps the City anticipate private sector needs in order to: 1. Communicate and share growth expectations with constituents 2. Implement positions in the Economic Development and Design and Development departments dedicated to facilitating further development of projects across the City and primarily dedicated to the Specific Plan's objectives 3. Rationalize alignment between public works and private investment timing 4. Prioritize programs and site improvements for maximum economic enhancement An abiding consideration in the review of this Action Plan should be the interrelatedness among the expected pace of real estate market absorption of dwelling units and commercial spaces, the balance between City -led affordable housing and future private - led infill, and the role of City involvement to instigate each at the righttime. Encouraging the housing market to achieve compact walkable housing as nearly as possible to the original Corridor Vision requires deliberate planning and collaboration with development partners for the City -led demonstration projects. This Action Plan provides a realistic expectation of the real estate market's maximum capacity to absorb those developments over the coming years. CHAPTER OVERVIEW This Chapter organizes initiatives and projects by type, and similarly according to public or private ownership of the work. The Specific Plan implementation is organized through six total phases with a view to a 2050 planning horizon. Each initiative or project is represented by a timeline bar that should be inclusive of programming, design, and implementation/ construction. Projects are expected to be fully built and leased at the end of each bar. The Action Plan timeline includes the following sections: • City Initiatives • Current Development Projects • City -Led Development Projects • City Public Works Projects • Forecasted Private Development 132 8.2 ACTION PLAN TIMELINE City Initiatives and Near -Term Development together will facilitate the economic and physical evolution of the Corridor by offering public programs and administration that accelerate projects while delivering new neighborhoods that demonstrate a highest -and -best urban future. ACTION PLAN PHASES This Action Plan is organized through six total phases, the first of which is a "Priority" two-year phase of establishing administrative actions and programs for City Initiatives while overseeing the completion of current development projects (both private and City -led). Thereafter, the Action plan is measured according to five -year development horizons that begin at the adoption of this Specific Plan. Actions through the end of 2034 is identified as "Near -Term" and, including Priority action years, constitutes the first ten years of implementation and development. This period is characterized by change through City -initiatives and City -led development projects. After the first ten -years, the real estate market is expected to respond to this transformation by taking advantage of infill and redevelopment opportunity throughout the Corridor in the "Long Term." That period will be characterized by private sector leadership through development that moves the district in the direction of the vision presented in the Corridor Plan. Over this period, the City must continue to respond to growth through public works and administrative support. In all, this Action Plan prepares the City for a quarter -century of transformation and growth. CITY INITIATIVES & CITY -LED DEVELOPMENT HIGHLIGHTS Some City Initiatives are important for anticipatory © The City prioritizes establishing entertainment and dining uses fronting Highway 111 at it's 15-acre demonstration site. Delivery of affordable housing on the site is anticipated to occur when a mixed -use partner is ready to move forward with a commercial project. planning work, proposals and permitting, and promotion 0 A retail/entertainment use or lodging adjacent to and solicitation to development partners. These need to Residence Inn may occur first, ahead of expected be established as the earliest actions. Other Initiatives housing on this parcel. are not prioritized until they are needed in support