HomeMy WebLinkAboutChapter 10 CITY CENTER AREA PLAN CHAPTER 10: CITY CENTER AREA PLAN
GENERAL PLAN | 139
10. CITY CENTER AREA PLAN
Vision
Palm Desert’s 111 Corridor will be systematically transformed from its current outmoded
highway strip character into an attractive, comfortable, and walkable boulevard through
the heart of Palm Desert's expanded mixed-use downtown district, with a character
and quality compatible with El Paseo. City-initiated access, parking and urban design
improvements will support private reinvestment in mixed-use infill development that
will evolve what is already a fine regional shopping destination into a livelier, more
diverse, 18-hour mixed-use district. Over time, a San Pablo streetscape transformation
project and new development along the San Pablo Corridor will connect the El
Paseo/111 downtown district to the Civic Center at Fred Waring to create a unified City
Center -- the nucleus for commercial, civic and cultural life in Palm Desert.
Intent & Overview
The City Center Area Plan is an in-depth plan aimed at establishing a
true city center within Palm Desert by creating a framework, design
objectives and implementation techniques for future development.
Aerial view of the 111 Area facing north
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Process
Introduction
Purpose & Plan Making Process
The desire to develop a plan for Palm Desert’s City Center emerged from the City’s
recent Strategic Planning efforts, Envision Palm Desert. Through the Strategic Plan, the
community specifically expressed interest in “Creating a mixed-use city core integrating
shopping, dining, lodging, and housing” and “revitalizing the Highway 111 corridor
through land use and travel corridor evolution and visual improvement” among
several other goals related to arts and culture, economic development, energy and
sustainability, land use, housing and open space, parks and recreation, public safety and
emergency services, tourism and marketing, and transportation.
As Palm Desert initiated an update to the General Plan, the desire to create a strategy
for catalyzing the transformation of the City Center was identified. Rather than a
separate Specific Plan or Vision Plan, the City determined that the City Center Area Plan
should serve as a subset of the Palm Desert General Plan to avoid conflicting policy or
repetition.
Public Engagement
Throughout the plan development process, the community was invited to participate
and share their ideas for the future of the City Center Area at workshops held on three
different occasions:
October 2014 – Approximately 40 community members gathered for the first of three
workshops to kick off the project and share ideas, issues, concerns, and opportunities
for the future City Center Area.
December 2014 - The second workshop had approximately 30 participants, and served
as an opportunity to check in with the community and present preliminary design ideas
and concepts based on previous input and direction from the community during the
October workshop.
March 2015 - The final workshop focused on presenting a refined set of design ideas
and concepts based to the 35 community members in attendance, prior to developing
policies and an implementation plan.
Area Context
The City Center Area is centrally and strategically located in the heart of the Palm Desert
community, and the larger Coachella Valley region. As illustrated in Figure 1.2, the
City Center is located at the crossroads of Highway 111, and Highway 74, making the
area ideally suited to meet local, regional, and tourist commercial and entertainment
purposes. The City Center Area boundaries extend the full length of the City, from east
to west along Highway 111, roughly to the south by Shadow Mountain Drive, and to the
north by Alessandro Drive. The City Center Area also extends up San Pablo Avenue to
connect the “downtown” to Civic Center Park and related civic and cultural venues.
Individual notes from workshop #3
Palm Desert community workshop
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Existing Conditions
History & Development Patterns
The City Center includes much of the area where Palm Desert began back in the 1940s. The
historic city center has a traditional urban structure of interconnected streets, buildings that
face and are accessed from the street, on-street parking and parking located within the centers
of the blocks.
Historic development began along the north side of Highway 111 in the 1940s and 1950s, and
shifted south toward El Paseo during the 1960s and 1970s, and west of Monterey toward the
Westfield shopping mall.
Building Character
The existing character of the City Center Area can typically be divided into two types of places:
west of Monterey Avenue, where the existing development pattern is automobile-oriented
with very large blocks, no on-street parking, and the primary buildings are separated from
the street by large surface parking lots, and east of Monterey Avenue, where development
includes smaller blocks, more connecting streets, buildings located close to and facing the
street, and many streets with on-street parking for convenient customer and visitor access.
East of Monterey Avenue, 111 is dominated by small footprint retail, restaurant, and office
buildings that typically face and are accessed from frontage roads. Most buildings are located
at or near the front property line and provide a pedestrian-friendly face with street-facing
windows, shopfronts, and entries. Many buildings also have entrances at the rear of the
building, providing access to rear parking lots.
City Center Area Plan boundary
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Street Network & Mobility
The City Center Area contains a variety of streets, each of which plays a different role in
the street circulation network. Within the City Center Area, there are primary arterials
(Hwy 111, Hwy 74, Fred Waring Dr, El Paseo, Monterey Ave, San Pablo Ave, Portola Ave,
Deep Canyon Rd), and a series of collector/neighborhood streets, non-through streets,
private drives, and service alleys.
Existing bicycle facilities within and providing access to the City Center are comprised
primarily of Class II Bike Routes – where the bike (and golf cart) lane is striped within the
paved area of the roadway – and Class III Bike routes – where bikes share the curbside
vehicular travel lane with motor vehicles.
Sunline Transit is the main bus transit service provider in Palm Desert and serves the
City Center Area with five different transit routes: Line 32 provides north-south service
between 111 and Palm Springs through Palm Desert along Monterey Avenue and Bob
Hope Drive; Line 53 provides service along much of 111 to areas north via Cook Street
and Portola Avenue; Line 54 provides east-west service between Palm Desert and Indio
along Fred Waring Drive; Line 111 provides east-west service along One Eleven between
Downtown Palm Springs and Indio; and Commuter Link 220 provides commuter service
between Palm Desert and Riverside.
Property Ownership
Most of the parcels within the Plan Area are privately owned, although there are a few
City-owned parcels (on Portola Avenue, Shadow Mountain Drive, Town Center Way, and
Monterey Avenue). The City owns the site where the Palm Springs Art Museum in Palm
Desert is located. There are also a number of vacant parcels scattered throughout and
near the Plan Area, a few of which are also owned by the City.
Parking
Parking is provided both in surface parking lots and on the street. West of Monterey
Avenue, large surface lots are located between the principal buildings and the street.
East of Monterey Avenue, parking lots are mostly located at the center of the block,
in President’s Plaza, which results in the more pedestrian-and bicycle-friendly streets
that are needed for a successful downtown environment. West of Monterey Avenue,
on-street parking is absent. East of Monterey Avenue, on-street parking is provided
along frontage roads, along both sides of El Paseo, as well as along some of the smaller
streets. Most parking lots are privately owned, although about half of the parking spaces
between 111 and El Paseo are City-owned, public parking lots, or have a public parking
easements.
Existing Highway 111 frontage road
Existing San Pablo frontage road
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Vision
This section provides a long-term vision for land use and development in the City Center
Area of Palm Desert over the next 20 to 30 years. This section articulates the vision for
the City Center area and identifies the key concepts needed to transform the City Center
and achieve the vision.
Area Vision
The City Center is the economic and cultural activity center of the city and the Coachella
Valley. It is intended to be the most intensely developed area of Palm Desert. The area is
anchored by City Hall, the College of the Desert campus, and the shopping district of El
Paseo. The City Center is oriented around a formal arrangement of streets that respects
the original pattern of Palm Desert organized around a multi-way boulevard. This area
of the City will be comprised of a variety of uses, including retail, institutional, public,
tourist accommodations, office, and residential. The future City Center will exhibit
town-scale buildings and development patterns: taller buildings at key intersections
and gateways, compact development, a lively street scape, a pedestrian orientation,
and strong neighborhood connectivity. Key strategies for this transformation will center
around:
Access Improvements: These will simplify automobile access and improve
circulation, moderate traffic to speeds that are more consistent with a comfortable City
Center environment, and greatly improve pedestrian and bicyclist safety and comfort.
Landscape and Urban Design Improvements: New landscaping, street
furnishing, wayfinding and public art will transform streetscapes and public open spaces
of the City Center into a place of unique and unrivaled comfort and beauty.
Parking Improvements: Parking improvements will organize and improve public
parking facilities – including on-street parking, shared parking lots, and future parking
structures – as a managed system that ensures adequate and efficiently utilized parking
as the City Center evolves, diversifies and intensifies over time. Management strategies,
such as time limits on parking, will be employed when they can defer need for capital
investment or cost effectively increse parking efficiency.
President’s Plaza parking
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The City Center will be a walkable, mixed-use,
amenity-rich place that serves the retail, civic,
recreational, and entertainment needs of
Palm Desert and the Coachella Valley region.
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(See pg. 150 for Gateway Designs.)
Figure 10.1 City Center Design Framework
0’1000’2000’
0.5 mi.
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Design Objectives
Access
Primary access to the City Center area is provided by Highway 111. In its current form, it
encourages driving speeds that are higher than recommended for a pedestrian-oriented
City Center environment. Secondly, the pattern of access in and out of the frontage
roads lining 111 is confusing and inconvenient. Finally, pedestrian and bicycle facilities
are inadequate for a mixed-use City Center that aspires to be world class. Key strategies
for correcting these deficiencies include:
A. Improving the pedestrian environment:
Every element of the proposed public improvements are intended to make it safer and
more comfortable for people of all ages and abilities to inhabit the public spaces of the
City Center. Key elements of this improvement include:
1. Wider sidewalks, most buffered from moving traffic by curbside parking, street
trees, and other street furnishings, and shaded by trees and buildings
2. Wider and better marked crosswalks;
3. Shorter walking routes, facilitated by new pases through the existing very large
blocks; and
4. Allowing the construction of buildings up to 3, 4 and 5 stories in key locations, as
defined in the new zoning regulations.
