HomeMy WebLinkAboutAgenda Package - StudySession_Apr24_2025
PALM DESERT CITY COUNCIL
STUDY SESSION MEETING
AGENDA
Thursday, April 24, 2025
2:30 p.m.
Council Chamber, City Hall
73-510 Fred Waring Drive
Palm Desert, California
NOTICE IS HEREBY GIVEN that the purpose of the Study Session is to review the items listed on the
agenda. No action will be taken.
This is a joint meeting of the Palm Desert City Council, Successor Agency to the Palm Desert
Redevelopment Agency, Palm Desert Housing Authority, and Palm Desert Board of Library Trustees.
Pursuant to Assembly Bill 2449, this meeting may be conducted as a hybrid meeting allowing public
access via teleconference or in person, and up to two Councilmembers may attend remotely.
WATCH THE MEETING LIVE: Watch the City Council meeting live at the City’s website:
https://palmdesert.zoom.us/ or on the City's YouTube Channel.
OPTIONS FOR PARTICIPATING IN THIS MEETING:
Send your comments by email to: CityClerk@palmdesert.gov.
Emails received prior to 10:00 a.m. on the day of the City Council meeting will be made part of the
record and distributed to the City Council. Emails will not be read aloud at the meeting.
Pages
1.CALL TO ORDER - STUDY SESSION
2.STUDY SESSION TOPICS
2.a PALM DESERT VISION ZERO STRATEGY 3
RECOMMENDATION:
Receive and file presentation on the Palm Desert Zero Vision Strategy.
2.b LANDSCAPE MAINTENANCE AND CONSTRUCTION START TIMES 499
RECOMMENDATION:
Provide feedback on addressing code inconsistencies for landscape
maintenance and construction start times.
2.c EL PASEO COURTESY CART PROGRAM 503
RECOMMENDATION:
Provide feedback on future operations of the El Paseo Courtesy Cart
program.
3.ADJOURNMENT
4.PUBLIC NOTICES
NOTE: Pursuant to Assembly Bill 2449, this meeting may be conducted by
teleconference. Study Session is accessible in person or on the City’s website:
www.palmdesert.gov under the Council Agenda link at the top of the page.
Agenda Related Materials: Pursuant to Government Code §54957.5(b)(2) the
designated office for inspection of records in connection with this meeting is the
Office of the City Clerk, Palm Desert Civic Center, 73-510 Fred Waring Drive,
Palm Desert. Staff reports for all agenda items considered in open session, and
documents provided to a majority of the legislative bodies are available for
public inspection at City Hall and on the City’s website at www.palmdesert.gov
by clicking “Council Agenda” at the top of the page.
Americans with Disabilities Act: It is the intention of the City of Palm Desert to
comply with the Americans with Disabilities Act (ADA) in all respects. If, as an
attendee or a participant at this meeting, or in meetings on a regular basis, you
will need special assistance beyond what is normally provided, the City will
attempt to accommodate you in every reasonable manner. Please contact the
Office of the City Clerk, (760) 346-0611, at least 48 hours prior to the meeting to
inform us of your needs and to determine if accommodation is feasible.
AFFIDAVIT OF POSTING
I, Michelle Nance, Acting Assistant City Clerk of the City of Palm Desert, do
hereby certify, under penalty of perjury under the laws of the State of California,
that the foregoing agenda for the Palm Desert City Council, Successor Agency
for the Palm Desert Redevelopment Agency, and Housing Authority, was posted
on the City Hall bulletin board and City website www.palmdesert.gov no less
than 72 hours prior to the meeting.
/S/ Michelle Nance
Acting Assistant City Clerk
City Council Study Session
April 24, 2025
2
Page 1 of 3
CITY OF PALM DESERT
STAFF REPORT
MEETING DATE: April 24, 2025
PREPARED BY: Chris Gerry, Senior Project Manager
SUBJECT: STUDY SESSION: PALM DESERT VISION ZERO STRATEGY
RECOMMENDATION:
Receive and file presentation on the Palm Desert Zero Vision Strategy.
BACKGROUND/ANALYSIS:
Federal Grant Program:
In 2022, the U.S. Department of Transportation began a new grant program known as Safe
Streets and Roads for All (SS4A). This federal discretionary program was appropriated with $5
billion over a five-year period (2022 to 2026). The SS4A Program funds initiatives to prevent
roadway deaths and serious injuries.
The SS4A Program divides into two types of grants: Planning a nd Implementation grants.
Planning grants provide funds to develop or supplement a safety action plan. Implementation
grants provide funds to implement projects and strategies identified in Planning grants to
address roadway safety problems. Applicants are only eligible to apply for Implementation grants
following the award and implementation of Planning grants.
As part of this effort, the City of Palm Desert (City) was awarded an SS4A Planning Grant to
develop the Palm Desert Vision Zero Strategy, including two key plans: (1) Safe Routes to
School and (2) Safe Routes for Older Adults. Both plans evaluate pedestrian and bicycle
conditions within a half-mile radius around strategic areas to identify opportunities for safety and
mobility improvements.
This study session provides an overview of the Vision Zero Strategy and its key components.
Staff will return to the City Council on May 22, 2025, with a resolution for adoption and the final
draft versions of both plans. Councilmembers are encouraged to s hare any comments or
suggested revisions prior to that date. The Planning Grant remains on schedule and within
budget, with all grant activities required to be completed by the close -out deadline of July 31,
2025.
Grant Award and Activities:
In September 2022, the City submitted an SS4A Planning grant application for the Vision Zero
Strategy to conduct planning and public engagement efforts aimed at reducing local roadway
fatalities and injuries. The City’s application requested $970,000, including a $250,000 non-
federal share (local match). In July 2023, the City was awarded the full SS4A Planning Grant to
develop the strategy, including the following elements:
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City of Palm Desert
Palm Desert Vision Zero Strategy
Page 2 of 3
Safe Routes to Schools Plan: The plan provides a framework for improving safety and
access for students walking or biking to school by identifying both infrastructure and
programmatic strategies. It focuses on the areas within a half -mile radius of eight public
schools serving Palm Desert students, assessing pedestrian and bicyclist conditions that
may affect safe travel. The analysis considers school access patterns, roadway
characteristics, traffic volumes, and collision history, with particular attention to student
drop-off and pick-up periods. Community outreach played a key role in informing the
assessment and shaping the resulting recommendations, which include site-specific
improvements and non-infrastructure strategies related to education, encouragement,
and school-based safety programs.
Safe Routes for Older Adults Plan: The plan provides a framework for improving mobility
and safety for older adults by identifying barriers and opportunities related to walking,
bicycling, and street crossings in areas commonly accessed by older adults. It focuses
on three study areas, each defined by a half-mile radius around key destinations for older
adults, to reflect the typical walking distances for aging residents. The assessment
evaluates pedestrian infrastructure, roadway conditions, and accessibility challenges,
incorporating factors such as sidewalk continuity, intersection design, traffic speeds, and
signal timing. Community input again shaped the evaluation and informed the
development of targeted recommendations, which include infrastructure improvements
and supportive strategies designed to impro ve safety, comfort, and confidence for older
adult travelers.
Public Engagement and Activation: Public engagement funding supported the launch of
the Very Important Pedestrian (VIP) campaign, a locally branded initiative focused on
improving pedestrian safety across Palm Desert. A professionally produced public service
announcement filmed on El Paseo served as the foundation for the campaign’s visual
identity and messaging. The campaign aimed to raise awareness about safe pedestrian
crossings at marked crosswalks and to encourage lower vehicle speeds around
pedestrians. Supporting marketing materials were developed around the video and
deployed citywide to reinforce safety messaging and promote active transportation.
Investment Strategy: The Investment Strategy serves as an administrative tool that
presents a flexible menu of infrastructure and programmatic options aligned with the goals
of Vision Zero. Designed to support future grant applications – particularly SS4A
Implementation Grants – it consolidates potential projects identified through the planning
process and related documents. Rather than prescribing a fixed capital plan, the strategy
is structured to adapt based on evolving grant criteria, funding availability, and community
needs. Projects were evaluated and prioritized based on their potential to enhance safety,
their technical feasibility, and their alignment with federal and state funding priorities.
Dashboard and Monitoring Tool: This tool provides a centralized platform for presenting
data related to roadway conditions, crash severity, and high -injury locations within Palm
Desert. It outlines the purpose of the strategy, identifies the City’s high -injury network,
and summarizes crashes by type and severity. The dashboard also includes a toolbox of
countermeasures and strategies developed through the planning process.
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City of Palm Desert
Palm Desert Vision Zero Strategy
Page 3 of 3
Project Administration: Project administration funds supported City efforts to manage the
grant, coordinate consultant activities, ensure federal complianc e, and cover general
overhead costs associated with project delivery.
Consultant Selection:
To implement the work outlined in the grant, the City released a Request for Proposal (RFP) in
September 2023 and received three proposals by the submission deadli ne in November 2023.
The City awarded a professional services agreement in January 2024 to Alta Planning + Design,
Inc., in the amount of $948,920. Alta was selected for their demonstrated experience with similar
projects and their strong approach to public engagement. Their proposal also addressed the
City’s request to include professional marketing and creative services to support the public
engagement and activation campaign. The contract amount is consistent with the funding
awarded through the Planning grant as well.
Future Grant Application:
Completion of the Planning Grant positions the City to pursue an Implementation Grant to
support construction and programmatic initiatives outlined in the strategy. The next application
deadline is in late June 2025, and the Planning grant deliverables must be approved by the City
Council prior to submission. Staff will work with the Active Transportation Plan Subcommittee to
review the scope of the application and prioritize eligible projects. For this upcoming cycle, $580
million in federal funding is available, with an estimated 40 to 70 awards expected, ranging from
$2.5 million to $25 million.
Legal Review:
This report has been reviewed by the City Attorney’s Office.
FINANCIAL IMPACT:
There is no direct financial impact resulting from this study session.
ATTACHMENTS:
1. Safe Routes to School Plan
2. Safe Routes for Older Adults Plan
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6
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ACKNOWLEDGMENTS
City of Palm Desert
»Chris Gerry
Senior Project Manager
Public Works
»Thomas Soule
Public Affairs Manager
Economic Development
Project Consultants
»Sam Corbett
Principal-in-Charge
Alta Planning + Design
»Les Brown
Palm Desert SRTS Project Manager
Alta Planning + Design
»Kristin Haukom
Palm Desert SRTS Lead
Alta Planning + Design
»Eric Purcell
Planner
Alta Planning + Design
»Nora Hastings
Graphic Designer
Alta Planning + Design
Advisory Committee
»Brenda Nutcher
Desert Recreation District
»Dina Purvis
City of Indian Wells
»Don Olson
Riverside County Sheriff’s Office
»Dr. Jay Seller
The Joslyn Center
»Jessica Gonzales
City of Palm Desert Finance
»Maureen Archuleta
Desert Recreation District
»Randy Bowman
Coachella Valley Association of Governments
»Steve Libring
City of La Quinta
8
TABLE OF CONTENTS
The Vision for Safe Routes to School in Palm Desert 5
Introduction & Background 6
What Is SRTS? 8
How to Use This Plan 9
Palm Desert Today 10
Introduction 11
School Community
Socioeconomic Profile 12
Land Use 14
Climate 16
Existing Pedestrian
and Bicycle Facilities 18
Network Gap Analysis 26
School Area Collision Analysis 42
High-Injury Network 46
Outreach & Engagement 48
Outreach and Engagement
Overview 49
Summary of Outreach Activities 50
Summary of Outreach Findings 52
Improving Safe Routes to School in Palm Desert 54
Recommendations Overview 55
Bicycle Facility Types 56
Pedestrian Facility Types 58
Supporting Infrastructure 60
Palm Desert Safe Routes to School
Infrastructure Recommendations 62
Encouraging Safe Routes to School in Palm Desert 148
Programmatic SRTS
Recommendations 149
Implementing Safe Routes to School in Palm Desert 158
Funding 159
Appendices 162
A. Complete Existing Conditions Report
B. Complete High-Injury Network
Analysis
C. Complete Outreach
and Engagement Report
D. Crossing Guard Promotional Social
Media Posts in English and Spanish
E. Please Pull Forward Signage in
English and Spanish
F. Safe Routes to School Banner in
English and Spanish
G. Suggested Routes to School Maps for
Palm Desert Schools
H. Sample Student Tally Survey
I. Sample Parent/Caregiver Survey
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ACRONYMS
ADA Americans with Disabilities Act
CA AB 1550 California Assembly Bill 1550
CA AB 413 California Assembly Bill 413
CA AB 43 California Assembly Bill 43
Caltrans ATP Caltrans Active Transportation
Program
CAMUTCD California Manual on Uniform
Traffic Control Devices
DSUSD Desert Sands Unified School
District
FRPM Free and Reduced Price Meals
HIN High-Injury Network
KSI Killed or Seriously Injured
LPI Leading Pedestrian Interval
LTS Level of Traffic Stress
REAP Regional Early Action Planning
RRFB Rectangular Rapid Flashing
Beacon
SRTS Safe Routes to School
SS4A Safe Streets and Roads for All
TAP SunLine Transit Ambassador
Program
USDOT United States Department of
Transportation
USDOT ETC USDOT Equitable
Transportation Community
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01.
The Vision
for Safe
Routes to
School in
Palm Desert
11
INTRODUCTION & BACKGROUND
Table 1: Palm Desert SRTS Schools Details
School Name City*Level
Abraham Lincoln Elementary School Palm Desert Elementary
George Washington Charter School Palm Desert Elementary
James Earl Carter Elementary School Palm Desert Elementary
Palm Desert Charter Middle School Palm Desert Middle
Palm Desert High School Palm Desert High
Ronald Reagan Elementary School Palm Desert Elementary
Gerald R. Ford Elementary School Indian Wells Elementary
Colonel Mitchell Paige Middle School La Quinta Middle
*Two schools located just outside of Palm Desert are included in this SRTS Plan because their enrollment boundaries
serve students located within City limits.
The Palm Desert Safe Routes to School (SRTS)
Plan is the culmination of extensive outreach,
engagement, and data collection and analysis
that envisions a Palm Desert where all students
and their families have access to safe, convenient,
and healthy modes of transportation to and from
school. The SRTS Plan is a component of the City
of Palm Desert’s larger Vision Zero Strategy.
With funding from the United States Department
of Transportation (USDOT) Safe Streets and
Roads for All (SS4A) Grant Program, the City
of Palm Desert (City) and the SRTS Plan Project
Team (Project Team) developed this SRTS Plan
through a comprehensive review of walking and
biking conditions around eight public elementary,
middle, and high schools in the Desert Sands
Unified School District (DSUSD). The City and
the Project Team also engaged with school staff,
parents and caregivers, residents, and students
to understand mobility challenges around each
school.
Table 1 lists the schools included in the SRTS
Plan, and Figure 1 shows the overall city and the
location of each participating school.
PALM DESERT6SAFE ROUTES TO SCHOOL
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Santa Rosa
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Figure 1: Palm Desert SRTS School Locations
VISION ZERO STRATEGY7SAFE ROUTES TO SCHOOL
13
SRTS is a strategy that improves pedestrian
and bicycle travel conditions around schools
to increase opportunities for students and their
families to use active modes of transportation
to get to and from school. Successful SRTS
programs commonly include elements of
each of the six Es: Education, Encouragement,
Enforcement, Equity, Engineering, and
Evaluation. Each E is meant to remove barriers
that prevent students from walking and bicycling
to school.
SRTS is typically divided into two categories:
infrastructure and non-infrastructure.
Infrastructure, also called
engineering, focuses on
improving the built environment
to make active modes of travel
safer, more convenient, and comfortable
for people of all ages and abilities. This is
a key component of SRTS, which prioritizes
infrastructure improvements that specifically
address the needs of students, while also
ensuring sidewalks, paths, crossings, and streets
are safer and more accessible for everyone.
These physical improvements help to foster
environments that are conducive to the use of
active transportation for all, regardless of age
or mobility.
Non-infrastructure, also called
encouragement and education,
complements infrastructure by
promoting activities that make
active modes of travel to school more attractive,
fun, and interesting while also teaching skills to
do so safely.
SRTS is a critical part of building
healthier, safer, and more equitable
communities. SRTS has myriad
benefits including:
Improved safety
for pedestrians and
bicyclists
Reduced traffic
congestion
Improved air quality
Improved health
Improved academic
achievement
Fundamental and lifelong
pedestrian skills learned
Benefit to the local
economy
Stronger sense of
community
More transportation
options for everyone
Strengthened family
bonds
WHAT IS SRTS?
PALM DESERT8SAFE ROUTES TO SCHOOL
14
HOW TO USE THIS PLAN
This SRTS Plan documents the activities, data collection, and analyses for
the City that resulted in actionable infrastructure and non-infrastructure
recommendations. Various community members can use the SRTS Plan to
identify the content that is important and relevant to them. The following
are some examples:
Parents/caregivers can use
the SRTS Plan to understand
the conditions at their students’
school and to become familiar
with suggested routes for
walking and biking to school.
DSUSD staff can use the SRTS
Plan to continue or develop
programs that educate and
encourage students and
parents/caregivers to seek
alternatives to automobile trips
to school and identify ways to
improve on-campus circulation.
They can also use the findings
in the SRTS Plan to obtain grant
funding or achievement awards.
City staff can use the SRTS
Plan to identify issues and
opportunities related to
suggested routes for walking
and bicycling and to prioritize
potential short-term and
long-term infrastructure
improvements. Staff can also
use this SRTS Plan to pursue
SRTS funding opportunities.
VISION ZERO STRATEGY9SAFE ROUTES TO SCHOOL
15
Palm Desert
Today
02.
16
Palm Desert is located in the center of the
Coachella Valley in Riverside County, California.
With year-round sunshine, a growing network
of sidewalks and bicycle facilities, and the City’s
increased efforts to expand active transportation
facilities, Palm Desert is equipped to become
a city where walking and bicycling as daily
modes of transportation for children, families, and
residents is comfortable, safe, and accessible.
Palm Desert has a population of approximately
53,000 permanent residents and 32,000
seasonal residents. Palm Desert’s residents are
70.8% White, 24% Hispanic or Latino, 4.3%
Asian, 2.9% African American, 0.7% Native
American and Alaska Native, 0.3% Native
Hawaiian and Pacific Islander, and 7.6% Other.*
Palm Desert has a median household income of
$64,295, with 12.9% of the population living
below the federal poverty line (Source: Census,
2022). Figure 2 shows the different population
demographics in Palm Desert.
INTRODUCTION
Figure 2: Palm Desert Demographics
*Total exceeds 100% as these categories are
not mutually exclusive (i.e., some individuals may
identify with more than one group).
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Palm Desert is home to
VISION ZERO STRATEGY11SAFE ROUTES TO SCHOOL
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The following presents a socioeconomic profile of Palm Desert’s school
community using Free and Reduced Price Meals (FRPM) eligibility.
The National School Lunch Program is a federally funded program that
assists schools in providing free or reduced-price lunches to students
based on household income. FRPM eligibility serves as an indicator
of socioeconomic vulnerability, highlighting areas where families may
face financial challenges that affect access to transportation.
Table 2 and Figure 3 show the Palm Desert SRTS schools and their
percentage of students eligible for FRPM during the 2022–2023
school year.
Table 2: K–12 Free or Reduced-Price Meals Data (2022–2023)
SCHOOL COMMUNITY
SOCIOECONOMIC PROFILE
School Name Enrollment Percentage (%) Eligible for
Free Meals*
Percentage (%) Eligible for Free
or Reduced-Price Meals†
Abraham Lincoln
Elementary School 585 68.7%79.5%
Colonel Mitchell Paige
Middle School 436 63.1%74.3%
George Washington
Charter School 755 35.2%49.0%
Gerald R. Ford
Elementary School 603 46.3%58.7%
James Earl Carter
Elementary School 516 41.7%53.1%
Palm Desert Charter
Middle School 1,347 45.6%60.3%
Palm Desert High
School 2,050 42.1%57.3%
Ronald Reagan
Elementary School 834 40.9%53.2%
* “Eligible for Free Meals” represents students from families whose income qualify for meals at no cost (at or below
130% of the federal poverty level).
† “Eligible for Free or Reduced-Price Meals” is an expanded criteria that represents students whose family meet the
income threshold for either free meals or reduced-price meals (130% to 185% of the federal poverty level).
PALM DESERT12SAFE ROUTES TO SCHOOL
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Palm Desert High
Ronald Reagan
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FREE AND REDUCED
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ELIGIBILITY
CITY OF PALM DESERT
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PERCENTAGE OF FRPM
ELIGIBLE STUDENTSSchools
Transit Stops
City Boundary
Parks
School Parcels
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Above 60% (Most Eligible)
50% - 60%
35% - 50%
Below 35% (Least Eligible)
Figure 3: K–12 Free or Reduced Price Meals Eligibility in Palm Desert (2022–2023)
VISION ZERO STRATEGY13SAFE ROUTES TO SCHOOL
19
Existing land use surrounding schools in Palm
Desert is primarily residential (Figure 4). Most of
the residential areas around schools are single-
family detached homes with some multi-family
parcels. George Washington Charter School is
surrounded by residential land uses but is located
two blocks away from the main commercial
corridor of Palm Desert, El Paseo. Additionally,
some schools are located next to open space
that could provide alternative transportation
and recreational opportunities for students. For
example, Ronald Reagan Elementary School is
bordered by Palm Desert Freedom Park to the
north.
LAND USE
This proximity to open space, along with the
surrounding residential areas, presents an
opportunity to increase walking and biking rates
for students and families. Improving and promoting
pedestrian and bicycle facilities between
these neighborhoods and the schools could
help increase the rates of active transportation
for students, reducing traffic congestion and
promoting healthier, more sustainable commuting
options. Enhanced infrastructure and safer routes
could encourage more students to walk or bike
to school, especially given the accessibility to
recreational areas like the nearby parks.
PALM DESERT14SAFE ROUTES TO SCHOOL
20
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VISION ZERO STRATEGY15SAFE ROUTES TO SCHOOL
21
Climate plays a crucial role in the use of active
transportation. Palm Desert, with its desert climate,
experiences warm temperatures year-round and
intense heat during the summer months (Table 3). This
extreme heat can discourage students from walking
or biking to school, as it makes travel uncomfortable
and potentially unsafe, especially during the hottest
parts of the day. High temperatures can lead to
dehydration, heat exhaustion, or other heat-related
illnesses. Although a detailed climate analysis was not
included in the SRTS Plan, the Project Team carefully
considered the city’s climate when developing the
recommendations included in the plan.
CLIMATE
Table 3: Average Daily Temperature by Month in Palm Desert
Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Year
Mean Daily
Max. °F 70.3 73.3 79.9 85.8 93.1 101.7 105.8 105.2 100.8 90.5 78 68.8 87.8
Daily Mean °F 58.6 62.2 68.5 74.5 81.2 89.2 94.1 93.8 88.7 78.1 65.5 57 76
Mean Daily
Min. °F 46.8 51 57.2 63.1 69.3 76.6 82.5 82.5 76.5 65.8 53 45.3 64.1
Average
Precipitation
Inches
0.65 0.59 0.32 0.07 0.02 0 0.05 0.26 0.13 0.15 0.19 0.49 2.92
PALM DESERT16SAFE ROUTES TO SCHOOL
22
VISION ZERO STRATEGY17SAFE ROUTES TO SCHOOL
23
Existing Pedestrian Facilities
The sidewalk network throughout Palm Desert is
relatively well-connected, especially on major
arterials and collector streets. However, many
residential streets lack sidewalks and other
pedestrian infrastructure like marked crossings. In
school areas, many streets have existing sidewalks
leading to the school. However, some schools lack
adequate pedestrian facilities. Portola Avenue,
Hovley Lane, Fred Waring Drive, Washington
Street, and Country Club Road are all major
arterials on which many schools are located.
Because of high traffic volume and speed, these
streets can serve as deterrents to students who
may potentially walk to school.
EXISTING PEDESTRIAN
AND BICYCLE FACILITIES
Existing Bicycle Facilities
As shown in Figure 5, Caltrans breaks down
bicycle facility types by classes that range from I
to IV. Bicycle facility types can be color coded by
level of traffic stress (LTS) with LTS 1 being most
comfortable and LTS 4 being least comfortable for
bicyclists with limited confidence, such as children.
Despite high posted speed limits and multiple lanes
of traffic, the existing local bicycle network in Palm
Desert consists primarily of Class II bike lanes and
Class IIB buffered bike lanes on major arterials
and Class III bicycle routes on lower volume roads.
Class II bike lanes and IIB buffered bike lanes are
suboptimal for such conditions, particularly for
children and less confident bicyclists. These facilities
may not provide sufficient safety or comfort for
inexperienced riders, highlighting a need for
infrastructure that better supports their needs,
especially on routes to school.
Palm Desert also has a Class IV separated bikeway
on San Pablo Avenue between Magnesia Falls
Drive and Fred Waring Drive. This facility, however,
changes to Class IIB buffered bike lanes between
Fred Waring Drive and Highway 111.
PALM DESERT18SAFE ROUTES TO SCHOOL
24
Figure 5: Traffic Stress Levels and Corresponding Facility Types
INCREASING LEVEL OF COMFORT, SAFETY, AND INTEREST IN BICYCLING FOR TRANSPORTATION
LTS 4
No bike lane on a busy street
LTS 3
Narrow bike lane or shoulder
on a busy street
LTS 2
Buffered bike lane on a calm street
LTS 1
Separated bike lane
CLASS I
Shared-Use Path
»Paths completely separated from
motor vehicle traffic used by people
walking and biking.
»Comfortable for people of all ages
and abilities.
»Typically located immediately
adjacent and parallel to a roadway
or in its own independent right-of-
way, such as within a park or along
a body of water.
»Bike lanes with at least 5 feet of
separation from traffic vehicle lanes
are also considered shared-use
paths.
CLASS IIB
Buffered Bicycle Lane
»A dedicated lane for bicycle travel
separated from a motor vehicle
travel lane by a painted buffer.
»The buffer provides additional
comfort for users by providing
space from motor vehicles.
CLASS II
Bicycle Lane
»A dedicated lane for bicycle travel
adjacent to a motor vehicle travel
lane.
»A painted white line separates the
bicycle lane from motor vehicle
traffic.
CLASS IV
Separated Bikeway
»An on-street bikeway separated
from a motor vehicle travel lane by
a curb, median, planters, parked
motor vehicles, delineators, and/or
other vertical elements.
CLASS IIIB
Bicycle Boulevard
»Calm, local streets where bicyclists
have priority but share roadway
space with motor vehicles.
»Shared roadway bicycle markings
on the pavement as well as traffic
calming features such as speed
humps and traffic diverters to keep
these streets more comfortable for
bicyclists.
»Comfortable facility for bicyclists
with wider range
of abilities.
CLASS III
Bicycle Route
»A signed bike route that bicyclists
share with motor vehicles.
»Can include pavement markings.
»Comfortable facility for cyclists
who are adept at riding with
motor vehicles.
»Recommended for streets with
low vehicle volumes and speeds.
VISION ZERO STRATEGY19SAFE ROUTES TO SCHOOL
25
Regionally, the CV Link bicycle trail provides bicycle
connections through the Coachella Valley. In Palm
Desert, the CV Link primarily comprises high-quality
Class IV facilities that run in an east-west direction
connecting the Bump and Grind Trail, College of
the Desert, Civic Center Park, Abraham Lincoln
Elementary School, Palm Desert Charter Middle
School, Palm Desert High School, and adjacent
residential areas. There was an existing half-mile
Class I facility between Magnesia Falls Drive and
Cook Street that has since been integrated into the
CV Link network.
These existing Class I and IV bike facilities can
be a valuable base for further promoting student
active transportation. These facilities already offer
residents safe, direct routes that reduce the need to
navigate busy streets. Class IV bike lanes, separated
from traffic with physical barriers, provide the most
appropriate on-street facility for student safety and
comfort, particularly for younger or less confident
bicyclists, while Class I facilities provide a low-stress,
off-road option. Together, these facilities create
a backbone network of low-stress connections
to neighborhoods and schools, and lay a solid
foundation for future improvements to enhance safety
and encourage more students to bike to school.
Figure 6 shows the total mileage of each bikeway
class while Table 4 displays a list of existing bicycle
facilities in Palm Desert. The existing bikeways are
also mapped in Figure 7.
Note: The City has an existing active transportation
program and has recently implemented many of the
proposed walking and biking projects included in its 2016
General Plan. These previously proposed projects were
considered during the development of recommendations
for this SRTS Plan and are listed in Appendix A.
The City is also in the process of updating its bike network
map concurrent with an update to its General Plan. The
information provided in this section about existing bike
facilities reflects data that was available in 2024, and
may not fully capture recent changes to the evolving
network.
Figure 6: Total Mileage by Bikeway Class
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EXISTING BIKE FACILITIES
PALM DESERT20SAFE ROUTES TO SCHOOL
26
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VISION ZERO STRATEGY21SAFE ROUTES TO SCHOOL
27
Table 4: Existing Bikeways by Class
Class Street Start Street End Street
Class I CV Link (off-street)Deep Canyon Road Cook Street
Class II Country Club Drive Monterey Avenue Washington Street
Class II Hovley Lane Monterey Avenue Portola Avenue
Class II Gerald Ford Drive Monterey Avenue Frank Sinatra Drive
Class II Frank Sinatra Drive Monterey Avenue 42nd Avenue
Class II Portola Avenue Dinah Shore Drive Magnesia Falls Drive
Class II Monterey Avenue Gerald Ford Drive Country Club Drive
Class II Dick Kelly Drive Monterey Avenue Dinah Shore Drive
Class II Dinah Shore Drive City Limit College Drive
Class II Cook Street I-10 Fred Waring Drive
Class II Eldorado Drive Frank Sinatra Drive 42nd Avenue
Class II 42nd Avenue Cook Street Washington Street
Class II College Drive Portola Avenue Frank Sinatra Drive
Class II University Park College Drive Cook Street
Class II A Street Monterey Avenue Gateway Drive
Class II Gateway Drive Dinah Shore Drive Gerald Ford Drive
Class II Dolce Avenue/
Cortesia Way Gateway Drive Dick Kelly Drive
Class II Highway 74 El Paseo S City Limit
Class II Highway 111 W City Limit E City Limit
Class II Painters Path Edgehill Drive El Paseo
Class II Fred Waring Drive San Pascual Avenue Deep Canyon Road
Class II Fred Waring Drive Monterey Avenue San Pablo Avenue
Class II Deep Canyon Road Magnesia Falls Drive Highway 111
PALM DESERT22SAFE ROUTES TO SCHOOL
28
Class Street Start Street End Street
Class II Portola Avenue Mesa View Drive Shadow Mountain Drive
Class II Mesa View Drive Highway 74 Portola Avenue
Class IIB San Pablo Avenue Highway 111 San Gorgonio Way
Class III California Drive Fred Waring Drive Warner Trail
Class III Warner Trail Fred Waring Drive 42nd Avenue
Class III Florida Avenue California Drive Fred Waring Drive
Class III Idaho Street 42nd Avenue Michigan Drive
Class III Avenue of the States Washington Street California Drive
Class III El Paseo Fred Waring Drive De Anza Way
Class III San Gorgonio Way Monterey Avenue Highway 111
Class III San Luis Rey Avenue Ironwoods Street De Anza Way
Class III Fairway Drive Portola Avenue E City Limit
Class III Deep Canyon Road Abronia Trail Old Prospector Trail
Class III Grapevine Street Highway 74 E City Limit
Class III Shadow Mountain
Drive Highway 74 Portola Avenue
Class III Ocotillo Drive Grapevine Street El Paseo
Class III Joshua Tree Street Grapevine Street San Luis Rey Avenue
Class III San Pablo Avenue Shadow Mountain Drive Highway 111
Class III Edgehill Drive Painters Path Tierra del Oro
Class III Calle De Los
Campesinos Along River Along River
Class IV
CV Link (Painters
Path/Magnesia Falls
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Bump and Grind Trailhead Deep Canyon Road
Class IV San Pablo Avenue Fred Waring Drive Magnesia Falls Drive
VISION ZERO STRATEGY23SAFE ROUTES TO SCHOOL
29
End-of-Trip Facilities
Bike racks in Palm Desert are primarily
concentrated along El Paseo, San Pablo Avenue,
and Highway 111, areas that host many local
commercial destinations. While newer bike racks
tend to be the preferred post-and-ring style, most
bike parking in the city consists of wave-style
racks, which are less secure and less preferred.*
Several schools, including Palm Desert High
School, provide bike parking for students. Though
these racks are typically wave-style as well, they
are generally located on-campus, away from
public access.
*Association of Pedestrian and Bicycle Professionals, Essentials of Bike Parking, September 2015
https://www.apbp.org/assets/docs/EssentialsofBikeParking_FINA.pdf.
Other end-of-trip facilities, such as seating and
trash cans, are available near newer bike racks
along San Pablo Avenue. However, most bike
parking areas in Palm Desert lack additional
amenities, like bike tools, pumps, or shelter from
the elements.
Bike parking at the front entrance of Palm Desert High School.
PALM DESERT24SAFE ROUTES TO SCHOOL
30
VISION ZERO STRATEGY25SAFE ROUTES TO SCHOOL
31
When assessing pedestrian and bicycle network connectivity, natural
and man-made elements are an important consideration, particularly
when physical barriers impact route directness. Palm Desert has few
natural barriers. However, expansive, private communities that are
gated and not open to the public make it significantly more tedious and
time consuming for pedestrians and bicyclists to travel to and from their
destinations. Furthermore, many of the streets in Palm Desert consist of
wide arterials with high posted speed limits, heavy traffic volumes, and
few pedestrian and bicyclist crossings. While some schools are located
on smaller streets in residential areas, many are located on these
arterial roads, such as Portola Avenue and Cook Street.
NETWORK GAP ANALYSIS
Bicycle Gaps
Bicycle network gaps can create additional stress
for students biking to school. A complete bicycle
network can encourage young bicyclists to ride
their bike to school more often and feel safe
throughout their travel. As shown in Figure 8,
the more significant gaps in the citywide bicycle
network include a north-south connection on
Monterey Avenue between Magnesia Falls Drive
and Country Club Drive, as well as an east-west
facility continuation on Hovley Lane between Cook
Street and Portola Avenue. Additionally, as shown
in the School Area Collision Analysis (pg. 42),
many collisions involving people walking and
biking occurred along major arterials, including
Highway 111, Fred Waring Drive, Cook Street and
Country Club Drive.
Sidewalk Gaps
Sidewalk gaps can create a barrier for students
walking to school by forcing them to cross a
major roadway or create unnecessary out of
direction travel. Palm Desert’s existing sidewalk
network spans across the city, as observed
by the Project Team during walk audits and
site visits. However, many streets in residential
neighborhoods, including those around the
schools, have significant sidewalk gaps or lack
sidewalks entirely.
PALM DESERT26SAFE ROUTES TO SCHOOL
32
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Figure 8: Citywide Bicycle Network Gaps
VISION ZERO STRATEGY27SAFE ROUTES TO SCHOOL
33
Network Analysis by School
The following provides details of existing bicycle and pedestrian
facilities near each school (Figure 9 through Figure 15).
Abraham Lincoln Elementary School
and Palm Desert Charter Middle School
Each school can access the Class IV separated bike lane (CV
Link) on their northern edge along Magnesia Falls Drive. There
are also existing Class II bike lane facilities along Deep Canyon
Road and Fred Waring Drive, and sidewalks along most streets
connecting to the school. However, many streets in nearby
residential neighborhoods lack sidewalk connectivity, such as
along Desert Star Boulevard.
The north side of Desert Star Boulevard lacks sidewalks.
PALM DESERT28SAFE ROUTES TO SCHOOL
34
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Figure 9: Bicycle and Pedestrian Gaps near Abraham Lincoln Elementary School and Palm Desert Charter Middle School
VISION ZERO STRATEGY29SAFE ROUTES TO SCHOOL
35
Colonel Mitchell Paige Middle School
Colonel Paige Middle School does not have any existing bicycle
connections within Palm Desert. There are, however, Class II bike lanes
on Fred Waring Drive east of Washington Street and on Palm Royale
Drive in La Quinta. There are wide sidewalks along Palm Royale Drive in
front of the school, however these terminate south of the school’s property
line. There are also large sidewalk gaps on major streets near the school,
such as along Fred Waring Drive and Washington Street.
The sidewalk in front of the school terminates to the south of the school property.
PALM DESERT30SAFE ROUTES TO SCHOOL
36
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Figure 10: Bicycle and Pedestrian Gaps near Colonel Mitchell Paige Middle School
VISION ZERO STRATEGY31SAFE ROUTES TO SCHOOL
37
George Washington Charter School
George Washington Charter School has existing Class II bike
lanes on Portola Avenue. There are also Class III bike route
connections along Fairway Drive, Deep Canyon Road, and
Shadow Mountain Drive. Many streets in the neighborhood,
however, lack sidewalks and curb ramps, such as along the
north side of Chicory Street and Fairway Drive.
Many students are dropped off on the north side of
Chicory Street where there are no sidewalks.
PALM DESERT32SAFE ROUTES TO SCHOOL
38
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Figure 11: Bicycle and Pedestrian Gaps near George Washington Charter School
VISION ZERO STRATEGY33SAFE ROUTES TO SCHOOL
39
Gerald R. Ford Elementary School
Gerald R. Ford Elementary School generally lacks bicycle
connections. Warner Trail is relatively well-used by bicyclists
but lacks bicycle facilities and signage. Fred Waring Drive,
a busy thoroughfare just north of the school, has posted
signage forbidding bicycles on the street and sidewalk.
Sidewalk connectivity to the school is good, but the residential
neighborhoods on the east side of Warner Trail lack sidewalks.
There are no bicycle facilities near Gerald R. Ford Elementary
School and bikes are forbidden on some sidewalks.
PALM DESERT34SAFE ROUTES TO SCHOOL
40
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Figure 12: Bicycle and Pedestrian Gaps near Gerald R. Ford Elementary School
VISION ZERO STRATEGY35SAFE ROUTES TO SCHOOL
41
James Earl Carter Elementary School
James Carter Elementary School has existing Class II bike
lanes on Portola Avenue, though there are no facilities on
Hovley Lane along the north side of the school. However, the
school has very good sidewalk connectivity, with sidewalks
present along all nearby streets. Students can also walk
along a pedestrian path within Hovley Soccer Park to access
neighborhoods to the south and avoid the busier industrial
and commercial areas to the east.
Many students on bikes, scooters, and other forms of rolling mobility
use sidewalks since there are no bike lanes on Hovley Lane.
PALM DESERT36SAFE ROUTES TO SCHOOL
42
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Figure 13: Bicycle and Pedestrian Gaps near James Earl Carter Elementary School
VISION ZERO STRATEGY37SAFE ROUTES TO SCHOOL
43
Palm Desert High School
Palm Desert High School is well-connected to existing bicycle
facilities. The CV Link Class I shared-use path runs along the
north side of the school, and both Cook Street and Deep
Canyon Road have Class II bike lanes. However, there are
no bike connections along Fred Waring Drive or through
the neighborhood to the south side of the school. Sidewalk
coverage is also good, with wide sidewalks leading to its main
entrance (via Cook Street) and sidewalks providing pedestrian
access to the school’s rear entrance via Phyllis Jackson Lane.
CV Link connects directly to Palm Desert High School.
PALM DESERT38SAFE ROUTES TO SCHOOL
44
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Figure 14: Bicycle and Pedestrian Gaps near Palm Desert High School
VISION ZERO STRATEGY39SAFE ROUTES TO SCHOOL
45
Ronald Reagan Elementary School
Ronald Reagan Elementary has Class II bike lanes
along Country Club Drive and Oasis Club Road.
There are also sidewalks present along all streets
leading to the school. Students can also walk through
Freedom Park to the school’s entrance and avoid
walking along the busier Country Club Drive.
Sidewalks are present on all streets near Reagan Elementary School and a Class II
bike lane on Country Club Drive connects to the school.
PALM DESERT40SAFE ROUTES TO SCHOOL
46
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Figure 15: Bicycle and Pedestrian Gaps near Ronald Reagan Elementary School
VISION ZERO STRATEGY41SAFE ROUTES TO SCHOOL
47
A school-focused collision analysis is crucial
for understanding safety trends and identifying
areas of concern near each of the eight schools.
The data not only highlights high-risk locations,
but also provides insights into the types of
collisions that are most common in these areas,
helping to guide the development and selection
of appropriate recommendations included in
this SRTS Plan. This analysis of collision patterns
informed the development and prioritization
of interventions intended to reduce crashes,
particularly those involving vulnerable road users
like pedestrians and bicyclists.
SCHOOL AREA COLLISION
ANALYSIS
For the school area collision analysis, the Project
Team defined a half-mile radius around each
school, corresponding with the area targeted for
SRTS improvements in this Plan. Between 2013
and 2022, there were 566 total collisions across
the school buffer areas that involved bicycles,
pedestrians, or vehicles (shown in Figure 16;
lighter yellow symbology purposefully chosen for
lesser injury vehicle collisions to highlight non-
motorized collisions), with one collision being
mapped twice due to its involvement of both a
pedestrian and a bicycle. Among these, about 9%
involved an active mode (22 or 4% pedestrian-
related collisions, and 35 or 6% bicycle-related
collisions), and about 14% involved school-age
(age 5–18) children (80 collisions, all modes).
PALM DESERT42SAFE ROUTES TO SCHOOL
48
!!
!
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!