of new development. Current Development Projects pertains to ongoing private development not within City -led sites, while City -Led Development Projects pertains to upcoming development on City -controlled parcels. These are considered as the first to develop and will demonstrate the kind of growth expected in the future of the Corridor. O On -Call Architect/Urban Designer assists City interpretation of Plan and Code while encouraging high quality outcomes in City -Led development projects. In the long-term, City staff levels may increase to accommodate expended redevelopment activity. © Events programs, marketing and outreach, and developer solicitation are among the earliest actions. © Business Startup Assistance, engagement with institutions, and shared parking are all needed once new development occurs. 0 Development of the private -controlled commercial frontage portion of the City -led site at Dune Palms has commenced, and the development of affordable housing with some limited retail services is expected next. 133 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN CITY INITIATIVES & CITY -LED DEVELOPMENT PHASE2J-2a29J PHASE 312030.2030J PHASE 412035.2039) PHASE 512040.20"1 PHASE 6(2045-20491 On -Call Architect / Urban Designer D9s pn a D&v&Opmeat O Establish Activation It Seasonal Events Program Dasrga a Devampmant Highway 111 Opportunity Brochure & Outreach Eoon L3evetararieat Affordable Hoy6irlg Prep & Solicitation Design a Devebpment Facade Improvement Program 0e4rpn a Devekpmati Business Startup Program EwnDavAoyrlimt InstMutlonal Resource Land Assistance Program Ewn 0evek>pment Parking Connectivity & Resiliency Program Design A Oaveigome 1 Loop Circulator Transit Program Pubho wcrka Mixed -Use Advancemerit Areas Program 0e5gn a 0cnak�pmont City Lot Reparcelization Program D"go a Deaatapmeril [CURRENT DEVELOPMENT PROJECTS I Hrclect by E4xi( and Site . iOffice i • •= Retail ��� ����� � • HMEM otel ��� ����� ����� MMMMM Dune Palms & Jefferson North I Dune Palms Parcel Right of Way Parcellzatlon & Uftes P'ubfC Works Reran at Highway 111 /kv.gn a fkAkVmant Mlritamlly w/ t imitee Ground Floor Retail tk syn a Orvrkjnnv+rt Adams & Dune Palms Notch 1 15 Acre Demonstation Site Rpght of —' rce6[atiun & U ildieb Publ-c Works W—----------— Ertertalnment Orented Retail at Highway 111 Dvsy a DavokpMwl Multifamly at Rear / CV Link Deeign a De+sl Rml Multifamily at Front w/ Limited Ground Floor Retail Din a matt OfTice/lnsiituboriel at Higtnwdy 111 Design a Devolpomont Dune Palms & Jefferson South I Residence Inn Parcel Rght of W'ay Parcelization & Utdrbes Public Works Erlertamment Oriented Retail at Highway 111 Dmrgn a DrroA pment Mtltdemly at Rear / Meta Corebna Wy Design a Derelgoment FIG 8-1: ACTION PLAN TIMELINE: CITY INITIATIVES & CITY -LED DEVELOPMENT 134 PUBLIC WORKS CONSIDERATIONS Each major Public Works project for Roadways & Streetscapes is expected to include at least a year of programming and planning, including public engagement around safety and pedestrian facility needs, detailed traffic analysis and modeling, final design of bridging documents, and a bidding process. After these steps, construction will take at least a year for major roadway reconfigurations. Highway 111's reconfiguration entails new paving and striping, curbs, sidewalk reconstruction and landscape replacement. Further, it's related Cultural Trail may require additional preparatory work along the north landscape buffer. Through the length of the Specific Plan corridor, Highway 111's total reconfiguration is expected to take 10 years. Other streets may take priority given their relationship to Near Term City -Led development, including La Quinta Dr and Corporate Centre Dr streetscapes. Most open space projects are components of expected City -led developments that will need to meet open space requirements, and so should be programmed to occur within the next 10 years. FORECASTED PRIVATE DEVELOPMENT CONSIDERATIONS The economic and real estate forecasts that accompany this Specific Plan measure market capacity for new dwellings and commercial through the next 15 to 20 years, where project completion may entail phases lasting through 