B. Making access safer for all users: Access from 111 to the frontage
roads will be reoriented to provide direct entry and exit from 111 in the manner of a
traditional boulevard, as described on pgs. 154 and 155.
C. Improving bicycle access: A safer and more comfortable bicycling
environment will be provided through the following strategies:
1. Providing new buffered Class II or Class IV protected bike lanes on 111;
2. Introducing new Class II bike lanes on other streets; and,
3. Reducing vehicular speeds on other streets to allow bicycle traffic to safely mix
with vehicular traffic.
D. Moderate Vehicle Speeds: Wide streets and wide travel lanes invariably
increase vehicular speeds. Wide streets that are flanked by low buildings and are absent
of strong vertical elements, such as dense rows of street trees, lack the spatial definition
and sense of enclosure that not only tempers driving speeds, but also creates a sense of
place. Strategies for addressing these issues include:
1. Re-striping 111 to provide the same number of travel lanes at reduced widths
and adding buffered bike lanes and reconfigured parking in the resulting excess
pavement adjacent to the curb;
2. Managing traffic congestion and speeds with synchronized traffic signals so vehi-
cles driving at the posted speed can efficiently pass from one green light to the
next;
3. Planting new double rows of palm trees on both sides of 111 and in the median,
as described on pgs. 154-177.
Example of shared access
Prioritize alternative transportation modes throughout the city
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Landscape and Urban Design Improvements
The streetscape improvements described on pgs. 154 and 155 integrate the envisioned
access improvements with a range of improvements to the spatial definition, aesthetic
appearance, and pedestrian comfort of the City Center’s public realm, including:
1. Frontage Roads. Introducing new streetscape along the building side of the front-
age roads;
2. San Pablo and other cross streets; and
3. Gateways
These improvements will enhance the economic value of City Center businesses,
offering increased pedestrian-oriented development, public safety, and passive
gathering and open spaces throughout the corridor.
Parking Improvements
Managing Parking as a District-wide Resource
Within downtowns, parking can make or break both the economics of new develop-
ment, as well as create a town center feel. Managing the parking within the City Center
as a single, cohesive system can enable quality development and further enable the
achievement of the City’s vision of a people-oriented City Center. In part, new quality
development can be better facilitated by shared parking structures because the per-
space costs are typically lower than individual, site specific parking structures. If new
projects have the option of utilizing the shared district parking supply, a true City Center
development pattern – rather than a patchwork of buildings and parking lots – can be
achieved. Strategies for achieving a district-wide parking system include:
1. Adopting and maintaining a district-wide plan for expanding the parking supply in
an orderly fashion prior to major new development occurring;
2. Implementing a shared parking strategy that allows new private development to
take advantage of offsite parking facilities;
3. Constructing new parking structures as catalytic investments;
4. Maintaining the Presidents’ Plaza parking areas, as well as organized, clean, safe
and comfortable facilities to attract new investment along 111; and
5. Operating the parking supply like a public utility, where supply is managed, so
that premium spaces are turned over more quickly and available for customers.
Example of a new downtown parking structure for the 111 area
Structure 3 Presidents Parking Lot (maintained)Structure 1 Structure 2
For more details on parking systems, see Centralized Parking Strategy, pg. 190.
Figure 10.2 Parking Integrated with Future Development (Conceputal Plan Only)
Residential
Retail
Residential over Retail
(For Conceptual Purposes only.)
Parking
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Corridor Plan Overview & Scope
Project Scope & Focus Areas
The primary focus area is approximately 1-mile of the 111 corridor that traverses the
center of Palm Desert. The corridor is bordered by Portola Avenue on the east and
Highway 74 on the west, and it is crossed by seven north-south streets (listed east
to west): Portola Avenue, San Luis Rey Avenue, Larkspur Lane, San Pablo Avenue,
Las Palmas Avenue, Lupine Lane, Sage Lane, San Marcos Avenue, and Highway 74.
The intersections of these streets with 111 will be important locations to implement
new urban design standards as they span the length of the 111 corridor. They will be
primary nodes for vehicular traffic, parking, pedestrian and bicycle circulation, retail and
commercial uses, opportunities for future development, and open spaces. In addition,
numerous frontage roads run parallel with 111, serving existing retail and commercial
found along 111 itself and El Paseo, a major high-end shopping district one block to the
south.
A second focus area is along San Pablo Avenue, extending north from El Paseo. San
Pablo Avenue presents many opportunities related to streetscape renovations and
traffic calming that will bolster connections to the larger community and Civic Center.
In particular, San Pablo Avenue will feature a future roundabout at its intersections
with San Gorgonio Way. This will allow the City and future developers to introduce and
incorporate active and passive open spaces such as the existing community gardens and
other public frontages.
A third focus area lies within San Alessandro Drive, one block north of 111. Currently,
San Alessandro has a number of vacant lots that will be linked and transformed into a
“Woonerf” District, a walkable flexible-use arts district pioneered to integrate live-work
developments with the surrounding community and bolster cultural institutions and
businesses.
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Implementation Overview
Implementing the Plan
Transforming the City Center will be achieved as follows:
1. I I I Frontage Road Median Improvements the entry points providing access
to the frontage roads are relocated from the side streets to 111. In addition,
the Class I cycle tracks and landscape - including palm trees within the
median between 111 and the frontage roads - are introduced. • Depending on funding, this project can occur along the entire length of 111
within the City Center or only along certain blocks. If only certain blocks are
improved, the first blocks to be improved should be those at and near the
intersection of 111 and San Pablo Avenue.
• In addition, if funding is available, the 111 re-striping, center median landscape,
new frontage road access points, cycle track, and landscaping and trees between
the cycle track and the frontage road could all be introduced all at once, either
block by block or for the entire length within the City Center.
2. Intersection landscaping • Intersection landscaping can be introduced as a standalone project or along with
the 111 Frontage Road Median Improvements (#2) or the Gateway Monument
Signage (#6).
3. Frontage Road Improvements
Frontage road improvements consist of two portions: Reconfiguration of the
frontage road pavement area, including reconfiguring the parking orientation, narrowing
the travel lanes to make room for wider sidewalks, and introducing street trees between
parking spaces. Improving streetscape along the sidewalks next to frontage road
facing buildings. These improvements can occur concurrently or separately. These
improvements could happen block by block as each block redevelops incrementally over
time.
4. Traffic Signal Synchronization • Concurrent with the re-striping project, traffic signals should be re-synchronized
at the very least for the length of 111 within the City Center, but ideally along
the entire length of 111 within the City. Like the 111 re-striping, this can also
be phased over time: first the length of 111 within the City Center; then, the
segments between the City Center and the City’s boundaries.
5. I I I Lane Striping and Median Landscape and Class II Buffered Bike Lane • First, 111 is re-striped with 10-foot wide lanes and new landscaping is introduced
in the center median. In addition, Class II buffered bicycle lanes demarcated
by paint are introduced on both sides of 111 - bicycle lanes may be converted
to Class IV cycle tracks as detailed below in the 111 Frontage Road Median
Improvements (#2).
• Depending on funding, this project can occur along the entire length of 111 within
the City Center or only along select blocks. If only select blocks are improved, the
first blocks to be improved should be those at and near the intersection of 111 and
San Pablo Avenue.
6. Gateway Monuments Signage
• Gateway monuments can be introduced as a standalone project or along with
other projects such as the 111 Lane Striping (#1), 111 Frontage Road median
improvements (#2), or the Intersection landscaping (#5), or mid-block Crossings
(#7).
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Figure 10.3 Corridor Framework & Key Nodes
0’600’1200’
.25 mi.
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GENERAL PLAN | 153
7. Mid-Block Crossings • Mid-Block Crossings can be introduced as a standalone project or along with
other projects such as the 111 Lane Striping (#1), 111/Frontage Road median
improvements (#2), the Intersection landscaping (#4), or the Gateway Monument
Signage.
Phasing from the Center
1. 111’s transformation starts at the intersection of 111 and San Pablo Avenue and
then over time expands eastward and westward along 111 and northward along
San Pablo Avenue.
2. The frontage roads are transformed and reconfigured with reconfigured parking
and street streets –starting at and near the intersection of 111 and San Pablo
– and expanding outwards from there. Other projects – such as gateway mon-
uments and signage, crosswalks, and gateway landscape – are introduced over
time and once Palm Desert’s City Center is established.
3. Finally, 111 is re-striped with narrower lanes and a Class II buffered bike lane and
new landscaping, including stately rows of palm trees, is introduced in the center
median. Then, the median between 111 and the frontage roads is reconfigured
and renovated with new frontage road access from 111 rather than from the side
streets, a new Class I cycle track separated from 111 by landscaping, and new
landscaping, including rows of palm trees.
Implementing the Design Standards
The standards and alternatives herein are intended to provide the City, civil engineers,
developers, architects and other design-related professionals with a clear vision and
quantifiable standards to implement all new projects within the Palm Desert 111
Corridor. All design standards contained in the Manual are collectively prioritized for
phasing according to their location and general aesthetic importance, influence over
future economic development opportunities, vehicular-bicycle-pedestrian circulation,
public safety, and ease of implementation.