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Palm Desert
Charter
Middle
Abraham
Lincoln
Elementary
Colonel
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George
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Gerald
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Elementary
James Earl
Carter Elementary
Palm
Desert
High
Ronald Reagan
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CITY OF PALM DESERT
SAFE ROUTES TO SCHOOL
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DESTINATIONS + BOUNDARIES
!Schools
Half Mile Radius from Schools
City Boundary
Parks
BICYCLE COLLISION SEVERITY
Killed or severly injured (3)
Lesser injury (32)
PEDESTRIAN COLLISION SEVERITY
Killed or severly injured (6)
Lesser injury (16)
VEHICLE COLLISION SEVERITY
Killed or severly injured (29)
Lesser injury (481)
Collision data is provided by TIMS and includes collisions from January 2013 through December 2022.
Lesser injuries include minor injuries and complaints of pain.
!!!
!
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Figure 16: Collisions within a Half-Mile Radius of the Schools (2013-2022)
VISION ZERO STRATEGY43SAFE ROUTES TO SCHOOL
49
Figure 17 compares the severity of collisions
involving school-age children and all ages.
Results show that about 7% (38 collisions) of
all mode collisions resulted in a fatality or
serious injury (killed or seriously injured [KSI]),
while about 4% (3 collisions) of collisions
involving school-age children resulted in
KSI. Furthermore, within the school area, 16%
(9 collisions) of active mode collisions
resulted in KSI, and one of them involved
school-age children.
Figure 17: Collisions Involving School-age Children by Severity Level, Compared to All Ages – All Collisions (2013-2022)
Fatal Severe Injury Other Visible Injury
All Ages
School-age
Children
Complaint of Pain
4%
2%5%28%65%
33%63%
7–7:59 a.m.2–2:59 p.m.3–3:59 p.m.
16 %14 %18 %
Most collisions involving school-age children
occurred during peak student dismissal and
arrival periods (14 or 18% between 3:00 PM
and 3:59 PM, 13 or 16% between 7:00 AM and
7:59 AM, and 11 or 14% between 2:00 PM and
2:59 PM), and most of the collision types were
rear-end collisions and broadside collisions.
Unsafe speed is the top primary collision factor for
collisions within a half-mile radius of the eight schools
(36% of collisions involving school-age children,
34% of collisions involving all ages people).
PALM DESERT44SAFE ROUTES TO SCHOOL
50
Figure 17: Collisions Involving School-age Children by Severity Level, Compared to All Ages – All Collisions (2013-2022)
As shown in Figure 16 about 33% of collisions
(184 collisions) occurred at an intersection within
school areas. Out of these collisions, 9% (16
collisions) resulted in a fatality or serious injury,
and 15% (27 collisions) involved an active mode
of all severities.
The five intersections with the highest number of
collisions involving pedestrians or bicyclists and
their corresponding schools are shown below:
»Highway 111 and San Luis Rey Avenue
(George Washington Charter)
• 4 collisions, including 1 KSI
»Fred Waring Drive and Portola Avenue
(Lincoln Elementary/Palm Desert Charter
Middle)
• 2 collisions, including 1 KSI
»Portola Avenue and Alessandro Drive
(George Washington Charter)
• 2 collisions
»Fred Waring Drive and Deep Canyon Road
(Palm Desert High)
• 2 collisions
»Portola Avenue and Fairway Drive
(George Washington Charter)
• 2 collisions
The complete collision analysis is included in
Appendix A.
33%
of collisions occurred
at an intersection
within school areas
15%
involved an
active mode
9%
resulted in a fatality
or serious injury
VISION ZERO STRATEGY45SAFE ROUTES TO SCHOOL
51
As part of the SRTS Plan, the Project Team
developed a high-injury network (HIN). HINs
illustrate that often a small number of improvable
roadways can address the majority of injury-
causing crashes. Complementing the school-area
collision analysis, an HIN allows for a better
understanding of the types of roadways in the city
where users are most at risk.
Crash data inclusive of all travel modes between
2013-2022 was analyzed to prioritize streets
with the most severe injuries, giving more weight
to serious crashes. Street segments with the most
severe crashes were then fed into the Project
Team’s custom-built HIN Generation tool, which
progressively added segments to the HIN until a
specific crash threshold was met. This approach
was utilized to identify the smallest portion of
the street network that accounted for the largest
number of serious crashes. The resulting HIN
is displayed in Figure 18. The complete HIN
analysis is included in Appendix B.
HIGH-INJURY NETWORK
43%
of collisions for all
modes occurred on
2%
of City roads.
California Assembly Bill 43 (AB 43)
AB 43 simplifies the process for jurisdictions to lower speed limits in
designated safety corridors. These corridors include street segments that
experience the highest number of serious and fatal collisions, as well as areas
with high concentrations of pedestrians and bicyclists, particularly those from
vulnerable groups like children and people with disabilities.
Developing a HIN is one approach to identifying such corridors. By utilizing
the HIN included in this SRTS Plan, the City can leverage AB 43 to more easily
reduce speed limits in these areas, improving safety for all road users.
PALM DESERT46SAFE ROUTES TO SCHOOL
52
WASHINGTON STREET
PO
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Santa Rosa
Wildlife Area
Cook Fields
Sports Complex
Palm Desert Civic
Center Park
Magnesia Spring
Ecological Reserve
Three Golf Center at Palm Desert
Freedom Park
UC Deep Canyon
Natural Reserve
Hovley
Soccer Park
Santa Rosa and San Jacinto
Mountains National Monument
Ironwood Park
Cahuilla
Hills Park
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COLLEGEDRIVE
HIGH-INJURY NETWORK
(HIN)
CITY OF PALM DESERT
VISION ZERO
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HIN RESULTS
High-Injury Network
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DOWNTOWN AREA
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The HIN accounts for 43% of injury and fatal collisions in Palm Desert.
Collisions are weighted by both severity and mode, with bicycle and
pedestrian-involved collisions being weighted twice as high as motor
vehicle-only collisions of the same severity. Data was obtained from TIMS
and includes collisions from 2013-2022.
Figure 18: Palm Desert High-Injury Network
VISION ZERO STRATEGY47SAFE ROUTES TO SCHOOL
53
Outreach &
Engagement
03.
54
OUTREACH AND ENGAGEMENT
OVERVIEW
Engaging with the community is crucial for
developing a final plan that effectively addresses
key priorities. By involving parents and caregivers,
students, school staff, and other community
members, the Project Team ensures that the final
recommendations included in the SRTS Plan reflect
the unique needs, concerns, and aspirations
of those who are directly impacted. Effective
outreach provides valuable insight into the existing
challenges around school transportation, allowing
for the development of targeted and actionable
solutions that can enhance safety, accessibility,
and overall mobility for students and the wider
community.
Outreach was conducted in two phases. Phase I
occurred in spring 2023 and focused on listening
to community needs and concerns, including the
collection of existing conditions data. Phase II
occurred in fall 2024 and focused on gathering
community feedback on draft recommendations.
This comprehensive engagement strategy included
workshops, walk audits, pop-ups, virtual webinars,
and the establishment of an Advisory Committee
(Committee) to ensure diverse participation and
representation.
A project website was also created to disseminate
project information, promote events, and gather
feedback from those unable to participate in
in-person outreach activities. Activities were
advertised through project and event flyers,
direct mailers, social media posts, and the project
website. Upcoming SRTS events, such as the
school walk audits, were also highlighted at
community presentations. Promotional materials,
such as flyers, were created in English and
Spanish.
VISION ZERO STRATEGY49SAFE ROUTES TO SCHOOL
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SUMMARY OF
OUTREACH
ACTIVITIES
The following provides an overview of the types of
engagement events conducted. A comprehensive
Outreach and Engagement Report, offering
detailed descriptions of each individual event, is
included in Appendix C.
Palm Desert Advisory
Committee
As mentioned, the City established a Committee to
be a guiding body for the SRTS Plan development
process. Participants included representatives
from:
»City of Palm Desert
»City of Indian Wells
»City of La Quinta
»Coachella Valley Association of Governments
»Desert Recreation District
»Riverside County Sheriff’s Office
»The Joslyn Center
The Committee met three times over the course of
the project. Each meeting gave participants an
opportunity to learn about project activities, review
and provide feedback on project deliverables,
and inform project priorities. As a result, the
Committee helped the Project Team effectively
communicate with schools, identify priority
corridors for review, and keep project activities on
schedule.
School Walk Audits
Walk audits were conducted at each school
to assess traffic conditions and identify safety
issues. These audits were attended by school staff,
parents and caregivers, and community members,
and involved walking around the school grounds
to document road conditions, traffic patterns, and
safety concerns. The Project Team also conducted
school arrival and dismissal observations to collect
critical data on traffic behavior during rush-hour
periods.
Safe Routes to School
Student Travel Tallies
Student travel tallies were conducted to
understand how students travel to and from school.
Teachers administered surveys in classrooms,
collecting data on transportation modes, such as
walking, biking, or riding in a car. The tally results
highlighted the predominance of family vehicle
use, offering insights into how school-related traffic
congestion could be alleviated through improved
active transportation infrastructure.
PALM DESERT50SAFE ROUTES TO SCHOOL
56
Safe Routes to School
Parent/Caregiver Surveys
Surveys were distributed to parents and caregivers
to gauge their attitudes and knowledge about
student travel habits. The surveys focused
on existing barriers to walking and biking to
school, such as safety concerns and travel
distances. Responses indicated that many
parents were concerned about traffic speeds,
unsafe intersections, and the lack of pedestrian
infrastructure.
School Community
Engagement
Various community events, including workshops
and virtual webinars, were held to engage the
school community. These sessions provided
information about the SRTS Plan and offered
participants an opportunity to provide feedback
on school-related safety concerns. Community
members showed strong support for efforts to
improve the safety of walking and biking routes for
students.
Community Engagement
In addition to school-focused engagement,
broader community input was gathered through
open houses and virtual workshops. These
sessions allowed residents to voice concerns
about pedestrian and bicycle infrastructure in
Palm Desert. Common themes included requests
for safer streets, additional sidewalks, better
crosswalks, and improvements to bike lanes. This
input helped refine the draft recommendations and
ensure that the final plan addressed the broader
community’s needs.
VISION ZERO STRATEGY51SAFE ROUTES TO SCHOOL
57
SUMMARY OF
OUTREACH FINDINGS
The Project Team heard a wide range of input during
outreach and engagement activities, as summarized
in Table 5. Concerns focused largely on traffic safety,
accessibility, and existing active transportation infrastructure
gaps. Specifically, high traffic speeds, insufficient pedestrian
and bicycle facilities, and road safety concerns around
schools were consistently raised.
These insights, combined with input from the Committee,
directly guided the development of SRTS recommendations
presented in Chapter 4, ensuring they align with the
community’s concerns and needs.
PALM DESERT52SAFE ROUTES TO SCHOOL
58
Table 5: Completed Outreach and Engagement Activities
Phase Date Event Common Concerns/Findings
I
April – May 2024 School Walk Audits
»High speeds along nearby streets
»Traffic congestion during student arrival
and dismissal
»Drivers disobeying crossing guards
»Generally feeling unsafe bicycling
using existing facilities
April 8, 2024
Lincoln Elementary/Palm
Desert Charter Middle
School Workshop
»Sidewalk and bicycle network gaps
»High speeds on streets around schools
»ADA accessibility challenges on
neighborhood sidewalks
April 15, 2024 Safe Routes to School
Virtual Webinar »No concerns/findings received
May – June 2024 Safe Routes to School
Student Travel Tallies
»About 80% of students arrive at/depart
from school via a family vehicle
»About 4% of students walk to/from
school
»0.2% of students bike to/from school
May – June 2024 Safe Routes to School
Parent/ Caregiver Surveys
»Speeding and too much traffic along
routes to school
»Unsafe intersections
»“Stranger danger”
II
October 15 and
October 17, 2024
City of Palm Desert Open
Houses
»High vehicular speeds and unsafe
pedestrian crossings
»More/expanded sidewalks and
improved maintenance
»More bicycle- and pedestrian-
friendly roads throughout Palm Desert
December 17, 2024
Safe Routes to School
Virtual Recommendations
Workshop
»Need hard medians to address drivers
cutting across lanes near Palm Desert
Middle School
»Extend the sidewalk recommendation
along Fairway Drive
VISION ZERO STRATEGY53SAFE ROUTES TO SCHOOL
59
Improving
Safe Routes
to School in
Palm Desert
04.
60
The recommendations presented in this chapter are
the result of extensive review of existing conditions
data, walk audits, and community feedback to
understand mobility challenges around each of
the eight public elementary, middle, and high
schools in Palm Desert, Indian Wells, and La
Quinta. This work culminated in infrastructure
recommendations that, once implemented, will
support access to safe, convenient, and healthy
modes of transportation for students, families, and
residents.
The infrastructure recommendations developed
for each school in this SRTS Plan are physical
design solutions that have been tailored to
existing infrastructure conditions around each
school. These considerations included right-of
way, road width, intersection geometry, and
RECOMMENDATIONS OVERVIEW
crosswalk orientation. The recommendations
also include supporting infrastructure, such as
leading pedestrian intervals (LPIs) and wayfinding
signage, to complement physical design
solutions. Countdown pedestrian signals are also
recommended at all traffic-controlled intersections
where they are not already in place, as well as at
all future traffic signal installations.
Finally, all recommendations, when implemented,
will need to be consistent with local, state, and
federal guidelines, such as the California Manual
on Uniform Traffic Control Devices (CAMUTCD),
to ensure regulatory compliance and uniformity in
traffic control measures.
VISION ZERO STRATEGY55SAFE ROUTES TO SCHOOL
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Different types of bicycle facilities are better suited
for different roadways, based on considerations
such as vehicle speeds and volumes, the roadway
width, and other types of transportation using the
space. It is important to note that some facilities
promote both bicycle and pedestrian use.
BICYCLE FACILITY TYPES
Bicycle Facilities
Considered
Class I Bike Path
Class I bike paths are off-street facilities located in
a separate right-of-way from the roadway and for
the exclusive use of bicycles and pedestrians.
Class II Bike Lane
Class II bike lanes are on-street facilities dedicated
to bicycles and identified with lane striping and
pole signs. They may also feature green paint
backing.
Class II buffered bike lanes are further separated
from vehicular lanes and/or parking lanes by
buffers indicated with two- to three-foot diagonal
painted striping.
The following section displays the bicycle facilities
that were considered in the development of the
SRTS recommendations. After consulting with
the City and the Committee, and analyzing
feasibility, only Class II bike lane facilities
were ultimately included in the SRTS
recommendations. Nevertheless, all bike facility
types are displayed here for reference.
In Palm Desert, golf carts are also
allowed to travel in the bike lane.
PALM DESERT56SAFE ROUTES TO SCHOOL
62
Class III Bike Route
Class III facilities are on-street bike routes shared
with motorists. They lack a dedicated striped lane,
are identified with bike route signs, and often
include the shared use marking, also known as a
sharrow, and green paint.
Class IV Protected Bike Lane
Also called a cycle track or a separated bikeway,
Class IV facilities are separated from traffic by
a vertical barrier, such as a curb, median, or
bollards.
Class IV facilities are most helpful on streets with
high traffic volume.
In Palm Desert, golf carts are also
allowed to travel in protected bike lanes.
VISION ZERO STRATEGY57SAFE ROUTES TO SCHOOL
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Different types of pedestrian facilities are better suited for different
roadways and roadway conditions. The following pedestrian
facilities are included in the SRTS recommendations:
PEDESTRIAN FACILITY TYPES
Pedestrian Facilities
Considered
Curb Extension
Curb extensions provide more protected space
for people to cross the roadway and tend to
cause vehicles to slow. Flexible posts or paint are
sometimes used instead of physical curbs.
Curb Ramp
Curb ramps improve accessibility and transition
pedestrians from the street to the sidewalk.
High Visibility Crosswalk*
High visibility crosswalks clearly delineate the
right-of-way for those crossing the street.
*Some of the high visibility crosswalk recommendations
included in this SRTS Plan were recently installed
during a separate effort by the City. These
recommendations have been identified in the SRTS
concept plans with an asterisk.
PALM DESERT58SAFE ROUTES TO SCHOOL
64
Rectangular Rapid Flashing Beacon
(RRFB)
Rectangular rapid flashing beacons alert drivers to
the presence of pedestrians.
Sidewalk Gap Closure
Sidewalk gap closures improve pedestrian
connections making it easier, safer, and more
comfortable to choose walking.
Traffic Calming Median*
Traffic calming medians cause vehicles to slow
down without changing the speed limit.
*When considering the installation of any median
recommended in this SRTS Plan, the City will
thoroughly review and determine precise
measurements to ensure it will not impede traffic flow.
VISION ZERO STRATEGY59SAFE ROUTES TO SCHOOL
65
To ensure an enjoyable trip from beginning to end,
supporting infrastructure, such as pedestrian-scale
lighting and wayfinding, may be needed to make
walking and biking easier and more convenient.
Intersection Enhancements
A pedestrian and bicycle network is not complete
without considering how people cross challenging
intersections and reduce conflicts between people
driving, walking, and biking. New treatments, such
as stop signs and yield markings for drivers, can
be added to retrofit intersections to better serve
walking and bicycling across or through busy
intersections.
Leading Pedestrian
Interval (LPI)
A leading pedestrian interval (LPI) gives
pedestrians the opportunity to enter a crosswalk a
few seconds before the corresponding vehicular
traffic signal turns green. This allows pedestrians
to establish their presence in the crosswalk before
drivers are given the right to turn left or right.
Pedestrian-Scale Lighting
Pedestrian-scale lighting provides illumination
of walking areas by installing well-spaced lamp
posts at a low height. Pedestrian-scale lighting
increases pedestrian visibility to drivers and
bicyclists, increases pedestrian comfort and
perceived sense of safety, and creates an inviting
and vibrant streetscape for those walking and
biking throughout the city.
SUPPORTING
INFRASTRUCTURE
Bike Parking
Providing a secure place to store bikes at a
destination is an important part of making bike
trips feasible. Bike parking can include both long-
and short-term options and can be designed using
different configurations that match the environment
and aesthetics of the community.
Streetscape Amenities
Streetscape amenities like shade structures,
benches, parklets, public art, and pedestrian
signals can contribute to a safer, more inviting,
and more pedestrian-oriented community. These
elements can greatly activate the sidewalks at
popular destinations.
Wayfinding
Providing wayfinding signs for pedestrians and
bicyclists that direct them to nearby destinations on
a route, such as schools and parks, is an important
element to any pedestrian and bicycle network.
PALM DESERT60SAFE ROUTES TO SCHOOL
66
Intersection Daylighting
(Red Curb Parking
Restriction)
Intersection daylighting prohibits parking along
the curb approaching an intersection to increase
visibility for all road users and improve crossings.
This can be indicated by red paint and no-parking
signs, and it could include a curb extension. In a
school zone context, "no stopping" signage can
be used to reinforce the restriction, helping ensure
that vehicles do not obstruct visibility and safe
crossing for pedestrians, particularly students.
In October 2023, the Daylighting Saves Lives Bill
(AB 413) was signed into law. The law created a
new section of the California Vehicle Code, CVC
22500(n), which makes it illegal to park within
20 feet of the vehicle approach of any marked
or unmarked crosswalk, even if a red curb is not
present, or 15 feet of any crosswalk where a curb
extension is present.
As of January 1, 2025, local jurisdictions may
begin issuing citations, whether or not signs or
paint are present. The law’s purpose is to increase
visibility and reduce potentially lethal collisions.
Adding red curbs can help implement this law.
Bus Pullout Area
A bus pullout area is a designated section of the
roadway where buses can pull into to pick up or
drop off passengers without disrupting the flow
of traffic. Bus pullout areas also provide a safer
location for passengers to board and alight from
the bus at the sidewalk.
VISION ZERO STRATEGY61SAFE ROUTES TO SCHOOL
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The following pages present the participating
schools’ recommendations based on the existing
conditions analysis, walk audits, and community
feedback. Also included are walk audit summaries
that outline participants’ main concerns regarding
pedestrian and bicyclist safety around each
school. Walk audit participants included school
and school district staff, parents and caregivers,
City of Palm Desert and La Quinta staffs, and the
Project Team.
PALM DESERT SAFE ROUTES
TO SCHOOL INFRASTRUCTURE
RECOMMENDATIONS
Participating schools’ recommendations can be
found on the following pages:
»Abraham Lincoln Elementary School
and Palm Desert Charter Middle School:
pg. 64
»Colonel Mitchell Paige Middle School:
pg. 76
»George Washington Charter School:
pg. 84
»Gerald R. Ford Elementary School:
pg. 100
»James Earl Carter Elementary School:
pg. 108
»Palm Desert High School: pg. 116
»Ronald Reagan Elementary School:
pg. 138
Feasibility of Improvement Recommendations
This is a planning document, providing a high-level blueprint to guide future bicycle and
pedestrian improvements throughout Palm Desert. This Plan shows the recommended,
proposed projects and an implementation plan with funding opportunities.
Each project in this Plan will require more detailed project-level analysis, community
engagement, and engineering study. As the City proceeds with more detailed project-
level planning, some projects identified in this Plan may require refinement.
PALM DESERT62SAFE ROUTES TO SCHOOL
68
VISION ZERO STRATEGY63SAFE ROUTES TO SCHOOL
69
Walk Audit Summary | Abraham Lincoln Elementary and Palm Desert Charter Middle School
Audit Date: Tuesday, April 9, 2024
Audit Time: 2:00 - 3:00 PM
Enrollment: 585 Students (Lincoln ES);
1,347 Students (PDCMS)
District: Desert Sands Unified School District
Participants: 19
Key issues identified during the walk audit:
»Portola Avenue is a major concern
due to high vehicular speeds, regular traffic
congestion, and erratic driver behavior when
navigating around school-related traffic.
Participants stated they avoid walking along
Portola Avenue.
»One participant requested more school
signage along Portola Avenue, particularly for
northbound traffic.
»Some participants stated they would like
to make use of the nearby CV Link bike path,
but connecting bicycle facilities are needed.
»Drivers do not stop at stop signs and
speeding occurs along the wider streets in the
residential neighborhood to the south.
»One parent stated it feels stressful crossing
at Rutledge Way and Santolina Drive when
the crossing guard is not present due to cars
not stopping.
Afternoon pick-up at Lincoln Elementary
School.
Drivers made illegal turns into Lincoln
Elementary School’s parking lot to navigate
around waiting cars.
Palm Desert Charter Middle School does
dispersed drop-off and pick-up, with the
primary drop-off and pick-up location at the
Magnesia Falls Park parking lot.
Standard and high visibility crosswalks and
bike sharrows at Rutledge Way and Santolina
Drive.
Lincoln Elementary School Address: 74-100 Rutledge Way, Palm Desert
Palm Desert Charter Middle School Address: 74-200 Rutledge Way, Palm Desert
PALM DESERT64SAFE ROUTES TO SCHOOL
70
Study Area | Abraham Lincoln Elementary and Palm Desert Charter Middle School
Palm Desert Civic
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Magnesia Falls
City Park
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BICYCLE AND PEDESTRIAN GAPS:
LINCOLN ELEMENTARY
PALM DESERT CHARTER MIDDLE
CITY OF PALM DESERT
SAFE ROUTES TO SCHOOL
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A key bike network gap exists between Fred Waring Drive and Magnesia Falls Drive adjacent to the schools.
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VISION ZERO STRATEGY65SAFE ROUTES TO SCHOOL
71
Figure 19: Abraham Lincoln Elementary School and Palm Desert Charter Middle School Concept Plans (1/9)
PALM DESERT66SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
1
2
2
Lincoln Elementary and PDCMS
SRTS Plan Recommendations
Upgrade to Leading Pedestrian
Interval (LPI) on All Legs*
Proposed Center Median
1
2
3
3
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
13
13
Proposed Shade Structure for Pick
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Scale: 1”=60’
*Keep in free operation during school
AM and PM peak hours
MAGNESIA FALLS DR
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Figure 20: Abraham Lincoln Elementary School and Palm Desert Charter Middle School Concept Plans (2/9)
VISION ZERO STRATEGY67SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
2
3
Lincoln Elementary and PDCMS
SRTS Plan Recommendations
Proposed Center Median
Match Exisitng Median
Preserve Left Turn Lane with
No U-Turn Signage
2
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12
14
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Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
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Figure 21: Abraham Lincoln Elementary School and Palm Desert Charter Middle School Concept Plans (3/9)
PALM DESERT68SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
2
3
Lincoln Elementary and PDCMS
SRTS Plan Recommendations
Proposed Center Median
2
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Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
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Figure 22: Abraham Lincoln Elementary School and Palm Desert Charter Middle School Concept Plans (4/9)
VISION ZERO STRATEGY69SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
2
5
Lincoln Elementary and PDCMS
SRTS Plan Recommendations
Proposed ADA Curb Ramps
Proposed Red Curb with No
Stopping/Standing Signage
Upgrade Existing Crosswalk to High
Visibility*
2
5
6
11
6
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Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
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13
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Proposed Yield Markings and Sign SW24-2(CA)
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Matchline - See Sheet 68
75
Figure 23: Abraham Lincoln Elementary School and Palm Desert Charter Middle School Concept Plans (5/9)
PALM DESERT70SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
2
5
7
6
4
Proposed Red Curb6
Lincoln Elementary and PDCMS
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed ADA Curb Ramps
Proposed Sidewalk
2
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Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
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Figure 24: Abraham Lincoln Elementary School and Palm Desert Charter Middle School Concept Plans (6/9)
VISION ZERO STRATEGY71SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Lincoln Elementary and PDCMS
SRTS Plan Recommendations
2
2
2
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
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Figure 25: Abraham Lincoln Elementary School and Palm Desert Charter Middle School Concept Plans (7/9)
PALM DESERT72SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
1
2
4
3
Proposed Center Median3
Lincoln Elementary and PDCMS
SRTS Plan Recommendations
Upgrade to Leading Pedestrian
Interval (LPI) on All Legs*
Proposed High Visibility Crosswalk
*Keep in free operation during
school AM and PM peak hours
1
2 4Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
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78
Figure 26: Abraham Lincoln Elementary School and Palm Desert Charter Middle School Concept Plans (8/9)
VISION ZERO STRATEGY73SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
2
3
Lincoln Elementary and PDCMS
SRTS Plan Recommendations
Proposed Center Median
2
3
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
PO
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A
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Matchline - See Sheet 72
Matchline - See Sheet 66
79
Figure 27: Abraham Lincoln Elementary School and Palm Desert Charter Middle School Concept Plans (9/9)
PALM DESERT74SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
11
5
7
10
Proposed Sidewalk7
Lincoln Elementary and PDCMS
SRTS Plan Recommendations
Proposed ADA Curb Ramps Proposed Curb Extension with
Delineator Posts
5 10
Upgrade Existing Crosswalk to High
Visibility*
11
*Existing School Crosswalks were
Upgraded to High Visibility by City
0’30’60’
Scale: 1”=60’
DESERT STAR BLVD
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This page intentionally left blank
VISION ZERO STRATEGY75SAFE ROUTES TO SCHOOL
81
Enrollment: 436 Students
District: Desert Sands Unified School
District
Participants: 4
Key issues identified during the walk
audit:
»Some drivers conducted illegal
U-turns on Palm Royale Drive after
dropping off students at the curb.
»Drivers dropping off students
along the curb on Palm Royale Drive
near the school’s parking lot exit
create sightline obstructions for those
exiting.
»The sidewalk along the frontage
of the school ends at a sand lot. There
are also no sidewalks on the north
side of Fred Waring Drive west of Palm
Royale Drive and on the east side
of Washington Street north of Fred
Waring Drive.
Walk Audit Summary | Colonel Mitchell Paige Middle School*
Audit Date: Wednesday, May 1, 2024
Audit Time: 8:30 - 9:30 AM
Main entrance and student drop-off and pick-
up lanes.
Cars dropping off students along the curb
create sightline obstructions for drivers exiting
the school’s parking lot.
*Recommendations for this school are in the City of La Quinta’s right-of-way and
therefore will require review, coordination, and implementation by La Quinta.
Crosswalk with rectangular rapid flashing
beacons (RRFBs) in front of the school on Palm
Royale Drive.
School Address: 43-495 Palm Royale Drive, La Quinta
Some drivers performed illegal U-turns after
dropping off their students on Palm Royale
Drive.
PALM DESERT76SAFE ROUTES TO SCHOOL
82
Study Area | Colonel Mitchell Paige Middle School
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Colonel Mitchell
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BICYCLE AND PEDESTRIAN
GAPS: PAIGE MIDDLE
SCHOOL
CITY OF PALM DESERT
SAFE ROUTES TO SCHOOL
DESTINATIONS + BOUNDARIES EXISTING BIKEWAYS
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HALF-MILE BUFFER
The north side of Fred Waring Drive
and the east side of Washington Street
lack sidewalks.
The west side of Palm Royale Drive
lacks sidewalks.
Intersections around the school lackhigh visibility crosswalks.An existing Class II bike lane on PalmRoyale Drive is slated to be upgradedto a Class IIB Buffered Bike Lane in thenear future.
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VISION ZERO STRATEGY77SAFE ROUTES TO SCHOOL
City of La Quinta
83
Figure 28: Colonel Mitchell Paige Middle School Concept Plans (1/6)
PALM DESERT78SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
1
3
4
Colonel Mitchell Middle School
SRTS Plan Recommendations
Upgrade Existing Crosswalk to High
Visibility*
Proposed ADA Curb Ramps
1
13
4
6
6
Proposed Pedestrian Street Lighting - Conduct
Illumination Study to Install Pedestrian Scale Lighting
*Existing School Crosswalks were Upgraded to High Visibility by City
0’30’60’
Scale: 1”=60’
Upgrade to Leading Pedestrian Interval
(LPI) on All Legs
PALM ROYALE DR
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84
Figure 29: Colonel Mitchell Paige Middle School Concept Plans (2/6)
VISION ZERO STRATEGY79SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTIONMatchline - See Sheet 80
3
Colonel Mitchell Middle School
SRTS Plan Recommendations
3 Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
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Figure 30: Colonel Mitchell Paige Middle School Concept Plans (3/6)
PALM DESERT80SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Matchline - See Sheet 79
Matchline - See Sheet 81
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Colonel Mitchell Middle School
SRTS Plan Recommendations
3
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Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
86
Figure 31: Colonel Mitchell Paige Middle School Concept Plans (4/6)
VISION ZERO STRATEGY81SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Matchline - See Sheet 80
Matchline - See Sheet 82
Colonel Mitchell Middle School
SRTS Plan Recommendations
Proposed Shade Structure for Pick Up/
Drop Off
5
5
0’30’60’
Scale: 1”=60’
P
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87
Figure 32: Colonel Mitchell Paige Middle School Concept Plans (5/6)
PALM DESERT82SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Matchline - See Sheet 81
3
Colonel Mitchell Middle School
SRTS Plan Recommendations
3 Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
Proposed Sidewalk - Colonel Mitchel
Paige Middle School to Fred Waring Dr
2
2
Proposed Shade Structure for Pick Up/
Drop Off
55
0’30’60’
Scale: 1”=60’
PALM ROYALE DR
88
Figure 33: Colonel Mitchell Paige Middle School Concept Plans (6/6)
VISION ZERO STRATEGY83SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Colonel Mitchell Middle School
SRTS Plan Recommendations
Upgrade Existing Crosswalk to High Visibility*
Proposed Sidewalk
1
1
12
2
3
3
Proposed Pedestrian Street Lighting - Conduct
Illumination Study to Install Pedestrian Scale Lighting
*Existing School Crosswalks were Upgraded to High Visibility by City
0’30’60’
Scale: 1”=60’
6
6
Upgrade to Leading Pedestrian Interval
(LPI) on All Legs
FRED WARING DR
PA
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89
Enrollment: 755 Students
District: Desert Sands Unified School
District
Participants: 6
Key issues identified during the walk audit:
»Many streets near the school lack
sidewalks. Participants specifically
requested sidewalks along Fairway Drive.
»Many families cross Chicory Street
midblock due to no sidewalks along the
north side of the street leading to the
crosswalk at Chicory Street and Shadow
Mountain Drive.
»Participants feel uncomfortable
walking along Portola Avenue due to high
vehicular speeds and narrow sidewalks,
especially near Portola Avenue and
Fairway Drive.
»During drop-off and pick-up,
congestion spills out of the parking lot
into Chicory Street and Portola Avenue.
Drivers also idle along the red curb on
Portola Avenue even when Chicory Street
is free of traffic.
Walk Audit Summary | George Washington Charter School
Audit Date: Tuesday, April 30, 2024
Audit Time: 8:30 - 9:30 AM
A crossing guard assists with morning drop-
off at the crosswalk at Chicory Street and
Shadow Mountain Drive.
Narrow sidewalks along Portola Avenue,
a high-speed arterial, foster an unpleasant
walking environment.
Drivers parked along a red curb on Portola
Avenue waiting to drop off students.
Parents and students were seen crossing
midblock along Chicory Street.
School Address: 45-768 Portola Avenue, Palm Desert
PALM DESERT84SAFE ROUTES TO SCHOOL
90
Study Area | George Washington Charter School
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A Class II Bike Lane exists only on the
west side of Portola Avenue.Many streets near the school, such as
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VISION ZERO STRATEGY85SAFE ROUTES TO SCHOOL
91
Figure 34: George Washington Charter School Concept Plans (1/13)
PALM DESERT86SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Matchline - See Sheet 92
4
5
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10
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George Washington Charter
SRTS Plan Recommendations
Proposed Sidewalk
Proposed Lane Width Reduction and
Class II Bike Lane
Conduct Sidewalk Expansion2
3
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Upgrade Existing Crosswalk to High
Visibility*
10
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
*Existing School Crosswalks were
Upgraded to High Visibility by City
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Figure 35: George Washington Charter School Concept Plans (2/13)
VISION ZERO STRATEGY87SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
10
2
3
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6
4
George Washington Charter
SRTS Plan Recommendations
Proposed Sidewalk
Proposed Lane Width Reduction and
Class II Bike Lane
Proposed Bicycle Conflict Striping
2
2
3
6
Upgrade Existing Crosswalk to High
Visibility*
Proposed Shade Structure for Pick Up/
Drop Off
10
11
11
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Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
*Existing School Crosswalks were
Upgraded to High Visibility by City0’30’60’
Scale: 1”=60’
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Figure 36: George Washington Charter School Concept Plans (3/13)
PALM DESERT88SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Matchline - See Sheet 86
George Washington Charter
SRTS Plan Recommendations
Proposed Sidewalk2
2
0’30’60’
Scale: 1”=60’
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Matchline - See Sheet 95
94
Figure 37: George Washington Charter School Concept Plans (4/13)
VISION ZERO STRATEGY89SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Matchline - See Sheet 90
10
Proposed Lane Width Reduction and
Class II Bike Lane
George Washington Charter
SRTS Plan Recommendations
Proposed Sidewalk
Proposed Red Curb
3
3
2
2
2
7
7
Upgrade Existing Crosswalk to High
Visibility*
10
*Existing School Crosswalks were Upgraded to High Visibility by City
0’30’60’
Scale: 1”=60’
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95
Figure 38: George Washington Charter School Concept Plans (5/13)
PALM DESERT90SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
7
George Washington Charter
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed Red Curb
1
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Upgrade Existing Crosswalk to High
Visibility Using City’s Approved
Crosswalk Treatment*
10
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*Existing School Crosswalks were Upgraded to High Visibility by City
0’30’60’
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Figure 39: George Washington Charter School Concept Plans (6/13)
VISION ZERO STRATEGY91SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
2
George Washington Charter
SRTS Plan Recommendations
Proposed Sidewalk2
0’30’60’
Scale: 1”=60’
SHADOW MOUNTAIN DR
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Figure 40: George Washington Charter School Concept Plans (7/13)
PALM DESERT92SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
8 8
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George Washington Charter
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed Sidewalk
Proposed Red Curb
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Figure 41: George Washington Charter School Concept Plans (8/13)
VISION ZERO STRATEGY93SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
8
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Proposed Red Curb7
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George Washington Charter
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed Sidewalk Proposed ADA Curb Ramps
1
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Visibility*
10Proposed Pedestrian Street Lighting -
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Figure 42: George Washington Charter School Concept Plans (9/13)
PALM DESERT94SAFE ROUTES TO SCHOOL
George Washington Charter
SRTS Plan Recommendations
Proposed Sidewalk
Proposed Red Curb
10
2
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Upgrade Existing Crosswalk to High
Visibility*
10
*Existing School Crosswalks were Upgraded to High Visibility by City
0’30’60’
Scale: 1”=60’
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NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTIONMatchline - See Sheet 95
Matchline - See Sheet 93
100
Figure 43: George Washington Charter School Concept Plans (10/13)
VISION ZERO STRATEGY95SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
George Washington Charter
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed Sidewalk
Proposed Red Curb
1
1
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Upgrade Existing Crosswalk to High
Visibility*
10
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*Existing School Crosswalks were Upgraded to High Visibility by City
Proposed ADA Curb Ramps8
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Scale: 1”=60’
PEPPERGRASS ST
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Figure 44: George Washington Charter School Concept Plans (11/13)
PALM DESERT96SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
George Washington Charter
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed Sidewalk
1
1 1
2
2
Proposed ADA Curb Ramps8
8 8
0’30’60’
Scale: 1”=60’
Proposed Red Curb7
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Figure 45: George Washington Charter School Concept Plans (12/13)
VISION ZERO STRATEGY97SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
George Washington Charter
SRTS Plan Recommendations
Proposed Sidewalk2
2
0’30’60’
Scale: 1”=60’
FAIRWAY DR
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Figure 46: George Washington Charter School Concept Plans (13/13)
PALM DESERT98SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
George Washington Charter
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed Sidewalk
1
1 1
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Proposed ADA Curb Ramps8
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0’30’60’
Scale: 1”=60’
Proposed Red Curb7
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VISION ZERO STRATEGY99SAFE ROUTES TO SCHOOL
105
Enrollment: 603 Students
District: Desert Sands Unified School District
Participants: 5
Key issues identified during the walk audit:
»The principal would like the existing
crosswalk on Warner Trail and Evening Star
Circle removed or upgraded to a raised
crosswalk with RRFBs or pedestrian hybrid
beacons. He stated it is currently difficult for
students to use due to speeding drivers along
Warner Trail.
»The existing bus stop location on Fred
Waring Drive east of Warner Trail creates a
challenging situation when buses stop in the
travel lane to load/unload. Cars turning right
onto Fred Waring Drive quickly speed up to
match traffic speeds unaware that a bus is
stopped in the lane they are turning into and
must quickly change lanes or brake.
»Posted signage indicates bicycles are
banned on sidewalks along Fred Waring
Drive. Traffic speeds and volumes create
stressful conditions for on-street bicyclists.
»Sidewalks terminate on Fred Waring
Drive just east of the school.
Walk Audit Summary | Gerald R. Ford Elementary School*
Audit Date: Wednesday, April 17, 2024
Audit Time: 9:00 - 10:00 AM
Bicycles are banned from using sidewalks
near the school.
The school has one crossing guard that assists
with pedestrian crossing in the school’s main
parking lot.
A high visibility crosswalk in front of the school provides pedestrian access to neighborhoods to the
west.
School Address: 44-210 Warner Trail, Indian Wells
*Recommendations for this school are in the City of Indian Wells’ right-of-way and
therefore will require review, coordination, and implementation by Indian Wells.
PALM DESERT100SAFE ROUTES TO SCHOOL
106
Study Area | Gerald R. Ford Elementary School
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Gerald R. Ford
Elementary
BICYCLE AND PEDESTRIAN
GAPS: GERALD R. FORD
ELEMENTARY
CITY OF PALM DESERT
SAFE ROUTES TO SCHOOL
DESTINATIONS + BOUNDARIES EXISTING BIKEWAYS
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Avenue turns into a Class III Bike Route
on the north side of the street between
Warner Trail and Elkhorn Trail.
Many bicyclists use Warner Trail, which
lacks bicycle facilities. The west side
of Warner Trail lacks sidewalks.
Fred Waring Drive is a busy, multi-lane
thoroughfare. Posted signage forbids
bicycles on the street and sidewalk.
This segment of Fred Waring Drivelacks sidewalks and bike facilities onboth sides of the street.
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107
Figure 47: Gerald R. Ford Elementary School Concept Plans (1/6)
PALM DESERT102SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
1
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2
4
5
4
Gerald R. Ford Elementary
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed ADA Curb Ramps
Proposed Red Curb Proposed Sidewalk
1
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Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
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Figure 48: Gerald R. Ford Elementary School Concept Plans (2/6)
VISION ZERO STRATEGY103SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
1
3
2
4
5
4
Gerald R. Ford Elementary
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed ADA Curb Ramps
Proposed Red Curb Proposed Sidewalk
1
22
3 5
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
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Figure 49: Gerald R. Ford Elementary School Concept Plans (3/6)
PALM DESERT104SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
9
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4
6
Upgrade Existing Crosswalk to High
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Gerald R. Ford Elementary
SRTS Plan Recommendations
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Proposed Red Curb
Proposed Rectangular Rapid Flashing
Beacon (RRFB)
2
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Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
10
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Proposed Shade Structure for Pick
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*Existing School Crosswalks were
Upgraded to High Visibility by City
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Scale: 1”=60’
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110
Figure 50: Gerald R. Ford Elementary School Concept Plans (4/6)
VISION ZERO STRATEGY105SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
9
4
Proposed Sidewalk5
Gerald R. Ford Elementary
SRTS Plan Recommendations
Proposed ADA Curb Ramps Proposed Bus Pullout Area
2
2
2
4
7
7
7
5
Upgrade Existing Crosswalk to High
Visibility*
9Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting *Existing School Crosswalks were
Upgraded to High Visibility by City
** The Entrance to Gerald Ford Elementary School was Widened in Winter 2025. This Change is not Shown in Current Aerial Imagery
0’30’60’
Scale: 1”=60’
FRED WARING DR
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Matchline - See Sheet 104
111
Figure 51: Gerald R. Ford Elementary School Concept Plans (5/6)
PALM DESERT106SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
9
4
Gerald R. Ford Elementary
SRTS Plan Recommendations
4
Upgrade Existing Crosswalk to High
Visibility*
9
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
*Existing School Crosswalks were Upgraded to High Visibility by City
0’30’60’
Scale: 1”=60’
FRED WARING DR
ENT LAS BRISAS
112
Figure 52: Gerald R. Ford Elementary School Concept Plans (6/6)
VISION ZERO STRATEGY107SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Proposed Sidewalk5
Gerald R. Ford Elementary
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed ADA Curb Ramps
Proposed Red Curb
Conduct Warrant Analysis for
One-Way Stop Control
1
1
1
8
8
22
22
3
33
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Scale: 1”=60’
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Enrollment: 516 Students
District: Desert Sands Unified School
District
Participants: 3
Key issues identified during the walk
audit:
»Portola Avenue is a major concern
due to speeding drivers. Little shade
makes it uncomfortable to walk along
sidewalks in hot weather.