25. Distributing likely private redevelopment projects to commence consecutively and at an even pace comports with the reality that developers will avoid a saturated market. Generally, the City should anticipate a major development proposal every five years if the economic forecast is fulfilled within the life of this Specific Plan. PUBLIC WORKS & PRIVATE DEVELOPMENT HIGHLIGHTS Roadway & Streetscape projects are generally considered to occur consecutively, with one major roadway under construction at a time within the Highway 111 Corridor. Highway 111's reconfiguration will need to occur in a phased manner and will dominate a majority of the Action Plan timeline. Capital improvements planning should anticipate the fiscal impact of all these roads and project impacts overtime. The new bridge at Dune Palms - recent Public Works in the Highway 111 Corridor. The Forecasted Private Development shown in this Action Plan is distributed evenly based on realistic market absorption expectations, but is likely to change in some manner, including the order of which project proposals come to the City. O Highway 111, while shown as a decade -long effort, will occur in large phases, with major segments being completed part -way through this period. © A Gateways and Landscape Enhancement project is included to account for near -term work to improve parkway and setback buffer landscapes currently in a state of disrepair or decline. These projects are expected to include gateway and median signage that announces the Highway 111 corridor. © The Cultural Trail is understood to be a separate parallel project to Highway 111 reconfiguration. This entails initial infrastructure such as pathway and planted areas. An ongoing management program will convene artist works for installation over the years. 0 The earliest private developer -led projects are likely to be retail infill and commercial recapitalization. © An increase in private developer -led residential projects is more likely after City -Led affordable housing sites are completed. This is because the local real estate market's capacity to "absorb" or occupy housing units is expected to be constant and balanced. 135 LA QUINTA I HIGHWAY 111 SPECIFIC PLAN PUBLIC WORKS & PRIVATE DEVELOPMENT ♦ Le:W Ayenry • ITY PUBLIC WORKS PROJECTS Roadway & Streetscape Projects �IIIIII0W2(• MNJ PHASE 3 [2030.20 41 PHASE d 12033. 20391 PHASE 5 (2WO.20"] PHASE 612W - 20491 .E Uixx: Palms Rd (Secvrxlary Arterial) Pubwwbrks La CAanta Or (Collector) Public Warn _ Corporate Center Or (District Drive) PuhlCWorks Auto Centre Or / Avenue 47 (District Drivel i'aorx: Works Hglnvay 111 (Mulhmodal Co(ridor) P"WeWdrut O Adana St [Seoorxfary Arterial) PW C Works C"poratP. (,eMpr Dr (Dstn t Private Drive) Pubic Wore 'I Landscape & Open Space Pro)ectis Regiaial Gateways Landscalx =: ,lanoement PubllaVV*ka Pocket Park at Dune Palms Pi NIC WCrW Pocket Park at La Ounta Dr PUNC Woks Cultural Trail & OV Unk CV Link - Highway 111 Corridor Segmerd f'rANC Woks W © Cultural Trail - Phase 1 Public Works Cultural Trail - Phase 2 Public Works 11.1:IctNa{.'flQrtlJ:IP/_\I�s7�v/�t[a1Jr41gJ1� s�....« .. — Washington S Adams South I Retail Infill Petar rVI rrge;t c*+Wk*,w �I�I I 1 II 1 1 1 E I I I II I Washington & Adams North I La Cosits Sites Irrfill Retail at Sirnar Dr Appr02ch lh:ck pc Retail in Horizontal Mixed Use Drvnbw Cnice in Horvontal Mixod Use Devekyw Washington & Adams South I Movie Theater InfillRequired Open Space ---- --� —� ResldeMraolectt with Retail Component WI LJ © Adams & Dune Palms South I Old Sam's Club Parking Lot Kequred n Space L,tir:eiopa Muldamiy Residential Infill Dcwekpm I i Washington & Adams North I Kohls' and Surrounding Parcels Required Open Speoe tk� Office in Horizontal Mixed Use D-rlb cr Retail in Horizontal Mixed Use 0e111loper Mul ifamily Residential in Horizontal Mixed Use Lit vkper Hotel Site ofteio r FIG 8-2: ACTION PLAN TIMELINE: PUBLIC WORKS & FORECASTED PRIVATE DEVELOPMENT 136 00, PART mom APPENDICES + CODE Imo' " - 44r000?, APPENDIX A: MARKET DEMAND ANALYSIS APPENDIX B: DEVELOPMENT STRATEGY STUDY APPENDIX C: MITIGATED NEGATIVE DECLARATION DEVELOPMENT CODE (LA QUINTA MUNICIPAL CODE - CH. 9.105)