All proposed designs and/or modifications to the Implementation Manual, including
improvements to issues of access, landscape and urban design, and parking should be
followed whenever possible and must meet the baseline standards of the Palm Desert
Municipal Code and the approval of City staff and engineering.
Figure 10.4 Phasing Diagram
Sa
n
P
a
b
l
o
Hwy-111Hwy-111 Priority
Area
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Streetscape & Public Realm Overview
111 Corridor
Proposed in the 1930s amid growth along the Southern Pacific Railroad, Highway 111
extends 130.2 miles to serve as a regional connector for many desert communities,
including Palm Springs, Cathedral City, Rancho Mirage, Palm Desert, Indian Wells, and
Indio.
Today, 111 is the first visual impression of Palm Desert for many people arriving in or
passing through the city. A central goal of the 111 Corridor Plan is to systematically
evolve the physical design and functional characteristics of 111 from an early 20th
Century desert highway to a 21st Century City Center Boulevard. The transformed
111 Corridor will provide an aesthetically cohesive, practically connected, safe and
welcoming city center that emphasizes pedestrian activity and community life, balanced
with and not dominated by high-speed automobile traffic. The 111 Corridor will become
the city’s primary gateway as an iconic arrival point and a major hub for civic and
commercial life and future developments in the Coachella Valley. In addition to 111
itself, the Corridor is supported by the following key districts and streetscape categories:
Downtown District: Most properties within the Plan Area - see exbihit to right -
are zoned Downtown District, enabling mixed-use development fronting 111, El Paseo,
and cross sreets. The center blocks near San Pablo Street - and at some other cross
street nodes - are designate for more intense development with a Downtown Core Over-
lay, and prioritized for early phases of 111 improvements to catalyze change. Certain
areas along the north edge of the Plan are designated as Downtown Edge, to provide for
appropriate scale transitions to adjoining single-family neighborhoods. Refer to the City
Center Zoning Standards for more information.
111 Boulevard Improvements: As presented in some detail on the following
pages, frontage roads of various designs currently line the north and south frontages of
111, and improvements are intended to improve vehicular circulation and pedestrian
and bicyclist comfort and safety, and transform the design character of the street to
that of an important downtown boulevard. A series of future "side access lane" config-
urations and designs is presented, as models for the evolution of the existing frontage
roads. A table is provided, recommending which side access lane configurations should
be applied to , to which the existing along with a table recommending which future con-
figurations are best targeted to each the several existing conditions.
Note that in the same way that the mixed-use zoning allows flexiblity in the location of
ground floor commercial and residential uses, the side access lane types offer some op-
tions best suited to ground floor retail and restaurant frontages and some more suitable
for residential use. The City will coordinate with property owners and developers on a
block by block basis to determine which side access lane configuration will be applied.
San Pablo Avenue: San Pablo Avenue is the primary linkage between the 111
corridor, the City Center, and Palm Desert’s Civic Center to the north. Considering its
wide rights-of-way, surrounding commercial and residential uses, and public frontages
that include community gardens, significant opportunities exist to transform San Pablo
Avenue into a prime area for future public and private development.
Three future street types are defined: One for the Downtown Core area from 111 to San
Gorgonia, one for the neighborhood edge area from San Gorgonio to Fred Waring, and
one for the civic district north of Fred Waring.
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Figure 10.5 Major Streetscapes & Public Frontages
0’600’1200’
.25 mi.
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C C EED DDFF
A
Highway 111
Existing Conditions
The Palm Desert City Center segment of 111 is approximately one mile in length and
consists of three vehicular lanes in each direction separated by a planted, center
median. It has an average curb-to-curb width of 100 feet and multiple turn pockets at
key intersections. There is little shading from sparsely planted palm trees, and there are
currently no pedestrian or bicycle facilities for the majority of the corridor. This segment
of 111 is a regulated 45-mph zone; however, given the travel lane widths range from 12
to 15 feet, higher speeds are likely.
Strategy for Change
111 will remain the primary corridor traveling through Palm Desert. As such, the existing
curb-to-curb width of 111 will continue to provide six travel lanes; however, travel
lane widths will be reduced to a standard 10-feet in order to moderate current traffic
speeds and provide the required width for new bicycle lanes, medians, and improved
landscaping along both sides and the center median of 111. Side access lane entrances
and exits will connect directly to 111, greatly simplifying the cross street intersections
with 111.
Future 111 with Class II Bicycle Facilities (Alt. #1)
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C C EED DDFF
A
Table 10.1 - 111 Improvements
Project Existing
Conditions
Future
Development Notes
A Curb-to-Curb 95-100’85-100’
1) If only re-striping occurs for Class II bicycle lanes, no change;
2) If Class IV cycle track is installed, reduce curb-to-curb by
approximately 10-feet (6’ Class I lane; 4’ buffered median)
B Public Frontage None No change Public frontage will be determined by Frontage Road designs.
C Vehicular Lanes
6-lanes; 3 ea.
way
(12-15’ lanes)
6-lanes; 3 ea. way
(10-11’ lanes)Re-stripe all Highway 111 travel lanes .
D Medians
25’
(center median)No change Landscape existing 25-foot center medians the full length of 111 with a
double-row of palm trees.
5-18’
(side median)No change
Alternative 1) If only re-striping occurs for Class II bicycle lanes, plant
single-row of palms in Frontage Road median;
Alternative 2) If Cycletrack and landscaped buffers are added, plant a
double-row of palm trees, one tree in side median and one in buffer.
E Bicycle Facilities
(2 phases)None 6’ Class II Lanes Bicycle facilities are to be completed in two phases:
1. Class II lanes (separated by paint striping only)
2. Class IV “cycle track” (fully separated by median) 16’ Class IV CycleTrack
F Bicycle Buffer None 4’May be striped or landscaped, depending on alternative.
I Landscaping Palm/shrubs Double-row Palms
All medians to be fully landscaped with drought-toleratant native plants
and a double or single-row of palm trees, depending on phasing or
financing.
Lighting None Contemporary Lighting to match City Code and overall aesthetic appeal of the Palm
Desert City Center.
If re-striping, landscaping on center and Frontage Road medians, and relocated frontage road entries are
implemented at the same time, rather than in phases, the painted Class II bike lane phase would be skipped.
Future Highway 111 with Class I “Cycle Track” Facilities (Alt. #2)
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H G C G D
AB
Existing Frontage Road Type IA
Frontage Roads- Type I
Existing Conditions
The Type 1A Frontage Road - Palm Desert Drive North between Las Palmas Avenue and
Monterey Avenue - currently has a 38-foot curb-to-curb width, with two (2) 12-foot
lanes (two-way traffic). The road has 7-foot parallel parking spaces on either side, with
an 8-foot sidewalk along the building frontages. Landscaped medians (ranging 5-18 feet)
separate the frontage road from Highway 111. Standard pole-and-arm street lights are
present along the building frontages, approximately every 150 feet.
Type I Frontage Road
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H C G D
AB
Existing Frontage Road Type II
Frontage Roads-Type II
Existing Conditions
The Type II Frontage Roads are the most prevalent type along the 111 corridor. They
occur on the north side of 111 between Portola Avenue and Larkspur Lane and between
Panorama Drive and Portola Avenue. Type II roads occur on the south side of 111
between Highway 74 and Lupine Lane, between Larkspur Lane and Portola Avenue, and
the eastern end of El Paseo. Along the north side of Highway 111, the Type II roads have
an average curb-to-curb width of between 35 and 40 feet, while along the south side
the average width is around 30 feet. Type II roads consist of a single one-way travel lane
with diagonal parking on the Highway 111 side of the road, separated from Highway 111
by an approximatively 10-foot wide landscaped median. Sidewalks vary in width from 7
to 15 feet. Standard pole-and-arm street lights are present along the building frontages,
approximately every 200 feet.
Type II Frontage Road
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Frontage Roads- Type III
Existing Conditions
The only Type III Frontage Road within the 111 corridor occurs on Palm Desert Drive,
North between San Carlos Avenue and Las Palmas Avenue, connecting through San
Pablo Avenue.
The Type III Frontage Road has a curb-to-curb width of 56 feet and consists of a 22
foot wide drive aisle flanked by diagonal on both sides. A sidewalk lines the building
edge and varies in width from 7 to 15 feet. A landscaped berm, varying widths from
10 to 16 feet, separates the frontage roads from Highway 111. Standard pole-and-arm
street lights, spaced approximately 200 to 300 feet apart, are present along the building
frontages.
Existing Frontage Road Type III
H C GG D
AB
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Type III Frontage Road
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Strategy for Change
Depending on the existing curb-to-curb width, the types and intensities of adjacent uses, and the
underlying zoning, the various frontage roads can be transformed to side access lanes, as shown in
below Table 10.2 and as illustrated on the pgs. 164 - 168.
The Type I frontage roads are converted from a two-lane, two-way road to a single one-way side
access lane, with the building side of the road treated in one of two alternative ways. Alternative A
retains the existing curbs, keeps the parallel parking on the building side, and converts the parallel
parking on the Highway 111 side to 45 degree diagonal parking. Street trees are introduced between
every four diagonal parking spaces and between every two parallel parking spaces. Alternative
B reduces the curb-to-curb width to provide wider sidewalks, providing diagonal parking just on
the Highway 111 side with new street trees as in Alternative A. The new, wider sidewalks will
accommodate street trees, street furniture and pedestrian-scaled light fixtures.