»Some afternoon pick-up traffic
congestion spilled outside of the
school’s parking lot into turn lanes on
Hovley Lane.
»Drivers were parked along a red
curb on Hovley Lane until a motor
officer arrived.
Walk Audit Summary | James Earl Carter Elementary School
Audit Date: Wednesday, April 17, 2024
Audit Time: 3:00 - 4:00 PM
Afternoon pick-up occurs in a single lane
within the school’s main parking lot.
Some afternoon pick-up congestion spilled
into Hovley Lane.
Traffic enforcement on Hovley Lane in front of
the school.
Hovley Lane and Portola Avenue is a major
intersection near the school.
School Address: 74-251 Hovley Lane East, Palm Desert
PALM DESERT108SAFE ROUTES TO SCHOOL
114
Study Area | James Earl Carter Elementary School
Hovley
Soccer Park
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BICYCLE AND PEDESTRIAN
GAPS: JAMES EARL
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CITY OF PALM DESERT
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There is a critical east-west bicycle gap along Hovley Lane E, adjacent to James Earl Carter Elementary and a public park.
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VISION ZERO STRATEGY109SAFE ROUTES TO SCHOOL
115
Figure 53: James Earl Carter Elementary School Concept Plans (1/5)
PALM DESERT110SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
8
James Earl Carter Elementary
SRTS Plan Recommendations
Upgrade Existing Crosswalk to High
Visibility*
8
*Existing School Crosswalks were Upgraded to High Visibility by City
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Scale: 1”=60’
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Figure 54: James Earl Carter Elementary School Concept Plans (2/5)
VISION ZERO STRATEGY111SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
2
8
3
James Earl Carter Elementary
SRTS Plan Recommendations
Upgrade to Leading Pedestrian
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2
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Upgrade Existing Crosswalk to High
Visibility*
8
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
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Scale: 1”=60’
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117
Figure 55: James Earl Carter Elementary School Concept Plans (3/5)
PALM DESERT112SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
3
4
James Earl Carter Elementary
SRTS Plan Recommendations
Proposed Shade Structure for Pick
Up/Drop Off
3
4
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
HOVLEY LN
118
Figure 56: James Earl Carter Elementary School Concept Plans (4/5)
VISION ZERO STRATEGY113SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
3
1
Proposed ADA Curb Ramps
James Earl Carter Elementary
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
East to West Stop Sign Warrant /
Traffic Signal Warrant
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Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
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Figure 57: James Earl Carter Elementary School Concept Plans (5/5)
PALM DESERT114SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
James Earl Carter Elementary
SRTS Plan Recommendations
Potential Park and Walk/Walking
School Bus Stop
7
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0’30’60’
Scale: 1”=60’
HOVLEY LN
120
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VISION ZERO STRATEGY115SAFE ROUTES TO SCHOOL
121
Walk Audit Summary | Palm Desert High School*
Audit Date: Thursday, April 18, 2024
Audit Time: 8:30 - 9:30 AM
School Address: 74-910 Aztec Road, Palm Desert
PALM DESERT116SAFE ROUTES TO SCHOOL
Enrollment: 2,050 Students
District: Desert Sands Unified School
District
Participants: 6
Key issues identified during the walk audit:
»Drivers speed along Cook Street.
Northbound and southbound traffic
approach Aztec Lane on a decline,
fostering high-speed conditions around
the school.
»Drivers wait for students in the
northbound right-turn lane at Cook Street
and Aztec Lane rather than continuing
into the school’s parking lot. This results
in congestion and erratic maneuvers by
drivers trying to enter the parking lot.
»The school resource officer requested
bollards, gates, or a similar barrier
between the publicly accessible CV Link
bike path and the school’s rear parking
lot.
Morning drop-off occurs in three travel lanes
and one parking lane.
Speeding is a concern along Cook Street near
the entrance to the school.
The school resource officer requested a barrier
between the public CV Link bike path and the
school’s rear parking lot.
On-campus bike parking near the front of the
school.
*PDHS is developing a traffic circulation study. Recommendations from the circulation
study should be coordinated with SRTS recommendations that pertain to PDHS.
122
Study Area | Palm Desert High School
Cook FieldsSports Complex
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BICYCLE AND PEDESTRIAN
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CITY OF PALM DESERT
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HALF-MILE BUFFERThe east side of Cook Street lackssidewalks. Intersections around theschool lack high visibility crosswalks.
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network gap along Fred Waring
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VISION ZERO STRATEGY117SAFE ROUTES TO SCHOOL
123
Figure 58: Palm Desert High School Concept Plans (1/20)
PALM DESERT118SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Palm Desert High School
SRTS Plan Recommendations
Proposed ADA Curb Ramps
Proposed Lane Width Reduction and
Class II Buffered Bike Lane
2
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14
Upgrade Existing Crosswalk to High
Visibility*
14
*Existing School Crosswalks were Upgraded to High Visibility by City
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124
Figure 59: Palm Desert High School Concept Plans (2/20)
VISION ZERO STRATEGY119SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Proposed Bicycle Conflict Striping
Palm Desert High School
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed ADA Curb Ramps
Proposed Lane Width Reduction and
Class II Buffered Bike Lane
1
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Proposed Center Median18
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125
Figure 60: Palm Desert High School Concept Plans (3/20)
PALM DESERT120SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
5
6
4
3
21
Proposed Lane Width Reduction and
Class II Buffered Bike Lane
4
Palm Desert High School
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed ADA Curb Ramps
Proposed Bicycle Conflict Striping
Proposed Stop Markings and Sign
Proposed Red Curb1
22
3
6
5
Proposed Center Median18
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Scale: 1”=60’
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126
Figure 61: Palm Desert High School Concept Plans (4/20)
VISION ZERO STRATEGY121SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
43
2
14
Proposed Lane Width Reduction and
Class II Buffered Bike Lane
4
Palm Desert High School
SRTS Plan Recommendations
Proposed ADA Curb Ramps
Proposed Bicycle Conflict Striping
Proposed Red Curb
2
2
2
3
6 6
5
5 5
Proposed Stop Markings and Sign6
Upgrade Existing Crosswalk to High
Visibility*
14
14
*Existing School Crosswalks were
Upgraded to High Visibility by City
Proposed Center Median18
18 18
0’30’60’
Scale: 1”=60’
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127
Figure 62: Palm Desert High School Concept Plans (5/20)
PALM DESERT122SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION1
3
2
4
7
5
Proposed Lane Width Reduction and
Class II Buffered Bike Lane
4
Palm Desert High School
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed ADA Curb Ramps
Proposed Bicycle Conflict Striping
Match Existing Striping
Match Existing Median
Proposed Red Curb
1
22
3
7
16
19
19
16
16
5
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
Proposed Center Median18
18
0’30’60’
Scale: 1”=60’
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128
Figure 63: Palm Desert High School Concept Plans (6/20)
VISION ZERO STRATEGY123SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Proposed Red Curb
Palm Desert High School
SRTS Plan Recommendations
Proposed ADA Curb Ramps
Proposed High Visibility Crosswalk
5
7
2
1
5
2
7
14 1
Upgrade Existing Crosswalk to High Visibility*14
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
*Existing School Crosswalks were Upgraded to High Visibility by City
0’30’60’
Scale: 1”=60’
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129
Figure 64: Palm Desert High School Concept Plans (7/20)
PALM DESERT124SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
7
14
Palm Desert High School
SRTS Plan Recommendations
7
Upgrade Existing Crosswalk to High Visibility*14
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
*Existing School Crosswalks were Upgraded to High Visibility by City
0’30’60’
Scale: 1”=60’
PHYLLIS JACKSON LANE
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Figure 65: Palm Desert High School Concept Plans (8/20)
VISION ZERO STRATEGY125SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
7
Palm Desert High School
SRTS Plan Recommendations
7 Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
PHYLLIS JACKSON LANE
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Figure 66: Palm Desert High School Concept Plans (9/20)
PALM DESERT126SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
7
Palm Desert High School
SRTS Plan Recommendations
7 Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
PHYLLIS JACKSON LANE
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Figure 67: Palm Desert High School Concept Plans (10/20)
VISION ZERO STRATEGY127SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Upgrade to Leading Pedestrian
Interval (LPI) on All Legs - Coordinate
with CV Sync Phase II
Palm Desert High School
SRTS Plan Recommendations
Proposed Sidewalk Widening to 10’-12’
8
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Upgrade Existing Crosswalk to High Visibility*14
Match Existing Sidewalk16
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*Existing School Crosswalks were Upgraded to High Visibility by City
0’30’60’
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Figure 68: Palm Desert High School Concept Plans (11/20)
PALM DESERT128SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
1
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Palm Desert High School
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed Red Curb
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Match Existing Sidewalk
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Figure 69: Palm Desert High School Concept Plans (12/20)
VISION ZERO STRATEGY129SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Palm Desert High School
SRTS Plan Recommendations
7
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14
Upgrade to Leading Pedestrian
Interval (LPI) on All Legs - Coordinate
with CV Sync Phase II
8
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Upgrade Existing Crosswalk to High Visibility*14
15
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Proposed ADA Curb Ramps2
2
Match Existing Sidewalk16
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Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
*Existing School Crosswalks were
Upgraded to High Visibility by City
Proposed Sidewalk Widening to 10’-12’
0’30’60’
Scale: 1”=60’
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Figure 70: Palm Desert High School Concept Plans (13/20)
PALM DESERT130SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Proposed Pick Up Lane
Proposed Passenger Loading Signage
(R25E) CA
Palm Desert High School
SRTS Plan Recommendations
1
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Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
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Figure 71: Palm Desert High School Concept Plans (14/20)
VISION ZERO STRATEGY131SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Palm Desert High School
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed ADA Curb Ramps
1
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1
0’30’60’
Scale: 1”=60’
HI
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Figure 72: Palm Desert High School Concept Plans (15/20)
PALM DESERT132SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Palm Desert High School
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed ADA Curb Ramps
1
2
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1
0’30’60’
Scale: 1”=60’
FRED WARING DR
SAN YSIDRO CIRCLE
138
Figure 73: Palm Desert High School Concept Plans (16/20)
VISION ZERO STRATEGY133SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Palm Desert High School
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed ADA Curb Ramps
1
1
2
2
0’30’60’
Scale: 1”=60’
FRED WARING DR
139
Figure 74: Palm Desert High School Concept Plans (17/20)
PALM DESERT134SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Palm Desert High School
SRTS Plan Recommendations
7
7
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
CV LINK
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Figure 75: Palm Desert High School Concept Plans (18/20)
VISION ZERO STRATEGY135SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
7
Palm Desert High School
SRTS Plan Recommendations
7 Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
CV LINK
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Figure 76: Palm Desert High School Concept Plans (19/20)
PALM DESERT136SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
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Proposed Bike Racks
Palm Desert High School
SRTS Plan Recommendations
Proposed Swing Gate
Proposed Wayfinding Signage to
PDHS and Lincoln Elementary
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Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
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Figure 77: Palm Desert High School Concept Plans (20/20)
VISION ZERO STRATEGY137SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Palm Desert High School
SRTS Plan Recommendations
7
7
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
0’30’60’
Scale: 1”=60’
CV LI
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Enrollment: 834 Students
District: Desert Sands Unified School
District
Participants: 4
Key issues identified during the walk audit:
»Participants stated that the main issue
is the conflict point at the entrance to the
school’s parking lot next to the residential
roundabout. The assistant principal
stated students walking from the adjacent
residential complex must navigate through
large vehicles and heavy traffic while
crossing onto school property.
»The assistant principal stated park
visitors speed through the parking lot that
is shared with the school and Freedom
Park.
»During drop-off and pick-up, traffic
often backs up along Liberty Drive and
into Country Club Drive, a high-speed
arterial. This is worsened by cars parked
along the curb on Liberty Drive, which is
legally permitted.
Walk Audit Summary | Ronald Reagan Elementary School
Audit Date: Thursday, May 2, 2024
Audit Time: 8:00 - 9:00 AM
Morning drop-off at the front of the school.Morning drop-off congestion spills into Liberty
Drive.
Students walking from the neighboring residential community must navigate around many cars to
enter campus.
School Address: 39-800 Liberty Drive, Palm Desert
PALM DESERT138SAFE ROUTES TO SCHOOL
144
Study Area | Ronald Reagan Elementary School
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BICYCLE AND PEDESTRIAN
GAPS: RONALD REAGAN
ELEMENTARY
CITY OF PALM DESERT
SAFE ROUTES TO SCHOOL
DESTINATIONS + BOUNDARIES EXISTING BIKEWAYS
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Intersections around the school lack
high visibility crosswalks.
The west leg of this intersection lacks a marked pedestrian crossing.
VISION ZERO STRATEGY139SAFE ROUTES TO SCHOOL
145
Figure 78: Ronald Reagan Elementary School Concept Plans (1/7)
PALM DESERT140SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Ronald Reagan Elementary School
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Upgrade Existing Crosswalk to High
Visibility*
Proposed Lane Width Reduction and
Class II Buffered Bike Lane
Proposed Green Backed Bike Lane
*Existing School Crosswalks were Upgraded to High Visibility by City
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Figure 79: Ronald Reagan Elementary School Concept Plans (2/7)
VISION ZERO STRATEGY141SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Ronald Reagan Elementary School
SRTS Plan Recommendations
Proposed Lane Width Reduction and
Class II Buffered Bike Lane
Proposed Bicycle Conflict Striping
2
3
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3
4
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10
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Scale: 1”=60’
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Figure 80: Ronald Reagan Elementary School Concept Plans (3/7)
PALM DESERT142SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Ronald Reagan Elementary School
SRTS Plan Recommendations
Upgrade Existing Crosswalk to High
Visibility*
Proposed Lane Width Reduction and
Class II Buffered Bike Lane
Proposed No Parking During School
Hours Sign
Proposed Red Curb
2
5
3
6
7
5
3
6
7
2
Proposed Green Backed Bike Lane10
10
10
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
*Existing School Crosswalks were
Upgraded to High Visibility by City
0’30’60’
Scale: 1”=60’
COUNTRY CLUB DR
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Figure 81: Ronald Reagan Elementary School Concept Plans (4/7)
VISION ZERO STRATEGY143SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Ronald Reagan Elementary School
SRTS Plan Recommendations
Proposed Lane Width Reduction and
Class II Buffered Bike Lane
Proposed Bicycle Conflict Striping
3
4
3
4
10
Proposed Green Backed Bike Lane10
0’30’60’
Scale: 1”=60’
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Figure 82: Ronald Reagan Elementary School Concept Plans (5/7)
PALM DESERT144SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Proposed Red Curb
Proposed ADA Curb Ramp
Proposed Curb Extension with
Delineator Posts
7
8
9
10
10
Ronald Reagan Elementary School
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
1
5
1
5
7
8
9Proposed Shade Structure for Pick
Up/Drop Off
0’30’60’
Scale: 1”=60’
Proposed Yield Markings and
Sign SW24-2(CA)
11 11
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Matchline - See Sheet 142
150
Figure 83: Ronald Reagan Elementary School Concept Plans (6/7)
VISION ZERO STRATEGY145SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Ronald Reagan Elementary School
SRTS Plan Recommendations
Proposed High Visibility Crosswalk
Proposed Lane Width Reduction and
Class II Buffered Bike Lane
Proposed Bicycle Conflict Striping
Proposed ADA Curb Ramp
1
1
3
3
4
8
8
4
0’30’60’
Scale: 1”=60’
COUNTRY CLUB DR
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Figure 84: Ronald Reagan Elementary School Concept Plans (7/7)
PALM DESERT146SAFE ROUTES TO SCHOOL
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Ronald Reagan Elementary School
SRTS Plan Recommendations
Upgrade Existing Crosswalk to High
Visibility*
Proposed Lane Width Reduction and
Class II Buffered Bike Lane
Proposed Red Curb
2
3
3
2
7
7
*Existing School Crosswalks were Upgraded to High Visibility by City
0’30’60’
Scale: 1”=60’
COUNTRY CLUB DR
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VISION ZERO STRATEGY147SAFE ROUTES TO SCHOOL
153
Encouraging
Safe Routes
to School in
Palm Desert
05.
154
Non-infrastructure strategies are an important
part of the comprehensive SRTS program. While
infrastructure improvements create safer and more
comfortable routes, non-infrastructure (also called
encouragement and education) SRTS activities like
traffic safety education and promotional activities
encourage students to choose active modes to get
to and from school. In addition, SRTS projects with
non-infrastructure components build enthusiasm
and support for active transportation and can be
an important first step toward implementing more
costly infrastructure improvements.
This section outlines programmatic
recommendations for Palm Desert. These
recommendations provide an opportunity to
identify routes, collect insight on travel patterns,
behaviors, issues, and potential improvements,
and present ways that community members can
participate in SRTS activities.
PROGRAMMATIC SRTS
RECOMMENDATIONS
The Project Team compiled a comprehensive
menu of programmatic activities (pg. 150)
tailored for Palm Desert, which were informed
by school- and community-identified needs
and priorities, available resources, and SRTS
best practices. Also included is a list of general
programmatic recommendations (pg. 155)
that include programs which, while not specifically
designed for SRTS, are relevant to the goals of
SRTS and merit inclusion. These recommendations
provide an opportunity to identify routes; collect
insight on travel patterns, behaviors, issues,
and potential improvements; and present ways
that students, families, and other community
members can participate in SRTS activities. These
recommendations should be used to complement
infrastructure improvements and should be
included in any request for funding, such as
through the State Active Transportation Program or
Federal SS4A Program.
VISION ZERO STRATEGY149SAFE ROUTES TO SCHOOL
155
Recommended
SRTS Programs
Bike/Pedestrian Education
School-based skills and traffic safety instruction
conducted during PE or an after-school program.
Emphasizes development of pedestrian and
bicycle traffic safety skills, bike handling skills, safe
riding practices (“street smarts”), helmet fit, and
bike prep.
Resources:
»Safe Travels Education Program (STEP),
Orange County Transportation Authority
»Walk! Bike! Fun! Pedestrian and Bicycle Safety
Curriculum, Bike Alliance of Minnesota
Contests and Challenges
Students track walking and biking trips to school
toward some kind of goal or reward. Trips can
be tallied for individuals, classrooms, grades, or
school-wide. Track trips using punch cards, tally
sheets, or an app toward individual or group
rewards.
Resources:
»Marin County SRTS Annual Contests
Crossing Guard Promotional
Education
Crossing guards assist students, families, and
residents in safely crossing the street near schools
and alert drivers that people are crossing the
roadway. It is a violation of the law to disregard
the direction of a crossing guard (California
Vehicle Code Section 2815). However, too often,
crossing guards are ignored or taken for granted.
Education promoting listening to crossing guards
may encourage more people to follow their
directions.
Resources:
»Crossing Guard Promotional Social Media
Posts in English and Spanish (Appendix D)
PALM DESERT150SAFE ROUTES TO SCHOOL
156
Crossing Guard Siting
Many factors contribute to the need for a crossing
guard at a particular crossing location. The
CAMUTCD provides general guidance for their
use. The Caltrans Active Transportation Resource
Center’s California School Crossing Guard
Training Program cites additional factors and
supporting information that can be used to identify
locations that could benefit from the presence of a
crossing guard.
Monitoring of crossing locations to assess the
need for a crossing guard should occur on
a scheduled basis, such as every two years.
Additional reasons that may require reassessing a
crossing guard location may include:
»New or improved traffic control devices
»Major developments increasing traffic on a
roadway near a school
»School boundary changes
»Schools opening or closing
»Consolidation of schools or changing of grades
»Changes to school bell schedules
Note: Neither the City nor DSUSD provide crossing
guard services to any of the schools. Each school is
responsible for their own crossing guard services.
However, the City provides financial assistance to
DSUSD to manage a School Crossing Guard Program.
Resources:
»CAMUTCD, Caltrans
»California Crossing Guard Training Program,
California Active Transportation Resource
Center
Crossing Guard Training
School crossing guards play an integral role in
fostering a safe and comfortable environment for
students walking and bicycling to school. Training
is essential for crossing guards to perform properly
and safely. Crossing guards can help create
gaps in traffic on busy neighborhood collector
roads, remind drivers of the presence of people
walking, instill safe walking skills in students and
their families, and indicate when people driving
should yield. The California Active Transportation
Resource Center provides trainer courses at no
cost to help jurisdictions and law enforcement with
guidance on how to train and vet potential new
and existing crossing guards.
Resources:
»California Crossing Guard Training Program,
California Active Transportation Resource
Center
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Demonstration Projects
Demonstration projects are temporary, short-term,
low-cost roadway projects that are used to test,
evaluate, and refine potential changes to the street
before investing in long-term solutions. They use
inexpensive materials such as paint and flexible
bollards to test curb extensions, median refuge
islands, protected bike lanes, and more.
Resources:
»Demonstration Project Implementation Guide,
Minnesota Department of Transportation
»Quick-Build Guide: How to Build Safer Streets
Quickly and Affordably, Alta Planning +
Design, California Bicycle Coalition
E-Bike Training and Licensing
Program
E-bike safety awareness trainings teach students
how to safely use an e-bike on streets. Students
must pass a quiz to demonstrate understanding
of the training and receive a permit to stick on
their e-bike, allowing them to bring and store their
e-bike on campus.
Resources:
»E-Bike Safety Information, Huntington Beach
Union High School District
»City of Oceanside SRTS e-bike safety
educational video
Park + Walk/ Walking School Bus
Park + Walk programs establish locations near
school where students are dropped off and
walk the rest of the way to school by themselves
(depending on age), with friends or with a
parent or caregiver. These locations can also be
designated as “Walking School Bus” stops, where
students are greeted by school staff, volunteers, or
other trusted adult “drivers” and are walked into
school in a supervised group.
Resource:
»Step by Step: How to Start a Walking School
Bus at Your School, Safe Routes National
Partnership
Please Pull Forward Signage
On-campus, “Please Pull Forward” signage can
remind drivers to use the entire arrival/dismissal
space when unloading and loading their students.
This has the benefit of getting vehicles off the
streets, which reduces traffic congestion and
reduces vehicle and pedestrian conflicts.
Resource:
»Please Pull
Forward Signage
in English
and Spanish
(Appendix E)Please Pull
Forward
Por favor, conduzca hacia adelante
PALM DESERT152SAFE ROUTES TO SCHOOL
158
Safe Routes to School Campaign
Safe Routes to School campaigns are meant
to educate parents, neighbors, and others to
drive slowly and attentively, and watch out
for students walking and biking near schools.
Campaigns may use a range of strategies to share
messaging including yard signs, banners, school
communications, and more.
Resources:
»Safe Routes to School Banner in English and
Spanish (Appendix F)
»Safe Routes to School Safety Campaign
Toolkit, Oregon Metro
School Board Policy
School board policies, like California Board
of Education Board Policy (BP) 5142.2 SRTS
Program, help solidify a school district’s
commitment to promoting active transportation as
a safe and healthy way to get to and from school.
Resource:
»Sample Board Policy Safe Routes to School
Program, California School Board Association
School Champion Toolkit
Resource guide to give parents, caregivers, and
other champions information on how to start or
grow walking and biking programs at their school
sites.
Resources:
»Parent and Community Empowerment Toolkit,
San Mateo County Safe Routes to School
»Volunteer Toolkit, Safe Routes to School
National Partnership
School Communications
Promote safe walking, bicycling, and driving
behavior and encourage families to walk and bike
to school through school communication channels
such as newsletters, social media, websites, and
in-person events. Customized, high-resolution
graphics and messaging ready to share through
electronic platforms or in print.
Resource:
»Safe Travels Education Program (STEP),
Orange County Transportation Authority
»Safe Routes to School Messaging for Pros,
Safe Routes to School National Partnership
Palm Desert Schools Walk & Roll
Las Escuelas de Palm Desert Caminan y Ruedan
VISION ZERO STRATEGY153SAFE ROUTES TO SCHOOL
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Student Valet
Student volunteers from upper elementary, middle,
and junior high school who complete traffic safety
training and direct children to safely cross vehicle
traffic on and adjacent to campus. Typically,
patrols are appointed by a teacher or principal
with parent approval.
Resource:
»AAA School Safety Patrol
Suggested Routes to School Maps
Customized maps showing suggested walking
(and biking for older students) routes to school
along with key information including crossing
guard locations, signalized or stop-controlled
intersections, approximate route times, key
landmarks, and more.
Resource:
»Suggested Routes to School Maps for Palm
Desert Schools (Appendix G)
Walk to School Day or Bike to
School Day
One-day, one-time, before school walking or
biking event involving all students. Students will
be encouraged to walk or bike to school on a
particular day (chosen by the school) and will
receive incentives for participation. Other events,
such as Cocoa for Carpools, can be incorporated
into Walk and Bike to School Days for older
students.
Resource:
»Walk, Bike, & Roll to School, National Center
for Safe Routes to School
C
O
N
E
J
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CIRCLE
DAOR NOYNAC PEED
FRED WARING DRIVE
KING FISHER CIRCLE
CAMINO ARROYO
ELCRIC ETIRUZA
P R I M R O S E D R I V E
ENAL NIDREV
EUNEVA ENIROLF
SANTA ROSA WAY
GARY AVENUE
MERLE DRIVEQUICKSILVER DRIVE
PR
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S
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I
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PLAC
E
RUTLEDGE WAY
BUTTONWOOD DRIVE
ELCRIC ADAVEN
SILK TREE LANE
EUNEVA ALOTROP
EUNEVA OLBAP NAS
RANCHO ROAD
LESLIE AVENUE
MASSON STREET
OLLICETNOM OESAP
SANTOLINA DRIVE
MERCURY CIR
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DAOR ACCEBER
S
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R
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LAVENDER WAY
EUNEVA LAUCSAP NAS
MOSS ROSE DRIVE
VIA PALMIRA
ERIN STREET
ASTER DRIVE
KRUG AVENUE
Z
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L
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COLUMBINE D
RIVE
DAOR EIDOB
MARIGOL
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CALLE DE L V E R A N O
GOLETA AVENUE
MAGNESIA FALLS DRIVE
MYRSINE AVENUE
VELARDO DRIVE
DESERT STAR BOULEVARD
Abraham
Lincoln
Elementary
0 0.10.05 Miles
Palm Desert
Charter Middle School
Palm Desert
Civic Center Park
Magnesia Falls Park
Use caution when walking
on Primrose Drive; there is
a sidewalk gap and most intersections lack crosswalks.
Use caution
when crossing; these are
large and busy
intersections.
Use caution when
walking on Deep Canyon Road; most intersections
lack crosswalks and
north-south traffic does not have stop signs.
~10 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~17 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~10 minutes
WALKING TIME FROM HERE
~7 minutes
WALKING TIME FROM HERE
0.25 miles
from school
~10 minutes
WALKING TIME FROM HERE
1 mile
from school
0.5 miles from school
1 mile
from school
Use caution when walking
on Primrose Drive; there is
a sidewalk gap and most intersections lack crosswalks.
Use caution
when crossing; these are
large and busy
intersections.
Use caution when
walking on Deep Canyon Road; most intersections
lack crosswalks and
north-south traffic does not have stop signs.
~10 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~17 minutes
WALKING TIME FROM HERE
~10 minutes
WALKING TIME FROM HERE
~7 minutes
WALKING TIME FROM HERE
0.25 miles
from school
~10 minutes
WALKING TIME FROM HERE
1 mile
from school
0.5 miles from school
1 mile
from school
A pedestrian
bridge provides
access to Civic Center Park.
~20 minutes
WALKING TIME FROM HERE
Use caution when
crossing; traffic on
Rutledge Way does
not have stop signs.
ABRAHAM LINCOLN ELEMENTARY SCHOOL
Suggested Routes to
School Map
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
LEGEND
Intersection with Traffic Signal
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
Suggested Walk to School Route — Use Extreme Caution: Missing Sidewalk
Magnesia Falls DrMagnesia Falls Dr
Po
r
t
o
l
a
A
v
e
Po
r
t
o
l
a
A
v
e
Rutledge WayRutledge Way
PALM DESERT154SAFE ROUTES TO SCHOOL
160
Other Recommended
Programs
Bike Lending Library
Bike lending libraries provide bicycles to people
who want to test bicycle travel before purchasing
a bike or do not have the resources to purchase
a quality bike. These libraries offer bike rentals
for longer durations than a single trip, typically
providing a personal bike for weeks or months.
These programs are significantly less expensive to
manage and maintain than a traditional bikeshare
system, which typically requires docking stations
within one-half mile of each other. By centralizing
pick-up and drop-off at a single location hub,
bike libraries also create a captive audience for
education and safety courses and materials to
support SRTS goals.
The bike library should offer a variety of bikes,
such as e-bikes, cargo bikes, and tricycles,
to provide options for people to use during
different trip purposes, abilities, and seasons. To
accommodate riders with the highest need, rental
fees should be subsidized or free based on social
services eligibility or for students. Bike libraries
can be City-operated or managed in partnership
with local bike shops and advocacy groups that
can provide and maintain the bikes. The City can
pursue grant opportunities to fund the bike library
through the Active Transportation Program and
Regional Early Action Planning (REAP) programs
and leverage California Air Resources Board
rebate programs for e-bike purchases to facilitate
a bike-to-own model.
Car-Free Streets Near Schools
Car-free street events promote health and
community connection by creating a safe and
attractive space for physical activity and social
contact. These events temporarily close streets
near a school to motor vehicles, creating a safe
and welcoming environment not only for students
but for people of all ages to engage in walking,
bicycling, dining, dancing, and other activities.
These events are cost-effective compared to
building new parks for the same purpose. The
events have many names: Ciclovías (originating
in South America), Open Streets, Summer Streets,
Sunday Streets, and Sunday Parkways. Car-free
events have been very successful internationally
and are rapidly becoming popular throughout
California and the US. Events can be regularly
scheduled or one-time occasions.
The perception of temporary road closures
and parking loss can cause initial opposition
from local residents and businesses. To mitigate
these concerns, a small-scale, pilot event is
recommended where a block or two is restricted
from car traffic. Following a successful pilot, the
event’s scope can expand as people experience
car-free streets and become more receptive to
larger events.
Resource:
»Open Streets Project, The Movement for Open
Streets
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Group Walking and Biking Events
Similar to Walking School Buses, group walking
events can encourage students to walk more
regularly in a supportive setting. The City might
consider partnering with Palm Desert schools and
the DSUSD to facilitate these walking events. Each
walk is led by volunteer safety professionals who
instruct students on proper walking techniques
and the benefits of walking to school. These
discussions can inspire students to adopt healthier
habits in their daily lives. Beyond the physical
benefits, group walking events foster community
connection, allowing students to learn from one
another and celebrate their diverse backgrounds.
Similarly, group bicycle rides offer older students
the opportunity to practice biking and build
confidence, guided by City or DSUSD staff. The
City may consider partnering with local biking
nonprofit organizations, such as the Desert
Bicycle Club, to lead bicycle-related events and
educational programs. Additionally, the City could
collaborate with local bike rental shops to offer
free bike or e-bike experiences for participants
who do not own a bicycle. Before rides begin,
facilitators can also provide education so that
every participant has basic knowledge about the
rules of the road, bicyclist laws and rights, and
bike safety.
Transit Outings and Ambassadors
Transit outings offer older students the opportunity
to practice taking transit, walk safely and
comfortably, and gain confidence, guided by
City staff or the DSUSD. These outings may be
particularly valuable for DSUSD students in
grades 9 through 12 who are not eligible for
school bus service and who may lack reliable
transportation between home and school.
Additionally, the SunLine Transit Ambassador
Program (TAP) offers comprehensive training
sessions that address crucial topics and everyday
scenarios in public transportation service. Transit
Ambassadors, who have completed this program,
can assist passengers with their trip planning and
provide support until passengers feel confident
in navigating the SunLine system independently.
The City could consider partnering with SunLine
Transit Agency to leverage the TAP, encouraging
older students to use transit regularly, fostering
independence and increasing transit use within the
community. Students who participate in TAP could
also serve as advocates at schools, encouraging
fellow students to consider active transportation
modes. Furthermore, the TAP could facilitate the
formation of travel buddy relationships, enhancing
social connections while providing “safety in
numbers.”
Pairing these outings with seasonal activities,
such as outdoor concerts, or key destinations
like schools, parks, and libraries, could further
encourage participation and make the experience
more enjoyable and meaningful.
Resource:
»Travel Training Program, SunLine Transit
Agency
PALM DESERT156SAFE ROUTES TO SCHOOL
162
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163
Implementing
Safe Routes
to School in
Palm Desert
06.
164
Funding for SRTS programs and projects may come from a variety of sources
including matching grants, sales tax or other taxes, bond measures, or
public/private partnerships. This section identifies sources of funding for
design, implementation, and maintenance of SRTS projects. The descriptions
are intended to provide an overview of available options and do not
represent a comprehensive list. It should be noted that this section reflects the
funding available at the time of writing. The funding amounts, fund cycles,
and even the programs themselves are susceptible to change without notice.
As funding and grant opportunities become available in the future, the City
will prioritize the implementation of recommendations in this plan, utilizing
these resources to support the continued development and enhancement of
SRTS programs and projects.
FUNDING
Active Transportation
Infrastructure Investment
Program (ATIIP)
ATIIP is a federal initiative designed to enhance
infrastructure for bicyclists and pedestrians.
Administered by the Federal Highway
Administration, the program provides funding
to state and local governments for projects that
improve facilities for non-motorized users. These
projects may include constructing or upgrading
bike lanes, sidewalks, crosswalks, and other
amenities that support walking and cycling.
Better Utilizing Investments
to Leverage Development
Grant Program (BUILD)
The BUILD Grant Program enables the Department
of Transportation to invest in road, rail, transit,
and port projects that have a significant local
or regional impact. Eligible projects include
recreational trails, road diets, separated bike
lanes, shared use paths, sidewalks, signal
improvements, signed pedestrian or bicycle routes,
traffic calming, trailside and trailhead facilities,
bicycle parking, racks, repair stations, storage,
and bike share programs.
VISION ZERO STRATEGY159SAFE ROUTES TO SCHOOL
165
Caltrans Active
Transportation Program
(ATP)
The ATP consolidated existing federal programs
including Bicycle Transportation Account, the Safe
Routes to Schools Program, and the Recreational
Trails Program, into a single program. The purpose
of this grant is to fund active transportation
projects. Eligible pedestrian and Safe Routes to
School projects include infrastructure projects
(planning, design, and construction), education,
encouragement, and planning activities. The
California Transportation Commission writes
guidelines and allocates funds for the ATP, while
the ATP will be administered by the Caltrans
Division of Local Assistance.
Caltrans Highway Safety
Improvement Program
(HSIP)
HSIP is a data-driven funding program, and
eligible projects must be identified through
analysis of crash experience, crash potential,
crash rate, or other similar metrics. Infrastructure
and non-infrastructure projects are eligible
for HSIP funds. Bicycle and pedestrian safety
improvements, enforcement activities, traffic
calming projects, and crossing treatments for
active transportation users in school zones are
examples of eligible projects. All HSIP projects
must be consistent with the state’s Strategic
Highway Safety Plan. In California, HSIP is
administered by Caltrans.
Caltrans Transportation
Development Act (TDA)
TDA provides funding from State Transit Assistance
and Local Transportation Fund. This program funds
a variety of transportation programs including
those for pedestrians, bicyclists, and people
accessing transit facilities. The amount of funding is
based on sales tax collected in each county. This
fund is administered by Caltrans.
City of Palm Desert
Measure G
Approved in 2024, Measure G is a 1% sales tax
that funds general city services. These funds may
be used to construct public infrastructure, including
new bicycle and pedestrian facilities. Measure
G also provides funding for the maintenance of
streets, community centers, parks, trails, and other
facilities used by students and families.
Congestion Mitigation and
Air Quality Improvement
Program (CMAQ)
CMAQ is a federal initiative that provides funding
to state and local governments for transportation
projects aimed at reducing congestion and
improving air quality in areas that do not meet
the National Ambient Air Quality Standards for
ozone, carbon monoxide, and particulate matter.
Eligible projects include the development of public
transportation systems, implementation of traffic
flow improvements, and promotion of alternative
transportation modes such as biking and walking.
PALM DESERT160SAFE ROUTES TO SCHOOL
166
Riverside County
Transportation Commission
Measure A
First approved in 1988, Measure A is a half-cent
sales tax that funds transportation improvements
through 2039. Funds go back to each of the
three geographic areas within Riverside County:
Coachella Valley, Western Riverside County, and
Palo Verde Valley, in proportion to the sales taxes
they contribute. In Coachella Valley, 50% of funds
go to highway and regional arterials, 35% to
local streets and roads, and 15% to public transit.
Safe Streets and Roads for
All Grant Program (SS4A)
Established through the Infrastructure Investment
and Jobs Act, SS4A will provide $5 billion in
funding from 2022 to 2026 to support local,
regional, and tribal initiatives aimed at reducing
roadway deaths and serious injuries. SS4A
offers grants for planning, demonstration,
and implementation projects, with a focus on
pedestrian, bicyclist, and transit safety.
Southern California
Association of Governments
(SCAG) – Sustainable
Communities Program (SCP)
SCP funds projects that support active
transportation and the development of
sustainable, equitable, and economically vibrant
communities across the state. Through this
program, SCAG offers financial resources to local
and regional planning agencies to implement
projects that reduce greenhouse gas emissions,
enhance transportation systems, and promote
environmental justice. This funding opportunity can
help improve pedestrian infrastructure for students
by supporting projects that make walking safer
and more accessible.
Surface Transportation Block
Grant Program (STBG)
STBG provides states with flexible funds that may
be used for a variety of highway, road, bridge,
and transit projects. Bicycle and pedestrian
improvements are eligible, including trails,
sidewalks, bike lanes, crosswalks, pedestrian
signals, and other ancillary facilities. The grant-
funded pedestrian and bicycle facilities may be
located on local roads that are not part of the
Federal-aid Highway System. Funds are funneled
through Caltrans to Metropolitan Planning
Organizations to administer the grant.
VISION ZERO STRATEGY161SAFE ROUTES TO SCHOOL
167
Appendices
168
Complete Existing Conditions Report
Complete High-Injury Network Analysis
Complete Outreach and Engagement Report
Crossing Guard Promotional Social Media Posts in English and Spanish
Please Pull Forward Signage in English and Spanish
Safe Routes to School Banner in English and Spanish
Suggested Routes to School Maps for Palm Desert Schools
Sample Student Tally Survey
Sample Parent/Caregiver Survey
A
B
C
D
E
F
G
H
I
LIST OF APPENDICES
VISION ZERO STRATEGYSAFE ROUTES TO SCHOOL
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Complete
Existing
Conditions
Report
A.
170
Complete Palm Desert Safe Routes to School Existing Conditions Report
Introduction
The Palm Desert Safe Routes to School (SRTS) Plan seek to identify barriers to safe walking and bicycling on
routes frequented by Palm Desert’s K-12 public school students and to develop solutions in consultation with
the community, public sector partners, and city leadership. The Plans will reflect the unique challenges and
opportunities in Palm Desert and address active transportation network gaps that negatively impact access to
neighborhood schools, parks, hospitals, retail centers, and other destinations.
The purpose of this Existing Conditions Memo is to identify existing demographics, infrastructure, and commute
trends as well as review existing City and regional plans related to active transportation in Palm Desert. Using
this existing data, analyses were completed to find gaps in the existing active transportation network. This
information identifies opportunities for active transportation improvements to enhance the safety and comfort
of people walking, biking, and rolling. The findings from this memo will be included in separate existing
conditions chapters in the draft Safe Routes to School Plan and will directly inform infrastructure and
programmatic recommendations.
171
Safe Routes to School
Background
There are eight schools included in the Palm Desert SRTS Plan including five elementary schools, two middle
schools, and one high school (Figure 1). All schools are part of the Desert Sands Unified School District. Two
schools are located just outside Palm Desert city limits, one in the City of La Quinta and one in the City of Indian
Wells. Table 1 presents a list of the schools by their city, grade level, and bell schedules.
Table 1. Palm Desert SRTS Project Schools Details
School Name City Level Start End
Abraham Lincoln
Elementary School
Palm Desert Elementary 7:55 AM 2:00 PM
George Washington
Charter School
Palm Desert Elementary 8:10 AM 3:00 PM
James Earl Carter
Elementary School
Palm Desert Elementary 8:45 AM 3:15 PM
Palm Desert Charter
Middle School
Palm Desert Middle 8:10 AM 2:36 PM
Palm Desert High School Palm Desert High 8:30 AM 3:35 PM
Ronald Reagan Elementary
School
Palm Desert Elementary 8:00 AM 2:30 PM
Gerald R. Ford Elementary
School
Indian Wells Elementary 9:00 AM 3:27 PM
Colonel Mitchell Paige
Middle School
La Quinta Middle 8:30 AM 3:01 PM
172
Figure 1. Palm Desert SRTS Project Schools Locations
173
Plans, Policies, and Programs Review
This project builds on numerous local and regional plans, policies, and standards that impact active
transportation in Palm Desert. These planning documents and studies were reviewed to gain a better
understanding of existing conditions in the City, as well as proposed and planned facilities for biking and walking.