The Type II frontage roads retain their one-lane, one-way configuration as well as the angled
parking on the Highway 111 side of the road. Roadways with 38 - 40 ft. curb-to-curb widths can be
transformed in the same manner as the Type I road described above (introducing parallel parking
along the building side or widening the sidewalk). The configuration of roadways with 35 - 38 ft.
curb to curb widths are recommended to be kept as is, with diagonal parking along the Highway
111 side only, but potentially at 60 degrees to increase parking counts. Or, parallel parking along
the building side could be introduced if the angle of the diagonal parking is very shallow, perhaps 30
degrees. Roadways with 30-32 ft. curb to curb dimensions keep their existing configuration, with 45
degree diagonal parking along Highway the 111 side only.
Per Alternative C, Type I and Type II frontage roads - with existing or future curb to curb widths of 30
to 32 feet - can be configured for a single, one-way lane with parallel parking along both sides. This
would be most suitable for blocks with significant amounts of ground floor residential frontages.
The Type III frontage roads are transformed to Alternative D side access lanes, retaining their current
configuration of one-way traffic with diagonal parking along both sides. The curb to curb width is
reduced to slow traffic and to accommodate a wider sidewalks and double-row of street trees along
building frontages. The wider sidewalks will accommodate, pedestrian-scaled light standards, street
furniture and bicycle racks. Palm trees are introduced between every fourth diagonal parking space.
In all these alternatives, the on-street parking stalls will count towards the required off-street parking
requirements for development that occurs on the adjacent parcels.
Table 10.2 - Frontage Road Improvement Alternatives
Existing
Frontage Road
Type
Curb-to-Curb
Width
Future Side Access Lane Alternative
Alternative A
(Angled Parking One
Side / Parallel Other)
Alternative B
(Angled One Side Only)
Alternative C (Parallel
Both Sides)
Alternative D
(Angled Both Sides)
Type I 38 - 40 ft.Yes Yes Yes, with widened
sidewalk
Type II 38 - 40 ft.Yes Yes Yes, with widened
sidewalk
Type II 35 - 38 ft.Yes, but not preferred Yes Yes, with widened
sidewalk
Type II 30 - 32 ft.Yes Yes, with widened
sidewalk
Type III 50 - 56 ft.Yes
10-21
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CHAPTER 10: GENERAL PLAN
H C G D
AB
Side Access Lane Alternative A
Table 10.3 - Alternative A Side Access Lane Improvements
Existing Conditions Future
Development Notes
A Curb-to-Curb 30-40'30’-40'Maintain or reduce to allow one travel lane, wide sidewalk, and
diagonal parking
B Public Frontage 8’8-16’Introduce street trees, furniture, decorative lighting, and shading at
regular intervals
C Vehicular Lanes 2 lanes
(two-way)
1 lane
(one-way)Reduce to (1) one-way travel lane, no more than12-feet wide
D Median 9-14’ Median No Change Maintain existing width with added landscaping on 111
E Bicycle Facilities None Bicycle Racks Bicycle racks to be added at regular intervals on sidewalk
G Parking Facilities Diagonal (1 side)
or Parallel (2 sides)Diagonal (1 side)Diagonal parking and tree breaks to be added adjacent to Highway-111
H Sidewalk 8’8-16’Widened sidewalks for pedestrian safety, comfort, and aesthetics
I Landscaping None Parking Tree Wells
and Sidewalk Trees
1) Street trees added to sidewalk approximately every 40 feet;
2) Palm trees added in between diagonal parking (G) to create double-
row of palm trees with Highway 111 median trees (D)2
Lighting Std. Pole-and-arm Contemporary Decorative light poles/fixtures added
Palm trees added to diagonal parking (G) may be phased to occur after 111 Frontage Road median trees (D) are added.
10-22
CHAPTER 10: CITY CENTER AREA PLAN
GENERAL PLAN | 165
H C GG D
AB
Side Access Lane Alternative B
Table 10.4 - Alternative B Side Access Lane Improvements
Existing Conditions Future
Development Notes
A Curb-to-Curb 35-40'No change Maintain existing curb-to-curb widths
B Public Frontage 8’No change Introduce street trees, furniture, decorative lighting, and shading at
regular intervals
C Vehicular Lanes 2 lanes
(two-way)
1 lane
(one-way)Reduce to (1) one-way travel lane,10-feet wide
D Median 9-14’ Median No change Maintain existing width with added landscaping on 111
E Bicycle Facilities None Bicycle Racks Bicycle racks to be added at regular intervals on sidewalk
G Parking Facilities Diagonal (1 side)
or Parallel (2 sides)Diagonal / Parallel 1) Add diagonal parking and tree breaks next to111;
2) Add parallel parking and tree wells along building frontages
H Sidewalk 8’No change Sidewalk widths will be maintained
I Landscaping None Parking Tree Wells
and Sidewalk Trees
1) Street trees added to sidewalk approximately every 40 feet;
2) Palm trees added in between diagonal parking (G) to create double-
row of palm trees with Highway 111 median trees (D) 3
Lighting Std. Pole-and-arm Contemporary Decorative light poles/fixtures added
Palm trees added to diagonal parking (G) may be phased to occur after 111 Frontage Road median trees (D) are added.
10-23
H I C GG D
AB
Private Development & Frontage
Side Access Lane - Alternative C
Table 10.5 - Alternative C Side Access Lane Improvements
Existing Conditions Future
Development Notes
A Curb-to-Curb 30' - 40’30’Reduce to allow for two rows of parallel parking, expanded sidewalks,
and extended public frontages
B Public Frontage 6-8'8-17’Introduce street trees, furniture, decorative lighting, and shading at
regular intervals
C Vehicular Lanes
2 lanes (two-way)
or 1 lane (one-
way)
1 lane (one-way)Reduce to 12-feet wide, maintain one-way
D Median/Berm 8-14’No change Maintain existing width with added landscaping on 111
E Bicycle Facilities None Bicycle Racks Bicycle racks to be added at regular intervals on sidewalk
G Parking Facilities Diagonal (1 side)
or Parallel (2 sides)
Two rows of
Parallel Parking
Two rows of parallel will be added on both sides of the new travel
lane. Tree wells will be incorporated every three spaces (or as
determined by the City engineer).
H Sidewalk 6-8’18’Widened sidewalks for pedestrian safety and aesthetics
I Landscaping Landscaped
median
Parking Tree Wells
and Sidewalk Trees
1) Street trees added to sidewalk at adequate intervals;
2) Palm trees added to tree wells in between parallel parking (G) on
along building frontages;
3) Street trees added to tree wells in between parallel parking (G) on
along Highway 111 side.
Lighting Std. Pole-and-arm Contemporary Decorative light poles/fixtures
166 | CITY OF PALM DESERT
CHAPTER 10: GENERAL PLAN
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CHAPTER 10: CITY CENTER AREA PLAN
GENERAL PLAN | 167
Table 10.6 - Alternative D Side Access Lane Improvements
Existing Conditions Future
Development Notes
A Curb-to-Curb 56’50’Reduce to allow for expanded sidewalks, and public frontages
B Public Frontage 7-15’20-23’Street trees, furniture, decorative lighting, and shading at regular
intervals
C Vehicular Lanes 22’ (one-way)18’ (one-way)Reduce to 18-feet wide, maintain one-way
D Median 10-16’No change Maintain existing width with added landscaping on 111
E Bicycle Facilities None Bicycle Racks Bicycle racks to be added at regular intervals on sidewalk
G Parking Facilities Diagonal Diagonal Add diagonal parking with tree breaks to each side of travel lane
H Sidewalk 7-15’14-20’Widened sidewalks for pedestrian safety and aesthetics
I Landscaping Landscaped
median
Parking Tree Wells
and Sidewalk Trees
1) Street trees added to sidewalk approximately every 40 feet;
2) Palm trees added in between diagonal parking (G) on side adjacent
to buildings
3) Palm trees added in between diagonal parking (G) to create double-
row of palm trees with 111 median trees (D) 4
Lighting Std. Pole-and-arm Contemporary Decorative light poles/fixtures
Palm trees added to diagonal parking (G) may be phased to occur after 111 Frontage Road median trees (D) are added.
Side Access Lane - Alternative D
H C GG D
AB
10-25
H HCGGD
A BB
EEC
Existing San Pablo Avenue - Downtown Core
San Pablo Avenue - Downtown Core
Existing Conditions
Currently, this segment of San Pablo has a curb-to-curb width of 106 feet and includes:
4 vehicular travel lanes with turn pockets, a 6-foot Class II bicycle lane on each side, and
diagonal parking on each side. A 5-foot center median divides the north and south lanes.
Existing sidewalks range in width from 16 to 18 feet with one-story buildings on both
sides. Landscaping consists of single palm trees planted every 25 to 30 feet. There are no
street lights along this stretch of San Pablo Avenue.
Strategy for Change
In Alternative #1, San Pablo Avenue’s median is widened to approximately 20 feet to
serve as a passive open space with a double row of large street trees shading the space
below. Additional street trees are planted in new tree wells along new parallel parking
and reconfigured “back-in diagonal” spaces in order to slow traffic and create a truly
bicycle and pedestrian-oriented street.
Finally, San Pablo Avenue will be rezoned to allow for 3 and 4-story buildings overlooking
this new pedestrian street. All of these combined strategies will not only beautify the
Palm Desert, but they invite further investment and activity throughout the City Center.
San Pablo Avenue South
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H HCGGGGD
A BB
EEC
Future San Pablo Avenue - Downtown Core | Alternative #1
Table 10.7 - San Pablo Avenue - Downtown Core - Alternative #1 Improvements
Existing Conditions Future
Development Notes
A Curb-to-Curb 106-108’No change Maintain existing curb-to-curb widths
B Public Frontage 16-18’No change Introduce street trees, furniture, decorative lighting, and shading at
regular intervals
C Vehicular Lanes 4 lanes (two-way)2 lanes (two-way)Reduce to two 10-foot travel lanes to allow for widened median and
added parallel parking
D Median/Berm 5’ median 15-20’ median Widen central median with enhanced landscaping, shading, and the
opportunity to serve as passive open space
E Bicycle Facilities Class II Lanes No change Maintain existing bicycle lanes and striping
G Parking Facilities Diagonal
(north/south side)
Diagonal “Back-in”
/ Parallel Spaces
Diagonal stalls may be reoriented as back-in stalls to provide further
safety for cyclists.
H Sidewalk 16-18’No change Sidewalk widths will be maintained
I Landscaping Single-row
Palm Trees
Parking Tree
Wells, Median
Trees,
and Sidewalk
Trees
1) Large palms will line the sidewalk
2) Smaller street trees in in-street tree wells between every third
diagonal parking space;
3) Double-row of street trees added to landscaped median
CHAPTER 10: CITY CENTER AREA PLAN
GENERAL PLAN | 16910-27
H HCGGGGD
A BB
EEC
Future San Pablo Avenue - Downtown Core | Alternative #2A
San Pablo Avenue - Downtown Core
Strategy for Change (#2A)
Expanding from Alternative 1 above, Alternative 2A reorients diagonal parking to be
parallel parking on both sides of San Pablo Ave. In turn, this will allow for a wider
median that can function as an active public open space. This new open space will be
wide enough for the City to consider adding recreational facilities, such as a gazebo or a
pavilion and/or public use programming to the center median, while achieving slower
vehicular traffic and intensified developments on both sides of San Pablo.
Strategy for Change (#2B)
Alternative 2B retains many of the aforementioned improvements with the
reconfiguration of bicycle lanes to have a striped buffer from vehicular traffic.
San Pablo Avenue South
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CHAPTER 10: GENERAL PLAN
10-28
H HCGGGGD
A BB
EEC
Future San Pablo Avenue - Downtown Core | Alternative #2B
Table 10.8 - San Pablo Avenue - Downtown Core - Alternative #2 Improvements
Existing Conditions Alt #2A Alt #2B Notes
A Curb-to-Curb 106-108’No change No Change Maintain existing curb-to-curb widths
B Public Frontage 16-18’15-20’15-20’Introduce street trees, furniture, decorative lighting, and
shading at regular intervals
C Vehicular Lanes 4 lanes (two-way)2 lanes
(two-way)
2 lanes
(two-way)
Reduce to two 10-foot travel lanes to allow for widened
median and added parallel parking
D Median/Berm 5’30-40’30-40’
Widen central median with enhanced landscaping,
shading, and the opportunity to serve as active open
space.
E Bicycle Facilities Class II Lanes Class II Lanes Class I Lanes
Cycle Track
2A) Maintain existing bicycle lanes and striping
2B) Reconfigure bicycle lanes next to sidewalk with buffer
F Bicycle Buffer None None 2-4’2A) None
2B) May be striping or landscape buffer
G Parking Facilities Diagonal
(2 sides)
Parallel
(2 sides)2A Parallel stalls to replace existing diagonal parking
H Sidewalk 16-18’No change No change Sidewalk widths will be maintained
I Landscaping Single-row
Palm Trees
Parking Tree
Wells, Median
Trees,
and Sidewalk
Trees
2A
1) Large palms will line the sidewalk
2) Smaller street trees in in-street tree wells between
every third diagonal parking space;
3) Double-row of street trees added to landscaped
median
Lighting None Contemporary 2A Decorative light poles/fixtures
CHAPTER 10: CITY CENTER AREA PLAN
GENERAL PLAN | 17110-29
H
A BB
EEC ICommunity Gardens H
Existing San Pablo Avenue - Neighborhood South
San Pablo Avenue - Neighborhood South
Existing Conditions
North of the City’s proposed roundabout at San Gorgonio Way, the existing San Pablo
Avenue is the central link between Palm Desert’s Civic Center and City Center. Various
residential communities line San Pablo at this point with some existing open space
features, including community gardens from Royal Palm Drive to Santa Rosa Way.
Despite this area being intended to be more residential, it hosts a 4-lane (two-way)
thoroughfair with a central turning lane. Landscaping and public amenities are sparse,
but this area presents numerous excellent opportunities.
Strategy for Change
The City’s improvement strategy includes combining the existing Class II bicycle lanes
into a bufferd Class I two-way cycle track adjacent to the community gardens. Vehicular
lanes will be consolidated into a two-lane throughway with 10-foot lanes. The existing
turning lane will be removed, allowing for parallel parking and tree wells to be installed
along the east side of San Pablo Ave. Public amenities upgrades will include public
structures that compliment the community gardens and transform the west side of the
street into a passive/active open space. Street trees will also line both sides of the street
and the median buffer to provide adequate shade for pedestrians and cyclists.
San Pablo Avenue North
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H
A BB
E C IICommunity Gardens F GH
Future San Pablo Avenue - Neighborhood South
Table 10.9 - San Pablo Avenue - Neighborhood South Improvements
Existing Conditions Future
Development Notes
A Curb-to-Curb 62’50’Reduce curb-to-curb widths to allow for Class I bicycle lanes and buffer
B Public Frontage 15-16’20-25’Introduce street trees, furniture, decorative lighting, and shading at
regular intervals
C Vehicular Lanes 4 lanes (two-way);
Center Turn Lane
2 lanes
(two-way)
Reduce to two 10-foot travel lanes to allow for widened median and
added parallel parking along one side
D Median/Berm None 6’Median will serve to buffer bicycles and pedestrians from traffic
E Bicycle Facilities Class II Lanes Class I Lanes
1) Install two-way Class I cycle track next to sidewalk with buffer;
2) Bicycle racks and other support facilities will be installed in regular
increments on both sides of the street
F Bicycle Buffer None 6’Median will serve as adequate buffer from traffic
G Parking Facilities None Parallel
(1 side)Parallel stalls added on east side of street
H Sidewalk 7-8’15-20’Sidewalk widths will be maintained and better incorporated into overall
streetscape and public frontage features
I Landscaping Occasional
Palm Tree Street Trees
1) Double-row of street trees span sidewalk and bicycle median buffer;
2) Street tree wells provided between every 2-3 parallel parking stalls;
3) Existing community gardens incoporated in overall streetscape
Lighting None Contemporary Decorative light poles/fixtures
CHAPTER 10: CITY CENTER AREA PLAN
GENERAL PLAN | 17310-31
H
A B
IC I
Existing San Pablo Avenue - Civic Center
San Pablo Avenue - Civic Center
Existing Conditions
North of Fred Warring Drive, San Pablo Avenue passes to the east of a golf driving
range and the College of the Desert campus and to the west of City Hall and Civic
Center Park, terminating at Magnesia Falls Drive. The vacant edge of the College of the
Desert campus offers an opportunity to introduce housing along the west side of San
Pablo Avenue. This portion of San Pablo Avenue is comprised of a 4-lane (two-way)
thoroughfair with a central turning lane.
Strategy for Change
The improvement strategy for this portion of San Pablo Drive includes consolidating
the vehicular lanes into a two-lane throughway with 10-foot lanes and introducing a
buffered Class I two-way cycle track adjacent to the driving range and the campus. The
existing turning lane will be removed, allowing for parallel parking and tree wells to be
installed along the west side of San Pablo Avenue and diagonal parking separated by
palm trees along the east side of the street. Street trees will also line both sides of the
street and the median buffer to provide adequate shade for pedestrians and cyclists.
San Pablo Avenue North
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10-32
H
A BB
E C IIFGH
Future San Pablo Avenue - Civic Center
Table 10.10 - San Pablo Avenue - Civic Center Improvements
Existing Conditions Future
Development Notes
A Curb-to-Curb 76’50’Reduce curb-to-curb widths to allow for Class I bicycle lanes and buffer
B Public Frontage 20’20-25’Introduce street trees, furniture, decorative lighting, and shading at
regular intervals
C Vehicular Lanes 4 lanes (two-way);
Center Turn Lane
2 lanes
(two-way)
Reduce to two 10-foot travel lanes to allow for widened median and
added parallel parking along one side
D Median/Berm None 6’Median will serve to buffer bicycles and pedestrians from traffic
E Bicycle Facilities None Class I Lanes
1) Install two-way Class I cycle track next to sidewalk with buffer;
2) Bicycle racks and other support facilities will be installed in regular
increments on both sides of the street
F Bicycle Buffer None 6’Median will serve as adequate buffer from traffic
G Parking Facilities None
Parallel
(west side) /
diagonal (east
side)
Parallel stalls added on east side of street
H Sidewalk 7-8’7-8’Sidewalk widths will be maintained and better incorporated into overall
streetscape and public frontage features
I Landscaping Occasional
Palm Tree Street Trees
1) Double-row of street trees span sidewalk and bicycle median buffer;
2) Street tree wells provided between every 2-3 parallel parking stalls;
3) Existing community gardens incoporated in overall streetscape
Lighting None Contemporary Decorative light poles/fixtures
G I
CHAPTER 10: CITY CENTER AREA PLAN
GENERAL PLAN | 17510-33
H
AB
CI
Lane - with Residential Ground Floor
B
Lane
Design Strategy
Lanes are provided between parking lots or parking structures located at the center
of the block and residential, commercial, or mixed-use development located at the
perimeter of the block. Lanes are two lane, two-way roads that provide a pedestrian
walk or sidewalk along the building side and landscaping along the parking lot/garage
side. Buildings with commercial ground floors may be located right behind the walkway
or sidewalk, whereas buildings with residential ground floors are setback behind
landscaping. Frequent crosswalks provide pedestrian access between the garage and
the buildings. Crosswalks are align with paseos that provide access between the parking
located at the center of the block and the street.