The plans and studies reviewed, and a summary of their contents, are listed in Table 2.
Table 2. Plans Reviewed by Jurisdiction
Plan Name Summary Municipality Year Adopted
Connect SoCal 2024 The long-term plan for Southern California that
details the necessary investments in
transportation and development until 2050. The
plan does not make any specific
recommendations, but rather focuses on long
term goals and systemic changes to address
mobility issues throughout the region.
SCAG 2024
Transforming Haystack Road:
Traffic Calming and Safety Study
A study on a 1.3 mile segment of Haystack Road
to improve road user safety. This project is
currently implementing active transportation
improvements outlined for this segment in the
General Plan and Local Roadway Safety Plan.
Palm Desert 2024
Walk and Roll Program The implementation plan for the ideas laid out in
the Palm Desert General Plan to create a more
complete network of active transportation
infrastructure. The plan is broken into three
phases. Plan implementation is currently
underway.
Palm Desert 2024
District 8 Active Transportation
Plan
A plan that identifies the pedestrian and bicycle
needs across the State Highway System. This
plan puts forth regional improvements in the
Coachella Valley, but nothing specific to Palm
Desert.
CalTrans 2022
Local Roadway Safety Plan The City of Palm Desert’s plan to identify key
areas using crash data to inform and evaluate
the safety of the City’s transportation network.
The plan puts forth a toolbox of safety measures
that should be implemented throughout the City.
Palm Desert 2021
Riverside County Transportation
Commission Long Range
Transportation Study
A Long Range Transportation Plan to address
transportation in Riverside County and allocate
Measure A tax dollars. The plan proposes
funding to rail improvements, a county wide Safe
Route to School program, and infrastructure
changes to support active transportation.
Riverside
County
2019
CV Link Master Plan The envisioned 40-mile, valley wide pathway for
pedestrians, cyclists, and low-speed electric
vehicles through the Coachella Valley. There are
almost 5 miles of segments through Palm Desert.
CVAG 2016
174
Plan Name Summary Municipality Year Adopted
Palm Desert General Plan This plan builds upon the vision of the Envision
Palm Desert Strategic Plan to create guiding
development principles for the City of Palm
Desert. The General Plan proposes specific active
transportation infrastructure projects within
Palm Desert that are being implemented through
the Walk and Roll Program.
Palm Desert 2016
Envision Palm Desert Strategic
Plan
A collaborative plan between the City and
residents to create a community vision and
action steps. It resulted in nine Strategic Results
Areas to address within the City. The plan
defines guiding principles and priorities for more
specific development items in subsequent plans.
Palm Desert 2014
Coachella Valley Association of
Governments Active
Transportation Plan
The Active Transportation Plan updates the Non-
Motorized Transportation Plan for regional
bikeways through Coachella Valley. This plan
proposes large regional bikeway routes along
state highways, connecting to the CV Link, and
the stormwater channels.
CVAG 2010
Coachella Valley Association of
Governments Transportation
Project Prioritization Study
This study prioritizes funding for transportation
improvements including bicyclist and pedestrian
facilities using roadway surface conditions, level
of service, crash rates and other criteria that
advance regional goals
CVAG 2010
175
Equity Profile
The following presents an equity profile using Free and Reduced Price Meals (FRPM) eligibility. FRPM was
selected as a means of identifying schools with a greater proportion of low-income households, which are often
correlated with higher rates of poverty and greater barriers to transportation.
Free and Reduced Price Meals
The National School Lunch Program is a federally funded program that assists schools in providing nutritious
lunches to students at reasonable prices. The program must be open to all enrolled students and free or
reduced-price meals must be provided to those children who qualify for such benefits according to specified
family size and income standards. Table 3 and Figure 2 show the Palm Desert SRTS schools and their percentage
of students eligible for free and free or reduced-price meals during the 2022-2023 school year.
Table 3. K-12 Free or Reduced-Price Meals Data (2022-2023)
School Name Enrollment Percent (%) Eligible Free Percent (%) Eligible Free
or Reduced-Price Meal
Abraham Lincoln Elementary School 585 68.7% 79.5%
Colonel Mitchell Paige Middle School 436 63.1% 74.3%
George Washington Charter School 755 35.2% 49.0%
Gerald R. Ford Elementary School 603 46.3% 58.7%
James Earl Carter Elementary School 516 41.7% 53.1%
Palm Desert Charter Middle School 1,347 45.6% 60.3%
Palm Desert High School 2,050 42.1% 57.3%
Ronald Reagan Elementary School 834 40.9% 53.2%
176
Figure 2. K-12 Free or Reduced-Price Meals Eligibility in Palm Desert (2022-2023)
177
Land Uses
Existing land use surrounding schools in Palm Desert is primarily residential (Figure 3). Most of the residential
areas around schools are single family detached homes with some multi-family parcels. George Washington
Charter School is surrounded by residential land uses but is located two blocks away from the main commercial
corridor of Palm Desert, El Paseo. Additionally, some schools are located next to open space which could provide
alternative transportation and recreational opportunities for students. For example, Ronald Reagan Elementary
School is bordered by Palm Desert Freedom Park to the north.
178
Figure 3. Citywide Land Uses
179
Pedestrian and Bicycle Facilities
The sidewalk network throughout Palm Desert is relatively well-connected, especially on major arterials and
collector streets. However, many residential streets lack sidewalks and other pedestrian infrastructure like
marked crossings. In school areas, many streets have existing sidewalks leading to the school. However, some
schools lack adequate pedestrian facilities. To improve walking conditions to and from schools, missing
sidewalks could be added along key segments, existing sidewalks could be widened, crosswalks could be
upgraded to be higher visibility, and flashing beacons could be added to crosswalks without stop signs or traffic
signals. Portola Avenue, Hovley Lane, Fred Waring Drive, Washington Street, and Country Club Road are all
major arterials on which project schools are located. Because of high traffic volumes and speeds, these streets
can serve as deterrents to students who may potentially walk to school. Traffic calming elements like raised
crosswalks or speed humps would increase pedestrian safety and comfort in these school areas. The addition of
crossing guards would further increase biking and walking conditions in school areas.
Figure 4. Chicory Street, north of George Washington Charter School
180
As shown in the graphic below, bicycle facility types are broken down by class types that range from I to IV.
Classes are typically color coded by level of traffic stress (LTS) with LTS 1 being most comfortable and LTS 4 being
least comfortable for cyclists with limited confidence and children.
Figure 5. Traffic Stress Levels and Corresponding Facility Types
Despite high posted speed limits and multiple lanes of traffic, t he existing local bicycle network in Palm Desert
consists primarily of Class II bike lanes and Class IIB buffered bike lanes on the city’s major arterials and Class III
bikeways on lower volume roads. There is a Class IV separated bikeway on San Pablo Avenue between Magnesia
Falls Drive and Fred Waring Drive, which then changes to buffered bike lanes between Fred Waring Drive and
Highway 111. Regionally, the CV Link bicycle trail provides bicycle connections through the Coachella Valley. In
Palm Desert, the CV Link is primarily comprised of high-quality Class IV facilities that run in an east-west
direction connecting the Bump and Grind Trail, College of the Desert, Civic Center Park, Abraham Lincoln
Elementary School, Palm Desert Charter Middle School, Palm Desert High School and adjacent residential areas.
There was an existing ½ mile Class I facility between Magnesia Falls Drive and Cook Street that has since been
integrated into the CV Link network. The following table shows the total mileage of each bikeway class in Palm
Desert.
181
Table 4. Total Mileage by Bikeway Class
Bikeway Class Mileage Total
Class I 0.5
Class II 48.61
Class IIB 0.52
Class III 17.55
Class IV 4.96
Total 72.14
End-of-trip bike facilities, such as bike racks, are mostly concentrated along El Paseo, San Pablo Avenue, and
Highway 111, where many of the local commercial destinations are concentrated. As part of Safe Routes to
Schools efforts, schools can consider adding visible and easily accessible bike racks to encourage students to
bike to school.
Figure 6. Bike rack and Class IIB Buffered Bike Lanes on San Pablo Avenue
182
Significant gaps in the bicycle network include a north-south connection on Monterey Avenue between
Magnesia Falls Drive and Country Club Drive, as well as an east-west facility continuation on Hovley Lane
between Cook Street and Portola Avenue. Closing the gap in facilities on Portola Avenue between the CV Link
and Shadow Mountain Drive would provide increased connectivity through downtown Palm Desert. As seen in
the Collision Analysis (page 37), many collisions involving people walking and biking occurred along major
arterials, including Highway 111, Fred Waring Drive, Cook Street and Country Club Drive. Providing crossings that
prioritize people walking and biking, especially Highway 111, will make the whole active transportation network
safer.
Figure 7. Fred Waring Drive, north of Gerald R. Ford Elementary School
183
The City of Palm Desert has several bicycle facilities proposed in its General Plan. Existing and proposed bike
facilities in Palm Desert are listed in Table 5, and mapped in Figure 8.
Table 5. Existing and Previously Proposed Bikeways by Class
Class Street Start Street End Street Status
Class I CV Link (off-street) Deep Canyon Road Cook Street Existing
Class II Country Club Drive Monterey Avenue Washington Street Existing
Class II Hovley Lane Monterey Avenue Portola Avenue Existing
Class II Gerald Ford Drive Monterey Avenue Frank Sinatra Drive Existing
Class II Frank Sinatra Drive Monterey Avenue 42nd Avenue Existing
Class II Portola Avenue Dinah Shore Drive Magnesia Falls Drive Existing
Class II Monterey Avenue Gerald Ford Drive Country Club Drive Existing
Class II Dick Kelly Drive Monterey Avenue Dinah Shore Drive Existing
Class II Dinah Shore Drive City Limit College Drive Existing
Class II Cook Street I-10 Fred Waring Drive Existing
Class II Eldorado Drive Frank Sinatra Drive 42nd Avenue Existing
Class II 42nd Avenue Cook Street Washington Street Existing
Class II College Drive Portola Avenue Frank Sinatra Drive Existing
Class II University Park College Drive Cook Street Existing
Class II A Street Monterey Avenue Gateway Drive Existing
Class II Gateway Drive Dinah Shore Drive Gerald Ford Drive Existing
Class II Dolce Avenue/Cortesia Way Gateway Drive Dick Kelly Drive Existing
Class II Highway 74 El Paseo S City Limit Existing
Class II Highway 111 W City Limit E City Limit Existing
Class II Painters Path Edgehill Drive El Paseo Existing
Class IIB San Pablo Avenue Highway 111 San Gorgonio Way Existing
Class II Fred Waring Drive San Pascual Avenue Deep Canyon Road Existing
Class II Fred Waring Drive Monterey Avenue San Pablo Avenue Existing
Class II Deep Canyon Road Magnesia Falls Drive Highway 111 Existing
Class II Portola Avenue Mesa View Drive Shadow Mountain Drive Existing
Class II Mesa View Drive Highway 74 Portola Avenue Existing
Class III California Drive Fred Waring Drive Warner Trail Existing
Class III Warner Trail Fred Waring Drive 42nd Avenue Existing
Class III Florida Avenue California Drive Fred Waring Drive Existing
Class III Idaho Street 42nd Avenue Michigan Drive Existing
Class III Avenue of the States Washington Street California Drive Existing
Class III El Paseo Fred Waring Drive De Anza Way Existing
Class III San Gorgonio Way Monterey Avenue Highway 111 Existing
Class III San Luis Rey Avenue Ironwoods Street De Anza Way Existing
Class III Fairway Drive Portola Avenue E City Limit Existing
Class III Deep Canyon Road Abronia Trail Old Prospector Trail Existing
Class III Grapevine Street Highway 74 E City Limit Existing
Class III Shadow Mountain Drive Highway 74 Portola Avenue Existing
Class III Ocotillo Drive Grapevine Street El Paseo Existing
Class III Joshua Tree Street Grapevine Street San Luis Rey Avenue Existing
184
Class Street Start Street End Street Status
Class III San Pablo Avenue Shadow Mountain Drive Highway 111 Existing
Class III Edgehill Drive Painters Path Tierra del Oro Existing
Class III Calle De Los Campesinos Along River Along River Existing
Class IV CV Link (Painters Path/Magnesia
Falls Drive)
Bump and Grind Trailhead Deep Canyon Road Existing
Class IV San Pablo Avenue Fred Waring Drive Magnesia Falls Drive Existing
Class II Monterey Avenue Gerald Ford Drive Country Club Drive Proposed in
General Plan
Class II Fred Waring Drive Washington Street California Avenue Proposed in
General Plan
Class II Fred Waring Drive Cook Street City Limit near Kelsey Circle Proposed in
General Plan
Class II De Anza Way Monterey Avenue Alessandro Drive Proposed in
General Plan
Class II Shadow Mountain Drive Frontage Road Portola Avenue Proposed in
General Plan
The City of Palm Desert also has an existing sidewalk network throughout the city, as observed by the planning
team during walk audits and site visits. However, due to the lack of reliable data on the current condition and
extent of the citywide sidewalk network, a full analysis on existing conditions and gaps is not currently possible.
The City does have a network of proposed shared sidewalk paths in the General Plan that are listed in the
following table. These sidewalks are meant to accommodate both pedestrians and cyclists and are typically
located along high-speed arterials.
Table 6. Proposed Shared Sidewalks in Palm Desert
Class Street Start Street End Street Status
Shared
Sidewalk
Washington Street Hovley Lane Woodhaven Country Club Proposed in
General Plan
Shared
Sidewalk
Hovley Lane Cook Street Portola Avenue Proposed in
General Plan
Shared
Sidewalk
Fred Waring Drive Cook Street Deep Canyon Road Proposed in
General Plan
Shared
Sidewalk
Fred Waring Drive San Pascual Avenue San Pablo Avenue Proposed in
General Plan
Shared
Sidewalk
Fred Waring Drive Monterey Avenue Highway 111 Proposed in
General Plan
Shared
Sidewalk
Portola Avenue Shadow Mountain Drive Magnesia Falls Drive Proposed in
General Plan
185
Figure 8. Bikeways and Gaps
186
The following paragraphs provide details of existing bikeways facilities near each project school (Figure 9 to
Figure 15):
Abraham Lincoln Elementary and Palm Desert Charter Middle
Each school can access the Class IV CV Link on their northern edge along Magnesia Falls Drive. There are existing
Class II facilities along Deep Canyon Road and Fred Waring Drive, however, these facilities may not provide
enough physical protection given the size of the arterials. There are potential neighborhood greenway
connections through Portola Avenue and Rutledge Way to access the southern sides of the school.
Colonel Mitchell Paige Middle School
Colonel Paige Middle School does not have any existing bicycle connections in Palm Desert city limits. There are
Class II lanes on Fred Waring Drive east of Washington Street and on Palm Royale Drive in the City of La Quinta.
George Washington Charter School
George Washington Charter School has existing Class II facilities on Portola Avenue, however, due to the size
and speed of this arterial more protection may be needed. There are Class III neighborhood connections along
Fairway Drive, Deep Canyon Road, and Shadow Mountain Drive. Due to its proximity to the downtown area of El
Paseo, this school would greatly benefit from high quality protected bike lanes.
Gerald R. Ford Elementary School
Gerald R. Ford Elementary School generally lacks bicycle connections. Warner Trail is relatively well-used by
bicyclists but lacks bicycle facilities and signage. Fred Waring Drive, a busy thoroughfare just north of the school,
has postage signage forbidding bicycles on the street and sidewalk.
James Earl Carter Elementary School
James Carter Elementary School has existing Class II facilities on Portola Avenue, however, due to the size and
speed of this arterial more protection may be needed. There are also no facilities on Hovley Lane along the
north side of the school.
Palm Desert High School
Palm Desert High School is well connected to existing bicycle facilities. The CV Link Class I path runs along the
north side of the school. Additionally, Cook Street and Deep Canyon Road have Class II facilities. There are no
bike connections along Fred Waring Drive or through the neighborhood to the south side of the school.
Ronald Reagan Elementary School
Ronald Reagan Elementary has Class II bike facilities along Country Club Drive and Oasis Club Road. Country Club
Drive is a large, high-speed arterial that could potentially warrant a road diet, traffic calming, and added
protection for the existing bike lane. There are also potential connections through the neighborhood along
Resorter Boulevard, provided there is a safe crossing at the Country Club Drive intersection.
187
Figure 9. Bicycle and Pedestrian Gaps near Abraham Lincoln Elementary and Palm Desert Charter Middle
188
Figure 10. Bicycle and Pedestrian Gaps near Colonel Mitchell Paige Middle School
189
Figure 11. Bicycle and Pedestrian Gaps near George Washington Charter School
190
Figure 12. Bicycle and Pedestrian Gaps near Gerald R. Ford Elementary School
191
Figure 13. Bicycle and Pedestrian Gaps near James Earl Carter Elementary School
192
Figure 14. Bicycle and Pedestrian Gaps near Palm Desert High School
193
Figure 15. Bicycle and Pedestrian Gaps near Ronald Reagan Elementary School
194
Transit Facilities
The City of Palm Desert is served by SunLine Transit Agency and has two major fixed-route bus (SunBus)
corridors: Cook Street running north to south, and Fred Waring Drive running from east to west (Figure 18).
There is additional SunBus service on Monterey Avenue as far north as Country Club Drive, and along Highway
111 from Monterey Avenue to the eastern city limits. All buses in the SunBus system are equipped with a bike
rack on the front of the bus to allow for transit integration between the bus and bike networks. Some but not all
bus stops in the SunLine system are equipped with bus shelters, benches, signage, and bike racks.
Figure 16: Bus Stop at the Intersection of Deep Canyon Road and Highway 111 Featuring High Quality Facilities
195
Figure 17: Bus Stop along Fred Waring Drive with Limited Facilities for Riders
Only three schools in Palm Desert are located near SunBus stops: Palm Desert High School, Gerald Ford
Elementary School, and Colonel Mitchell Paige Middle School. School buses in Palm Desert are provided by
Desert Sands Unified School District based on students’ reasonable distances from schools. Kindergarten
through 2nd grade has a reasonable distance of ¾ mile, 3rd through 5th grade is 1.5 miles, and 6th through 8th
grade is 3 miles. The following schools are serviced by school buses: Carter Elementary, Ford Elementary,
Lincoln Elementary, Reagan Elementary, Washington Charter, Paige Middle, and Palm Desert Charter Middle.
196
Figure 18. Transit Routes and Stops
197
Vehicle Volumes and Speeds
Schools in Palm Desert are commonly located along large, high-speed thoroughfares such as Hovley Lane, Cook
Street, Portola Avenue, and Fred Waring Drive, many of which have above 20,000 annual average daily traffic
(AADT). Palm Desert High School, Palm Desert Charter Middle, and Lincoln Elementary, for example, are located
along arterials with high traffic volumes of approximately 20,000 – 22,000 AADT. Large arterial streets, such as
Fred Waring Drive, have posted speed limits of 45 miles per hour while smaller collector streets, such as
Magnesia Falls Drive, have posted speed limits of 35 miles per hour. Throughout the City there is a 25 miles per
hour speed limit in all school zones during school hours.1
1 The traffic count data was filtered by removing “service” and “unclassified” roads, as well as removing 37 entries that had ‘0’ values.
198
Figure 19. Annual Average Daily Traffic Volumes
199
Traffic Counts
Vehicular, bicycle, and pedestrian traffic counts were collected in May 2024 during the school drop-off and pick-
up time for 23 study locations. Up to four locations were selected within or just outside a quarter mile of each
school based upon the review of school streets, collision history, school enrollment boundaries, and
observations from walk audits. California School Crossing Guard Training Program and Guidelines by Caltrans
and the Active Transportation Resource Center were also reviewed to select the study locations.
The count information will be used to assess demand that can inform areas for improvement and prioritize
potential projects. Additionally, the count information will also be used to inform the Crossing Guard Analysis.
200
Figure 20. Traffic Count Locations
201
Table 7. Traffic Count Locations by School
School Name # Study Locations Count Time (AM) Count Time (PM)
Abraham Lincoln Elementary
School
1 Portola Avenue/Magnesia Falls
Drive
6:55-8:55 AM 1:00-3:00 PM
2 Portola Avenue/Rutledge Way 6:55-8:55 AM 1:00-3:00 PM
3 Park Place/Magnesia Falls Drive 6:55-8:55 AM 1:00-3:00 PM
Colonel Mitchell Paige Middle
School
4 Palm Royale Drive/Crosswalk in
front of school
7:30-9:30 AM 2:01-4:01 PM
5 Washington Street/Fred Waring
Drive
7:30-9:30 AM 2:01-4:01 PM
6 Washington Street/Palm Royale
Drive (Mountain View)
7:30-9:30 AM 2:01-4:01 PM
7 Palm Royale Drive/Fred Waring
Drive
7:30-9:30 AM 2:01-4:01 PM
George Washington Charter School 8 Shadow Mountain Drive /Chicory
Street
7:10-9:10 AM 2:00-4:00 PM
9 Portola Avenue/Shadow
Mountain Drive
7:10-9:10 AM 2:00-4:00 PM
10 Portola Avenue/Fairway Drive 7:10-9:10 AM 2:00-4:00 PM
11 Lantana Avenue/Peppergrass
Street
7:10-9:10 AM 2:00-4:00 PM
Gerald R. Ford Elementary School 12 Warner Trail/Evening Star Circle 8:00-10:00 AM 2:27-4:27 PM
13 Warner Trail/Fred Waring Drive 8:00-10:00 AM 2:27-4:27 PM
14 Warner Trail/Blackfoot Drive 8:00-10:00 AM 2:27-4:27 PM
James Earl Carter Elementary
School
15 Portola Avenue/Hovley Lane 7:45-9:45 AM 1:00-3:00 PM
16 Corporate Way/Hovley Lane 7:45-9:45 AM 1:00-3:00 PM
Palm Desert Charter Middle School 17 Rutledge Way/Magnesia Falls
Drive
7:10-9:10 AM 1:36-3:36 PM
18 Rutledge Way/Myrsine Avenue 7:10-9:10 AM 1:36-3:36 PM
Palm Desert High School 19 Cook Street/Aztec Road 7:30-9:30 AM 2:35-4:35 PM
20 Cook Street/Fred Waring Drive 7:30-9:30 AM 2:35-4:35 PM
21 Phyllis Jackson Lane/Fred
Waring Drive
7:30-9:30 AM 2:35-4:35 PM
Ronald Reagan Elementary School 22 Liberty Drive/Country Club Drive 7:00-9:00 AM 1:30-3:30 PM
23 Tamarisk Row Drive/Country
Club Drive
7:00-9:00 AM 1:30-3:30 PM
Traffic Counts Summary
Pedestrian traffic was highest at Shadow Mountain Drive and Chicory Street (George Washington Charter
School, intersection #8) for both AM and PM peak hours, with 201 total pedestrian crossings in the AM and 284
pedestrian crossings in the PM. Bicycle traffic was highest at Portola Avenue and Magnesia Falls Drive (Abraham
Lincoln Elementary School, intersection #1), with 23 bicycles crossing, and at Portola Avenue and Rutledge Way
(Abraham Lincoln Elementary School, intersection #2), with 18 bicycle crossings, for the AM and PM peak hours,
respectively. For both the AM and PM peak hours, vehicular volumes were highest at Washington Street and
202
Fred Waring Drive (Colonel Mitchell Paige Middle School, intersection #5), with 9,765 vehicles and 10,607
vehicles, respectively.
Table 8. School Areas Intersection Counts, Pedestrians and Bicycles
Intersection
ID
Street 1 Street 2 Pedestrians Bicycles
AM PM Total AM PM Total
1 Portola Avenue Magnesia Falls
Drive
82 108 190 23 13 36
2 Portola Avenue Rutledge Way 42 50 92 21 18 39
3 Park Place Magnesia Falls
Drive
14 42 56 9 6 15
4 Palm Royale
Drive
Crosswalk in front
of school
29 93 122 0 0 0
5 Washington
Street
Fred Waring Drive 3 2 5 3 0 3
6 Washington
Street
Palm Royale Drive 17 12 29 14 10 24
7 Palm Royale
Drive
Fred Waring Drive 1 1 2 1 1 2
8 Shadow
Mountain Drive
Chicory Street 201 284 485 2 0 2
9 Portola Avenue Shadow Mountain
Drive
20 14 34 17 13 30
10 Portola Avenue Fairway Drive 12 1 13 11 2 13
11 Lantana Avenue Peppergrass
Street
22 139 161 2 1 3
12 Warner Trail Evening Star Circle 6 25 31 8 3 11
13 Warner Trail Fred Waring Drive 11 8 19 8 4 12
14 Warner Trail Blackfoot Drive 3 5 8 8 1 9
15 Portola Avenue Hovley Lane 18 3 21 14 6 20
16 Corporate Way Hovley lane 6 3 9 5 2 7
17 Rutledge Way Magnesia Falls
Drive
22 47 69 10 5 15
18 Rutledge Way Myrsine Avenue 114 91 205 6 6 12
19 Cook Street Aztec Road 33 66 99 15 12 27
20 Cook Street Fred Waring Drive 18 20 38 7 7 14
21 Phyllis Jackson
Lane
Fred Waring Drive 2 5 7 7 5 12
22 Liberty Drive Country Club
Drive
3 1 4 6 2 8
23 Tamarisk Row
Drive
Country Club
Drive
2 0 2 20 2 22
203
Table 9. School Areas Intersection Counts, Vehicles
Intersection
ID
Street 1 Street 2 Vehicles
AM PM Total
1 Portola Avenue Magnesia Falls
Drive
3,826 3,849 7,675
2 Portola Avenue Rutledge Way 2,927 3,193 6,120
3 Park Place Magnesia Falls
Drive
1,060 700 1,760
4 Palm Royale
Drive
Crosswalk in front
of school
565 470 1,035
5 Washington
Street
Fred Waring Drive 9,765 10,607 20,372
6 Washington
Street
Palm Royale Drive 5,844 6,505 12,349
7 Palm Royale
Drive
Fred Waring Drive 4,185 4,365 8,550
8 Shadow
Mountain Drive
Chicory Street 217 210 427
9 Portola Avenue Shadow Mountain
Drive
2,152 2,458 4,610
10 Portola Avenue Fairway Drive 1,844 2,199 4,043
11 Lantana Avenue Peppergrass
Street
79 189 268
12 Warner Trail Evening Star Circle 813 790 1,603
13 Warner Trail Fred Waring Drive 5,344 6,431 11,775
14 Warner Trail Blackfoot Drive 584 628 1,212
15 Portola Avenue Hovley Lane 3,271 3,322 6,593
16 Corporate Way Hovley lane 2,149 2,140 4,289
17 Rutledge Way Magnesia Falls
Drive
1,198 859 2,057
18 Rutledge Way Myrsine Avenue 608 429 1,037
19 Cook Street Aztec Road 4,693 5,030 9,723
20 Cook Street Fred Waring Drive 8,667 9,469 18,136
21 Phyllis Jackson
Lane
Fred Waring Drive 6,351 6,862 13,213
22 Liberty Drive Country Club
Drive
3,823 3,794 7,617
23 Tamarisk Row
Drive
Country Club
Drive
3,775 3,919 7,694
204
Collision Analysis
The analysis of bicycle, pedestrian, and vehicular collisions in Palm Desert uses data from the Statewide
Integrated Traffic Records System (SWITRS) for the period January 2013 to December 2022. The collision data
was downloaded from Transportation Injury Mapping System (TIMS) and was mapped and analyzed using ArcGIS
Pro and Microsoft Excel.
Citywide Collisions
Pedestrian and bicycle-related collisions respectively represent 5.6% (105 collisions) and 6.4% (121 collisions) of
all collisions that occurred in Palm Desert between 2013 and 2022 (Figure 21). Two collisions involved both
people walking and people biking. The number of pedestrian collisions and vehicle collisions have both increased
in recent years (Figure 22), while the number of collisions for people biking has decreased. Similarly, the number
of pedestrian and vehicle-related collisions resulting in a fatality or serious injury (killed or seriously injured (KSI))
trended upward for the 10-year period, as shown in Figure 23. In recent years, there have been no bicycle-
related collisions resulting in a fatality or serious injury. The reasons for this trend are unclear, but it could be
related to changing travel behaviors during the pandemic years. Most pedestrian and bicycle-related collisions
occurred during peak commute hours (38 or 17% at 7AM-10AM, and 52 or 23% at 4PM-7PM), and the majority
of KSI collisions involving people biking and walking occurred during low-light conditions such as dusk, dawn, or
dark (20 collisions or 56%). Table 10 provides detailed highlights of the citywide KSI collision data.
Figure 21. Collision by Mode – All Collisions in Palm Desert (2013-2022)
205
Figure 22. Collision by Year and Mode – All Collisions in Palm Desert (2013-2022)
Figure 23. Collision by Year and Mode – Killed or Severely Injury (KSI) in Palm Desert (2013-2022)
206
Table 10. KSI Collision Data Highlights
Condition Percentage of
Pedestrian and Bicycle-
related KSI Collisions
Lighting
Daylight 44%
Dusk - Dawn 8%
Dark – street lights 28%
Dark – no street lights 19%
Dark – street lights not functioning 0%
Time of Day
00:00-2:59 6%
03:00-05.59 6%
06.00-08:59 14%
09:00-11:59 6%
12:00-14:59 6%
15:00-17:59 25%
18:00-20:59 25%
21:00-23:59 8%
Figure 24 shows a map of collisions involving people biking and walking for the years between 2013-2022 (180
collisions). A high proportion of collisions occurred in the central part of the city, especially along and near
Highway 111. Additionally, most collisions occurred on arterial roadways (i.e. major and minor arterials) and 36%
of the collisions occurred at intersections. Excessive speed was not cited as a major factor in most collisions,
though the highest number of collisions occurred when posted speed limits were 35+ miles per hour. The most
common violation categories reported for collisions involving people walking and biking were:
• Pedestrian right-of-way (e.g., people walking failed to yield to the vehicle right-of-way) (20%);
• Pedestrian violations (people walking crossed against a red light) (17%);
• Automobile right-of-way (people driving failed to yield to the pedestrian or bicyclist right-of-way) (17%);
• Traffic Signals and Signs (9%); and
• Wrong Side of Road (i.e., bicyclists riding on the wrong side of the street) (8%).
207
Figure 24. Bicycle and Pedestrian Collisions (2013-2022)
208
School Area Collisions
Within a half-mile radius of the eight project schools, between 2013 and 2022, there were 566 collisions of all
modes (as shown in Figure 25, lighter yellow symbology purposefully chosen for lesser injury vehicle collisions to
highlight non-motorized collisions), with one collision being mapped twice due to its involvement of both a
pedestrian and a bicycle. Among these, about 9% involved an active mode (22 or 4% pedestrian-related
collisions, and 35 or 6% bicycle-related collisions), and about 14% (80 collisions, all modes) involved school-age
children (age 5-18). Figure 26 compares the severity of collisions involving school-age children and all ages.
Results show that about 7% (38 collisions) of all mode collisions resulted in a fatality or serious injury (killed or
seriously injured (KSI)), while about 4% (3 collisions) of collisions involving school-age children resulted in KSI.
Furthermore, within the school area, 16% (9 collisions) of active mode collisions resulted in KSI, and one of them
involved school-age children.
Most collisions involving school-age children occurred during peak student pick-up and drop-off periods (14 or
18% between 3PM-3:59PM, 13 or 16% between 7AM-7:59AM, and 11 or 14% between 2PM-2:59PM), and most
of the collision types were rear-end collisions and broadside collisions. Unsafe speed is the top primary collision
factor for collisions within a half-mile radius of the eight project schools (36% of collisions involving school-age
children, 34% of collisions involving all ages people). Other common collision factors reported and highlights of
the collision data that occurred within the school influence areas are shown in Table 11.
About 33% of collisions (184 collisions) occurred at an intersection within school areas. Out of these collisions,
9% (16 collisions) resulted in a fatality or serious injury, and 15% (27 collisions) involved an active mode of all
severities. The top five intersections with the highest collisions of people walking or biking in school influence
areas are shown in Table 12.
209
Figure 25. Collisions within a Half-Mile Radius of the Project Schools (2013-2022)
210
Figure 26. Collisions Involving School-age Children by Severity Level, Compared to All Ages – All Collisions (2013-2022)
Table 11. School Influence Areas Collision Data Highlights – All Collisions
Condition Percentage of Collisions Involving
School-age Children in School Areas
Percentage of Collisions Involving All-
Ages in School Areas
Lighting
Daylight 84% 77%
Dusk - Dawn 4% 2%
Dark – street lights 9% 15%
Dark – no street lights 4% 5%
Dark – street lights not functioning 0% 0%
Time of a Day
00:00-02:59 1% 4%
03:00-05.59 0% 2%
06.00-08:59 21% 16%
09:00-11:59 13% 18%
12:00-14:59 24% 25%
15:00-17:59 28% 20%
18:00-20:59 11% 9%
21:00-23:59 3% 6%
Collision Types
Rear End 46% 41%
Broadside 31% 29%
Sideswipe 8% 8%
Vehicle/Pedestrian 5% 3%
Hit Object 3% 10%
Overturned 3% 3%
Head-On 1% 2%
211
Primary Collision Factor
Unsafe Speed 36% 34%
Traffic Signals and Signs 16% 15%
Automobile Right-of-Way 11% 12%
Improper Turning 9% 12%
Driving or Bicycling Under the Influence
of Alcohol or Drug
6% 6%
Unsafe Starting or Backing 4% 5%
Wrong Side of Road 4% 2%
Unsafe Lane Change 3% 4%
Weather
Clear 96% 93%
Cloudy 4% 6%
Raining 0% 1%
Other Conditions
On State Highways 1% 11%
At Intersections 38% 33%
Alcohol Involvement 4% 8%
Table 12. Top Intersections with the Highest Bicycle and Pedestrian Collisions in School Influence Areas and Corresponding
Schools
Intersection Corresponding Schools Number of Collisions KSI Collisions
Highway 111 and San Luis Rey Avenue George Washington Charter 4 1
Fred Waring Drive and Portola Avenue Abraham Lincoln Elementary;
Palm Desert Charter Middle
2 1
Portola Ave and Alessandro Drive George Washington Charter 2 0
Fred Waring Drive and Deep Canyon
Road
Palm Desert High 2 0
Portola Avenue and Fairway Drive George Washington Charter 2 0
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213
Complete
High-Injury
Network
Analysis
B.
214
Complete Palm Desert Safe Routes to School High Injury Network Analysis
Introduction
This memo outlines Alta’s approach for the High Injury Network (HIN) analysis. This analysis identifies locations of the
most severe crashes and will help inform countermeasure development in a later stage of the project. It builds on
previous collision analyses completed for the Safe Routes for Seniors and Safe Routes to Schools plans. The final maps
will become part of the Dashboard and Monitoring Tool.
Safety Plan Review
The Existing Conditions memo summarized relevant transportation plans affecting Palm Desert. This section will
summarize the plans most relevant to safety, particularly for people walking and biking, as context for the HIN.
Several plans call for citywide improvements to sidewalk and pedestrian infrastructure. The Palm Desert General Plan
and Connect SoCal 2024 both call for investments in the bicycle network and improved pedestrian facilities, with an
emphasis on safety. The Walk and Roll program also includes sidewalk improvements throughout the city. These
investments will provide more safe options for people walking and biking in Palm Desert.
Other plans provide lists of segments and intersections to be prioritized for bicycle and pedestrian improvements. The
Transforming Haystack Road: Traffic Calming and Safety Study is focused on a 1.3-mile-long segment of Haystack
Road in southern Palm Desert between Highway 74 and Portola Avenue. The project plans to install new crosswalks at
several intersections and upgrade signals at the intersection of Highway 74. Meanwhile, the Coachella Valley
Association of Governments (CVAG) Active Transportation Plan helps to plan for the CV Link regional bike trail. The
Local Road Safety Plan and the CVAG Transportation Project Prioritization Study both identified specific intersections
and road segments throughout the city as safety project case studies that should be prioritized for improvement.
Several roadways or intersections from both studies are on the HIN, including areas along Portola Avenue, Monterey
Avenue and Fred Waring Drive.
Where specific roadways are highlighted for improvements, Highway 111 stands out as a frequent mention. This road
accounts for a significant stretch of the HIN. The Envision Palm Desert Strategic Plan envisions a revitalization of the
Highway 111 corridor as well as promotion of non-single occupancy vehicles. Both of these goals provide
opportunities to improve pedestrian and bicycle safety and connectivity along Highway 111 and throughout the city.
The Walk and Roll program plans to install bike lanes throughout the city, including on Highway 111 as well as
Country Club Drive, another high-crash roadway. Finally, the CVAG Transportation Project Prioritization Study names
two intersections along Highway 111 as high-scoring projects for regional arterial improvement funding.
Crash Data Overview
These analyses use crash data from 2013 - 2022 from the Transportation Injury Mapping System (TIMS). This dataset
includes over 1,500 injury-causing crashes in the study area, of which 226 involved a person walking or biking.
To help the city focus resources on the most needed safety improvements, this analysis prioritizes crashes that
resulted in someone being killed or seriously injured (KSI ) but considers minor injury crashes as well. While the High
Injury Network considered crashes of all modes, bicycle and pedestrian-involved crashes were given higher priority.
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High Injury Network (HIN)
Overview and Purpose
High injury networks (HINs) illustrate that often a small number of improvable roadways can address the majority of
injury-causing crashes. This approach moves beyond typical crash history and allows for a better understanding of the
types of roadways in the city where users are most at risk.
Alta developed an HIN for the City of Palm Desert. This memo explains Alta’s approach to analyzing crash data and
developing the HIN. This process is also illustrated in Figure 1.
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Figure 1: HIN Process
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Data Inputs
The HIN development used two data sets:
Crashes
Ten-year crash data (2013 – 2022) of all injury-causing crashes within the region, provided by TIMS
• Inclusive of all modes of travel
Prepared Roadway Network
Street centerline network for the City of Palm Desert
• Filtered to roadways within a quarter-mile buffer city boundary.
• Crashes on Interstate 10 were excluded.
Methodology
Alta prepared two HINs, one prioritizing crashes involving Vulnerable Road Users (VRUs) and one treating all modes
equally. The following steps apply to both HINs.
1. Prepare Street Network:
a. Use the “unsplit lines” tool to dissolve road segments based on road name and functional class. This
eliminates arbitrary splits in the spatial data so that roads can be split into even -length segments.
b. Copy the centerline layer.
c. Divide centerlines into segments of 1000 feet each so that crashes can be summarized for segments
of equal length.
d. Create a unique ID for each roadway segment.
e. Create a Rolling Window / Sliding Window feature class where the lines are extended over each road
segment. Roadways are extended 25% in each direction. Alta uses custom splitting tools that have an
overlap percentage (Wasserman, 2023). Lines overlap with their neighbors by some set percentage.
This process allows rolling window statistics to be calculated on each road segment. The benefits of
rolling window analysis are that they reduce the impact that dead-end streets, network
segmentation artifacts, or anomalous crashes have on the final HIN. Fundamentally, it better
captures the linear corridor crash patterns where they exist (Fitzpatrick, 2018)1. This methodology is
illustrated in Figure 2.
1 These patterns would take into account crashes sometimes not directly on a particular segment in other to smooth out
analysis results. Examples of this type of analysis are provided by FHWA in their Guide Book on High Pedestrian Crash
Locations.
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Figure 2: The Rolling Window Approach
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2. Prepare Crash Data:
a. Weight each crash based on the most serious injury sustained by any individual involved in the crash
and involvement of vulnerable road users. This effectively prioritizes areas where more serious
crashes are occurring to identify areas where the most serious injuries can be reduced. The following
proportions are based on a balance between the ratio of the average cost to society from fatal and
serious crashes, and the desire not to overweight fatalities that represent sparse events. The goal is
to weight severe collisions more highly proportional to their impacts, while not misrepresenting the
geography of risk more broadly.2 A different set of weights was used for the Original HIN and the
Alternative HIN. The original HIN weighted crashes involving vulnerable road users (VRUs) more
heavily. The Alternative HIN also included all crashes but weighted them only by severity and not by
mode.
Original HIN weights:
• Fatal or serious-injury crash involving a bicyclist of pedestrian: 8
• Fatal or serious-injury crash involving motor vehicles only: 4
• Minor injury crash involving a bicyclist or pedestrian: 2
• Minor injury crash involving motor vehicles only: 1
Alternative HIN weights:
• Fatal or serious-injury crash of any mode: 4
• Minor injury crash of any mode: 1
b. Snapped all crashes within 350 feet of the street centerline network to a prepared network segment.
This distance accounts for a margin of error in crash coordinates.
3. Apply Rolling Window Analysis:
a. Spatially join the crash layer to the rolling window road network.
b. Calculate the summed rolling crash weight for each rolling road segment. This summed the weight of
crashes on each rolling segment and reflected total crash severity on each segment.
c. Join the rolling crash weight from the rolling window layer back to the original centerline network to
show rolling crash weight per road mile on each segment, using the unique ID. This normalize d the
crash weight for the road length. However, for the purpose of calculating crash weight per road mile,
the project team counted any rolled segments of less than 0.1 miles as 0.1 miles to avoid
overrepresenting crashes on small road segments, as dividing by very small numbers yields very large
numbers. See Figure 4 for an explanation of the process.
d. This process creates a crash severity index which when mapped is similar to a heat map.