176 | CITY OF PALM DESERT
CHAPTER 10: GENERAL PLAN
10-34
Table 10.11 - San Pablo Avenue North Improvements
Future
Development Notes
A Curb-to-Curb 20’
B Public Frontage 5’ min.Walk or sidewalk along building side; landscpaing along garage side.
C Vehicular Lanes 2 lanes (two-way)Two 10-foot travel lanes.
E Bicycle Facilities Optional Bike racks may be provided
G Parking Facilities None
H Sidewalk 5’ min.
Walk or sidewalk along building side. Walks located at street level
should be paved with materials that are different color, texture, or
materials than roadway.
I Landscaping 5' min.Trees and drought-tolerant landscpaing.
Lighting None Lighting provided on building and or garage
Lane - with Commercial Ground Floor
H
A
C
BB
I
CHAPTER 10: CITY CENTER AREA PLAN
GENERAL PLAN | 17710-35
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CHAPTER 10: GENERAL PLAN
Palm Desert Gateways
Design Strategy
The purpose of Gateways within the 111 Corridor planning area is to reinforce the
experience of “entry/arrival” into changed and new environments, as one passes
through the various “parts” of Palm Desert. The overarching goal of the 111 Corridor
Plan is to convert the 111 Corridor into a “zipper” that supports, ties together, and
establishes connectivity between the very successful El Paseo downtown core and south
neighborhoods, and the San Pablo Neighborhood Center, Civic Center, neighborhoods
and resorts, north of 111. The various types of gateways described in this section are
intended to compliment the streetscape transformation described on pgs. 154-177, and
generally define the extents or boundaries of each unique place/environment within the
City Center “Core” of the 111 Corridor. While each gateway type has a unique function
and design, each gateway is intended to contribute to a unified design experience/
environment of the “Core” of the 111 Corridor.
Type A: Type B: Type C: Type D:
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Gateway Types
The following pages describe implementation guidelines for a
variety of “gateway types” within the 111 Corridor Planning Area.
They can generally be summarized into the following types, as
indicated below:
Type A. Corner Gateways at Major Cross-Streets:
In general, all major cross streets along 111 are marked by clusters
of palm trees that add verticality along 111 and create “pedestrian
oases” - areas of shade and refuge - marking crossing points along
111.
Type B. 111 City Center “Core” Gateways:
These gateways reinforce entry/arrival into the City Center “Core”
area of 111, and can double-function as new, specialized pedestrian
crossings enhancing connectivity and circulation north and south of
111.
Type C. El Paseo Shopping District Gateways:
Special gateway signage on El Paseo - generally denoting the
eastern and western extents of the shopping district, in addition
to a gateway on San Pablo Ave, just south of (but visible from) 111
announcing entry into the El Paseo District.
Type D. San Pablo “Main Street” Gateways:
The southern portion of San Pablo Ave - generally from 111 to San
Gorgonio Way is being reconceived of as a neighborhood center
/ main street environment. As such, streetscape interventions -
a roundabout at San Gorgonio Way and a combination of palm
clusters and a new landscaped median, creates the north and south
gateways of this important neighborhood center.
Type A Corner Gateways at Major Cross Streets
Type B City Center “Core” Gateways
Type D San Pablo “Main Street” Gateways
Type C “El Paseo Shopping District” Gateways
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Gateway Type A - Corner Gateways at Major
Cross Streets
Design Strategy
The figure on pg. 181 indicates the proposed locations of “Type A “gateways -- should
be prioritized at all major cross-streets within the City Center “Core” area of the 111
Corridor - the west and east-most cross-streets where these gateways are provided
being HWY 74/Monterey Ave, and Cabrillo Ave/El Paseo respectively - though these
gateways may be utilized at any significant crossing along the 111 Corridor within Palm
Desert as funding permits.
Relocating access to the 111 frontage roads from the cross streets to 111 provides the
dual benefit of improved frontage road functionality, in addition to providing new corner
“plazas” along 111 at most intersections. These plazas provide new opportunities for
significant planting and gateway design, and their ultimate design should:
A. Use vertical elements to identify all major crossings:
Clusters of 6-9 Washingtonia Palm Trees are proposed at each corner of all major cross-
streets along 111, spaced approximately 10-15’ on center in a geometric / grid pattern
complimentary to the overall plaza design. Tree height should be a minimum of 20’ at
planting. Additional or supplemental vertical elements may be used provided they are
complementary to the overall plaza design.
B. Provide shade during the day and lighting at night:
Palm trees should be spaced approximately 10-15’ on center to create a shade canopy
(and refuge)for corner plazas during hot daytime hours. Additional shade structures
may be incorporated into the plaza provided they are complementary to the overall
design. Palms should be uplit with LED fixtures integrated into the ground plane of the
plaza. Colored lighting as well as light projection are encouraged provided they are part
of a unified lighting plan for the 111 Corridor as a whole.
C. Optionally incorporate additional gateway/wayfinding signage:
Corner plazas may optionally incorporate additional gateway /wayfinding signage -- in
particular as they relate to the El Paseo Shopping District, and the San Pablo Main Street
District, provided they are complementary to the overall plaza design, and consistent
with gateway and wayfinding signage within the City Center “Core” of 111.
Example of a cluster of palm trees, similar in size and spacing as proposed design for Type A gateway
intersections.
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CHAPTER 10: CITY CENTER AREA PLAN
GENERAL PLAN | 181
Illustrative plan of a typical corner plaza gateway at
cross-street along 111.
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182 | CITY OF PALM DESERT
CHAPTER 10: GENERAL PLAN
Example of a pedestrian crossing gateway across 111 in conjunction with new infill development to the north and south of 111.
Gateway Type B - 111 City Center “Core”
Gateways
Design Strategy
This gateway type is used to reinforce arrival/entry into the City Center “Core” of the
111 Corridor, with design consistency of the east- and west-most gateways emphasized,
and design flexibility of any potential additional crossings in between. This gateway type
should follow or accompany (not precede) - improvements to the public realm and/
or new private development at “gateway nodes,” as they are intended to announce/
reinforce a transformed environment, not function as standalone elements.
These gateways can also double-function as new, specialized pedestrian/bicyclist
crossings for 111, alerting motorists to the potential of pedestrians and bicyclists in the
crossing zones. New pedestrian crossings are proposed at two key locations along 111 -
namely one at the intersection of Sage Lane and 111 and another at the intersection of
Lupine Lane and 111. Additional mid-block pedestrian crossings could also be provided
in the future to improve non-motorist circulation across 111, as funding permits. Each
crossing, whether newly constructed or modified over time should:
Type B.1: Type B.2:
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CHAPTER 10: CITY CENTER AREA PLAN
GENERAL PLAN | 183
Type B.1: Illustration of a spanning gateway element recommended for the east and west extents of the City Center Core of the 111 Corridor.
Type B.2: Illustration of a non-spanning gateway element recommended for enhanced pedestrian/bicyclist crossing zones within the City Center Core of the 111 Corridor.
Design inspriration for the mosaic columns illustrated in Type B.2 comes from the mosaic columns at Monterey and Gerald Ford Drive.
A. Reinforce entry/access into City Center “Core” from
111:
This gateway type should be utilized strategically to reinforce arrival
into the City Center “Core” of Palm Desert for motorists traveling on
111. “Spanning” gateway elements, such as the gateway illustrated
in Type B.1 reinforce “arrival” into a new place or environment, and
are recommended at the east and west extents of the City Center
“Core”. Any future crossings added within the Core should use
non-spaning vertical elements, such as columns, specialized lighting,
landscaping, etc.
B. Include City branding/messaging through a uni-
fied design:
Each gateway should communicate “Palm Desert” either literally or
through a unified design theme of color, material, landscape, lighting,
and messaging consistency along the corridor. Each gateway should
be designed using a “desert palette” of materials, including Corten
steel, glass mosaic, concrete (board-formed concrete encouraged for
column bases) metal cables, and recommended landscape materials.
C. Alert motorists to specialized pedestrian crossing
zones:
Any future mid-block pedestrian crossings should visually “narrow”
111, and alert motorists to the potential of pedestrians and/or bicy-
clists within the crossing zone. Type B.2 illustrates the use of vertical
columns to visually mark a specialized crossing zone. Crossing signals,
signage, landscape (including Palms, or other vertical elements), en-
hanced paving and/or ground surface lighting is recommended, and
should be incorporated into the overall gateway design.
D. Reinforce connection between the north and
south sides of 111:
Particularly important for potential new pedestrian/bicyclist cross-
ing zones and within the City Center “Core” of 111, these gateways
should visually reinforce the importance of circulation across 111 -
transforming 111 into the “zipper” that ties the City Center together.