2 There are many calculations of average cost of severe and fatal crashes. The ratio shown here is based on the FHWA’s
Crash Costs for Safety Analysis (Harmon et al, 2018), tables 14 and 19. The weights shown here are roughly proportional to
the log of costs to society of each type of crash compared with a baseline of property damage-only collisions. Source:
https://safety.fhwa.dot.gov/hsip/docs/fhwasa17071.pdf.
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4. Accumulate Crashes:
a. Beginning with segments with the highest crash weight per mile, use Alta’s custom-built HIN
Generation tool to progressively add segments to the HIN. This tool calculate s the length in miles for
each segment as it is added and keeps track of the cumulative miles in the HIN and the number of
crashes occurring on those segments. It stops when the designated threshold of crashes has been
accumulated. The tool also generates a table that shows the number of crashes and the number of
roadway miles accounted for with each HIN segment.
b. The project team charted the percent accumulated length and the percent accumulated crashes
seen in
c. Figure 3 for the original HIN. The project team deemed that the slope begins to increase around the
point at which 43% of crashes have been accumulated. At this point it was determined continuing to
add segments to the network would have diminishing returns in terms of capturing more crashes.
This inflection point helped decide the threshold for the percentage of crashes included in the HIN.
Since the segments with the most severe crashes get selected for the HIN first, adding additional
segments would have had diminishing returns. Thus, the threshold helped strike a balance between
accounting for as many crashes as possible while limiting the number of segments selected for the
HIN. The goal is to find the smallest share of the roadway network that accounts for the largest
number of severe crashes.
Figure 3: Graph of Accumulated Crashes and Accumulated Length. Crashes selected for the HIN are Represented in Red.
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5. Final Refinement:
a. Calculated the percent of roadway miles and the percent of crashes accounted for in the final HIN.
These percentages show decision makers that safety investments in a small share of the road
network can help to prevent many crashes in the region.
Resulting Maps
Figure 4 and Figure 5 display both the Original HIN as well as the Alternative HIN. A conclusion section follows, and a
table of each segment on the Original HIN, its crash index, and its to/from extents is located in Table 3 in the
Appendix.
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Figure 4: Original HIN Network – VRU crashes emphasized
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Figure 5: Alternative HIN Network – All Modes Weighted Equally
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Conclusions
Figure 4 and Figure 5 display the results from the Original HIN and Alternative HIN processes, identifying the most
high-crash road segments in Palm Desert. Figure 4 includes results from the Original HIN approach (bicycle and
pedestrian crashes weighted higher). Figure 5 includes results from the Alternative HIN approach (weighting auto and
VRU crashes equally). Both maps demonstrate that the most high-crash road segments in Palm Desert are
concentrated in the downtown area. These roadways include Highway 74, Highway 111, San Pablo Avenue and Town
Center Way in the downtown area. Other than in the Downtown Area, HIN segments are found along Highway 74 to
the South, Monterey Avenue to the West, Portola Avenue to the North, and Holey Lane, Washington Street and
Country Club Drive to the East.
Although both figures are quite similar, the differences between the two datasets present valuable information on
the unique experience of bicycle and pedestrian users. Most notably, there are different segments included in Figure
4, indicating that pedestrian and bicycle crash locations do not always correspond to those of automobiles. The
intersection at Fred Waring Drive and Town Center Way and immediate surrounding area is an example of a road
segment in the original HIN that is not present in the Alternative HIN. Furthermore, the top five segments of the
original HIN are also different. Although the same segments appear for both HIN analyses, they are not the same rank
for both networks. Table 1 displays these results:
Table 1: Top Five Most High-Crash Segments per HIN
Order Original HIN (VRUs weighted more heavily) Alternative HIN (Equal weighting)
1 Monterey Ave (From Dinah Shore Dr to I-10/City
Limits)
Monterey Ave (From Dinah Shore Dr to I-10)
2 Highway 74 (El Paseo to Highway 111) Fred Waring Dr (From Painters Path to Highway
111)
3 Fred Waring Dr (From Painters Path to Highway 111) Highway 111 (From San Luis Rey Ave to Portola
Ave)
4 Highway 111 (From San Luis Rey Ave to Portola Ave) Country Club Dr (From Harris Ln to Washington St)
5 Country Club Dr (From Harris Ln to Washington St) Highway 74 (El Paseo to Highway 111)
Table 1 highlights some streets that have been called out in the Existing Conditions memo and local safety plans.
Highway 111 and Fred Waring Drive were noted in the EC memo as lacking sufficient crossings and facilities for people
walking and biking. Highway 111 is also served by SunBus service, which generates pedestrian trips to and from bus
stops. Fred Waring Drive, on the other hand, has bicycle facilities proposed in the Palm Desert General Plan which
may help address safety concerns there.
The segments of Monterey Avenue and Highway 111 mentioned in this table encompass segments and intersections
identified in the Local Road Safety Plan as safety project case studies. The Country Club Drive segment is also a part
of the highest-scoring segment in the CVAG Transportation Project Prioritization Study.
Country Club Drive and Highway 111 are also roads identified in the Walk and Roll Program as candidates for Class II
bike lanes.
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The table also suggests that countermeasures that explicitly address automobile crash reductions will not necessarily
aid in reducing impacts to VRUs. Although the two HINs are similar, the Alternative Weight HIN does not fully capture
pedestrian and bicycle crashes. However, it should also be noted that due to higher numbers of motor vehicle crashes
than VRU crashes, the original HIN is still most heavily influenced by the locations of motor vehicle crashes and does
not necessarily reflect the areas that present the highest risk to VRUs.
Community Summary
Alta also analyzed demographic information for the community living within a quarter mile of each HIN. The
information, found below in Table 2, was sourced from the 2021 US Census American Community Survey at the block
group level. This was done using a proportional allocation process which assumes that the population within a block
group is evenly distributed, allowing us to make inferences about the population closest to the HIN, which may
encompass only part of a block group. Figure 6 provides a graphic explanation of the proportional allocation concept.
Table 2: General Statistics of Communities Within 1/4 Mile of HIN Network
Statistic within ¼ mile of
HIN Segments
Original HIN Alternative HIN Palm Desert Overall
Population 38,912 37,462 51,951
Percent of workers who walk,
ride a bicycle, or take public
transit to work
5.5% 6.2% 2.7%
Percent of population in
poverty (%)
13.9% 14.2% 12.9%
Table 2 shows that most of Palm Desert’s residents live within a quarter mile of at least one HIN segment, and these
residents are slightly more likely to live in poverty or (if they are part of the working population) to commute to work
via walking, biking, or public transit.
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References
Harmon, T., G. Bahar, and F. Gross (2018). Crash Costs for Highway Safety Analysis. Federal Highway Administration
(FHWA). Available at https://safety.fhwa.dot.gov/hsip/docs/fhwasa17071.pdf.
Fitzpatrick, K. A. (2018). Guidebook on Identification of High Pedestrian Crash Locations. FHWA-HRT-17-106.
Supplemental Material. McLean, VA: Federal Highway Administration Office of Safety Research and
Development.
Wasserman, D. (2023, March 30). Study-Line-Editor. Portland, OR, USA. Retrieved from https://github.com/d -
wasserman/study-line-editor/tree/dev
Appendix
Table 3: Segments on the Original HIN, by crash severity index
Segment Street Name From To Crash Severity Index
Monterey Avenue Dinah Shore Drive Highway 10 280.60
Highway 74 El Paseo Highway 111 214.13
Fred Waring Drive Painters Path Highway 111 191.96
Highway 111 San Luis Rey Avenue Portola Ave 191.09
Country Club Drive Harris Lane Washington Street 190.80
Highway 111 Larkspur Lane San Luis Rey Avenue 187.49
Figure 6: Proportional Allocation Process Illustration
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Segment Street Name From To Crash Severity Index
Monterey Avenue
405ft North Of San
Gorgonio Way Highway 111 178.02
San Pablo Avenue
College Of The Desert
Driveway Fred Waring Drive 165.85
Portola Avenue 182ft North Of El Paseo Shadow Mountain Drive 165.22
Town Center Way
239ft North Of Hahn
Road Highway 111 164.25
San Pablo Avenue San Gorgonio Way San Gorgonio Way 160.00
Highway 111 Shadow Hills Road Palm Desert Drive 151.43
Monterey Avenue
414ft North Of Fred
Waring Drive
606ft South Of Fred
Waring Drive 144.90
Highway 111 De Anza Way Shadow Hills Road 140.61
San Pablo Avenue
228 Ft North Of Fred
Waring
83 Ft North Fo Catalina
Way 131.47
Highway 111 Palm Desert Drive South Sage Lane 118.98
Country Club Drive
97 Ft West Of Harris
Lane
183 Ft West Of Eastwood
Lane 116.60
Highway 111
455ft Southeast Of
Fredwaring Dr
973ft Northwest Of El
Paseo 115.38
Highway 111 Sage Lane San Pablo Avenue 111.77
Washington Street Fred Waring Drive
360 Ft North Of Calle Las
Brisas South 109.96
Fred Waring Drive
43 Ft East Of San Luis
Drive
337 Ft East Of Monterey
Avenue 108.03
Highway 111 Cabrillo Avenue De Anza Way 104.56
Monterey Avenue Park View Drive
414ft North Of Fred
Waring Drive 100.05
Portola Avenue
653ft North Of Gerald
Ford Drive
388ft South Of Geral D
Ford Drive 98.05
Highway 111
662 Ft South Of Painters
Path
1,993 Ft North Of El
Paseo 97.35
Fred Waring Drive
90 Ft West Of San
Anselmo Avenue
338 East Of Monterey
Avenue 97.23
Highway 74 El Paseo Pitahaya Street 94.26
Monterey Avenue
606ft South Of Fred
Waring Drive
405ft North Of San
Gorgonio Way 93.15
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Segment Street Name From To Crash Severity Index
Washington Street Country Club Drive Emerald Crest Drive 92.37
Highway 111
493 Ft East Of Plaza
Way Palm Desert Drive 86.53
Fred Waring Drive
422ft West Of Town
Center Way
270ft West Of Fairhaven
Drive 86.42
Hovley Lane E 370ft West Of Idaho St Washington Street 84.79
Portola Avenue 182ft North Of El Paseo Shadow Mountain Drive 84.45
Portola Avenue
224ft North Of Rancho
Road Santa Rosa Way 84.45
Highway 111 El Paseo 982 Ft North Of El Paseo 82.93
Highway 111
973ft Northwest Of El
Paseo El Paseo 82.93
Fred Waring Drive
270ft West Of Fairhaven
Drive San Luis Drive 82.82
Highway 111
314 Ft North Of Park
View Drive
522 Ft North Of Fred
Waring Dr 82.21
Highway 74 Willow Street Frank Feltrop Drive 82.12
San Pablo Avenue San Gorgonio Way El Paseo 80.70
Highway 111 El Paseo
483 Ft West Of Plaza
Way 79.32
Highway 111 San Pablo Avenue Larkspur Lane 79.32
Highway 111
487 Ft West Of Plaza
Way 500 Ft East Of Plaza Way 79.32
Town Center Way Fred Waring Drive
239ft North Of Hahn
Road 78.02
Washington Street
68 Ft North Of Tuscon
Circle
359 Ft North Of Calle Las
Brisas South 76.97
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Complete
Outreach and
Engagement
Report
C.
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Alta Planning + Design, Inc. 1 Complete Palm Desert SRTS Outreach and Engagement Report
Complete Palm Desert Safe Routes to School Outreach and Engagement
Report
This report provides an overview of the outreach and engagement activities conducted as part of the development of
the Palm Desert Safe Routes to School (SRTS) Plan. Engaging with key stakeholders, including families, school staff,
and the broader community, was essential in shaping recommendations that reflect local needs and concerns.
Outreach and Engagement Overview
Outreach for the SRTS Plan was conducted in two phases. Phase I occurred in spring 2023 and focused on listening to
community needs and concerns, including the collection of existing conditions data. Phase II occurred in fall 2024 and
focused on gathering community feedback on draft recommendations.
Outreach activities included workshops, walk audits, pop-ups, and virtual webinars. The Project Team established an
Advisory Committee that met throughout the duration of the project, and distributed surveys to collect information
from the school community. A project website (https://www.engagepalmdesert.com/vision-zero) was also created to
disseminate project information, promote events, and gather feedback from those unable to participate in in-person
outreach activities. This holistic outreach approach ensured robust community input and feedback throughout the
development of the SRTS Plan.
Activities were advertised through project and event flyers, social media posts, and the project website. Upcoming
SRTS events, such as the school walk audits, were also highlighted at community presentations. Promotional
materials, such as flyers, were created in English and Spanish.
Palm Desert Advisory Committee
The City established a Palm Desert Advisory Committee to be a guiding body for the SRTS Plan development process.
Participants included representatives from:
• City of Palm Desert
• City of Indian Wells
• City of La Quinta
• Coachella Valley Association of Governments
• Desert Recreation District
• Riverside County Sheriff’s Office
• The Joslyn Center
The Advisory Committee met three times over the course of the project. At the first meeting, the Project Team
introduced the SRTS Plan, shared existing conditions findings, and discussed upcoming outreach and engagement
opportunities. To support the proposed outreach and engagement strategy, committee members offered to assist
distribute project materials through their organizations.
The second meeting included an overview of completed public outreach to-date, and a discussion of bicycle and
pedestrian facilities under consideration for the forthcoming SRTS recommendations. The Committee shared that La
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Quinta is already implementing active transportation improvements, including near one of the project schools (Paige
Middle School). The City of Palm Desert also shared that many existing crosswalks were already being upgraded to
high-visibility crosswalks, and to note this in the SRTS Plan.
The last meeting provided a project status update, an overview of the SRTS recommendations, and a discussion of
SRTS project prioritization. The Committee requested the Project Team consider the Coachella Valley Association of
Governments’ Active Transportation Design Guidelines (2021), the CV Link Master Plan (2016), and AB43 (a new law
allowing local governments to lower speed limits on major streets) in the SRTS Plan. The Committee also asked to
include street width as a factor for the SRTS Prioritization Methodology.
Phase I – Existing Conditions
Lincoln Elementary School / Palm Desert Charter Middle Walk Audit and Workshop
April 9, 2024
Palm Desert Charter Middle School
Attendees: 15
The Project Team organized, promoted, and presented at a joint Lincoln Elementary School and Palm Desert Charter
Middle School walk audit and workshop on April 9, 2024. This marked the beginning of the SRTS walk audit process
for the City of Palm Desert.
During the walk audit, school principals, security personnel, and other school staff provided input on the safety and
comfort of the roads near each school. The walk audit was paired with afternoon student pick-up observations for
both schools where the Project Team observed traffic circulation and driver behavior. Photo documentation of
existing conditions on streets around both schools was also collected.
A workshop for both schools followed the walk audit on the evening of April 9th. In attendance were the Project
Team, the Mayor of Palm Desert, Lincoln Elementary and Palm Desert Charter Middle principals, the Desert Sands
Unified School District, Lincoln Elementary and Palm Desert Charter Middle parents and caregivers, and school staff.
The purpose of this workshop was to provide general information about the Palm Desert SRTS Plan and answer
questions regarding the Plan’s development, components, goals, and timeline. Spanish interpretation was provided
by a third-party service called Interpreters Unlimited, though no attendees ultimately required interpretation.
Following a brief presentation, participants were encouraged to provide feedback on the safety of roads around their
schools via a question and answer session and by marking up poster-sized aerial maps that displayed both schools.
Feedback included concerns about sidewalk and bicycle network gaps, high speeds on streets around schools, and
ADA barriers such as trash cans blocking sidewalk access. Overall, attendees were very receptive to and supportive of
the SRTS Plan and were thankful to the City for taking a proactive effort towards making it safer and more convenient
to walk and bike in Palm Desert.
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Safe Routes to School Virtual Webinar
April 15, 2024
Zoom Meeting
Attendees: 10
The Project Team hosted a virtual webinar on April 15, 2024, to present on the SRTS Plan to Palm Desert families. The
meeting was held via Zoom, an online platform that hosts virtual meetings. The purpose of this virtual webinar was to
provide general information regarding the SRTS Plan and raise awareness of the Plan’s upcoming school walk audits.
Participants expressed interest in the Plan and appreciated the City’s focus on improving safety for Palm Desert
students.
Safe Routes to School Walk Audits
Ford Elementary School – April 17, 2024, 9:05 am – 10:05 am
Carter Elementary School – April 17, 2024, 3:00 pm – 4:00 pm
Palm Desert High School – April 18, 2024, 8:35 am – 9:35 am
Washington Charter School – April 30, 2024, 8:20 am – 9:20 am
Paige Middle School – May 1, 2024, 8:35 am – 9:35 am
Reagan Elementary School – May 2, 2024, 8:05 am – 9:05 am
Attendees: Approximately 1-6 per walk audit
The Project Team hosted one walk audit at each of the schools included in the Palm Desert SRTS Plan. The purpose of
the walk audits was to collect feedback regarding roadway safety around schools from school staff, parents, and
caregivers, document existing conditions, and observe morning drop-off or afternoon pick-up traffic circulation and
driver behavior.
The walk audit began with introductions and an overview of the purpose of each walk audit. A large aerial map of the
school and surrounding area was also provided to gather participants’ initial thoughts regarding roadway safety. The
walk audit continued with a 30-45-minute walk around the school and along local streets, with particular attention
given to streets identified as problematic by walk audit participants.
At least one participant from each school attended each walk audit, typically a school principal or other administrator,
a school resource officer or security officer, and/or a Crossing Guard. Three parents were also in attendance for the
Washington Charter School walk audit and a Desert Sands Unified School District representative was present at the
Palm Desert High School audit. A City of La Quinta engineer attended the Paige Middle School audit as it is located
within the City of La Quinta. Common concerns across all schools included high speeds along nearby streets, traffic
congestion spilling into public streets during morning drop-off and afternoon pick-up, drivers disobeying Crossing
Guards, and generally feeling unsafe bicycling using existing bike facilities in Palm Desert.
Following each audit, participants were encouraged to keep up to date with the project via a flyer that contained
information about the SRTS Plan and the larger Palm Desert Vision Zero Strategy, as well as a link to the project
website (https://www.engagepalmdesert.com/vision-zero). Some participants offered additional feedback to the
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Project Team following the walk audit, which was then compiled into the SRTS Plan’s Walk Audit Report along with
the information gathered the day of each audit.
Safe Routes to School Student Tallies
May – June 2024
Participation: 84 classrooms
The Project Team used an electronic version of the standard Student Travel Tally form developed by the National
Center for SRTS to collect student travel modes at all project schools. Tally forms were sent to each school following
the completion of all school walk audits, in spring 2024, with teachers administering the tallies via an online link.
Teachers asked their students which transportation mode they took to get to school and which mode they will take to
get home. The tally also recorded grade level, class size, and weather conditions on the day of the tally.
Eighty-four (84) classrooms participated in the student tally. However, only Lincoln Elementary, Ford Elementary, and
Regan Elementary School submitted data.
Figure 1 and Figure 2 illustrate responses to the tally questions “How did you arrive at school today?” and “How do
you plan to leave for home after school?”, respectively. Please note that while the Project Team received tally data
from about 80 classrooms, only three elementary schools participated.
Figure 1. Survey Responses to "How did you arrive at school today?"
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Figure 2. Survey Responses to "How do you plan to leave for home after school?"
In general, family vehicles are the most common mode of transportation among students. This may be cause for high
traffic volumes around each school.
The survey also asked teachers to record the date and weather conditions the tally was taken. 95.2% of classrooms
recorded “sunny” when the tally was taken, a factor that may impact the desire to walk or bike to school, particularly
on warm days. The distribution of grade levels was relatively even across elementary grade levels (kindergarten
through fifth grade); however, representation of data from only younger students may be a factor for low walking and
biking rates.
Safe Routes to School Parent/Caregiver Surveys
May – June 2024
Participation: 173 surveys
Parents’/caregivers’ knowledge and attitudes about their student’s travel habits, including walking and biking to
school, were analyzed from the parent surveys collected during the project. The survey was an online questionnaire
(derived from the National Center for SRTS survey and available in English and Spanish) sent to all parents included in
the list of project schools.
The survey asked parents and caregivers how their student currently travels to and from school, the distance their
family lives from school, challenges associated with walking and biking, and their overall attitudes toward active
modes of transportation. The survey also asked what grades their children are enrolled in, whether their children
have asked to walk or bike in the past year, and whether they believe their children’s schools encourage or discourage
walking to and from school.
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One hundred seventy-three (173) surveys were submitted, representing all eight schools included in the Palm Desert
SRTS Plan.
Figure 3. Survey responses to “How far does your student live from school?”
As Figure 3 shows, 33.3% of respondents live ½ mile or less away from school, which is considered a comfortable
walking distance. 44.1% of parents also shared that living too far away from school is one of the main reasons they do
not allow their student to walk and bike to/from school. Additionally, the data showed the majority of students
arrived and departed school via a family vehicle (85.1% and 83.3% of total responses, respectively), and 10.5% of
students walked to school and 8.8% walked home from school. This compares to approximately 10.4% of students
who walk to and from school nationally (Source: National Household Travel Survey).
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Figure 4. Parents’/Caregivers’ Top Concerns for Walking or Biking to School
Parents and caregivers also shared a number of concerns influencing their decision to not allow their student to walk
or bike to/from school. Figure 4 shows the top five concerns shared by parents and caregivers. The biggest concerns
were speeding and too much traffic along routes to school followed closely by unsafe intersections. This
demonstrates a need for traffic calming efforts and better intersection controls like crosswalks and Crossing Guards.
Parents and caregivers also stated “stranger danger” as a main concern. SRTS activities like walking school buses
could help address this concern by providing safety in numbers for walking groups of students, parents/caregivers,
and school staff.
37.7% of parents and caregivers also stated they would not feel comfortable allowing their students to walk or bike to
school without an adult at any grade, and only 34.2% of respondents stated their child has asked for permission to
walk or bike to school in the past year. Most respondents (46.5%) also stated it takes their student 5-10 minutes to
get to or from school, and 85.9% of parents and caregivers believe their school neither encourages nor discourages
walking and biking to and from school.
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Phase II – Review of Recommendations
City of Palm Desert Open Houses
October 15, 2024 & October 17, 2024
Attendees: 23
To complement the Project Team’s engagement effort, staff from the City of Palm Desert conducted independent,
targeted outreach to gather additional community input on bicycle and pedestrian infrastructure improvements. To
ensure meaningful engagement, the City mailed 6,329 letters directly to Palm Desert residents, inviting them to
attend one of two open house meetings held on October 15 and October 17, 2024.
These meetings provided an opportunity for residents to share their perspectives on critical safety and accessibility
issues. A total of 23 attendees participated, offering valuable feedback such as:
• The need to address high vehicular speeds
• Requests for additional sidewalks and safety measures in South Palm Desert (e.g., Grapevine Street)
• Concerns about unsafe pedestrian access across Washington Street
• Calls for more bicycle- and pedestrian-friendly roads throughout Palm Desert
• Suggestions to slow vehicles in residential areas of South Palm Desert
• A need for safer bicycling conditions on Highway 111
• Improved maintenance of sidewalks and bike lanes to keep them clear of debris
• Expansion of bike lanes where feasible
• A request for crosswalks on Shadow Mountain at Lupine Lane
• Extend the sidewalk on Portola Avenue through the intersection near the Vintage entrance
Safe Routes to School Virtual Recommendations Workshop
December 17, 2024
Zoom Meeting
Attendees: 4
The Project Team hosted a virtual workshop on December 17, 2024, to present draft SRTS recommendations to the
school community. To advertise the workshop, the City of Palm Desert utilized Peach Jar, an online school flyer
distribution service, to email more than 7,000 flyers to parents and caregivers. An additional 3,600 postcards with
information about the workshop were mailed to residences located near the project schools.
The presentation included a brief overview of the purpose of the SRTS Plan, a summary of findings from completed
community engagement, and an explanation of how the draft recommendations were developed. The presentation
concluded with an overview of proposed recommendations at three schools (Lincoln Elementary School, Palm Desert
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Charter Middle School, and Washington Charter School), and an explanation of how residents can provide their input
on the draft recommendations via the project website.
The Community Input Opportunities section of the project website (https://www.engagepalmdesert.com/vision-zero)
includes a recording of the Safe Routes to School Virtual Recommendations Workshop.
239
Crossing
Guard
Promotional
Social Media
Posts in
English and
Spanish
D.
240
PALM DESERTSAFE ROUTES TO SCHOOL
241
Please Pull
Forward
Signage in
English and
Spanish
E.
242
PALM DESERTSAFE ROUTES TO SCHOOL
Please Pull
Forward
Por favor, conduzca hacia adelante
243
Safe Routes
to School
Banner in
English and
Spanish
F.
244
PALM DESERTSAFE ROUTES TO SCHOOL
Palm Desert Schools Walk & Roll
Las Escuelas de Palm Desert Caminan y Ruedan
245
Suggested
Routes
to School
Maps for
Palm Desert
Schools
G.
246
This page intentionally left blank
247
C
O
N
E
J
O
CIRCLE
DAOR NOYNAC
PEED
FRED WARING DRIVE
KING FISHER CIRCLE
CAMINO ARROYO
ELCRIC
ETIRUZA
P R I M R O S E D R I V E
ENAL
NIDREV
EUNEVA ENIROLF
SANTA ROSA WAY
GARY AVENUE
MERLE DRIVEQUICKSILVER DRIVE
PR
E
S
I
D
I
O
PLAC
E
RUTLEDGE WAY
BUTTONWOOD DRIVE
ELCRIC ADAVEN
SILK
T
REE LANE
EUNEVA ALOTROP
EUNEVA OLBAP NAS
RANCHO ROAD
LESLIE AVENUE
MASSON STREET
OLLICETNOM OESAP
SANTOLINA DRIVE
MERCURY CI
R
C
L
E
DAOR ACCEBER
S
U
T
T
E
R
S
MILL ROAD
LAVENDER WAY
EUNEVA LAUCSAP NAS
MOSS ROSE DRIVE
VIA PALMIRA
ERIN STREET
ASTER DRIVE
KRUG AVENUE
Z
I
R
C
O
N
C
I
R
C
L
E
COLUMBINE D
RIVE
DAOR
EIDOB
MARIGO
L
D
DRIVE
CALLE DE L V E R A N O
GOLETA AVENUE
MAGNESIA FALLS DRIVE
MYRSINE AVENUE
VELARDO DRIVE
DESERT STAR BOULEVARD
Abraham
Lincoln
Elementary
0 0.10.05 Miles
Palm Desert
Charter
Middle School
Palm Desert
Civic Center
Park
Magnesia Falls Park
Use caution when walking
on Primrose Drive; there is
a sidewalk gap and most
intersections lack crosswalks.
Use caution
when crossing;
these are
large and busy
intersections.
Use caution when
walking on Deep Canyon
Road; most intersections
lack crosswalks and
north-south traffic does
not have stop signs.
~10 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~17 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~10 minutes
WALKING TIME FROM HERE
~7 minutes
WALKING TIME FROM HERE
0.25 miles
from school
~10 minutes
WALKING TIME FROM HERE
1 mile
from school
0.5 miles
from school
1 mile
from school
Use caution when walking
on Primrose Drive; there is
a sidewalk gap and most
intersections lack crosswalks.
Use caution
when crossing;
these are
large and busy
intersections.
Use caution when
walking on Deep Canyon
Road; most intersections
lack crosswalks and
north-south traffic does
not have stop signs.
~10 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~17 minutes
WALKING TIME FROM HERE
~10 minutes
WALKING TIME FROM HERE
~7 minutes
WALKING TIME FROM HERE
0.25 miles
from school
~10 minutes
WALKING TIME FROM HERE
1 mile
from school
0.5 miles
from school
1 mile
from school
A pedestrian
bridge provides
access to Civic
Center Park.
~20 minutes
WALKING TIME FROM HERE
Use caution when
crossing; traffic on
Rutledge Way does
not have stop signs.
ABRAHAM LINCOLN ELEMENTARY SCHOOL
Suggested Routes to
School Map
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
LEGEND
Intersection with Traffic Signal
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
Suggested Walk to School Route — Use Extreme Caution: Missing Sidewalk
Magnesia Falls DrMagnesia Falls Dr
Po
r
t
o
l
a
A
v
e
Po
r
t
o
l
a
A
v
e
Rutledge WayRutledge Way
248
C
O
N
E
J
O
CIRCLE
DAOR NOYNAC
PEED
FRED WARING DRIVE
KING FISHER CIRCLE
CAMINO ARROYO
ELCRIC
ETIRUZA
P R I M R O S E D R I V E
ENAL
NIDREV
EUNEVA ENIROLF
SANTA ROSA WAY
GARY AVENUE
MERLE DRIVEQUICKSILVER DRIVE
PR
E
S
I
D
I
O
PLAC
E
RUTLEDGE WAY
BUTTONWOOD DRIVE
ELCRIC ADAVEN
SILK
T
REE LANE
EUNEVA ALOTROP
EUNEVA OLBAP NAS
RANCHO ROAD
LESLIE AVENUE
MASSON STREET
OLLICETNOM OESAP
SANTOLINA DRIVE
MERCURY CI
R
C
L
E
DAOR ACCEBER
S
U
T
T
E
R
S
MILL ROAD
LAVENDER WAY
EUNEVA LAUCSAP NAS
MOSS ROSE DRIVE
VIA PALMIRA
ERIN STREET
ASTER DRIVE
KRUG AVENUE
Z
I
R
C
O
N
C
I
R
C
L
E
COLUMBINE D
RIVE
DAOR
EIDOB
MARIGO
L
D
DRIVE
CALLE DEL VERANO
GOLETA AVENUE
MAGNESIA FALLS DRIVE
MYRSINE AVENUE
VELARDO DRIVE
DESERT STAR BOULEVARD
Abraham
Lincoln
Elementary
00.10.05Miles
Palm Desert
Charter
Middle School
Palm Desert
Civic Center
Park
Magnesia Falls Park
Use caution when walking
on Primrose Drive; there is
a sidewalk gap and most
intersections lack crosswalks.
Use caution
when crossing;
these are
large and busy
intersections.
Use caution when
walking on Deep Canyon
Road; most intersections
lack crosswalks and
north-south traffic does
not have stop signs.
~10 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~17 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~10 minutes
WALKING TIME FROM HERE
~7 minutes
WALKING TIME FROM HERE
0.25 miles
from school
~10 minutes
WALKING TIME FROM HERE
1 mile
from school
0.5 miles
from school
1 mile
from school
Use caution when walking
on Primrose Drive; there is
a sidewalk gap and most
intersections lack crosswalks.
Use caution
when crossing;
these are
large and busy
intersections.
Use caution when
walking on Deep Canyon
Road; most intersections
lack crosswalks and
north-south traffic does
not have stop signs.
~10 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~17 minutes
WALKING TIME FROM HERE
~10 minutes
WALKING TIME FROM HERE
~7 minutes
WALKING TIME FROM HERE
0.25 miles
from school
~10 minutes
WALKING TIME FROM HERE
1 mile
from school
0.5 miles
from school
1 mile
from school
A pedestrian
bridge provides
access to Civic
Center Park.
~20 minutes
WALKING TIME FROM HERE
Use caution when
crossing; traffic on
Rutledge Way does
not have stop signs.
ABRAHAM LINCOLN ELEMENTARY SCHOOL
Suggested Routes to
School Map
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
LEGEND
Intersection with Traffic Signal
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
Suggested Walk to School Route — Use Extreme Caution: Missing Sidewalk
Magnesia Falls DrMagnesia Falls Dr
Po
r
t
o
l
a
A
v
e
Po
r
t
o
l
a
A
v
e
Rutledge WayRutledge Way
249
M I S S O U R I DRIVE
LIART RENRAW
CALLE LAS B
R
I
S
A
S
EDINBOROUGH STREET
TUCSON CIRCLE
HIDDEN RIVER ROAD
ENAL AHSITAL
VIA GIBRALT A R
ROBIN ROAD
MOUNTAIN VIEW
DELAWARE PLACE
CALIFORNIA DRIVE
FRED WARING DRIVE
CITY OF LA QUINTA
CITY OF INDIAN WELLS
WA
S
H
I
N
G
T
O
N
S
T
R
E
E
T
P
A
L
M
R
O
Y
A
L
E
D
R
I
V
E
DARBY ROAD
STARLIGHT LANE
TORINO DRIVE
VE
N
I
C
E
D
R
I
V
E
NAPLES DRIVE
LI
M
A
H
A
L
L
R
O
A
D
SA
N
D
B
A
Y
R
O
A
D
CITY OF PALM DESERT
Colonel
Mitchell
Paige Middle
0 0.10.05 Miles
Horizon School
Activate the rectangular rapid
flashing beacon by pressing
the button and make sure
traffic stops before crossing.
Use caution when
crossing; this is a large
and busy intersection.
~10 minutes
WALKING TIME FROM HERE
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~5 minutes
WALKING TIME FROM HERE
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~10 minutes
WALKING TIME FROM HERE
Ford
Elementary
School
COLONEL MITCHELL PAIGE MIDDLE SCHOOL
Suggested Routes to
School Map
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
LEGEND
Intersection with Traffic Signal
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
Darby RdDarby Rd
Wa
s
h
i
n
g
t
o
n
S
t
Wa
s
h
i
n
g
t
o
n
S
t
Pa
l
m
R
o
y
a
l
e
D
r
Pa
l
m
R
o
y
a
l
e
D
r
250
MISSOURI DRIVE
LIART RENRAW
CALLE LAS B
R
I
S
A
S
EDINBOROUGH STREET
TUCSON CIRCLE
HIDDEN RIVER ROAD
ENAL AHSITAL
VIA GIBRALTAR
ROBIN ROAD
MOUNTAIN VIEW
DELAWARE PLACE
CALIFORNIA DRIVE
FRED WARING DRIVE
CITY OF LA QUINTA
CITY OF INDIAN WELLS
WA
S
H
I
N
G
T
O
N
S
T
R
E
E
T
P
A
L
M
R
O
Y
A
L
E
D
R
I
V
E
DARBY ROAD
STARLIGHT LANE
TORINO DRIVE
VE
N
I
C
E
D
R
I
V
E
NAPLES DRIVE
LI
M
A
H
A
L
L
R
O
A
D
SA
N
D
B
A
Y
R
O
A
D
CITY OF PALM DESERT
Colonel
Mitchell
Paige Middle
00.10.05Miles
Horizon School
Activate the rectangular rapid
flashing beacon by pressing
the button and make sure
traffic stops before crossing.
Use caution when
crossing; this is a large
and busy intersection.
~10 minutes
WALKING TIME FROM HERE
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~5 minutes
WALKING TIME FROM HERE
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~10 minutes
WALKING TIME FROM HERE
Ford
Elementary
School
COLONEL MITCHELL PAIGE MIDDLE SCHOOL
Suggested Routes to
School Map
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
LEGEND
Intersection with Traffic Signal
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
Darby RdDarby Rd
Wa
s
h
i
n
g
t
o
n
S
t
Wa
s
h
i
n
g
t
o
n
S
t
Pa
l
m
R
o
y
a
l
e
D
r
Pa
l
m
R
o
y
a
l
e
D
r
251
Ä111
DEEP CANYON ROAD
SAN CARLOS AVENUE
EUNEVA
OLBAP NAS
EUNEVA ALOTROP
EUNEVA OLLIRBAC
DE A
N
Z
A
W
A
Y
EL PASEO
GRAPEVINE ST R E E T
SHADOW MOUNTAIN DRIVE
FAIRWAY DRIVE
SHADOW H
I
L
L
S
R
O
AD
ENAL ESIRNUS
PANO
R
A
M
A
D
R
I
V
E
MARRAKESH DRIV
E
DRIFTWOOD DRIVE
SHADOW LAKE DRIVE
COTTAGE LANE
ENAL DEEWORRUB
PEPPERGRASS STREET
JOSHUA TREE STREET
PALM DESERT DRIVE
IRONWOOD STREET
PAROSELLA STREET
EUNEVA ANATNAL
CANDLEWOOD STREET ABRONIA TRAIL
EUNEVA
HSURBLIAUQ
EL CAMINO
CLUB CIRCLE
ALESSANDRO DRIVE
PINYON STREET
COVERED WAGON TRAIL
EUNEVA WEIV
NIATNUOM
S
U
N
S
E
T
L
A
N
E
OLD PROSPECTOR TRAIL
CHICORY STREET
JUNIPER STREET
GOLF COURSE LANE
FLAGSTONE LANE
AMIR DRIVE
KASBAH DR I V E
SETTING SUN TR A I L
PEPPER TREE DRIVE
W H ITE STONE LANE
YUCCA TREE DRIVE
SA
N
L
U
I
S
R
E
Y
A
V
E
N
U
E
B
L
A
C
K
R
A
B
B
I
T
R
O
A
D
George
Washington
Charter
0 0.10.05 Miles
CITY OF INDIAN WELLS
Use extreme caution if
walking on streets in nearby
neighborhoods; most streets
here lack sidewalks. Consider
walking with an adult.
Use caution when
walking on Shadow
Mountain Dr; there are
some sidewalk gaps.
Use caution when
walking on Portola Ave;
this is a major street with
lots of traffic.
Use caution when crossing;
there is no crosswalk and
traffic on Candlewood St
does not have a stop sign.
~10 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~5 minutes
WALKING TIME FROM HERE
~5 minutes
WALKING TIME FROM HERE
~13 minutes
WALKING TIME FROM HERE
GEORGE WASHINGTON CHARTER SCHOOL
Suggested Routes to
School Map
LEGEND
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
Intersection with Traffic Signal
Suggested Walk to School Route — Use Extreme Caution: Missing Sidewalk
Chicory StChicory St
Po
r
t
o
l
a
A
v
e
Po
r
t
o
l
a
A
v
e
La
n
t
a
n
a
A
v
e
La
n
t
a
n
a
A
v
e
252
Ä111
DEEP CANYON ROAD
SAN CARLOS AVENUE
EUNEVA
OLBAP NAS
EUNEVA ALOTROP
EUNEVA OLLIRBAC
DE A
N
Z
A
W
A
Y
EL PASEO
GRAPEVINE STREET
SHADOW MOUNTAIN DRIVE
FAIRWAY DRIVE
SHADOW H
I
L
L
S
R
O
AD
ENAL ESIRNUS
PANO
R
A
M
A
D
R
I
V
E
MARRAKESH DRIV
E
DRIFTWOOD DRIVE
SHADOW LAKE DRIVE
COTTAGE LANE
ENAL DEEWORRUB
PEPPERGRASS STREET
JOSHUA TREE STREET
PALM DESERT DRIVE
IRONWOOD STREET
PAROSELLA STREET
EUNEVA ANATNAL
CANDLEWOOD STREET ABRONIA TRAIL
EUNEVA
HSURBLIAUQ
EL CAMINO
CLUB CIRCLE
ALESSANDRO DRIVE
PINYON STREET
COVERED WAGON TRAIL
EUNEVA WEIV
NIATNUOM
S
U
N
S
E
T
L
A
N
E
OLD PROSPECTOR TRAIL
CHICORY STREET
JUNIPER STREET
GOLF COURSE LANE
FLAGSTONE LANE
AMIR DRIVE
KASBAH DRI V E
SETTING SUN TR A I L
PEPPER TREE DRIVE
WHITE STONE LANE
YUCCA TREE DRIVE
SA
N
L
U
I
S
R
E
Y
A
V
E
N
U
E
B
L
A
C
K
R
A
B
B
I
T
R
O
A
D
George
Washington
Charter
00.10.05Miles
CITY OF INDIAN WELLS
Use extreme caution if
walking on streets in nearby
neighborhoods; most streets
here lack sidewalks. Consider
walking with an adult.
Use caution when
walking on Shadow
Mountain Dr; there are
some sidewalk gaps.
Use caution when
walking on Portola Ave;
this is a major street with
lots of traffic.
Use caution when crossing;
there is no crosswalk and
traffic on Candlewood St
does not have a stop sign.
~10 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~5 minutes
WALKING TIME FROM HERE
~5 minutes
WALKING TIME FROM HERE
~13 minutes
WALKING TIME FROM HERE
GEORGE WASHINGTON CHARTER SCHOOL
Suggested Routes to
School Map
LEGEND
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
Intersection with Traffic Signal
Suggested Walk to School Route — Use Extreme Caution: Missing Sidewalk
Chicory StChicory St
Po
r
t
o
l
a
A
v
e
Po
r
t
o
l
a
A
v
e
La
n
t
a
n
a
A
v
e
La
n
t
a
n
a
A
v
e
253
LIART RENRAW
L I SBON
W
A
Y
ILLINOIS AVEN
U
E
W Y O M I N G A V E N U E
E
L
K
H
O
R
N
T
R
A
I
L
T
E
N
N
E
S
S
E
E AVENUE
EUNEVA
SAXET
CALI F O R N I A A V E N U E
FLORIDA AVENUE
TUCSON CIRCLE
I N D I A N A A V E N U E
FRED WARING DRIVE
VIA GIBRALT A R
LOUISIAN A S T R E E T
ROBIN ROAD
CITY OF INDIAN WELLS
LIART RENRAW
MILES A
V
E
N
U
E
EVENING STAR CIRCLE
BLACKFOOT DRIVE
CHEYENNE DRIVE
WA
S
H
I
N
G
T
O
N
S
T
R
E
E
T
EL
K
H
O
R
N
T
R
A
I
L
CALLE LAS BRISAS S
Gerald R. Ford
Elementary
0 0.10.05 Miles
Indian Wells
Tennis Garden
Use caution when
crossing; north-south
traffic on Warner Trail
does not have stop signs.