E. Provide Mid-Crossing Refuge for pedestrians and
bicyclists:
Because of the very large width of 111, center medians of 111
at these enhanced pedestrian/bicyclist crossings should provide
mid-crossing refuges for safer, more comfortable crossing of 111.
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Gateway Type B - 111 City Center “Core” Gateways (continued)
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These illustrations describe a series of design alternatives for
gateways spanning and crossing 111 while communicating/
reinforcing entry/arrival into the City Center Core. The top-left
illustration shows a potential pedestrian overcrossing that
could be utilized if at-grade crossings were deemed to be
infeasible with circulation requirements along 111.
Phototransformation illustrating a new pedestrian crossing, gateway columns, and streetscape improvements along 111.
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Type B.1: Type B.2:
Conceptual gateway signage on San Pablo Ave (just south of 111) for the El Paseo Shopping District.
Gateway Type C - El Paseo Shopping District
Gateways
Design Strategy
Map below indicates suggested locations of Type C - “El Paseo Shopping District”
gateways. El Paseo has to date, been considered the “downtown” of Palm Desert --
and has, experienced tremendous success, despite its lack of visibility/exposure along
111. This plan describes strategies for creating a unified City Center “Core” -- centered
around San Pablo Ave, 111, and El Paseo - establishing strong connections - visual,
functional, and circulation-wise, between all three - as well as with the civic center
and neighborhoods to the north -- to add value to the already successful downtown.
This City Center “Core” will have multiple “Centers”, each with their own unique
environement, with the El Paseo Shopping District being a very important one of those.
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Type C.1: Illustration of a spanning gateway element commissioned by the City of Palm Desert for San Pablo Ave. Similar gateways could be used on El Paseo at the east and west extents of the Shopping District.
Special gateways are recommended to reinforce arrival/entry
into the El Paseo Shopping District as a unique place within
the City Center “Core” and add visual exposure from 111. The
City of Palm Desert, concurrent with the 111-Corridor Plan, has
commissioned conceptual design of a gateway, wayfinding, and
branding signage package for the District.
The City’s initial study included a new gateway on San Pablo
Ave, just south of 111, and this plan recommends additional
gateways of some form at generally the west- and east- extents
of the shopping district on El Paseo - as indicated pg. 186 It is
recommended that the final design and location of any new
gateway on San Pablo Ave, be completed in conjunction with (or
following) new infill development at the corner(s) of San Pablo
and 111. While design and location will be subject to change,
their ultimate design should:
A. Reinforce entry/arrival into the El Paseo Shop-
ping District:
This gateway type should be utilized strategically to generally
define the extents of the El Paseo Shopping District as a part of
the larger City Center “Core” of Palm Desert. Major “spanning”
gateways (See Type C.1) would be appropriate on San Pablo Ave,
and on El Paseo proper - generally at the east and west extents
of the Shopping District (just east of HWY 74, and just west of
San Luis Rey, respectively) - additional minor gateways could be
used on additional “minor” streets connecting to El Paseo within
the Shopping District.
B. Include City Branding/Messaging through a
unified design:
Each gateway should communicate “Palm Desert” - either
literally or through a unified design theme of color, material,
landscape, lighting, and messaging consistency within the El
Paseo Shopping District. Each gateway should be designed using
a “desert palette” of materials, including Corten steel, glass mo-
saic, concrete (board-formed concrete encouraged for column
bases) metal cables, and landscape materials.
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Gateway Type D - San Pablo Main Street
Design Strategy
At the heart of the City Center Core of Palm Desert is a recast vision for an enriched
main street environment on San Pablo Ave, from San Gorgonio Way to 111,
incorporating a new dining plaza in the center of an enlarged center median, improved
(and additional) on-street parking, and improved bicycle facilities that connect into
a new cycle track north of San Gorgonio Way. To frame this new environment -- for
motorists traveling south on San Pablo Ave, and those traveling on 111, two unique
gateways are proposed.
Illustration of the new “Main Street” environment envisioned for San Pablo Ave.
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Illustrative Plan of San Pablo “Main Street” with north and south gateways -- a new roundabout at San Pablo Ave & San Gorgonio Way, and new corner plazas at the north corners of the intersection of San Pablo Ave and 111.
Potential Detour Route for Special Events
A. Intersection of 111 and San Pablo Ave:
Similar to the Type A gateways previously described, the south
gateway of the San Pablo “Main Street” shall be articulated by
clusters of 9-16 Palms arranged in a geometric/grid pattern. The
center median of San Pablo Ave should be planted with addition-
al palms using the same planting pattern, tree size, etc. as the
corner plazas. While its ultimate plaza design will require further
study, based on the final geometry of the access lanes for the
frontage roads to the east and west, its design features should
include:
1. All palms should be uplit, with fixtures affixed to their
trunks.
2. Lights and/or gateway signage may be spanned across San
Pablo Ave (similar to Gateway Types B&C) and should an-
nounce entry/arrival into a new main street environment.
3. Corner plazas should provide adequate shade during the
daytime, and lighting during the evening to make them
comfortable places of pedestrian refuge.
4. Public art, lighting, enhanced paving materials, landscape,
etc. are encouraged and should be part of a unified street-
scape design for San Pablo Ave.
B. New roundabout at San Gorgonio Way:
While adding improved circulation and safety to the intersection
of San Pablo Ave and San Gorgonio Way, the proposed round-
about double-functions as a new gateway, particularly as San
Pablo transitions from a free-flowing neighborhood street to an
urban main street in the heart of Palm Desert’s City Center.
While its ultimate geometry and design will require further
study, its design features should include:
1. A grid of 9-16 Palms, spaced/arranged, and lit consistently
with the median/corner plazas of the corner of 111 and
San Pablo Ave.
2. Public art and lighting within the roundabout is encour-
aged and should announce entry/arrival into San Pablo
“Main Street”
3. Care should be taken to ensure that all design elements
placed within the roundabout do not adversely effect
visibility.
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Centralized Parking Strategy
Existing Conditions
As Palm Desert’s 111 Corridor matures from its early form – as an old highway next to
a fine retail street – to a more complete, more intense, more diverse City Center, it will
be vitally important that its parking supply evolve to support that growth and change.
Current parking arrangements are simple – most of the parking for all the businesses is
provided in the large, shared Presidents’ Plaza lots within the large blocks between 111
and El Paseo. On-street parking along those two main streets and cross streets provides
additional convenient customer parking in front of businesses, and some businesses
have their own dedicated parking lots. All the parking is free and there is generally
plenty of it, although at times the empty parking spaces are some distance from the
busiest businesses.
Park Once Strategy
As new, multi-story buildings begin to replace existing one-story buildings, as new
businesses are added to the City Center mix, and as housing is introduced to the City
Center to generate a more 18-hour mixed-use environment, it is clear that existing
parking resources must be – and can be – more efficiently managed and utilized, and
it is clear that at some point more parking will be required. The central concept that
will organize all of the strategies and techniques for ensuring a parking supply that will
support the City Center transformation will be “Park Once.”
A successful city center is a place where customers, visitors and residents easily move
from shop to shop, from work to lunch, from home to dinner on foot. Most visitors
and shoppers arrive in the district by car, they easily find a safe parking space, and then
park their car while they go about their business for an extended period of time. This
is very different from the way in which one patronizes a typical shopping center or strip
mall – where one drives up very close to a store, patronizes the store, gets back in the
car, and drives to the next store. And for this different City Center form of development,
different parking arrangements are required.
Parking as a utility
Individual projects and buildings in cities are not expected to provide their own power,
water and sewer, they connect to the system provided by the community. Rural
buildings often must have their own well and septic system, and suburban buildings
must have their own parking lots. But in the City Center, where the focus is on
concentrating larger amounts of more activities into a smaller area, more efficient ways
of delivering parking services are required. Key elements of the Park Once strategy
include:
Focus on the pedestrian
As described on pg. 154, the streetscapes and other public spaces of the City Center will
be increasingly comfortable and attractive to pedestrians, with wide, shady sidewalks
passing interesting and useful businesses and residences. This will increase the average
length of stay for customers and visitors – which should improve the economic perfor-
mance of the City Center, and will reduce the importance for many users of finding a
parking space right next to their first target destination. This in turn will help to even
out the “hot spots” where everyone wants to park and fill in the “cold spots” where lots
have often stayed underutilized.
Typical commercial-retail frontage with on-grade parallel parking and additional parking behind.
Access alley between parking garage and pedestrian retail district.
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Parking types for user types
Within a more diverse City Center, several distinct types of “parking users” must be rec-
ognized and accommodated. These include the shopper in a hurry, the tourist spending
the day, the couple going to dinner and a movie, the office worker, and the resident
coming home at night. The shopper in a hurry wants a space close to the store they are
going to and is willing to pay for convenience, so on-street parking with a cost attached
may work just fine. Other user types are willing to walk a bit more. The parking supply
planned for Palm Desert’s City Center includes a large number of well-organized on-
street parking along newly beautified streets, shared public parking in existing lots with
improved landscaping and wayfinding, and future shared parking structures in some of
the Presidents’ Plaza lots with convenient, beautiful paseos connecting them to El Paseo
and 111.
Wayfinding
In any City Center it is very important that parking be easy to find for those arriving from
outside the district. This is doubly true for a City Center where a high percentage of the
visitors are from out of the area and may be visiting for the first time. From both 111
and El Paseo, entry points to shared lots and future parking structures must be clearly
marked, and additional electronic wayfinding – in the form of apps that provide real
time parking availability information and GPS direction – will guide visitors to waiting
spaces.