~4 minutes
WALKING TIME FROM HERE
Use caution when
crossing; this is a wide
and busy intersection.
Use caution when
walking on Elkhorn Trail;
there is a sidewalk gap
near Louisiana St.
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~5 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~10 minutes
WALKING TIME FROM HERE
Use caution when
walking on Fred Waring
Dr; this is a major street
with lots of traffic.
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
1 mile
from school
Use caution
when walking on
Washington St; this
is a major street with
lots of traffic.
Paige Middle
School
GERALD R. FORD ELEMENTARY SCHOOL
Suggested Routes to
School Map
LEGEND
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
Intersection with Traffic Signal
Suggested Walk to School Route — Use Extreme Caution: Missing Sidewalk
Fred Waring DrFred Waring Dr
Wa
r
n
e
r
T
r
l
Wa
r
n
e
r
T
r
l
254
LIART RENRAW
L I SBON
W
A
Y
ILLINOIS AVEN
U
E
WYOM I N G A V E N U E
E
L
K
H
O
R
N
T
R
A
I
L
T
E
N
N
E
S
S
E
E AVENUE
EUNEVA
SAXET
CALIFORNIA AVENUE
FLORIDA AVENUE
TUCSON CIRCLE
INDIANA AVENUE
FRED WARING DRIVE
VIA GIBRALT A R
LOUISIANA STREET
ROBIN ROAD
CITY OF INDIAN WELLS
LIART RENRAW
MILES A
V
E
N
U
E
EVENING STAR CIRCLE
BLACKFOOT DRIVE
CHEYENNE DRIVE
WA
S
H
I
N
G
T
O
N
S
T
R
E
E
T
EL
K
H
O
R
N
T
R
A
I
L
CALLE LAS BRISAS S
Gerald R. Ford
Elementary
00.10.05Miles
Indian Wells
Tennis Garden
Use caution when
crossing; north-south
traffic on Warner Trail
does not have stop signs.
~4 minutes
WALKING TIME FROM HERE
Use caution when
crossing; this is a wide
and busy intersection.
Use caution when
walking on Elkhorn Trail;
there is a sidewalk gap
near Louisiana St.
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~5 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~10 minutes
WALKING TIME FROM HERE
Use caution when
walking on Fred Waring
Dr; this is a major street
with lots of traffic.
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
1 mile
from school
Use caution
when walking on
Washington St; this
is a major street with
lots of traffic.
Paige Middle
School
GERALD R. FORD ELEMENTARY SCHOOL
Suggested Routes to
School Map
LEGEND
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
Intersection with Traffic Signal
Suggested Walk to School Route — Use Extreme Caution: Missing Sidewalk
Fred Waring DrFred Waring Dr
Wa
r
n
e
r
T
r
l
Wa
r
n
e
r
T
r
l
255
C H A P ARRAL DRIVE
KING FISHER CIRCLE
COURTS
I
DE DRIVE
FALCON LANE
P R E S I D I O P L A C E
JOYA DRIVE
MERLE DRIVEQUICKSILVER DRIVE
CAMINO AR
R
O
YO
OIGERA AIV
N
E
V
A
DA CIRCLE
SAN REMO
ZIRCON CIR
C
L
E
ANGELS CAMP ROAD
DAOR EIDOB
S
U
T
T
E
R
S
MILL ROAD
ENAL
NIDREV
VIA VENEZIA
LESLIE AVENUE
M
E
R
C
U
R
Y
CIRCLE
42ND AVENUE
EUNEVA
ALOTROP
TRUOC ATANOS
ADACRA ADINEVA
YAW ETAROPROC
OSIVERT AIV
CONEJO CIRCLE
J
A
S
M
I
N
E C
O
U
R
T
ENAL ELGAE NEDLOG
V I A LANTA NA
VIA PELLESTRINA
C A M I S A L A N E
WILLOW LAKE DRIVE
HOVLEY LANE W
AZ
U
R
I
T
E
C
I
R
C
L
E
SIERRA MADRE HOVLEY LANE E
James Earl Carter
Elementary
0 0.10.05 Miles
Use caution when walking
on Portola Ave and Hovley
Ln; these streets often have
lots of traffic.
Hovley
Soccer Park
Use caution when
crossing; this is a wide
and busy intersection.
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
0.25 miles
from school
~10 minutes
WALKING TIME FROM HERE0.5 miles
from school
1 mile
from school
0.5 miles
from school
~15 minutes
WALKING TIME FROM HERE
~6 minutes
WALKING TIME FROM HERE
JAMES EARL CARTER ELEMENTARY SCHOOL
Suggested Routes to
School Map
LEGEND
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
Intersection with Traffic Signal
Hovley Ln EHovley Ln E
Po
r
t
o
l
a
A
v
e
Po
r
t
o
l
a
A
v
e
256
CHAPARRAL DRIVE
KING FISHER CIRCLE
COURTS
I
DE DRIVE
FALCON LANE
PRESIDIO PLACE
JOYA DRIVE
MERLE DRIVEQUICKSILVER DRIVE
CAMINO AR
R
O
YO
OIGERA AIV
N
E
V
A
DA CIRCLE
SAN REMO
ZIRCON CIR
C
L
E
ANGELS CAMP ROAD
DAOR EIDOB
S
U
T
T
E
R
S
MILL ROAD
ENAL
NIDREV
VIA VENEZIA
LESLIE AVENUE
M
E
R
C
U
R
Y
CIRCLE
42ND AVENUE
EUNEVA
ALOTROP
TRUOC ATANOS
ADACRA ADINEVA
YAW ETAROPROC
OSIVERT AIV
CONEJO CIRCLE
J
A
S
M
I
N
E C
O
U
R
T
ENAL ELGAE NEDLOG
V I A LANTA NA
VIA PELLESTRINA
CAMISA LANE
WILLOW LAKE DRIVE
HOVLEY LANE W
AZ
U
R
I
T
E
C
I
R
C
L
E
SIERRA MADRE HOVLEY LANE E
James Earl Carter
Elementary
00.10.05Miles
Use caution when walking
on Portola Ave and Hovley
Ln; these streets often have
lots of traffic.
Hovley
Soccer Park
Use caution when
crossing; this is a wide
and busy intersection.
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
0.25 miles
from school
~10 minutes
WALKING TIME FROM HERE0.5 miles
from school
1 mile
from school
0.5 miles
from school
~15 minutes
WALKING TIME FROM HERE
~6 minutes
WALKING TIME FROM HERE
JAMES EARL CARTER ELEMENTARY SCHOOL
Suggested Routes to
School Map
LEGEND
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
Intersection with Traffic Signal
Hovley Ln EHovley Ln E
Po
r
t
o
l
a
A
v
e
Po
r
t
o
l
a
A
v
e
257
CON E J O CIRCLE
DAOR NOYNAC
PEED
KING FISHER CIRCLE
CAMINO ARROYO
ELCRIC
ETIRUZA
P R I M R O S E D R I V E
SANTA ROSA WAY
ENAL
NIDREV
EUNEVA ENIROLF
GARY AVENUE
MERLE DRIVEQUICKSILVER DRIVE
FRED WARING DRIVE
PR
E
S
I
D
I
O
PLAC
E
RUTLEDGE WAY
BUTTONWOOD DRIVE
PHYLLIS JACKSON LANE
ELCRIC
ADAVEN
SILK
T
REE LANE
EUNEVA ALOTROP
LESLIE AVENUE
YAW SILLYRAMA
RANCHO ROAD
MASSON STREET
ANATNAL
ELLAC
OLLICETNOM
OESAP
SANTOLINA DRIVE
MERCURY CI
R
C
L
E
DAOR ACCEBER
MAGNESIA FALLS DRIVE
S
U
T
T
E
RS MILL ROAD
LAVENDER WAY
EUNEVA LAUCSAP
NAS
MOSS ROSE DRIVE
VIA PALMIRA
ERIN STREET
ASTER DRIVE
KRUG AVENUE
ELCRIC NOCRIZ
COLUMBINE D
RIVE
DAOR EIDOB
MARIGO
L
D
DRIVE
GOLETA AVENUE
VELARDO DRIVE
MYRSINE AVENUE
DESERT STAR BOULEVARD
Palm Desert
Char ter
Middle
0 0.10.05 Miles
Palm Desert
Civic Center
Park
Magnesia Falls
Park
Lincoln
Elementary
School
Use caution when walking
on Primrose Drive; there is
a sidewalk gap and most
intersections lack crosswalks.
Use caution
when crossing;
these are
large and busy
intersections.
Use caution when
walking on Deep Canyon
Road; most intersections
lack crosswalks and
north-south traffic does
not have stop signs.
~10 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~10 minutes
WALKING TIME FROM HERE
~10 minutes
WALKING TIME FROM HERE
~17 minutes
WALKING TIME FROM HERE
Students can enter campus
through an entrance at
Magnesia Falls Park.
0.5 miles
from school
0.5 miles
from school
0.25 miles
from school
~10 minutes
WALKING TIME FROM HERE
A pedestrian
bridge provides
access to Civic
Center Park.
Use caution when
crossing; traffic on
Rutledge Way does
not have stop signs.
PALM DESERT CHARTER MIDDLE SCHOOL
Suggested Routes to
School Map
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
LEGEND
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
Intersection with Traffic Signal
Suggested Walk to School Route — Use Extreme Caution: Missing Sidewalk
CV Link
Magnesia Falls DrMagnesia Falls Dr
Po
r
t
o
l
a
A
v
e
Po
r
t
o
l
a
A
v
e
Rutledge WayRutledge Way
258
CONEJO CIRCLE
DAOR NOYNAC
PEED
KING FISHER CIRCLE
CAMINO ARROYO
ELCRIC
ETIRUZA
P R I M R O S E D R I V E
SANTA ROSA WAY
ENAL
NIDREV
EUNEVA ENIROLF
GARY AVENUE
MERLE DRIVEQUICKSILVER DRIVE
FRED WARING DRIVE
PR
E
S
I
D
I
O
PLAC
E
RUTLEDGE WAY
BUTTONWOOD DRIVE
PHYLLIS JACKSON LANE
ELCRIC
ADAVEN
SILK
T
REE LANE
EUNEVA ALOTROP
LESLIE AVENUE
YAW SILLYRAMA
RANCHO ROAD
MASSON STREET
ANATNAL
ELLAC
OLLICETNOM
OESAP
SANTOLINA DRIVE
MERCURY CI
R
C
L
E
DAOR ACCEBER
MAGNESIA FALLS DRIVE
S
U
T
T
E
RS MILL ROAD
LAVENDER WAY
EUNEVA LAUCSAP
NAS
MOSS ROSE DRIVE
VIA PALMIRA
ERIN STREET
ASTER DRIVE
KRUG AVENUE
ELCRIC NOCRIZ
COLUMBINE D
RIVE
DAOR EIDOB
MARIGO
L
D
DRIVE
GOLETA AVENUE
VELARDO DRIVE
MYRSINE AVENUE
DESERT STAR BOULEVARD
Palm Desert
Char ter
Middle
00.10.05Miles
Palm Desert
Civic Center
Park
Magnesia Falls
Park
Lincoln
Elementary
School
Use caution when walking
on Primrose Drive; there is
a sidewalk gap and most
intersections lack crosswalks.
Use caution
when crossing;
these are
large and busy
intersections.
Use caution when
walking on Deep Canyon
Road; most intersections
lack crosswalks and
north-south traffic does
not have stop signs.
~10 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
~10 minutes
WALKING TIME FROM HERE
~10 minutes
WALKING TIME FROM HERE
~17 minutes
WALKING TIME FROM HERE
Students can enter campus
through an entrance at
Magnesia Falls Park.
0.5 miles
from school
0.5 miles
from school
0.25 miles
from school
~10 minutes
WALKING TIME FROM HERE
A pedestrian
bridge provides
access to Civic
Center Park.
Use caution when
crossing; traffic on
Rutledge Way does
not have stop signs.
PALM DESERT CHARTER MIDDLE SCHOOL
Suggested Routes to
School Map
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
LEGEND
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
Intersection with Traffic Signal
Suggested Walk to School Route — Use Extreme Caution: Missing Sidewalk
CV Link
Magnesia Falls DrMagnesia Falls Dr
Po
r
t
o
l
a
A
v
e
Po
r
t
o
l
a
A
v
e
Rutledge WayRutledge Way
259
DAOR NOYNAC PEED
LA SIERRA DRIVE
RUTLEDGE WAY
TEERTS KOOC
MERLE DRIVE
AZ
U
R
I
T
E
CI
R
C
L
E
ELCRIC NOCRIZ
ENAL
NOYNAC REVLIS
ELCRIC ADAVEN
ELCRIC YRUCREM
EUNEVA ENIROLF
TEERTS
NAITSIRHC
GARY AVENUE
S A N S I M E ON DRIVE
R O Y A L C A N Y O N L A N E
FRED WARING DRIVE
BUTTONWOOD DRIVE
PHYLLIS JACKSON LANE
SILK
T
REE LANE
SANTA FE TRAIL YELLOW
S
A
G
E
D
R
I
V
E
M
YRSINE AVENUE
MAGNESIA FALLS DRIVE
YAW
SILLYRAMA
ANATNAL ELLAC
OLLICETNOM OESAP
IN
D
I
A
N
CA
N
YON
LAN
E
KI
N
G
S
CA
N
YON
LAN
E
P R I M R O S E D RIVE
SANTOLINA DRIVE
DAOR ACCEBER
K
E
L
S
EY CIRC L E
LESLIE AVENUE
LAVENDER WAY
CORAL BELLS CIRCLE
MOSS ROSE DRIVE
VIA PALMIRA
PALM LAKE
WARING COURT
COLUMBINE
D
RIVE
VELARDO DRIVE
ASTER DRIVE
FRED SMITH WAY
H
I
D
DEN P
A
L
M
S DRIVE
CITY OF INDIAN WELLS
TEERTS KOOC
SHERYL AVENUE
AZTEC ROAD
Palm
Desert
High
0 0.10.05 Miles
~12 minutes
WALKING TIME FROM HERE
0.5 miles
from school
0.25 miles
from school
~20 minutes
WALKING TIME FROM HERE
~10 minutes
WALKING TIME FROM HERE
0.5 miles
from school
0.5 miles
from school
Use caution when
crossing; this is a large
and busy intersection.
Use caution when
crossing; this is a large
and busy intersection.
~10 minutes
WALKING TIME FROM HERE
~5 minutes
WALKING TIME FROM HERE
0.5 miles
from school
0.25 miles
from school
~15 minutes
WALKING TIME FROM HERE
People walking and biking
can both use CV Link.
Use caution when passing
others on the trail.
PALM DESERT HIGH SCHOOL
Suggested Routes to
School Map
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
LEGEND
Intersection with Traffic Signal
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
CV Link
Bus Stop
Co
o
k
S
t
Co
o
k
S
t
Ph
y
l
l
i
s
J
a
c
k
s
o
n
L
n
Ph
y
l
l
i
s
J
a
c
k
s
o
n
L
n
Fred Smith WayFred Smith Way
260
DAOR NOYNAC PEED
LA SIERRA DRIVE
RUTLEDGE WAY
TEERTS KOOC
MERLE DRIVE
AZ
U
R
I
T
E
CI
R
C
L
E
ELCRIC NOCRIZ
ENAL
NOYNAC REVLIS
ELCRIC ADAVEN
ELCRIC YRUCREM
EUNEVA ENIROLF
TEERTS
NAITSIRHC
GARY AVENUE
S A N S I M E ON DRIVE
ROYAL CANYON LANE
FRED WARING DRIVE
BUTTONWOOD DRIVE
PHYLLIS JACKSON LANE
SILK
T
REE LANE
SANTA FE TRAIL YELLOW
S
A
G
E
D
R
I
V
E
M
YRSINE AVENUE
MAGNESIA FALLS DRIVE
YAW
SILLYRAMA
ANATNAL ELLAC
OLLICETNOM OESAP
IN
D
I
A
N
CA
N
YON
LAN
E
KI
N
G
S
CA
N
YON
LAN
E
PRIMROSE DRIVE
SANTOLINA DRIVE
DAOR ACCEBER
K
E
L
S
EY CIRC L E
LESLIE AVENUE
LAVENDER WAY
CORAL BELLS CIRCLE
MOSS ROSE DRIVE
VIA PALMIRA
PALM LAKE
WARING COURT
COLUMBINE
D
RIVE
VELARDO DRIVE
ASTER DRIVE
FRED SMITH WAY
H
I
D
DEN P
A
L
M
S DRIVE
CITY OF INDIAN WELLS
TEERTS KOOC
SHERYL AVENUE
AZTEC ROAD
Palm
Desert
High
00.10.05Miles
~12 minutes
WALKING TIME FROM HERE
0.5 miles
from school
0.25 miles
from school
~20 minutes
WALKING TIME FROM HERE
~10 minutes
WALKING TIME FROM HERE
0.5 miles
from school
0.5 miles
from school
Use caution when
crossing; this is a large
and busy intersection.
Use caution when
crossing; this is a large
and busy intersection.
~10 minutes
WALKING TIME FROM HERE
~5 minutes
WALKING TIME FROM HERE
0.5 miles
from school
0.25 miles
from school
~15 minutes
WALKING TIME FROM HERE
People walking and biking
can both use CV Link.
Use caution when passing
others on the trail.
PALM DESERT HIGH SCHOOL
Suggested Routes to
School Map
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
LEGEND
Intersection with Traffic Signal
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
CV Link
Bus Stop
Co
o
k
S
t
Co
o
k
S
t
Ph
y
l
l
i
s
J
a
c
k
s
o
n
L
n
Ph
y
l
l
i
s
J
a
c
k
s
o
n
L
n
Fred Smith WayFred Smith Way
261
YAW INILLEB
YAW YCNEGER
ENAL DOOWTSAE
BARINGTON D
R
I
V
E
ECALP REFAHCS
TUDOR LANE
L A COST
A
C
I
R
CLE
BRISA DRIVE
CALYPSO ROAD
RESORT
E
R
B
O
U
L
E
V
A
R
D
ARROWHEAD DRIVE
TESORI COURT
MERANO WAY
CHANDLER WAY
RO
M
A
N
ZA LAN
E
ST MICHAEL PLACE
TRAVISO DRIVE
OLYMPIC WAY
NE
W
C
A
S
T
L
E
DR
I
V
E
P
A
L
A
C
E
D
R
I
V
E
COUNTRY CLUB DRIVE
MALONE CIRCLE
BARONS CIRCLE
MARLOWE COURT
JUSTIN COURT
WESTBROOK COURT
CARINDA COURT
BURRUS CO U R T
ALCOT CIRCLE
EVIRD ENYACSIB
T
A
M
A
R
I
S
K
R
O
W
D
R
I
V
E
LIBERTY DRIVE
SUNNYBROOK DRIVE
INVERNESS W A Y
AZZURO DRIVE
AMATISTA WAY
ENAL SIRRAH
DEER HAVEN CIRCLE
ENFIELD LANE
DESERT HOLLY DRIVE
BAY H
I
L
L
W
A
Y
BALTUS R O L C IRCLE
B OX CANYON TRAIL
EVIRD
BULC SISAO
VARNE
R
R
O
A
D
WILDCAT DRIVE
L
E
O
P
A
R
D
S
T
R
E
E
T
PR
E
S
T
O
N
T
R
A
I
L
Ronald
Reagan
Elementary
0 0.10.05 Miles
Freedom Park
Use caution when
crossing; this is a wide
and busy intersection.
0.25 miles
from school
0.5 miles
from school
~10 minutes
WALKING TIME FROM HERE
~15 minutes
WALKING TIME FROM HERE
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
Use caution when
walking on Country Club
Dr; this is a busy street
with lots of traffic.~8 minutes
WALKING TIME FROM HERE
RONALD REAGAN ELEMENTARY SCHOOL
Suggested Routes to
School Map
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
LEGEND
Intersection with Traffic Signal
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
Country Club DrCountry Club Dr
Liberty Dr
Liberty Dr
262
YAW INILLEB
YAW YCNEGER
ENAL DOOWTSAE
BARINGTON D
R
I
V
E
ECALP REFAHCS
TUDOR LANE
L A COST
A
C
I
R
CLE
BRISA DRIVE
CALYPSO ROAD
RESORT
E
R
B
O
U
L
E
V
A
R
D
ARROWHEAD DRIVE
TESORI COURT
MERANO WAY
CHANDLER WAY
RO
M
A
N
ZA LAN
E
ST MICHAEL PLACE
TRAVISO DRIVE
OLYMPIC WAY
NE
W
C
A
S
T
L
E
DR
I
V
E
P
A
L
A
C
E
D
R
I
V
E
COUNTRY CLUB DRIVE
MALONE CIRCLE
BARONS CIRCLE
MARLOWE COURT
JUSTIN COURT
WESTBROOK COURT
CARINDA COURT
BURRUS CO U R T
ALCOT CIRCLE
EVIRD ENYACSIB
T
A
M
A
R
I
S
K
R
O
W
D
R
I
V
E
LIBERTY DRIVE
SUNNYBROOK DRIVE
INVERNESS WAY
AZZURO DRIVE
AMATISTA WAY
ENAL SIRRAH
DEER HAVEN CIRCLE
ENFIELD LANE
DESERT HOLLY DRIVE
BAY H
I
L
L
W
A
Y
BALTUSROL CIRCLE
BOX CANYON TRAIL
EVIRD
BULC SISAO
VARNE
R
R
O
A
D
WILDCAT DRIVE
L
E
O
P
A
R
D
S
T
R
E
E
T
PR
E
S
T
O
N
T
R
A
I
L
Ronald
Reagan
Elementary
00.10.05Miles
Freedom Park
Use caution when
crossing; this is a wide
and busy intersection.
0.25 miles
from school
0.5 miles
from school
~10 minutes
WALKING TIME FROM HERE
~15 minutes
WALKING TIME FROM HERE
~15 minutes
WALKING TIME FROM HERE
0.5 miles
from school
Use caution when
walking on Country Club
Dr; this is a busy street
with lots of traffic.~8 minutes
WALKING TIME FROM HERE
RONALD REAGAN ELEMENTARY SCHOOL
Suggested Routes to
School Map
MILE0.100.05
Suggested Walk to School Route
Crosswalk
Intersection with Stop Sign
LEGEND
Intersection with Traffic Signal
This map is intended for informational purposes only. The
City of Palm Desert and the Desert Sands Unified School
DIstrict do not guarantee the safety of these routes or
persons utilizing them, and assumes no responsibility or
liability therefore.
engagepalmdesert.com/vision-zero
Country Club DrCountry Club Dr
Liberty Dr
Liberty Dr
263
Sample
Student Tally
Survey
H.
264
265
266
267
Sample
Parent/
Caregiver
Survey
I.
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
SAFE ROUTESFOR OLDER ADULTS
303
ACKNOWLEDGMENTS
City of Palm Desert
»Chris Gerry
Public Works, Senior Project Manager
»Thomas Soule
Economic Development, Public Affairs
Manager
Project Consultants
»Sam Corbett
Principal-in-Charge, Alta Planning + Design
»Les Brown
Palm Desert SRFOA Project Manager,
Alta Planning + Design
»Kaitlin Scott
Palm Desert SRFOA Lead,
Alta Planning + Design
»Kelly Lei
Planner, Alta Planning + Design
»Eric Purcell
Planner, Alta Planning + Design
»Joseph Abad
Senior Graphic Designer,
Alta Planning + Design
Advisory Committee
»Brenda Nutcher
Desert Recreation District
»Dina Purvis
City of Indian Wells
»Don Olson
Riverside County Sheriff’s Office
»Dr. Jay Seller
The Joslyn Center
»Jessica Gonzalez
City of Palm Desert Finance
»Maureen Archuleta
Desert Recreation District
»Randy Bowman
Coachella Valley Association of Governments
»Steve Libring
City of La Quinta
304
The Vision for Safe Routes
for Older Adults in
Palm Desert 6
Introduction 7
Project Background and Need 8
How To Use This Plan 9
City of Palm Desert 10
Palm Desert Today 12
Plan, Policy, and Program Review 13
Existing Conditions 14
Outreach and
Engagement 44
Outreach and
Engagement Overview 45
Summary of Outreach Activities 46
Summary of Outreach Findings 48
Improving Safe Routes
for Older Adults in
Palm Desert 50
Recommendations Process 51
Bicycle facility types 52
Pedestrian facility types 54
Palm Desert Safe for Older Adults
Infrastructure Recommendations 56
Encouraging Safe Routes
for Older Adults in
Palm Desert 84
Programmatic Recommendations 85
Implementing Safe
Routes for Older
Adults in Palm Desert 92
Potential Funding Sources 93
Appendices
A. Complete Plan, Policy,
and Program Review 100
B. Complete Existing Conditions Report 110
C. Complete High-Injury Network Analysis 148
D. Complete Outreach
and Engagement Report 166
E. Complete City Wide Recommendations 176
F. SRFOA Suggested Routes Maps 188
TABLE OF CONTENTS
01 05
06
02
03
04
305
ACRONYMS
AADT Annual Average Daily Traffic
ADA Americans with Disabilities Act
CA AB 1550 California Assembly Bill 1550
CA AB 43 California Assembly Bill 43
Caltrans ATP Caltrans Active Transportation
Program
CAMUTCD California Manual on Uniform
Traffic Control Devices
HIN High-Injury Network
KSI Killed or Seriously Injured
LPI Leading Pedestrian Interval
LTS Level of Traffic Stress
NEV Neighborhood Electric Vehicle
REAP Regional Early Action Planning
SCAG Southern California Association
of Governments
SRFOA Safe Routes for Older Adults
SS4A Safe Streets and Roads for All
SWITRS Statewide Integrated Traffic
Records System
TAP SunLine Transit Ambassador
Program
TIMS Transportation Injury Mapping
System
USDOT United States Department of
Transportation
USDOT ETC USDOT Equitable
Transportation Community
306
VISION ZERO STRATEGY5SAFE ROUTES FOR OLDER ADULTS
307
The Vision
for Safe
Routes
for Older
Adults in
Palm Desert
01.
308
INTRODUCTION
The Palm Desert Safe Routes for Older Adults (SRFOA) Plan is the result of
thorough outreach, engagement, data collection, and analysis. It envisions
a Palm Desert where all older adults and their families have access to safe,
convenient, and healthy modes of transportation within their community. It is
also a component of the City’s larger Vision Zero Strategy.
With funding from the United States Department of
Transportation (USDOT) Safe Streets and Roads
for All (SS4A) Grant Program, the City of Palm
Desert (City) and the SRFOA Plan Project Team
(Project Team) developed this SRFOA Plan through
a comprehensive review of walking and biking
conditions across the city, with a focus on three
key Older Adult Priority Areas. The Project Team
also conducted thorough public outreach and
engagement to understand older adults’ concerns
about roadway safety throughout Palm Desert.
For this SRFOA Plan, the term “older adults”
is used to describe individuals aged 55 and
above. This terminology has been selected to be
as inclusive as possible, recognizing the diverse
spectrum of needs and abilities that people
experience as they age. While traditional terms
like “senior” often apply to those in older age
brackets, not all individuals aged 55+ identify as
seniors. Therefore, we use the term “older adults”
to encompass all people 55+, so that our analysis
and recommendations address the broad range of
mobility and accessibility needs of this population.
VISION ZERO STRATEGY7SAFE ROUTES FOR OLDER ADULTS
309
PROJECT BACKGROUND AND NEED
SRFOA is a program designed to enhance the safety and mobility of
older adults in their communities. SRFOA typically focuses on improving
pedestrian and bicycle infrastructure, making transportation options more
accessible, and educating older adults and the general public about safe
travel practices. It aims to create environments where older adults can use
active transportation to travel through town, whether for their jobs, daily
errands, social activities, or health-care visits.
SRFOA is typically divided into two categories, infrastructure and
non-infrastructure:
Infrastructure, also called engineering,
focuses on improving the built environment
to make active modes of travel safer,
more convenient, and comfortable for
people of all ages and abilities. This
is a key component of SRFOA, which
prioritizes infrastructure improvements that
specifically address the needs of older
adults, while also ensuring sidewalks,
paths, crossings, and streets are safer
and more accessible for everyone. These
physical improvements help to foster
environments that are conducive to the use
of active transportation for all, regardless
of age or mobility.
Non-infrastructure, also called
encouragement and education,
complements infrastructure by promoting
activities that make active modes of travel
more attractive, fun, and interesting while
teaching skills to do so safely.
PALM DESERT8SAFE ROUTES FOR OLDER ADULTS
310
HOW TO USE THIS PLAN
This SRFOA Plan documents the activities, data
collection, and analyses for the City that resulted
in actionable infrastructure and non-infrastructure
recommendations. Various community members
can use the SRFOA Plan to identify the content that
is important and relevant to them. The following
are some examples:
Older adults can use the SRFOA Plan to
learn about existing pedestrian and bicycle
infrastructure in their community and discover
suggested routes for walking and biking in Palm
Desert.
Community partners, such as the Joslyn Center
and public libraries, can use the SRFOA Plan to
develop programs that educate and encourage
visitors to use active methods of transportation to
travel in Palm Desert, fostering healthier lifestyles
and a stronger sense of community.
City staff can use the SRFOA Plan to identify
issues and opportunities related to existing
walking and bicycling infrastructure for older
adults. The City can also use the Plan to prioritize
potential short-term and long-term infrastructure
improvements and pursue SRFOA funding
opportunities.
VISION ZERO STRATEGY9SAFE ROUTES FOR OLDER ADULTS
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PALM DESERT10SAFE ROUTES FOR OLDER ADULTS
312
1 Total percentage exceeds 100% as these categories
are not mutually exclusive (i.e., some individuals may identify
with more than one group).
Figure 2: Palm Desert Demographics
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CITY OF
PALM DESERT
Palm Desert is located in the heart of the
Coachella Valley in Riverside County,
California. With year-round sunshine, a
growing network of sidewalks and bicycle
facilities, and the City’s increased efforts
to expand active transportation facilities,
Palm Desert is equipped to become a
city where walking and bicycling as daily
modes of transportation for older adults is
comfortable, safe, and accessible. Figure 1
presents the City, including boundaries and
destinations such as transit stops and parks.
Palm Desert has a population of about
53,000 permanent residents and 32,000
seasonal residents. The median household
income is $64,295, and 12.9% of the
population lives below the federal poverty
line (source: Census, 2022). Palm Desert’s
residents are 4.3% Asian, 24.0% Hispanic
or Latino, 70.8% White, 2.9% African
American, 0.7% Native American and
Alaska Native, 0.3% Native Hawaiian
and Pacific Islander, and 7.6% Other.1 The
median age is 55. Figure 2 shows the
different demographics of the population in
Palm Desert.
Information specific to older adult
demographics is detailed in Chapter 2.
VISION ZERO STRATEGY11SAFE ROUTES FOR OLDER ADULTS
313
Palm Desert
Today
02.
314
PLAN, POLICY, AND
PROGRAM REVIEW
This project builds on numerous local and regional plans, policies, and standards that impact active
transportation in Palm Desert. These planning documents and studies were reviewed to gain a better
understanding of existing conditions, as well as proposed and planned facilities for biking and walking.
Reviewed plans, policies, and programs include:
Connect SoCal
(SCAG, 2024)
Palm Desert Local Road Safety Plan
(City of Palm Desert, 2021)
California Master Plan for Aging
(State of California, 2020)
Palm Desert General Plan
(City of Palm Desert, 2016)
Envision Palm Desert Strategic Plan
(City of Palm Desert, 2014)
Safe Routes for Older Adults Guide
(UC Berkeley SafeTREC, 2018)
An in-depth review of these documents is included in Appendix A.
E
The Southern California Association
of Governments’ 2024–2050
Regional Transportation Plan/
Sustainable Communities Strategy
A Plan for Navigating
to a Brighter Future
ADOPTED, APRIL 4, 2024
Connect SoCalTM
GENERAL PLAN
Adopted November 10, 2016
Master Plan
JANUARY 2021
FOR AGING
Connect SoCal (SCAG, 2024)
Palm Desert General Plan
(City of Palm Desert, 2016)
California Master Plan for
Aging (State of California,
2020)
VISION ZERO STRATEGY13SAFE ROUTES FOR OLDER ADULTS
315
EXISTING CONDITIONS
This section provides an overview of existing conditions in Palm
Desert. The complete Existing Conditions Report is included in
Appendix B.
Older Adult Demographics in Palm Desert
In 2022, Palm Desert had an estimated permanent population of about 53,000, with 53% women and
47% men. The city also had an estimated seasonal resident population of 32,000. Palm Desert has
a significantly older population (median age of 55) than Riverside County (median age of 37) and
California (median age of 38). The percentage of the population aged 55+ (50%) is approximately
double that of Riverside County (26%) and the state of California (27%). Figure 3 provides a breakdown
of populations by age and sex.
Figure 3: Age and Sex
0 10 20 30
Over 85
Ag
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55-64
35-54
20-34
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PALM DESERT14SAFE ROUTES FOR OLDER ADULTS
316
VISION ZERO STRATEGY15SAFE ROUTES FOR OLDER ADULTS
317
Most older adult residents in Palm Desert identify
as white (86%, including Hispanic or Latino white).
Older adult residents who identify as Asian make
up 3% of Palm Desert’s population, and Black/
African American older adult residents account
for 2%. Older adult residents of Hispanic/Latino
descent of any race account for 9%. Complete
racial composition data for older adults is
presented in Figure 4.
The City, through the Palm Desert Housing
Authority, manages seven affordable housing
properties offering 381 housing units for older
adults: Carlos Ortega Villas, Catalina Gardens,
La Rocca Villas, The Pueblos, Las Serenas
Apartments, Sagecrest Senior Apartments, and
Candlewood Apartments. Figure 5 displays these
as “Older Adult Housing Properties.”
Three developer-subsidized senior housing
properties also offer housing for older adults:
Villas of the Green Senior Apartments, Atria
- Assisted Living, and Catalina Way Senior
Apartments. Palm Desert also has numerous
privately operated 55+ housing communities,
such as Avenida Palm Desert, Domani, and Villa
Portofino, and various nursing homes.
Overall residential concentrations of residents
aged 55+ in Palm Desert are shown in Figure 5.
Palm Desert older adult residents primarily live
in the northern part of the city, particularly to the
north of the Whitewater River. Downtown Palm
Desert also has a high concentration of older adult
residents, specifically from south of Highway 111
to north of Grapevine Street.
Figure 4: Racial Composition for Older Adults Age 55+
White Alone
Black or
African American Alone
Asian Alone
American Indian and
Alaska Native Alone
Native Hawaiian and
Other Pacific Islander Alone
Some Other Race Alone
Two or More Races
86.1%
2.0%
2.8%
0.4%
0.2%
2.7%
5.7%
PALM DESERT16SAFE ROUTES FOR OLDER ADULTS
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Older Adult Priority Areas
In consultation with City staff, the Project Team
identified three Older Adult Priority Areas
expected to have higher older adult foot and
bike traffic to help narrow down analyses and
recommendations. These include the Joslyn Center,
the area around Town Center Way/Fred Waring
Drive, and the area west of Washington Street/
Avenue of the States. The Joslyn Center is one
of the largest older adult community centers in
Southern California, while the other two priority
areas are commercial hubs that are also near
older adult affordable housing communities and
transportation corridors.
Figure 6 presents the Older Adult Priority Areas.
The Joslyn Center, a prominent hub for Palm
Desert’s older adult community, is highlighted as
an “Older Adult Priority Point.”
PALM DESERT18SAFE ROUTES FOR OLDER ADULTS
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SAFE ROUTES FOR
OLDER ADULTS
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Older Adult Priority Points
Transit Stops
Older Adult Priority Area
City Boundary
0 0.5 1 MILES
LAND USE
High Density Residential
Low Density Residential
Planned Residential
Commercial
Planned Commercial
Professional Offices
Downtown
Public Institution
Open Space
Industrial
Figure 7: Citywide Land Use
PALM DESERT20SAFE ROUTES FOR OLDER ADULTS
322
Land Use
The existing land use (Figure 7) surrounding
older adult housing properties and the Older
Adult Priority Area near Washington Street/
Avenue of the States primarily consists of low-
density residential and planned residential. Joslyn
Center is situated within low-density residential
areas, with downtown districts to its south and
west and higher-density residential areas to its
north along Fred Waring Drive. The Older Adult
Priority Area near Town Center Way/Fred Waring
Drive mainly consists of planned commercial and
planned residential. Public institutions, such as
churches and libraries, as well as open spaces,
are commonly found near housing properties and
priority areas for older adults across Palm Desert.
These destinations are popular travel spots for
older adults, so their proximity to residential areas
for older adults provides opportunities for these
residents to walk or bike to these destinations.
Climate
Climate plays a crucial role in the use of active
transportation. Palm Desert, with its desert climate,
experiences warm temperatures year-round and
intense heat during the summer months (Figure 8).
This extreme heat can be particularly dangerous
for vulnerable populations, such as older adults,
who wish to walk or bike in the city. Besides
making travel uncomfortable, high temperatures
can lead to dehydration, heat exhaustion, or other
heat-related illnesses. While a detailed climate
analysis was not included in the SRFOA Plan, the
Project Team carefully considered the city’s climate
when developing the recommendations included
in the plan.
Figure 8: Average Daily Temperature by Month in Palm Desert
Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Year
Mean Daily
Max. °F 70.3 73.3 79.9 85.8 93.1 101.7 105.8 105.2 100.8 90.5 78 68.8 87.8
Daily Mean °F 58.6 62.2 68.5 74.5 81.2 89.2 94.1 93.8 88.7 78.1 65.5 57 76
Mean Daily
Min. °F 46.8 51 57.2 63.1 69.3 76.6 82.5 82.5 76.5 65.8 53 45.3 64.1
Average
Precipitation
Inches
0.65 0.59 0.32 0.07 0.02 0 0.05 0.26 0.13 0.15 0.19 0.49 2.92
VISION ZERO STRATEGY21SAFE ROUTES FOR OLDER ADULTS
323
Existing Pedestrian and Bicycle Facilities
Existing Pedestrian Facilities
The sidewalk network throughout Palm Desert is
relatively well connected, especially on major
arterials and collector streets. However, many
of the neighborhood streets lack sidewalks and
pedestrian infrastructure. The Joslyn Center, a
major destination for older adults in Palm Desert,
has sidewalks on most, but not all, streets in the
surrounding area but no marked crosswalks at
intersections. Additionally, the curb ramps in the
area are not all Americans with Disabilities Act
(ADA) accessible.
Existing Bicycle Facilities
As shown in Figure 9, Caltrans breaks down
bicycle facility types by classes that range from I
to IV. Bicycle facility types can be color coded by
level of traffic stress (LTS) with LTS 1 being most
comfortable and LTS 4 being least comfortable for
bicyclists with limited confidence, such as children.
Despite high posted speed limits and multiple
lanes of traffic, the existing local bicycle network
in Palm Desert consists primarily of Class II bike
lanes and Class IIB buffered bike lanes on the
city’s major arterials and Class III bicycle routes
on lower volume roads. Class II bike lanes and
IIB buffered bike lanes are suboptimal for such
conditions, particularly for less confident bicyclists
and vulnerable road users like older adults.
These facilities may not provide sufficient safety
or comfort for inexperienced riders, highlighting
a need for infrastructure that better supports their
needs, especially along routes to older adult
communities and destinations. Furthermore, while
neighborhood electric vehicles (NEVs), such as
golf carts, are permitted to use these bike facilities,
many of the facilities are not wide enough to allow
NEVs without a conflict between bicyclists and
NEV users.
PALM DESERT22SAFE ROUTES FOR OLDER ADULTS
324
Figure 9: Traffic Stress Levels and Corresponding Facility Types
INCREASING LEVEL OF COMFORT, SAFETY, AND INTEREST IN BICYCLING FOR TRANSPORTATION
LTS 4
No bike lane on a busy street
LTS 3
Narrow bike lane or shoulder
on a busy street
LTS 2
Buffered bike lane on a calm street
LTS 1
Separated bike lane
CLASS I
Shared-Use Path
»Paths completely separated from
motor vehicle traffic used by people
walking and biking.
»Comfortable for people of all ages
and abilities.
»Typically located immediately
adjacent and parallel to a roadway
or in its own independent right-of-
way, such as within a park or along
a body of water.
»Bike lanes with at least 5 feet of
separation from traffic vehicle lanes
are also considered shared-use
paths.
CLASS IIB
Buffered Bicycle Lane
»A dedicated lane for bicycle travel
separated from a motor vehicle
travel lane by a painted buffer.
»The buffer provides additional
comfort for users by providing
space from motor vehicles.
CLASS II
Bicycle Lane
»A dedicated lane for bicycle travel
adjacent to a motor vehicle travel
lane.
»A painted white line separates the
bicycle lane from motor vehicle
traffic.
CLASS IV
Separated Bikeway
»An on-street bikeway separated
from a motor vehicle travel lane by
a curb, median, planters, parked
motor vehicles, delineators, and/or
other vertical elements.
CLASS IIIB
Bicycle Boulevard
»Calm, local streets where bicyclists
have priority but share roadway
space with motor vehicles.
»Shared roadway bicycle markings
on the pavement as well as traffic
calming features such as speed
humps and traffic diverters to keep
these streets more comfortable for
bicyclists.
»Comfortable facility for bicyclists
with wider range
of abilities.
CLASS III
Bicycle Route
»A signed bike route that bicyclists
share with motor vehicles.
»Can include pavement markings.
»Comfortable facility for cyclists
who are adept at riding with
motor vehicles.
»Recommended for streets with
low vehicle volumes and speeds.
VISION ZERO STRATEGY23SAFE ROUTES FOR OLDER ADULTS
325
In addition to these Class II bike lanes and Class
IIB buffered bike lanes, Palm Desert also has a
Class IV separated bikeway on San Pablo Avenue
between Magnesia Falls Drive and Fred Waring
Drive. This facility, however, changes to Class IIB
buffered bike lanes between Fred Waring Drive
and Highway 111.
Regionally, the CV Link bicycle trail provides
bicycle connections through the Coachella Valley.
In Palm Desert, the CV Link primarily comprises
high-quality Class IV facilities that run in an
east-west direction to the north of downtown,
passing through commercial and residential areas
important to older adults. The trail also connects to
outdoor recreation destinations, such as the Bump
and Grind Trail, as well as the Palm Desert Civic
Center, where many older adult activities are held
throughout the year.
These existing Class I and IV bike facilities can
be a valuable base for further promoting older
adult active transportation. These facilities already
offer residents safe, direct routes that reduce the
need to navigate busy streets. Class IV bike lanes,
separated from traffic with physical barriers,
provide the most appropriate on-street facility for
older adult safety and comfort, particularly for
those with less experience, while Class I facilities
provide a low-stress, off-road option. Together,
these facilities create a backbone network of
low-stress connections to neighborhoods and
older adult destinations and lay a solid foundation
for future improvements to enhance safety and
encourage more older adults to bike in Palm
Desert.
Table 1 shows the total mileage of each bikeway
class while Table 2 displays a list of existing
bicycle facilities in Palm Desert. The existing
bikeways are also mapped in Figure 10.
Note: The City has an existing active
transportation program and has recently
implemented many of the proposed walking
and biking projects included in its 2016 General
Plan. These previously proposed projects
were considered during the development of
recommendations for this SRFOA Plan and are
listed in Appendix B.
The City is also in the process of updating its bike
network map concurrent with an update to its
General Plan. The information provided in this
section about existing bike facilities reflects data
that was available in 2024, and may not fully
capture recent changes to the evolving network.
Table 1: Total Mileage by Bikeway Class
Bikeway Class Mileage Total
Class I 0.5
Class II 48.61
Class IIB 0.52
Class III 17.55
Class IV 4.96
Total 72.14
PALM DESERT24SAFE ROUTES FOR OLDER ADULTS
326
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Figure 10: Existing Bikeways in Palm Desert
VISION ZERO STRATEGY25SAFE ROUTES FOR OLDER ADULTS
327
Class Street Start Street End Street
Class I CV Link (off-street)Deep Canyon Road Cook Street
Class II Country Club Drive Monterey Avenue Washington Street
Class II Hovley Lane Monterey Avenue Portola Avenue
Class II Gerald Ford Drive Monterey Avenue Frank Sinatra Drive
Class II Frank Sinatra Drive Monterey Avenue 42nd Avenue
Class II Portola Avenue Dinah Shore Drive Magnesia Falls Drive
Class II Monterey Avenue Gerald Ford Drive Country Club Drive
Class II Dick Kelly Drive Monterey Avenue Dinah Shore Drive
Class II Dinah Shore Drive City Limit College Drive
Class II Cook Street I-10 Fred Waring Drive
Class II Eldorado Drive Frank Sinatra Drive 42nd Avenue
Class II 42nd Avenue Cook Street Washington Street
Class II College Drive Portola Avenue Frank Sinatra Drive
Class II University Park College Drive Cook Street
Class II A Street Monterey Avenue Gateway Drive
Class II Gateway Drive Dinah Shore Drive Gerald Ford Drive
Class II Dolce Avenue/Cortesia Way Gateway Drive Dick Kelly Drive
Class II Highway 74 El Paseo S City Limit
Class II Highway 111 W City Limit E City Limit
Class II Painters Path Edgehill Drive El Paseo
Class II Fred Waring Drive San Pascual Avenue Deep Canyon Road
Class II Fred Waring Drive Monterey Avenue San Pablo Avenue
Class II Deep Canyon Road Magnesia Falls Drive Highway 111
Class II Portola Avenue Mesa View Drive Shadow Mountain Drive
Class II Mesa View Drive Highway 74 Portola Avenue
Class IIB San Pablo Avenue Highway 111 San Gorgonio Way
Class III California Drive Fred Waring Drive Warner Trail
Class III Warner Trail Fred Waring Drive 42nd Avenue
Class III Florida Avenue California Drive Fred Waring Drive
Class III Idaho Street 42nd Avenue Michigan Drive
Class III Avenue of the States Washington Street California Drive
Class III El Paseo Fred Waring Drive De Anza Way
Class III San Gorgonio Way Monterey Avenue Highway 111
Class III San Luis Rey Avenue Ironwoods Street De Anza Way
Class III Fairway Drive Portola Avenue E City Limit
Table 2: Existing Bikeways by Class
PALM DESERT26SAFE ROUTES FOR OLDER ADULTS
328
Class Street Start Street End Street
Class III Deep Canyon Road Abronia Trail Old Prospector Trail
Class III Grapevine Street Highway 74 E City Limit
Class III Shadow Mountain Drive Highway 74 Portola Avenue
Class III Ocotillo Drive Grapevine Street El Paseo
Class III Joshua Tree Street Grapevine Street San Luis Rey Avenue
Class III San Pablo Avenue Shadow Mountain Drive Highway 111
Class III Edgehill Drive Painters Path Tierra del Oro
Class III Calle De Los Campesinos Along River Along River
Class IV CV Link (Painters Path/
Magnesia Falls Drive)Bump and Grind Trailhead Deep Canyon Road
Class IV San Pablo Avenue Fred Waring Drive Magnesia Falls Drive
Existing Bikeways by Class (continued)
VISION ZERO STRATEGY27SAFE ROUTES FOR OLDER ADULTS
329
End-of-Trip Facilities
Bike racks in Palm Desert are primarily
concentrated along El Paseo, San Pablo Avenue,
and Highway 111, commercial areas popular
with older adults. While newer bike racks tend to
be the preferred post-and-ring style, most bike
parking in the city consists of wave-style racks,
which are less secure and less preferred.2
Other end-of-trip facilities, such as seating and
trash cans, are available near newer bike racks
along San Pablo Avenue. However, most bike
parking areas in Palm Desert lack additional
amenities, like bike tools, pumps, or shelter from
the elements.
Existing Bicycle Facilities in Older
Adult Priority Areas
Each Older Adult Priority Area features existing
bikeways. However, most of these facilities are
Class II bike lanes, which do not provide physical
protection and may not feel safe or comfortable
for most older adults. An expanded network of
protected and off-street bikeways would create
a safer and more comfortable experience for
all bicyclists and especially those who lack
experience or confidence.
Figure 11 through Figure 13 present maps of
existing bikeways within the three Older Adult
Priority Areas. Near The Joslyn Center are Class
IIB buffered bike lanes on San Pablo Avenue and
Class II bike lanes on Fred Waring Drive, which
terminate at San Pascual Avenue coming from
the east. Moreover, there is an existing Class III
bike route along Town Center Way. There are
also existing Class II bike lanes on Hovley Lane
and Class III bike routes along California Drive
and Michigan Drive, connecting to Joe Mann
Park. The existing network in Palm Desert provides
connectivity to the commercial downtown center
of El Paseo, the Civic Center and Civic Center
Park, and multiple country clubs along Country
Club Road.
2 Association of Pedestrian and Bicycle Professionals, Essentials of Bike Parking, September 2015, https://www.apbp.org/
assets/docs/EssentialsofBikeParking_FINA.pdf.
PALM DESERT28SAFE ROUTES FOR OLDER ADULTS
330
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VISION ZERO STRATEGY29SAFE ROUTES FOR OLDER ADULTS
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PALM DESERT30SAFE ROUTES FOR OLDER ADULTS
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0 0.25 0.5 MILES
EXISTING BIKEWAYS
Bicycle Lane (Class II)
Bicycle Route (Class III)
HALF-MILE BUFFER
EXISTING BIKEWAYS
CITY OF PALM DESERT
SAFE ROUTES FOR OLDER ADULTS
Figure 13: Existing Bikeways Near Washington Street and Avenue of the States
VISION ZERO STRATEGY31SAFE ROUTES FOR OLDER ADULTS
333
Existing Transit Facilities
Palm Desert is served by SunLine Transit Agency
and has two major fixed-route bus (SunBus)
corridors: Cook Street running north to south,
and Fred Waring Drive running from east to west
(Figure 14). There is additional SunBus service on
Monterey Avenue as far north as Country Club
Drive, and along Highway 111 from Monterey
Avenue to the eastern city limits.
Many older adult destinations in the city, such as
the Joslyn Center and older adult living centers,
are near transit stations, especially in southern
Palm Desert by the downtown center. Bus routes 5,
6, and 7 service the three identified Older Adult
Priority Areas. Routes 5 and 6 also intersect with
Route 1, which provides service to the commercial
center of El Paseo. Route 7 provides a north-south
connection terminating at Country Club Drive,
providing access to numerous country clubs along
that corridor.
Single-ride fare for adults is $1.00. However,
SunLine Transit Agency offers discounted, half-
off fares for riders 60 years or older, as well as
riders with disabilities. By continuing to provide
discounted fares as the City improves walking and
biking infrastructure, SunLine Transit Agency can
attract a greater number of older adult riders, who
often combine public transportation with active
transportation.
SunLine also provides specialized transit
services, including a paratransit service
(SunDial) for riders with disabilities that
prevent them from using the SunBus service,
as well as a microtransit service (SunRide)
that connects riders to designated bus stops
and destinations throughout the Coachella
Valley. Riders must reserve SunDial and
SunRide trips in advance. Single-ride fare
for SunDial ranges from $1.50-$2.00 and
single-ride fare for SunRide is $3.00.
PALM DESERT32SAFE ROUTES FOR OLDER ADULTS
334
Magnesia Spring
Ecological Reserve
Santa Rosa and San Jacinto
Mountains National Monument
Santa Rosa
Wildlife Area
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SAFE ROUTES FOR OLDER ADULTS
DESTINATIONS + BOUNDARIES
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Parks
0 0.5 1 MILES
SUNBUS ROUTES
Route 1
Route 4
Route 5
Route 6
Route 7
Route 10
Figure 14: Existing Transit Facilities
VISION ZERO STRATEGY33SAFE ROUTES FOR OLDER ADULTS
335
Travel Patterns
The Project Team collected data on travel patterns
through Replica, a service that aggregates mobile
location data to create models of real-world
mobility patterns. According to the data
(Figure 15), on a typical Thursday, the most
frequently traveled roads for older adults on foot
or by bike are:
»Country Club Drive
»El Paseo
»Monterey Avenue
»Palm Greens Parkway
»Portola Drive
»Oasis Club Drive
Although Country Club Drive, Portola Drive, and
Oasis Club Drive are major thoroughfares with
high vehicular speeds, they all feature continuous
sidewalks and Class II bike lanes along sections
with significant foot and bike traffic. This
infrastructure likely contributes to the higher rates
of foot and bike travel, despite the streets being
less pleasant for walking and biking.
Like many streets in Palm Desert, Palm Greens
Parkway runs through a private community
with minimal traffic and low vehicular speeds.
This aligns with feedback from the older adult
community, who consistently report that they prefer
walking and biking within their gated communities
where they feel safer and more comfortable.
Smaller streets like El Paseo and San Pablo
Avenue are notable for their high-quality
pedestrian and bike infrastructure, including wide
and continuous sidewalks, bike lanes, marked
crossings, ADA curb ramps, shade-providing
street trees, bike racks, and amenities like benches
and play equipment. These streets also feature
lower speed limits and a dense concentration of
commercial destinations, further supporting a safer
and more inviting environment for walking and
biking.
By incorporating similar infrastructure and
amenities—especially those that cater to older
adults, such as seating, ADA ramps, and shaded
areas—along other neighborhood streets and
major thoroughfares in Palm Desert, the city could
experience a shift from vehicle use to walking and
biking elsewhere in the area.
PALM DESERT34SAFE ROUTES FOR OLDER ADULTS
336
!
!
!
!
!
!
!
!
Santa Rosa
Wildlife Area
Palm Desert Civic
Center ParkMagnesia Spring
Ecological Reserve
Freedom Park
UC Deep Canyon
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Cahuilla
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Ä111
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TRAVEL PATTERNS -
ADULTS AGED 55+
CITY OF PALM DESERT
SAFE ROUTES FOR OLDER ADULTS
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Travel activity data is provided by Replica Places and includes number of walking or biking trips per road segment made by older
adults (aged 55+) on a typical Thursday in 2023.
TRAVEL ACTIVITY (NUMBER OF
WALKING/BIKING TRIPS)
76 - 220
45 - 75
26 - 44
13 - 25
<13
DESTINATIONS + BOUNDARIES
!Older Adult Priority Point
!Older Adult Housing Properties
Older Adult Priority Areas
City Boundary
Parks
Figure 15: Walking or Biking Travel Patterns for Older Adults (Typical Thursday in 2023)
VISION ZERO STRATEGY35SAFE ROUTES FOR OLDER ADULTS
337
Vehicle Volumes and Speeds
Many of the older adult facilities in Palm Desert
are located along large, high-speed arterials
such as Country Club Drive, Monterey Avenue,
and Fred Waring Drive. The high vehicle volumes
and speeds on these roads serve as a deterrent to
walking and bicycling, particularly for older adults
and other vulnerable road users, due to traffic
concerns and the perception of roadway danger.
For example, as the Replica data shows in Figure
16 , Country Club Drive has an annual average
daily traffic (AADT) of approximately 10,000 to
15,000 along the entire corridor, while Monterey
Avenue has an AADT of approximately 12,000
to 15,000 near older adult facilities. Fred Waring
Drive, which connects two of the identified Older
Adult Priority Areas, has an AADT of 10,000 to
15,000 vehicles per day and a posted speed
limit of 45 miles per hour, and Washington Street,
located on the eastern border of Palm Desert and
bypassing another Older Adult Priority Area, has
a posted speed limit of 50 miles per hour with an
AADT of over 20,000 vehicles per day.3
These high AADT amounts, combined with
high vehicular speeds, make arterials in Palm
Desert a significant barrier to increasing active
transportation use, as they contribute to a stressful
and unwelcoming environment for walking and
bicycling. Such conditions are especially impactful
for older adults and other vulnerable road users,
who are at greater risk of serious injury in the
event of a collision and may feel less confident
or comfortable using these roads for walking or
cycling.
3 The traffic count data was filtered by removing “service” and “unclassified” roads, as well as removing 37 entries that had
“0” values.
PALM DESERT36SAFE ROUTES FOR OLDER ADULTS
338
Magnesia Spring
Ecological Reserve
Santa Rosa and San Jacinto
Mountains National Monument
Santa Rosa
Wildlife Area
¥111
¥74
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SA
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WIL
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WRIDG E
ANNUAL AVERAGE DAILY
TRAFFIC
CITY OF PALM DESERT
SAFE ROUTES FOR OLDER ADULTS
DESTINATIONS + BOUNDARIES
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Older Adult Priority Points
Transit Stops
Older Adult Priority Area
City Boundary
Parks
0 0.5 1 MILES
ANNUAL AVERAGE DAILY
TRAFFIC (AADT)
Above 20,000
15,001 - 20,000
10,001 - 15,000
5,001 - 10,000
Below 5,000
Figure 16: Annual Average Daily Traffic Volumes
VISION ZERO STRATEGY37SAFE ROUTES FOR OLDER ADULTS
339
Traffic Counts
Traffic counts for pedestrians, bicycles, and
vehicles were conducted on Thursday, May
16, and Saturday, May 18, 2024, at one study
location within or near each of the three Older
Adult Priority Areas. Study locations were chosen
based upon review of collision history, key
destinations for older adults, and observations
from walk audits. Consideration was also given
to intersections that, after improvements, could
serve as models for pedestrian and bicycle
enhancements throughout the city.
Traffic counts were collected over a 14-hour
period, broken into four traffic count blocks: AM,
Midday, Early Evening, and PM. The PM traffic
count block consisted of two hours of observation
while all other blocks consisted of four. This two-
hour PM period was included to capture trips
made by older adults that may wait for cooler
temperatures to travel. Similarly, early morning
count periods were included to account for more
temperate active travel conditions.
Pedestrian traffic was highest for all block periods
at Fred Waring Drive and Town Center Way on
Thursday (Fred Waring Drive and Town Center
Way Priority Area) with 168 total pedestrian
crossings.
Bicycle traffic was highest at Washington Street
and Avenue of the States (Washington Street and
Avenue of the States Priority Area) on Thursday
during the AM, Early Evening, and PM blocks with
46 total bicycle crossings. For the Midday block,
bicycle traffic was highest at Fred Waring Drive
and Town Center Way (Fred Waring Drive and
Town Center Way Priority Area) with 13 total bike
crossings.
Vehicular traffic was highest for all block periods
on Thursday at Washington Street and Avenue of
the States (Washington Street and Avenue of the
States Priority Area) with 39,122 total vehicles.
Collision Analysis
The analysis of pedestrian, bicycle, and
vehicular collisions in Palm Desert uses data
from the Statewide Integrated Traffic Records
System (SWITRS) for the period January 2013
to December 2022.4 The collision data was
downloaded from Transportation Injury Mapping
System (TIMS) and was mapped and analyzed
using ArcGIS Pro and Microsoft Excel.
Citywide Collisions
Pedestrian- and bicycle-related collisions, for all
ages, represent 5.6% (105 collisions) and 6.4%
(121 collisions), respectively, of all collisions that
occurred in Palm Desert between 2013 and 2022
(Figure 17). Two collisions involved both people
walking and people biking.
4 This period was the most recent non-provisional data available at the time of the analysis.
Figure 17: Collision by Mode - All Collisions (2013-2022)
5.6%
Pedestrian
6.4%
Bicycle
88%
Vehicle
PALM DESERT38SAFE ROUTES FOR OLDER ADULTS
340
Pedestrian collisions and vehicle collisions have
both increased in recent years (Figure 18), while
the number of collisions for people biking has
decreased. Similarly, the number of pedestrian-
and vehicle-related collisions resulting in a fatality
or serious injury (known as “killed or seriously
injured” or “KSI”) trended upward for the 10-
year period, as shown in Figure 19. While these
numbers are small in absolute terms, they are
significantly overrepresented among collisions
involving all travel modes and, especially, among
KSI collisions.
Between 2021 and 2022, there were no bicycle-
related KSI collisions, which may be linked to
changes in travel behavior during the pandemic.
However, while not included in this collision
analysis due to occurring outside the study period,
Palm Desert again experienced KSI bike collisions
starting in 2023. In response to this trend, the
Joslyn Center and the Riverside County Sheriff’s
Office organized a bike safety education event for
older adults in January 2025.
Figure 18: Collisions by Year and Mode - All Collisions (2013-2022)
Figure 19: Collision by Year and Mode - Killed or Seriously Injured (KSI) (2013-2022)
0
50
100
150
200
250
0
5
10
15
20
25
2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Co
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6
8
10
12
14
16
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2
2.5
3
3.5
4
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2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Co
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)
Pedestrian Vehicle Bicycle
VISION ZERO STRATEGY39SAFE ROUTES FOR OLDER ADULTS
341
Collisions Involving Older Adults
Within the Palm Desert city limits, there were
1,564 collisions of all modes between 2013 and
2022. Among these, about 44% (690 collisions)
involved older adults aged 55+ (Figure 20), and
about 11% of these older adult collisions involved
an active mode (26 collisions, or 4%, were
pedestrian-related, and 44 collisions, or 7%, were
bicycle-related).
When considering all travel modes, about 9%
(58 collisions) of collisions involving older adults
resulted in a KSI. About 6% (4 collisions) of active
mode collisions involving older adults resulted
in a KSI. Furthermore, about 37% of collisions
(255 collisions) involving older adults occurred
at an intersection. Out of these collisions, 10%
(25 collisions) resulted in a KSI, and 12% (30
collisions) involved an active mode resulting in an
injury of any severity level.
The top five intersections with the highest
collisions involving older adults of all modes
include:
Highway 111 and
Portola Avenue
(10 collisions)
Fred Waring Drive and
Monterey Avenue
(8 collisions)
Fred Waring Drive and
San Pablo Avenue
(8 collisions)
Highway 111 and
Fred Waring Drive
(7 collisions)
Dinah Shore Drive and
Monterey Avenue
(6 collisions)
The greatest number of collisions involving older
adults aged 55+ in Palm Desert occurred between
1:00 PM and 2:59 PM (22% of collisions
involving older adults), and most of the collision
types are rear-end collisions and broadside
collisions. Unsafe speed is the top primary
collision factor for both collisions involving older
adults and those involving people of all ages in
Palm Desert (35% of collisions involving older
adults and 31% of collisions involving people of
all ages).
The complete SRFOA collision analysis is included
in Appendix B.
1
2
3
4
5
PALM DESERT40SAFE ROUTES FOR OLDER ADULTS
342
!
!
!
!
!
!
!
!
Santa Rosa
Wildlife Area
Cook Fields
Sports Complex
Palm Desert Civic
Center Park
Magnesia Spring
Ecological Reserve
Three Golf Center
at Palm Desert
Freedom Park
UC Deep Canyon
Natural Reserve
Hovley
Soccer Park
Santa Rosa and San Jacinto
Mountains National Monument
Ironwood Park
Cahuilla
Hills Park
Magnesia Falls
City Park
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!Older Adult Housing Properties
Older Adult Priority Areas
City Boundary
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BICYCLE COLLISION SEVERITY
Killed or seriously injured (8)
Lesser injury (36)
PEDESTRIAN COLLISION SEVERITY
Killed or seriously injured (7)
Lesser injury (19)
VEHICLE COLLISION SEVERITY
Killed or seriously injured (43)
Lesser injury (577)
Collision data is provided by TIMS and includes collisions from January 2013 through December 2022.
Lesser injuries include minor injuries and complaints of pain.
!!!
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Figure 20: Collisions Involving Older Adults (2013-2022)
VISION ZERO STRATEGY41SAFE ROUTES FOR OLDER ADULTS
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High-Injury Network
As part of the SRFOA Plan, the Project Team
developed a high-injury network (HIN). HINs
illustrate that often a small number of improvable
roadways can address the majority of injury-
causing crashes. Complementing the citywide
and older adult-focused collision analysis, a HIN
allows for a better understanding of the types of
roadways in the city where users are most at risk.
Crash data inclusive of all travel modes between
2013 and 2022 was analyzed to prioritize streets
with the most severe injuries, giving more weight
to serious crashes. Street segments with the most
severe crashes were then fed into the Project
Team’s custom-built HIN generation tool, which
progressively added segments to the HIN until a
specific crash threshold was met. This approach
was used to identify the smallest portion of the
street network that accounted for the largest
number of serious crashes. The resulting HIN
reveals that just 2% of the streets in Palm Desert
account for 43% of serious collisions, as shown in
Figure 21.
California Assembly Bill 43 (AB 43)
AB 43 simplifies the process for jurisdictions to
lower speed limits in designated safety corridors.
These corridors include street segments that
experience the highest number of KSI collisions,
as well as areas with high concentrations of
pedestrians and bicyclists, particularly those from
vulnerable groups like older adults and people
with disabilities.
Developing a HIN is one approach to identifying
such corridors. By using the HIN included in this
SRFOA Plan, the City can leverage AB 43 to
more easily reduce speed limits in these areas,
improving safety for all road users.
2% of City roads
PALM DESERT42SAFE ROUTES FOR OLDER ADULTS
344
WASHINGTON STREET
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Wildlife Area
Cook Fields
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Palm Desert Civic
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Ecological Reserve
Three Golf Center at Palm Desert
Freedom Park
UC Deep Canyon
Natural Reserve
Hovley
Soccer Park
Santa Rosa and San Jacinto
Mountains National Monument
Ironwood Park
Cahuilla
Hills Park
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The HIN accounts for 43% of injury and fatal collisions in Palm Desert.
Collisions are weighted by both severity and mode, with bicycle and
pedestrian-involved collisions being weighted twice as high as motor
vehicle-only collisions of the same severity. Data was obtained from TIMS
and includes collisions from 2013-2022.
Figure 21: Palm Desert High-Injury Network
VISION ZERO STRATEGY43SAFE ROUTES FOR OLDER ADULTS
345
Outreach and
Engagement
03.
346
OUTREACH AND
ENGAGEMENT OVERVIEW
Engaging with community members is vital for
creating a final plan that effectively meets the
key priorities of older adults. For the SRFOA
Plan, the Project Team worked closely with Palm
Desert staff to identify key participants and
develop opportunities for extensive community
involvement. Feedback received from older adults,
who are the best experts of their mobility needs,
was essential in developing recommendations
to effectively support this population. This
comprehensive approach enabled community
members to learn about the goals of the SRFOA
Plan, express their concerns regarding traffic
safety, and contribute to the decision-making
process and final project recommendations.
Outreach was conducted in two phases. Phase
I occurred in spring 2023 and focused on
listening to community needs and concerns,
including the collection of existing conditions
data. Phase II occurred in fall 2024 and
focused on gathering community feedback on
draft recommendations. This robust engagement
strategy included workshops, walk audits, pop-
ups, virtual webinars, and the establishment of an
Advisory Committee (Committee) to ensure diverse
participation and representation.
A project website (engagepalmdesert.com/
vision-zero) was also created to disseminate
project information, promote events, and gather
feedback from those unable to participate in
in-person outreach activities. Activities were
advertised through project and event flyers,
direct mailers, social media posts, and the
project website. Future SRFOA events were also
advertised at in-person events. Promotional
materials, such as flyers, were created in English
and Spanish.
VISION ZERO STRATEGY45SAFE ROUTES FOR OLDER ADULTS
347
SUMMARY OF
OUTREACH ACTIVITIES
The following provides an overview of the types of engagement events conducted. A
comprehensive Outreach and Engagement Report, offering detailed descriptions of each
individual event, is included in Appendix C.
Palm Desert
Advisory Committee
The City established a Palm Desert Advisory
Committee to be a guiding body for the SRFOA
Plan development process. Participants included
representatives from:
»City of Palm Desert
»City of Indian Wells
»City of La Quinta
»Coachella Valley Association of Governments
»Desert Recreation District
»Riverside County Sheriff’s Office
»The Joslyn Center
The Committee met three times over the course
of the project. Each meeting gave participants
an opportunity to learn about project activities,
review and provide feedback on project
deliverables, and inform project priorities. As a
result, the Committee helped the Project Team
effectively communicate with community members,
identify priority corridors for review, and keep
project activities on schedule.
Safe Routes for
Older Adults Walk Audits
One SRFOA walk audit was conducted at each
Older Adult Priority Area. While hot weather
and limited promotion affected participation,
the Project Team gathered valuable input during
a pop-up event at the Joslyn Center and spoke
with passing community members at the other
audits. Common concerns included speeding
drivers, pedestrians being cut off in crosswalks,
and difficulty seeing pedestrian signals at large
intersections.
Safe Routes for
Older Adults Surveys
The Project Team distributed a SRFOA survey
to understand older adults’ transportation
preferences and concerns related to walking,
biking, and public transit in Palm Desert.
Responses showed that most older adults rely on
driving to get around the city, but 26% walk and
13% bike. Major concerns regarding walking and
biking included traffic safety, lack of shade, and
poor sidewalk conditions. The results highlight a
need for infrastructure improvements that address
safety, accessibility, and comfort for older adults,
especially those relying on active modes of
transportation.
PALM DESERT46SAFE ROUTES FOR OLDER ADULTS
348
Older Adult Community
Engagement
The Project Team engaged directly with Palm
Desert’s older adult residents through a series
of pop-ups, workshops, and community events.
Attendees expressed strong support for the SRFOA
Plan and shared concerns about safety, including
speeding vehicles, insufficient street lighting, gaps
in the sidewalk network, and uncomfortable
pedestrian crossings at large intersections.
Many also voiced a desire for improved and
additional bike lanes, particularly in residential
and commercial areas, highlighting their interest
in creating safer, more accessible transportation
options for older adults.
Community Engagement
In addition to older adult-focused engagement,
the Project Team attended citywide events,
open houses, and virtual workshops to gather
broader community input. Overall, there was
strong support for the SRFOA Plan, with a shared
desire for safer conditions for pedestrians and
bicyclists. Common themes included unsafe
vehicular speeds, sidewalks in poor condition,
and uncomfortable pedestrian crossings. Many
participants also asked for more sidewalks,
an expanded bike network, and improved
maintenance of existing infrastructure. This
feedback highlighted the community’s commitment
to safer, more accessible streets and emphasized
the importance of addressing the needs of all
residents in the SRFOA Plan’s recommendations.
VISION ZERO STRATEGY47SAFE ROUTES FOR OLDER ADULTS
349
SUMMARY OF
OUTREACH FINDINGS
The Project Team heard a wide range of input during outreach and engagement activities, as summarized in
Table 3. Concerns focused largely on general traffic safety, accessibility, and existing active transportation
infrastructure gaps. Specifically, high vehicular speeds, missing and unmaintained sidewalks, and a lack of
shade along walking and biking routes were consistently raised. These insights, combined with input from
the Committee, directly guided the development of SRFOA recommendations presented in Chapter 4,
ensuring they align with the older adult community’s needs and concerns.
PALM DESERT48SAFE ROUTES FOR OLDER ADULTS
350
Table 3: Completed Outreach and Engagement Activities
Phase Date Event Common Concerns/Findings
PHASE I April – May 2024 Safe Routes for Older
Adults Walk Audits
»High vehicular speeds
»Challenges crossing major
intersections
April – July 2024 Safe Routes for Older
Adults Surveys
»General roadway safety
»Lack of shade/too hot to walk
»Unmaintained sidewalks
April 18 & May 2, 2024 Pop-up at Palm Desert
Spring Concert Series
»High vehicular speeds
»Lack of shade/too hot to walk
»Unmaintained sidewalks
May 2024 Pop-up at the Joslyn
Center
»High vehicular speeds
»Sidewalk network gaps
»Uncomfortable pedestrian
crossings
»Insufficient street lighting
May 28, 2024 Safe Routes for Older
Adults Workshop
»More sidewalks
»More/safer pedestrian crossings
»More/safer bike facilities
May 29, 2024 Joslyn Center Spring
Health and Wellness Fair
»Sidewalk network gaps
»Stressful and uncomfortable
walking conditions on major streets
»Inadequate pedestrian/bicycle
access to public transit and a lack
of public transit connections
PHASE II October 15 & October
17, 2024
City of Palm Desert Open
Houses
»High vehicular speeds
»Uncomfortable pedestrian routes
and crossings
»More sidewalks and bike lanes
December 16, 2024 Safe Routes for
Older Adults Virtual
Recommendations
Workshop
»No concerns/findings received
VISION ZERO STRATEGY49SAFE ROUTES FOR OLDER ADULTS
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Improving
Safe Routes
for Older
Adults in
Palm Desert
04.
352
RECOMMENDATIONS PROCESS
The recommendations presented in this chapter result from reviewing existing
conditions data, walk audit findings, and engaging with community members to
understand mobility challenges throughout Palm Desert, with particular attention
given to the three Older Adult Priority Areas.
This work culminated in infrastructure
recommendations that, once implemented, will
support access to safe, convenient, and healthy
modes of transportation for older adults, helping
them reach daily errands, essential destinations
like the Joslyn Center, and other key community
locations.
The infrastructure recommendations for each
Older Adult Priority Area in this SRFOA Plan are
physical design solutions tailored to the existing
conditions of the surrounding infrastructure. These
considerations include, but are not limited to,
right-of-way, road width, intersection geometry,
and crosswalk alignment. The recommendations
are presented through a series of concept plans,
offering visual representations of each proposed
improvement.
A list of citywide recommendations is included
after the recommendations for the three Older
Adult Priority Areas. While concept plans are not
included for these citywide recommendations, the
list provides the City with additional considerations
for active transportation improvements throughout
the rest of Palm Desert.
Finally, all recommendations, when implemented,
will need to be consistent with local, state, and
federal guidelines, such as the California Manual
on Uniform Traffic Control Devices (CAMUTCD),
to ensure regulatory compliance and uniformity in
traffic control measures.
VISION ZERO STRATEGY51SAFE ROUTES FOR OLDER ADULTS
353
BICYCLE FACILITY TYPES
Different types of bicycle facilities are better suited
for different roadways, based on considerations
such as vehicle speeds and volumes, roadway
width, and other types of transportation using the
space. It is important to note that some facilities
accommodate both bicycle and pedestrian use.
Figure 22 displays the bicycle facilities
considered in the development of the SRFOA
recommendations. After consulting with the City
and the Committee and analyzing feasibility, only
Class II buffered bike lanes were ultimately
included in the SRFOA recommendations.
Nevertheless, all bike facility types are displayed
here for reference.
Figure 22: Bicycle Facilities Considered
Class I Bike Path
Class I bike paths are off-street facilities located in
a separate right-of-way from the roadway and for
the exclusive use of bicycles and pedestrians.
Class II Bike Lane
Class II bike lanes are on-street facilities dedicated
to bicycles and identified with lane striping and
pole signs. They may also feature green paint
backing.
Class II buffered bike lanes are further separated
from vehicular lanes and/or parking lanes by
buffers indicated with two- to three-foot diagonal
painted striping.
In Palm Desert, golf carts are also
allowed to travel in the bike lane.
PALM DESERT52SAFE ROUTES FOR OLDER ADULTS
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Class III Bike Route
Class III facilities are on-street bike routes shared
with motorists. They lack a dedicated striped lane,
are identified with bike route signs, and often
include the shared use marking, also known as a
sharrow.
Class IV Protected Bike Lane
Also called a cycle track or a separated bikeway,
Class IV facilities are separated from traffic by
a vertical barrier, such as a curb, median, or
bollards.
Class IV facilities are most helpful on streets with
high traffic volume.
In Palm Desert, golf carts are also allowed
to travel in protected bike lanes.
VISION ZERO STRATEGY53SAFE ROUTES FOR OLDER ADULTS
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PEDESTRIAN
FACILITY TYPES
Different types of pedestrian facilities are better
suited for different roadways and roadway
conditions. Figure 23 displays the pedestrian
facilities that are included in the SRFOA
recommendations.
Figure 23: Pedestrian Facility Types
Curb Extension
Curb extensions provide more protected space for
people to cross the roadway and tend to cause
vehicles to slow.
Sidewalk Gap Closure
Sidewalk gap closures improve pedestrian
connections, making it easier, safer, and more
comfortable to choose walking.
Curb Ramps
ADA curb ramps improve accessibility and transition
pedestrians from the street to the sidewalk.
High Visilibity Crosswalk5
High visibility crosswalks clearly delineate the
right-of-way for those crossing the street.
5 Some of the high visibility crosswalk recommendations
included in this SRFOA Plan were recently installed during
a separate effort by the City. These recommendations have
been identified in the SRFOA concept plans with an asterisk.
PALM DESERT54SAFE ROUTES FOR OLDER ADULTS
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Leading Pedestrian Interval (LPI)
LPIs give pedestrians the opportunity to enter a
crosswalk a few seconds before the corresponding
vehicular traffic signal turns green, allowing
pedestrians to establish their presence in the
crosswalk before drivers are given the right to turn.
Pedestrian Scale Lighting
Pedestrian scale lighting increases pedestrian
comfort, perceived sense of safety, and visibility
to drivers and bicyclists and helps to create an
inviting and vibrant streetscape by installing well-
spaced lamp posts at a low height.
Advanced Yield Markings
Advanced yield markings clearly indicate to
drivers where they must yield to pedestrians and
bicyclists, giving them priority and improving
visibility at crossings.
VISION ZERO STRATEGY55SAFE ROUTES FOR OLDER ADULTS
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PALM DESERT SAFE FOR OLDER
ADULTS INFRASTRUCTURE
RECOMMENDATIONS
The following pages present the recommendations for all three Older Adult Priority Areas based on
extensive community outreach, Project Team coordination, existing conditions analysis, and walk audits.
Also included are walk audit summaries, which outline participants’ main concerns regarding pedestrian
and bicyclist comfort within and around each priority area. Walk audit participants included residents,
the Joslyn Center visitors and staff, City staff, and the project consultant team.
Proposed Recommendations
within Older Adult Priority Areas
This is a planning document that provides a high-level blueprint to guide future bicycle and pedestrian
improvements throughout Palm Desert. This Plan shows the recommended, proposed projects and an
implementation plan with funding opportunities.
Each project in this plan will require more detailed project-level analysis, community engagement,
and engineering study. As the City proceeds with more detailed project-level planning, some projects
identified in this plan may require refinement.
The following shows the starting page number for each set of recommendations:
Washington Street/Avenue of the States
Page 58
Fred Waring Drive/Town Center Way
Page 68
The Joslyn Center
Page 74
PALM DESERT56SAFE ROUTES FOR OLDER ADULTS
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VISION ZERO STRATEGY57SAFE ROUTES FOR OLDER ADULTS
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Walk Audit Summary | Washington Street / Avenue of the States
Audit Date: Wednesday, May 1, 2024
Audit Time: 10:30 - 11:30 AM
Participants: 2
Key Destinations:
»Joe Mann Park
»Palm Desert Country Club
»Plaza De Hacienda
»Washington Square
Key issues identified during the walk audit:
»High speeds, heavy vehicular traffic,
and little shade along Washington
Street contributes to an unpleasant
walking environment, especially in
warmer weather.
»The shared sidewalk along Hovley
Lane can be used by pedestrians,
bicyclists, and golf carts but is not wide
enough to accommodate comfortable
shared use. A sidewalk does not exist
on the north side of the street.
»Cars were parked on the residential
sidewalks inhibiting access, particularly
for users of mobility devices.
»Most intersections in the residential
area lack marked crosswalks.
Wide intersections, high vehicular speeds,
and little shade create an unpleasant walking
environment along Washington Street.
The shared sidewalk on the south side of
Hovley Lane does not have enough space for
users to comfortably pass each other.
Rounded curbs lessen the division between
spaces for pedestrians and cars in residential
areas.
High visibility crosswalks, pedestrian refuge
islands, Class III bicycle sharrows, and a
roundabout were recently installed at California
Drive/Michigan Drive and Avenue of the States.
PALM DESERT58SAFE ROUTES FOR OLDER ADULTS
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Study Area | Washington Street / Avenue Of The States
Joe Mann Park
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VISION ZERO STRATEGY59SAFE ROUTES FOR OLDER ADULTS
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Figure 24: Washington Street / Avenue of the States Concept Plans (1/8)
PALM DESERT60SAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
1
Washington St & Ave Of The States
SRFOA Plan Recommendations
1 Proposed Sidewalk (North Side of Street)
0’30’60’
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Figure 25: Washington Street / Avenue of the States Concept Plans (2/8)
VISION ZERO STRATEGY61SAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Washington St & Ave Of The States
SRFOA Plan Recommendations
1
1 Proposed Sidewalk (North Side of Street)
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Figure 26: Washington Street / Avenue of the States Concept Plans (3/8)
PALM DESERT62SAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
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Washington St & Ave Of The States
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Figure 27: Washington Street / Avenue of the States Concept Plans (4/8)
VISION ZERO STRATEGY63SAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
HOVLEY LANE E
Washington St & Ave Of The States
SRFOA Plan Recommendations
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0’30’60’
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Figure 28: Washington Street / Avenue of the States Concept Plans (5/8)
PALM DESERT64SAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
HOVLEY LANE E
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SRFOA Plan Recommendations
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0’30’60’
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Figure 29: Washington Street / Avenue of the States Concept Plans (6/8)
VISION ZERO STRATEGY65SAFE ROUTES FOR OLDER ADULTS
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HOVLEY LANE E
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Washington St & Ave Of The States
SRFOA Plan Recommendations
Upgrade to Leading Pedestrian Interval (LPI) on All Legs
Upgrade Existing Crosswalk to High Visibility
2
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0’30’60’
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Figure 30: Washington Street / Avenue of the States Concept Plans (7/8)
PALM DESERT66SAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
CALIFORNIA DR
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Washington St & Ave Of The States
SRFOA Plan Recommendations
5
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Proposed Curb Extension with
Delineator Posts
Proposed High Visibility Crosswalk
0’30’60’
Scale: 1”=60’
4
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Figure 31: Washington Street / Avenue of the States Concept Plans (8/8)
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VISION ZERO STRATEGY67SAFE ROUTES FOR OLDER ADULTS
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WA
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Washington St & Ave Of The States
SRFOA Plan Recommendations
Upgrade to Leading Pedestrian Interval (LPI) on All Legs
Upgrade Existing Crosswalk to High Visibility3
3
7
7
8
8
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Proposed ADA Curb Ramps
Upgrade to Protected Left Turn Signal on
Eastbound and Westbound Approaches
Proposed Signalized Pedestrian Crossing on
Avenue of the States to Protect from Left Turning
Vehicle (Subject to Signal Warrant Study)
0’30’60’
Scale: 1”=60’
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2
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Walk Audit Summary | Fred Waring Drive / Town Center Way
Audit Date: Tuesday, April 30, 2024
Audit Time: 10:30 - 11:30 AM
Participants: 3
Key Destinations:
»Artists Center at the Galen
»Palm Desert Chamber of Commerce
»The Shops at Palm Desert
»Town Center Plaza
»Town Center Square
»Waring Plaza
Key issues identified during the walk audit:
» High speeds and heavy vehicular
traffic along major streets, including
Fred Waring Drive and Highway 111.
»Drivers turning in front of and cutting
off pedestrians in crosswalks.
»Difficulty seeing the pedestrian signal
on the other side of large intersections,
such as at Town Center Way and
Highway 111. Participants requested
audible crossing signals at such
intersections.
»Pedestrians crossing mid-block,
particularly near the bus hub at Town
Center Way and Hahn Road.
Drivers turning in front of a pedestrian that has the right-of-way at Town Center Way and Fred Waring
Drive.