Shared supply
Parking lots or structures that are shared by many businesses and other uses can be
more efficiently utilized than parking facilities dedicated to a single business or use.
Parking areas occupied by office workers tend to be nearly empty in the evening, and
if they are near restaurants with peak customer counts in the dinner hour, each space
replaces what would be two spaces in another setting. The City Center environment
encourages shoppers to patronize multiple stores and restaurants over a multi-hour
period, whereas in another setting those same visits might have required several car
trips and hence several parking spaces. In a City Center environment, the number
of parking spaces required per 1,000 square feet of business floor area can easily be
half that required in a typical suburban shopping center. As the City Center grows and
parking structures become necessary, the cost savings in such efficient use of parking
resources mount rapidly to many millions of dollars, which can be better spent on
landscape, maintenance, and community activities and events.
Managed supply
No matter how wonderfully walkable the City Center becomes over time, there will
always be prime parking areas and less convenient parking areas. That is where
management comes in. It makes no sense to have the store patron drive away because
the employees were parked on the street in front of the store, and it makes no sense for
the young couple with a baby sitter waiting at home to dine elsewhere because the bus
boys filled up the most convenient parking garage. Solutions to these easily identifiable
problems may include time limiting some spaces, charging a fee for some prime spaces,
and ticketing those who do not comply with regulations.
Centralized off-stree parking structure, lined with housing.
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Figure 10.6 Centralized Parking Conceptual Site Plan
Expandable parking supply
If the City Center thrives as the community has envisioned, with more customers plus
new residents entering the mix, more parking spaces will be required. These will be pro-
vided in new multi-level parking structures within the large blocks between 111 and El
Paseo, as illustrated in Figure 10.6 below. The City will monitor parking utilization from
year to year and plan for the construction of new facilities as the demand increases.
Parking supply as economic development tool
Not only can shared parking arrangements deliver parking spaces more economically
than is possible on a building by building, project by project basis. Many cities have
used the provision of shared parking structures – into which individual projects pay for
the use of the parking they need – as an enticement to new investment in fine mixed-
use buildings.
Parking to accomodate EV and active transit users
New parking facilities will, as appropriate, provide spaces with charging stations for Elec-
tric Vehicles (EV) - including golf carts as permitted by the City. Facilities should accomo-
date parking for bicycles in addition to bike racks located throughout the City Center.
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Existing Parking Yields
Surface Lot
Spaces
On-Grade
Street Sp.Total
BLOCK #1 ±375 ±100 ±475
BLOCK #2 ±265 ±30 ±295
BLOCK #3 ±425 ±30 ±475
BLOCK #4 ±420 ±180 ±600
Total ±1,485 ±340 ±1,845
Conceptual Parking Yields
Structure
Spaces/Level
Total Parking Levels
(Incl. On-Grade)
Structure
Spaces
On-Grade
Street Sp.Total
BLOCK #1 ±220 3 ±660 ±35 ±760
BLOCK #2 ±205 4 ±820 ±20 ±820
BLOCK #3 ±160 4 ±640 ±40 ±640
BLOCK #4 ±225 1 ±225 ±160 ±225
Grand Total ±2,345 ±255 ±2,600
*Note: Site plan, parking structures, and parking yield numbers are for conceptual purposes only. Final locations, designs, heights, and circulation to be approved by the City.
0’200’400’500’
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Goals & Policies
Goal 1. A vibrant, regionally significant down town centered on the 111 corridor.
1.1 Downtown. Facilitate the development of the City Center as a vibrant,
active downtown that is the civic and cultural heart of the community.
1.2 San Pablo. Prioritize the development of a local serving, Main Street envi-
ronment at San Pablo Street and 111.
1.3 El Paseo. Preserve El Paseo as a premier visitor and shopping destination.
1.4 Phasing. Prioritize public investment and private development at key
nodes, as shown in the City Center Area Plan, giving preference to invest-
ments at the intersection of San Pablo and 111.
1.5 Mix of uses. Encourage a diverse mix of uses in the City Center to create a
vibrant, downtown environment and strengthen the downtown presence
for El Paseo.
1.6 Compact, infill development. Require new infill development in the City
Center to be compact in scale and flexible in design so as to maximize
the pedestrian orientation of the area and to facilitate market responsive
economic development.
1.7 Mixed-use buildings. Allow buildings to contain a wide range of uses,
giving preference to buildings with ground floor retail and upper floor
residential.
1.8 Moderate scale buildings. Moderate building heights in the City Center,
allowing taller buildings at key intersections and gateways.
1.9 Wide range of housing. Encourage a wide range of housing types in the
City Center.
1.10 Unique public realm. Encourage and facilitate streetscape and building
designs that are unique to Palm Desert so as to create a distinctive City
Center.
Goal 2. A safe, multi-modal City Center boulevard that ties the north and south sides of the downtown to-gether into one cohesive center.
2.1 Streetscape. Facilitate a comprehensive streetscape improvement effort
that helps define the street and the enhances the pedestrian experience
in a manner consistent with the concepts presented here in the City
Center Area Plan. Streetscape improvements should include tall, vertical
elements along the boulevard, shade trees over sidewalks and parking
areas, wide sidewalks, street furnishings, and pedestrian scale lighting.
2.2 Landscaping. Require new development to incorporate landscaping con-
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sistent with the concepts presented here in the City Center Area Plan.
2.3 Lighting. Require all new street lights to be pedestrian-oriented and
scaled, attractively designed, compatible in design with other street furni-
ture, and to provide adequate visibility and security.
2.4 Frontage roads. Redesign and facilitate the realignment of the frontage
roads to take access off of 111, facilitate improved flow of traffic, and
improved access to businesses on the frontage roads.
2.5 Pedestrian focus. Design 111, San Pablo, and other significant City Center
roads to balance regional traffic flow with pedestrian movement and safe-
ty and the unique physical environment of the area.
2.6 Pedestrian access. Prioritize pedestrian access in the design of public and
private facilities within the City Center Area.
2.7 Infill. Encourage investment and infill development through the provision
of incentives, such as parking programs and density bonuses.
2.8 Gateway elements. Direct new public investment into significant land-
scaping, art, signage and streetscape improvements to key intersections,
as identified by the City Center Area Plan, as a way of defining key inter-
sections within the City Center.
2.9 Shared roadways. Consider shared roadway design strategies such as
woonerfs for low volume streets such as Alessandro.
Goal 3. A vibrant district that fosters an active and interesting pedestrian environment.
3.1 Pedestrian network. Ensure that new public and private projects in the
City Center consider pedestrian connectivity and contribute to improving
the pedestrian network through the application of strategies such as side-
walk improvements and pedestrian crossings.
3.2 Development requirements. Require development projects to be urban in
character and to provide for enhanced pedestrian activity through the use
of compact buildings sited at or near front lot lines, a high percentage of
lot coverage, and building facades and entrances directly addressing the
street and with a high degree of transparency.
3.3 Ground floor retail. Require the first level of building where retail uses are
allowed have a minimum 15 feet floor to floor height for non-residential
uses.
3.4 Auto-oriented uses. Prohibit uses that serve occupants of vehicles (such
as drive-through windows) and discourage uses that serve the vehicle
(such as car washes and service stations) within the City Center.
3.5 Parking frontages. Require both public and private parking lots and struc-
tures be designed so as to ensure parking areas do not dominate street
frontages and are screened from public views whenever possible.
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3.6 Parking strategy. Encourage district-scale and shared parking strategies
while discouraging new surface parking lots.
3.7 Unbundled parking. Allow and encourage developers of residential,
mixed-use and multi-tenant commercial projects to unbundle parking
costs from unit sale and rental costs in denser, mixed-use areas to give
tenants and owners the opportunity to save money by using fewer parking
spaces.
3.8 Street parking. Encourage and maintain street parking as a strategy to
provide adequate parking and create buffers for sidewalks.
3.9 Tree planting. Encourage the planting of trees that shade the sidewalk
and improve the pedestrian experience throughout the City Center.
3.10 Public gathering spaces. Direct public investment in the City Center so
as to improve existing and create new gathering spaces throughout the
City to provide beautiful, comfortable, and inviting public and pedestrian
spaces, encouraging walking and public gathering spaces.
3.11 Public plazas. Incentivize private investment to incorporate public pla-
zas, seating, and gathering places, especially in prominent locations and
areas of pedestrian activity.
3.12 Outdoor cafes. Allow for the development of outdoor plazas and dining
areas; including the use of sidewalk areas for outdoor cafes.
3.13 Artists live/work studios. Consider incentives for the inclusion of live/
work studio space in the City Center.
Goal 4. An interconnected City Center that is easily accessible by the surrounding neighbors and the City at large.
4.1 Bicycle network. Facilitate the development of bicycle facilities that
connect the City Center with surrounding neighborhoods, districts, and
centers.
4.2 Pedestrian network. Facilitate the development of pedestrian facilities
that connect the City Center with surrounding neighborhoods, districts,
and centers.
4.3 Transit. Work with Sunline to improve transit access to and within the City
Center.
4.4 City-wide connections. Develop transit, alternative transportation, and
wayfinding strategies that facilitate easy navigation to and from the City
Center, the University Area, and other important centers within Palm Des-
ert.
4.5 Traffic flow. Manage traffic flow and speeds through the use of signal
synchronization to ensure safe speeds and minimal traffic congestion at
intersections.
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