Pedestrians were seen crossing mid-block
near the bus hub on Town Center Way and
Hahn Road.
Participants stated it is difficult to see
pedestrian signals at large intersections along
Highway 111.
PALM DESERT68SAFE ROUTES FOR OLDER ADULTS
370
Study Area | Fred Waring Drive / Town Center Way
Santa Rosa and San Jacinto
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VISION ZERO STRATEGY69SAFE ROUTES FOR OLDER ADULTS
371
Figure 32: Fred Waring Drive / Town Center Way Concept Plans (1/4)
PALM DESERT70SAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Fred Waring Drive & Town Center Way
SRFOA Plan Recommendations
Upgrade to Leading Pedestrian Interval (LPI)
Upgrade Existing Crosswalk to High Visibility
1
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2
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3
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Proposed Advanced Yield Markings and Signs
Conduct Signal Warrant Study for Signalized Right Turn
0’30’60’
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Figure 33: Fred Waring Drive / Town Center Way Concept Plans (2/4)
VISION ZERO STRATEGY71SAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
FRED WARING DR
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SRFOA Plan Recommendations
Upgrade Existing Crosswalk to High Visibility*2
2
6
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Extend Sidewalk/Curb to Minimize Right
Turn Vehicle/Pedestrian Conflicts
Proposed High Visibility Crosswalk
7
7
Proposed ADA Curb Ramps
*Existing Crosswalks were Upgraded to High Visibilty by City
0’30’60’
Scale: 1”=60’
5
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Figure 34: Fred Waring Drive / Town Center Way Concept Plans (4/4)
PALM DESERT72SAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
TO
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Town Center Way & Hahn Road
SRFOA Plan Recommendations
Upgrade to Leading Pedestrian Interval (LPI) on All Legs
Upgrade Existing Crosswalk to High Visibility
1
1
2
2
0’30’60’
Scale: 1”=60’
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VISION ZERO STRATEGY73SAFE ROUTES FOR OLDER ADULTS
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Walk Audit Summary | The Joslyn Center
Audit Date: Friday, May 3, 2024
Audit Time: 9:30 - 10:30 AM
Participants: 9
Key Destinations:
»Palm Desert Civic Center
»Palma Village Park
»The Joslyn Center
Key issues identified during the walk audit:
»Participants requested traffic calming
along Catalina Way. Catalina Way
is used by drivers as an alternate to
Highway 111 during morning and
evening rush hour, creating increased
traffic speeds and volume.
»Many residential streets lack sidewalks
and marked crosswalks. Participants
also mentioned inadequate street
lighting that makes visibility difficult in
the evenings.
»Participants stated cars often speed
around corners and cut them off as
they are crossing an intersection,
particularly along nearby Highway
111.
Gaps in the sidewalk network and inadequate street lighting makes walking uncomfortable,
especially at night.
The Joslyn Center is located on Catalina Way,
a wide, two-lane residential street that lacks
marked crosswalks and bicycle facilities.
Creative and high visibility crosswalks,
pedestrian islands, Class IIB buffered bike lanes,
and pedestrian and bicycle amenities including
benches, bike racks, and trash cans were
recently installed along San Pablo Avenue.
PALM DESERT74SAFE ROUTES FOR OLDER ADULTS
376
Study Area | The Joslyn Center
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STUDY AREA:
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CITY OF PALM DESERT
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VISION ZERO STRATEGY75SAFE ROUTES FOR OLDER ADULTS
*Visit www.engagepalmdesert.com/active-
transportation to learn more about Phase 3 of the
Walk and Roll Project.
*
377
Figure 35: The Joslyn Center Concept Plans (1/4)
PALM DESERT76SAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
The Joslyn Center
SRFOA Plan Recommendations
Narrow Travel Lanes to
Accommodate Buffered Bike Lane
Proposed Class II Buffered Bike Lane
2
2
1
1
Upgrade to Leading Pedestrian Interval (LPI)
on West and East LegsAll Legs
3
4
5
5
43
*Existing Crosswalks were Upgraded to
High Visibilty by City
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
Upgrade Existing Crosswalk to High Visibility*
0’30’60’
Scale: 1”=60’
FRED WARING DR
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Figure 36: The Joslyn Center Concept Plans (2/4)
VISION ZERO STRATEGY77SAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
FRED WARING DR
The Joslyn Center
SRFOA Plan Recommendations
Narrow Travel Lanes to
Accommodate Buffered Bike Lane
3
3
Proposed Class II Bike Lane to Sidewalk Transition
and Sign: “Shared Sidewalk Ends. Bikes and Golf
Carts Exit to Bike Lane”Proposed Class II Buffered Bike Lane4
4
6
6
5
5
Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install
Pedestrian Scale Lighting
7
7
Replace Class II Bike Lane Markings
with Painted Buffer
0’30’60’
Scale: 1”=60’
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Figure 37: The Joslyn Center Concept Plans (3/4)
PALM DESERT78SAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
FRED WARING DR
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The Joslyn Center
SRFOA Plan Recommendations
Upgrade to Leading Pedestrian
Interval (LPI) - All Legs
Upgrade Existing Crosswalk to High Visibility2
2
3
3
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1
1
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Proposed Green Backed Bike Lane
Proposed Bicycle Conflict Striping
Narrow Eastbound Right Turn Lane. Continue
Existing Bike Lane on Fred Waring Dr
7
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5
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Replace Class II Bike Lane Markings
with Painted Buffer
Proposed Advanced Yield Markings and Signs
Narrow Travel Lanes to
Accommodate Buffered Bike Lane
Proposed Class II Buffered Bike Lane4
4
5 Proposed Pedestrian Street Lighting - Conduct
Illumination Study to Install Pedestrian Scale Lighting
11
0’30’60’
Scale: 1”=60’
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Conduct Signal Warrant Study for Signalized Right Turn
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Figure 38: The Joslyn Center Concept Plans (4/4)
VISION ZERO STRATEGY79SAFE ROUTES FOR OLDER ADULTS
FRED WARING DR
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
The Joslyn Center
SRFOA Plan Recommendations
Narrow Travel Lanes to Accomodate Bike Lane Buffer3
3
Proposed Bicycle Conflict Striping
Proposed Class II Bike lane to Sidewalk
Transition and Sign: “Bike Lane Ends. Use
Shared Sidewalk.”
8
12
13
14
13
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Proposed ADA Curb Ramps
8
8
Proposed Class II Buffered Bike Lane4
4
4
5
5
Proposed Pedestrian Street Lighting - Conduct
Illumination Study to Install Pedestrian Scale Lighting
7
7
Replace Class II Bike Lane Markings
with Painted Buffer
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Scale: 1”=60’
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Citywide Recommendations
In addition to the recommendations previously described within the Older Adult Priority Areas, this section
summarizes other best practices and guidelines for pedestrian and bicycle infrastructure, which can be
implemented across the city to create a more robust active transportation network. The City can refer to
these best practices for other areas of Palm Desert, ongoing maintenance, and incorporation in future
pedestrian and bicycle infrastructure projects.
A detailed version of the following citywide recommendations, including in-depth descriptions and external
resources, can be found in Appendix D.
Reduce Speed Limits
To enhance active transportation safety, the City
can reduce speed limits in locations with high
pedestrian and bicycle activity, especially in areas
with higher concentrations of older adults. AB
43 offers Caltrans and local authorities greater
flexibility in setting and adjusting speed limits.
Installing Shared Use Paths
Shared use paths provide a dedicated space for
walking, biking, and other non-motorized travel
modes, reducing potential conflicts with vehicles.
The City can consider installing shared use paths
across suitable locations to enhance active
transportation and improve safety for pedestrians
and bicyclists.
Sidewalk Maintenance
Regular sidewalk maintenance and repair is
important to prevent hazards such as cracks,
uneven surfaces, and obstructions. The City can
consider implementing an annual paving and
sidewalk repair project, which includes identifying
sidewalk repair locations through inspections,
digging out cracks in concrete, and repairing
concrete sidewalks, curbs, and gutters.
Under the current Palm Desert Code of Ordinance,
the owners of lots, or portions of lots, fronting on
any portion of a public street are responsible for
cleaning, repairing, and maintaining sidewalk
areas (Chapter 12.26 Public Sidewalk Repairs).
The City also has an on-call ADA curb ramp and
sidewalk maintenance program to ensure the
upkeep of all public sites throughout Palm Desert.
PALM DESERT80SAFE ROUTES FOR OLDER ADULTS
382
Sidewalk Obstruction Management
The City can implement regular inspections
and prompt removal of obstructions to ensure
sidewalks remain clear and accessible. The City
can also establish a citywide sidewalk access
educational program to educate residents and
businesses about proper trash bin placement and
debris disposal, which will help mitigate these
blockages. Additionally, informing residents
about the Palm Desert In Touch reporting system
(https://www.palmdesert.gov/our-city/
departments/public-works/report-a-problem)
and encouraging pedestrians to notify the city of
sidewalk obstructions will enable swift responses
and maintain walkability.
Pedestrian Buffers
Pedestrian buffers, which may be parked cars,
planting strips, or other safety features, represent
a key safety feature and greatly contribute to
the quality of the pedestrian environment by
separating walkers from moving traffic.
Pedestrian Refuge Islands
Pedestrian refuge islands are protected areas
where people may safely pause or wait while
crossing a street. They are particularly helpful
as waiting areas for older adults, persons with
disabilities, children, and others who may be less
able to cross a wide street simultaneously. At
signalized intersections, they allow slower-moving
pedestrians to cross in two phases. At unsignalized
locations, they simplify finding a gap in traffic to
cross since vehicles from only one direction must
be dealt with at a time.
VISION ZERO STRATEGY81SAFE ROUTES FOR OLDER ADULTS
383
Audible Pedestrian Crossing
Signals
Older adults in Palm Desert noted challenges
in seeing pedestrian signals, especially at
large intersections and during peak sunlight
hours. The City can explore solutions such as
implementing audible pedestrian crossing signals
at wide intersections to enhance pedestrian
safety and accessibility. These signals provide
crucial auditory cues that assist visually impaired
individuals in safely navigating intersections,
promoting inclusivity and independence.
Moreover, audible signals benefit all pedestrians
by reinforcing awareness of crossing times and
encouraging compliance with traffic signals.
Countdown Pedestrian Signals
Countdown pedestrian signals are traffic signals at
intersections that display a numerical countdown,
indicating how many seconds remain before the
pedestrian signal turns red. These signals help
pedestrians know how much time they have
left to cross the street safely. The countdown is
typically shown on a digital display in a form of
numbers, allowing pedestrians to make informed
decisions about when to begin crossing or if they
need to hurry. They are especially helpful in busy
areas, reducing the risk of collisions between
vehicles and pedestrians. Countdown pedestrian
signals are recommended at all traffic-controlled
intersections where they are not already in place,
as well as at all future traffic signal installations.
Bus Bulbs
Bus bulbs extend sidewalks to align with bus
stops, improving boarding efficiency and making
transit more accessible. Additionally, bus bulbs
boost pedestrian safety by reducing the need
for buses to pull in and out of traffic, minimizing
conflicts between vehicles and pedestrians. Bus
bulbs also shorten crossing distances when placed
near intersections, benefiting people with mobility
challenges. Bus bulbs with bike lane cut-throughs
further reduce conflicts between buses and
bicyclists, ensuring safer travel for all.
Bus Shelters and Seating
A lack of bus shelters and seating may discourage
older adults from taking transit. Additionally,
existing bus shelters/structures often do not
provide adequate shade. To address these
concerns, the City and transit agencies can
host listening sessions with older adults to
analyze existing transit shelters and brainstorm
new designs that would be more accessible,
comfortable, and useful.
PALM DESERT82SAFE ROUTES FOR OLDER ADULTS
384
Construction Management
Construction zones should provide a connected
and continuous pedestrian and bicyclist
passage from end to end during every phase of
work. The City can establish best practices for
construction management plans and temporary
traffic control, focusing on minimizing physical
impacts to pedestrian and bicycle routes and
providing clear, concise detour instructions when
needed. This approach ensures that older adults
and all pedestrians and bicyclists can navigate
construction zones comfortably. Example
guidelines provided by the Federal Highway
Administration are included in Appendix D.
Pedestrian Signage
Pedestrian signage informs motorists or
pedestrians of a legal requirement and should
only be used when the legal requirement is
not otherwise apparent. Common pedestrian
signage includes pedestrian crossing signs,
pedestrian warning signs, WALK signs, DON’T
WALK, and “Cross streets do not stop” signs.
The decision to use these signs is based upon
engineering judgment. These pedestrian signages
may be particularly helpful in areas with higher
concentrations of older adult pedestrians.
Wayfinding Program
The City is currently developing a wayfinding
program in areas with high pedestrian activity,
particularly where there are larger concentrations
of older adults. A well-designed wayfinding
program, including clear signage and maps, can
help pedestrians navigate more easily, promoting
more convenient and more confident movement
throughout Palm Desert.
Street Trees
Providing street trees can greatly enhance the
walking experience. On average, the number of
days too hot to comfortably walk in Palm Desert
will increase approximately 19 days by 2050.6
Street trees offer shade, significantly reducing the
heat experienced by pedestrians and making
outdoor activities more enjoyable. They create a
visually appealing environment, contributing to the
overall aesthetic of the city and encouraging more
people to walk. Additionally, trees help improve
air quality by absorbing pollutants and releasing
oxygen, promoting a healthier lifestyle for the
community. The City’s Landscape Services Division
has produced a series of landscape design guides
that provide information regarding street trees
appropriate for Palm Desert’s hot climate.7
6 Projected Thermal Comfort for Pedestrians and Bicyclists, Alta Planning + Design.
7 Landscaping and Park Maintenance, City of Palm Desert.
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Encouraging
Safe Routes
for Older
Adults in
Palm Desert
05.
386
PROGRAMMATIC
RECOMMENDATIONS
Non-infrastructure strategies are an important
part of a comprehensive SRFOA Plan. While
infrastructure improvements such as sidewalks,
bikeways, and crossing improvements are central
to providing safe routes, equally important are
engagement activities that recognize a diversity of
lived experiences, education programs that teach
basic traffic safety skills, encouragement programs
that celebrate walking and biking, evaluation
programs that measure the impact of SRFOA
efforts, and other strategies that make walking
and biking in Palm Desert safe, comfortable, and
enjoyable for all older adults.
Programs can build enthusiasm and support
for SRFOA and can be an important first step
toward implementing more costly infrastructure
improvements. Programmatic efforts can also
be made after or concurrent with infrastructure
improvements. This section outlines program
recommendations for the SRFOA Plan.
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Experiences and Educational Activities
The Project Team compiled a comprehensive menu of SRFOA Plan activities based on community needs
and priorities, available resources, and best practices. These recommendations should be used to
complement infrastructure improvements and included in any request for funding, such as through the
California Active Transportation Program. These experiences and educational activities include:
Group Outings
Fun, social opportunities to engage
older adults, provide education about
walking, biking, and transit, and
encourage the use of active modes of
transportation.
Education and Direct Support
Opportunities to educate older
adults on using different modes of
transportation, including guidance
on trip-planning and safety tips and
related technology support.
Bike Lending Library
A cost-effective resource providing
extended bike rentals for older adults
interested in participating in group
bike rides or biking educational
classes but are not yet ready to
purchase their own bikes.
Outreach and Engagement
Connect older adults to transportation
options by meeting them where they
are through tabling and providing
opportunities for input and group
conversations.
Car-Free Streets Events
Fun, social, and safe opportunities to
encourage older adults and people
of all ages to use public streets for
various activities without the concern
of vehicular traffic conflicts.
Rides and Races
Community-oriented activity that
promotes physical activity, health, and
social connections.
Demonstration Events
Temporary displays of proposed
street improvements that allow older
adults to experience and engage with
potential designs firsthand and provide
feedback before refining the final
measurements.
Based on experiences from SRFOA Pilot Programs in other cities, the City should consider the following tips
and lessons learned when offering future activities.
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Group Walking, Biking, and Transit Outings
Group walking outings can encourage older
adults to walk more regularly in a supportive
setting. The City might consider partnering with
nonprofit organizations such as Walk with a Doc
to facilitate these walking events. Each “Walk
with a Doc” session is led by volunteer health-
care providers who share relevant health topics
before the walks and provide other relevant
information regarding health benefits associated
with walking and a more active lifestyle. These
health discussions can inspire participants to
adopt healthier habits in their daily lives. Beyond
the physical benefits, group walking outings foster
community connection, allowing participants to
learn from one another and celebrate their diverse
backgrounds. These social interactions are vital
for maintaining a long and healthy life, as they
help build supportive networks among community
members.
Transit outings guided by City staff or partners
like The Joslyn Center offer older adults the
opportunity to take transit and walk safely and
comfortably, and gain confidence. The SunLine
Transit Ambassador Program (TAP) offers
comprehensive training sessions that address
crucial topics and everyday scenarios in public
transportation service. Transit Ambassadors
who have completed this program can assist
passengers with their trip planning and provide
support until passengers feel confident in
navigating the SunLine system independently.
The City could consider partnering with SunLine
Transit Agency to leverage the TAP, encouraging
older adults to use transit regularly, fostering
independence, and increasing transit use within
the community. Older adults who participate in
TAP could also serve as advocates within their
networks, encouraging more older adults to
consider active transportation modes. Furthermore,
the TAP could facilitate the formation of travel
buddy relationships, enhancing social connections
and reducing loneliness among older adults.
Pairing these outings with seasonal activities,
such as outdoor concerts, or key destinations like
museums, libraries, and shopping destinations,
could encourage participation and make the
experience more enjoyable and meaningful.
Similarly, group bicycle rides allow older
adults to practice bicycling, guided by City
staff or community partners. The City may
consider partnering with local biking nonprofit
organizations to lead bicycle-related events and
educational programs. Additionally, the City could
collaborate with local bike rental shops to offer
free bike or e-bike experiences for participants
who do not own a bicycle. Before rides begin,
facilitators can also provide education so that
every participant has basic knowledge about the
rules of the road, bicyclist laws and rights, and
bike safety.
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Education and Direct Support
The City may consider providing educational
workshops and opportunities for direct support
regarding biking, walking, and transit resources,
safety, and skills like trip planning. These activities
could include classroom-style workshops,
presentations at senior centers and affordable
housing communities, and tabling at locations
where older adults are likely to visit, such as the
library and the Joslyn Center. The January 2025
bike safety event hosted by the Joslyn Center and
the Riverside County Sheriff’s Office could serve
as a model for these types of workshops.
For walking and transit educational programs,
the City could consider partnering with customer
service staff from SunLine Transit Agency to help
older adults with digital pay options, senior
fares, trip planning, specialized transit services
(e.g., SunDial), and other transit-related topics.
Additionally, library staff could be trained to
provide ongoing support by answering questions
from older adults about walking and transit trips.
Regarding biking education, the City might offer
bike skill classes at varying levels. Basic classes
would cover basic biking techniques, rules of the
road, and safety tips for those with limited biking
experience. Advanced classes could delve into
more complex topics, such as bike maintenance
and repair and long-distance biking skills.
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Bike Lending Library
Bike lending libraries provide bicycles to people
who want to test bicycle travel before purchasing
a bike or do not have the resources to purchase
a quality bike. These libraries offer bike rentals
for longer than a single trip, typically providing
a personal bike for weeks or months. These
programs are significantly less expensive to
manage and maintain than a traditional bikeshare
system, which typically requires docking stations
within a half-mile of each other. By centralizing
pick-up and drop-off at a single location hub,
bike libraries also create a captive audience for
education and safety courses and materials to
support Vision Zero goals.
The bike library should offer a variety of bikes,
such as e-bikes, cargo bikes, and tricycles,
to provide options for people to use during
different trip purposes, abilities, and seasons. To
accommodate riders with the highest need, rental
fees should be subsidized or free based on social
services eligibility or for students and older adults.
Bike libraries can be City-operated or managed
in partnership with local bike shops and advocacy
groups that can provide and maintain the bikes.
The City can pursue grant opportunities to fund
the bike library through the Active Transportation
Program and Regional Early Action Planning
(REAP) programs and leverage California Air
Resources Board rebate programs for e-bike
purchases to facilitate a bike-to-own model.
Ongoing Outreach and
Engagement
Upon request, City staff should be available to
table at partner events (e.g., Joslyn Center Spring
Health and Wellness Fair) to share information
about the SRFOA project, other transportation
projects, and related topics like walking, biking,
and transit safety. Additionally, City staff could
host office hours, coffee chats, or other types of
flexible meetings that allow older adults to stop by
and ask a range of questions and provide input on
topics related to walking, biking, and transit.
Older Adult Transportation
Resource Fair
The City can work with partners to host an
older adult-focused transportation resource fair
featuring various transportation and senior service
providers. Vendors should be encouraged to
bring informational handouts and incentives. Staff
can work with vendors to develop programming
during the expo, such as e-bike demonstrations,
opportunities to tour a parked SunLine bus, or
mini educational workshops. Though the resource
fair should be transportation-focused, it can also
be beneficial to invite other local senior service
providers and partners who offer a wide range of
other programs, such as The Joslyn Center.
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Car-Free Streets Events
Car-free street events promote health and
community connection by creating a safe,
attractive space for physical activity and social
contact. These events temporarily close streets to
motor vehicles, creating a safe and welcoming
environment for older adults and for people of all
ages to engage in walking, bicycling, shopping,
dancing, and other activities. These events are
cost-effective compared to building new parks
for the same purpose. The events have many
names: Ciclovías (originating in South America),
Open Streets, Summer Streets, Sunday Streets,
and Sunday Parkways. Car-free events have
been successful internationally and are rapidly
becoming popular throughout California and the
United States. Events can be regularly scheduled
or one-time occasions.
Working with businesses along corridors where
the events take place gives them time to promote
the event and support travel alternatives to their
business during the event. These events increase
foot traffic, often resulting in increased profits for
food and drink establishments and local retailers;
however, the perception of losing access to car
traffic and parking for a day can cause initial
opposition. To mitigate these concerns, a small-
scale pilot event is recommended where a block
or two is restricted from car traffic. Following a
successful pilot, the event’s scope can expand as
people experience car-free streets and become
more receptive to larger events.
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Rides and Races
A “Rides and Races” event is a community-
oriented activity that can involve bicycling,
running, or walking competitions, aimed at
promoting physical activity, improving health, and
fostering social connections. Additionally, while
some older adults may not wish to participate in
these events, they can still engage as spectators,
strengthening social ties and reducing isolation.
These events also serve to inspire and encourage
older adults to stay active, whether through direct
participation or by witnessing the energy and
enthusiasm of others.
Demonstration Events
Demonstration events are an important tool in
the early stages of planning proposed street
improvements, allowing community members to
experience and engage with potential designs
firsthand. By temporarily showcasing these
enhancements, residents can visualize how the
proposed changes would impact their daily lives
and the overall community environment. Feedback
collected during these events provides valuable
insights into public sentiment, helping planners,
designers, and engineers refine their proposals
based on real-world interactions.
These demonstration projects are particularly
beneficial for people with unique mobility needs
and preferences, such as children and older
adults. By involving them in the evaluation process,
the City can better understand their challenges
and tailor solutions to enhance accessibility and
safety. For instance, wider sidewalks and ADA-
compliant curb ramps can help older adults feel
more comfortable navigating their neighborhoods.
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Implementing
Safe Routes
for Older
Adults in Palm
Desert
06.
394
POTENTIAL
FUNDING
SOURCES
Funding for SRFOA programs and projects
may come from various sources, including
matching grants, sales tax or other
taxes, bond measures, or public/private
partnerships. This section identifies funding
sources for the design, implementation,
and maintenance of SRFOA projects. The
descriptions are intended to provide an
overview of available options and do not
represent a comprehensive list.
It should be noted that this section reflects
the funding available at the time of writing.
The funding amounts, fund cycles, and even
the programs are susceptible to change
without notice. As funding and grant
opportunities become available in the future,
the City will prioritize the implementation
of recommendations in this plan, utilizing
these resources to support the continued
development and enhancement of SRFOA
programs and projects.
Local and Regional
City of Palm Desert Measure G
Approved in 2024, Measure G is a 1% sales tax
that funds general city services. These funds may
be used to construct public infrastructure, including
new bicycle and pedestrian facilities. Measure
G also provides funding for the maintenance of
streets, community centers, parks, trails, and other
facilities used by older adults.
Riverside County Transportation
Commission (RCTC) Measure A
First approved in 1988, Measure A is a half-cent
sales tax that funds transportation improvements
through 2039. In proportion to the sales taxes
they contribute, funds go back to each of Riverside
County’s three geographic areas: Coachella
Valley, Western Riverside County, and Palo Verde
Valley. In Coachella Valley, 50% of funds go to
highway and regional arterials, 35% to local
streets and roads, and 15% to public transit.
Southern California Association of
Governments (SCAG) – Sustainable
Communities Program (SCP)
SCP funds projects that support active
transportation and the development of
sustainable, equitable, and economically vibrant
communities across the state. Through this
program, SCAG offers financial resources to local
and regional planning agencies to implement
projects that reduce greenhouse gas emissions,
enhance transportation systems, and promote
environmental justice. This funding opportunity can
help improve pedestrian infrastructure for older
adults by supporting projects that make walking
safer and more accessible, particularly near transit
hubs and community centers.
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State
California Active Transportation
Program (ATP)
The California ATP funds projects that enhance
walking and biking infrastructure, focusing on
safety for vulnerable populations, including
older adults. ATP prioritizes projects that improve
accessibility and mobility, ensuring communities
can safely walk and bike to their destinations.
Palm Desert can apply for ATP funding to improve
pedestrian infrastructure such as sidewalks,
crosswalks, and bus stop accessibility for older
adults. The California Transportation Commission
writes guidelines and allocates funds for the ATP,
while the ATP will be administered by the Caltrans
Division of Local Assistance.
Caltrans Highway Safety
Improvement Program (HSIP)
HSIP is a data-driven funding program, and
eligible projects must be identified through
analysis of crash experience, crash potential,
crash rate, or other similar metrics. Infrastructure
and non-infrastructure projects are eligible for
HSIP funds. Examples of eligible projects include
bicycle and pedestrian safety improvements,
enforcement activities, traffic calming projects,
and crossing treatments for active transportation
users in school zones. All HSIP projects must
be consistent with the state’s Strategic Highway
Safety Plan. In California, HSIP is administered by
Caltrans.
Caltrans Transportation
Development Act Funds (TDA)
TDA provides funding from State Transit Assistance
and Local Transportation Fund. This program funds
a variety of transportation programs, including
those for pedestrians, bicyclists, and people
accessing transit facilities. The amount of funding is
based on sales tax collected in each county. This
fund is administered by Caltrans.
Caltrans State Transportation
Improvement Program (STIP)
The STIP is a state funding program that supports
various transportation infrastructure projects,
including pedestrian improvements. Local
agencies can apply for STIP funds to support
pedestrian and bicycle safety enhancements,
with a focus on projects that serve older adults
and other vulnerable populations. This program
can help finance projects like safer crossings and
improved access to public transit.
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National
Better Utilizing Investments to
Leverage Development Grant
Program (BUILD)
The BUILD Grant Program enables the USDOT
to invest in road, rail, transit, and port projects
that have a significant local or regional impact.
Eligible projects include recreational trails, road
diets, separated bike lanes, shared use paths,
sidewalks, signal improvements, signed pedestrian
or bicycle routes, traffic calming, trailside and
trailhead facilities, bicycle parking, racks, repair
stations, storage, and bike share programs.
Community Development Block
Grant Program (CDBG)
The CDBG program, managed by the US
Department of Housing and Urban Development,
provides funding for community development
projects that benefit low- and moderate-income
areas. The funds can be used to improve
infrastructure, including pedestrian pathways,
lighting, and other elements that support safe
walking routes for older adults. This funding can
help Palm Desert enhance mobility and safety for
its older residents.
Safe Routes to School (SRTS)
While focused on schoolchildren, the National
Center’s SRTS program can be a useful funding
source for improving pedestrian infrastructure that
benefits older adults. By implementing safer routes
around schools near older adult housing, the
program can also enhance accessibility for older
pedestrians and transit users.
Safe Streets and Roads for All
Grant Program (SS4A)
Established through the Infrastructure Investment
and Jobs Act, SS4A will provide $5 billion in
funding from 2022 to 2026 to support local,
regional, and tribal initiatives aimed at reducing
roadway deaths and serious injuries. SS4A
offers grants for planning, demonstration,
and implementation projects, with a focus on
pedestrian, bicyclist, and transit safety.
Surface Transportation Block Grant
Program (STBG)
This program provides states with flexible funds
that may be used for a variety of highway,
road, bridge, and transit projects. Bicycle and
pedestrian improvements are eligible, including
trails, sidewalks, bike lanes, crosswalks, pedestrian
signals, and other ancillary facilities. The grant-
funded pedestrian and bicycle facilities may be
located on local roads that are not part of the
Federal-aid Highway System. Funds are funneled
through Caltrans to Metropolitan Planning
Organizations to administer the grant.
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Other Programs
AARP Community Challenge Grants
AARP offers grants to organizations that create
more livable and accessible communities for
older adults. The program supports projects
that enhance transportation options, increase
pedestrian safety, and reduce mobility barriers, all
of which align with the goals of the SRFOA Plan.
Funding can be used for infrastructure upgrades or
community initiatives to improve the quality of life
for older adults.
National Institute on Aging (NIA) -
Research Grants
The NIA offers research grants to explore
issues related to aging, including mobility and
transportation. These grants could be applied
to studies that examine the specific needs of
older adults in Palm Desert and how safe routes
programs can address these needs. Research
findings could also help secure additional funding
for infrastructure improvements to enhance
pedestrian safety for older adults.
The Robert Wood Johnson
Foundation (RWJF)
RWJF is a national organization that funds
initiatives to improve public health and community
well-being. The foundation supports projects
that create healthier environments for vulnerable
populations, including older adults. Palm Desert
could apply for funding to enhance pedestrian
infrastructure, reduce physical barriers, and ensure
safer and more accessible routes for older adults
to essential services.
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Appendices
400
401
00.
Complete Plan, Policy, and Program Review
The following provides a summary of local and regional planning documents that directly or indirectly address
active transportation and public right of way planning and design in Palm Desert and Riverside County. While
most of the plans focus on higher-level visions and goals at a county or regional scale, the Palm Desert General
Plan (2016) contains the most policies, plans, and programs relevant to the Palm Desert Vision Zero Strategy.
The General Plan includes several proposed bicycle and pedestrian facilities, typically shared sidewalks, which
are described in the Existing Conditions Memo. The General Plan also serves as the basis for Palm Desert’s Walk
and Roll Program, an implementation guide for the General Plan that is focused on creating a more complete
network of active transportation infrastructure.
Table 1. Plans Reviewed by Jurisdiction
Plan Name Summary Municipality Year Adopted
Connect SoCal 2024 The long-term plan for Southern
California that details the necessary
investments in transportation and
development until 2050. The plan
does not make any specific
recommendations, but rather
focuses on long term goals and
systemic changes to address mobility
issues throughout the region.
SCAG 2024
Transforming Haystack Road:
Traffic Calming and Safety Study
A study on a 1.3 mile segment of
Haystack Road to improve road user
safety. This project is currently
implementing active transportation
improvements outlined for this
segment in the General Plan and
Local Roadway Safety Plan.
Palm Desert 2024
Walk and Roll Program The implementation plan for the
ideas laid out in the Palm Desert
General Plan to create a more
complete network of active
transportation infrastructure. The
plan is broken into three phases.
Plan implementation is currently
underway.
Palm Desert 2024
District 8 Active Transportation
Plan
A plan that identifies the pedestrian
and bicycle needs across the State
Highway System. This plan puts forth
regional improvements in the
Coachella Valley, but nothing specific
to Palm Desert.
CalTrans 2022
Local Roadway Safety Plan The City of Palm Desert’s plan to
identify key areas using crash data to
inform and evaluate the safety of
the City’s transportation network.
The plan puts forth a toolbox of
safety measures that should be
implemented throughout the City.
Palm Desert 2021
Complete
Plan, Policy,
and Program
Review
A.
402
Complete Plan, Policy, and Program Review
The following provides a summary of local and regional planning documents that directly or indirectly address
active transportation and public right of way planning and design in Palm Desert and Riverside County. While
most of the plans focus on higher-level visions and goals at a county or regional scale, the Palm Desert General
Plan (2016) contains the most policies, plans, and programs relevant to the Palm Desert Vision Zero Strategy.
The General Plan includes several proposed bicycle and pedestrian facilities, typically shared sidewalks, which
are described in the Existing Conditions Memo. The General Plan also serves as the basis for Palm Desert’s Walk
and Roll Program, an implementation guide for the General Plan that is focused on creating a more complete
network of active transportation infrastructure.
Table 1. Plans Reviewed by Jurisdiction
Plan Name Summary Municipality Year Adopted
Connect SoCal 2024 The long-term plan for Southern
California that details the necessary
investments in transportation and
development until 2050. The plan
does not make any specific
recommendations, but rather
focuses on long term goals and
systemic changes to address mobility
issues throughout the region.
SCAG 2024
Transforming Haystack Road:
Traffic Calming and Safety Study
A study on a 1.3 mile segment of
Haystack Road to improve road user
safety. This project is currently
implementing active transportation
improvements outlined for this
segment in the General Plan and
Local Roadway Safety Plan.
Palm Desert 2024
Walk and Roll Program The implementation plan for the
ideas laid out in the Palm Desert
General Plan to create a more
complete network of active
transportation infrastructure. The
plan is broken into three phases.
Plan implementation is currently
underway.
Palm Desert 2024
District 8 Active Transportation
Plan
A plan that identifies the pedestrian
and bicycle needs across the State
Highway System. This plan puts forth
regional improvements in the
Coachella Valley, but nothing specific
to Palm Desert.
CalTrans 2022
Local Roadway Safety Plan The City of Palm Desert’s plan to
identify key areas using crash data to
inform and evaluate the safety of
the City’s transportation network.
The plan puts forth a toolbox of
safety measures that should be
implemented throughout the City.
Palm Desert 2021
403
Plan Name Summary Municipality Year Adopted
Riverside County Transportation
Commission Long Range
Transportation Study
A Long Range Transportation Plan to
address transportation in Riverside
County and allocate Measure A tax
dollars. The plan proposes funding to
rail improvements, a county wide
Safe Route to School program, and
infrastructure changes to support
active transportation.
Riverside County 2019
CV Link Master Plan The envisioned 40-mile, valley wide
pathway for pedestrians, cyclists,
and low speed electric vehicles
through the Coachella Valley. There
are almost 5 miles of segments
through Palm Desert.
CVAG 2016
Palm Desert General Plan This plan builds upon the vision of
the Envision Palm Desert Strategic
Plan to create guiding development
principles for the City of Palm
Desert. The General Plan proposes
specific active transportation
infrastructure projects within Palm
Desert that are being implemented
through the Walk and Roll Program.
Palm Desert 2016
Envision Palm Desert Strategic
Plan
A collaborative plan between the
City and residents to create a
community vision and action steps.
It resulted in nine Strategic Results
Areas to address within the City. The
plan defines guiding principles and
priorities for more specific
development items in subsequent
plans.
Palm Desert 2014
Coachella Valley Association of
Governments Active
Transportation Plan
The Active Transportation Plan
updates the Non-Motorized
Transportation Plan for regional
bikeways through Coachella Valley.
This plan proposes large regional
bikeway routes along state
highways, connecting to the CV Link,
and the stormwater channels.
CVAG 2010
Coachella Valley Association of
Governments Transportation
Project Prioritization Study
This study prioritizes funding for
transportation improvements
including bicyclist and pedestrian
facilities using roadway surface
conditions, level of service, crash
rates and other criteria that advance
regional goals
CVAG 2010
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Palm Desert General Plan
The Palm Desert General Plan Update utilizes the nine vision statements set forth in the Envision Palm Desert –
Forward Together Strategic Plan to create a foundational plan to create a human-oriented and human-scaled
town. The General Plan Update focuses on five guiding principles: 1. Human scale design, 2. Creating lively
centers, 3. Streets for all, 4. Accessibility and connectivity, and 5. Quality open space. The Plan focuses on three
key areas in the city, creating a vibrant city center and downtown, the university area, and the Cook Street
Corridor.
The Mobility Element lays out the policies to guide the development of the City’s transportation facilities. The
Plan also lays out a proposed bicycle network for the City. These bike facilities capitalize on new community
facilities, supportive land use patterns, pedestrian routes, and transit stations. The Plan also puts forth policies
to provide bike parking, education, and safety measures to improve bicycling in Palm Desert.
The Mobility Element also addresses Pedestrian Facilities to provide a safe and convenient circulation system for
pedestrians including sidewalks, crosswalks, places to sit and gather, lighting, buffers, shading and amenities for
all ages. The policies also stipulate that pedestrian improvements should be prioritized, especially in school
areas where school access is prioritized over vehicular movements. The General Plan’s Transportation Element is
a high-level plan with some street specific recommendations and is being implemented through the City’s Walk
and Roll Program.
Plan Link: palmdesert.gov/home/showpublisheddocument/34535/638373010609730000
Plan Name Summary Municipality Year Adopted
Riverside County Transportation
Commission Long Range
Transportation Study
A Long Range Transportation Plan to
address transportation in Riverside
County and allocate Measure A tax
dollars. The plan proposes funding to
rail improvements, a county wide
Safe Route to School program, and
infrastructure changes to support
active transportation.
Riverside County 2019
CV Link Master Plan The envisioned 40-mile, valley wide
pathway for pedestrians, cyclists,
and low speed electric vehicles
through the Coachella Valley. There
are almost 5 miles of segments
through Palm Desert.
CVAG 2016
Palm Desert General Plan This plan builds upon the vision of
the Envision Palm Desert Strategic
Plan to create guiding development
principles for the City of Palm
Desert. The General Plan proposes
specific active transportation
infrastructure projects within Palm
Desert that are being implemented
through the Walk and Roll Program.
Palm Desert 2016
Envision Palm Desert Strategic
Plan
A collaborative plan between the
City and residents to create a
community vision and action steps.
It resulted in nine Strategic Results
Areas to address within the City. The
plan defines guiding principles and
priorities for more specific
development items in subsequent
plans.
Palm Desert 2014
Coachella Valley Association of
Governments Active
Transportation Plan
The Active Transportation Plan
updates the Non-Motorized
Transportation Plan for regional
bikeways through Coachella Valley.
This plan proposes large regional
bikeway routes along state
highways, connecting to the CV Link,
and the stormwater channels.
CVAG 2010
Coachella Valley Association of
Governments Transportation
Project Prioritization Study
This study prioritizes funding for
transportation improvements
including bicyclist and pedestrian
facilities using roadway surface
conditions, level of service, crash
rates and other criteria that advance
regional goals
CVAG 2010
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Figure 1. Palm Desert General Plan: Proposed Bicycle and Pedestrian Facilities
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Envision Palm Desert Strategic Plan
The 2013-2023 Strategic Plan was a collaborative effort between the City and Palm Desert citizens to develop a
community vision and plan action steps to achieve it. The Plan developed a vision that recognizes the critical role
that Palm Desert plays in the Coachella Valley, its exceptional quality of life, commitment to sustainability and
importance as a generator of jobs and economic activity. The Plan is made up of nine Strategic Results Areas, the
most relevant of which are the land use, parks and recreation, and transportation.
Land Use, Housing & Open Space: The vision is a well-planned and developed city with a vibrant city core;
natural hillsides and open space; and housing, business, and community revitalization opportunities. Priorities
are to enhance Palm Desert as a first-class destination for premier shopping and national, regional, and
neighborhood retail businesses, to expand Palm Desert as an educational hub, to facilitate development of high-
quality housing for people of all income levels, and to develop creative and innovative zoning and incentives that
promote education and high-quality residences that also encourages a balance between housing and jobs.
Parks & Recreation: The plan envisions parks, open spaces, and recreational opportunities as drivers of
innovation and a high quality of life. Priorities are to fund park maintenance and plan for future replacement
and growth, assure a continuing flow of innovative ideas through creative partnerships, and provide adequate
staffing. Other priorities include encouraging resident input, promoting healthy community principles by
incorporating recreational and exercise opportunities in all public spaces, planning and developing the North
Sphere Regional Park, and evaluating the need for expansion of the Palm Desert Aquatic Center. Public Safety &
Emergency Services: The vision is for a high quality of life for Palm Desert as a result of its comprehensive public
safety services. Priorities are to continually enhance the delivery of public safety services, increase methods of
crime prevention through expanded community participation, and help the community be more prepared for
disasters and public safety emergencies.
Transportation: The vision is of a community with safe, convenient, and efficient transportation options for
residents and visitors. Priorities are to create walkable neighborhoods in residential, retail, and open space areas
to reduce the use of low occupancy vehicles; revitalize the Highway 111 corridor through land use and other
improvements; and emphasize multiple modes of travel including carpooling, bus riding, cycling and walking.
The Transportation Chapter outlines priorities with strategies and action steps to improve the transportation
network in Palm Desert.
Priority 1 is to create walkable neighborhoods and areas within Palm Desert. The Plan accomplishes this by
recommending modifications to zoning and land use maps to encourage mixed-use developments, such as
changing standards and guidelines, providing tax incentives, and fee reductions, providing height and density
bonuses to developments based on services and amenities, education of the public, facilitate a business district
on Highway 111, and evaluate potential transit-oriented development sites along major arterials.
Priority 2 is to revitalize the Highway 111 corridor through land use and travel corridor evolution and visual
improvement. The Plan seeks to identify potential revitalization opportunities and sites along Highway 111. This
will be accomplished by prioritizing mixed-use and transit-oriented developments through incentives, providing
better bus service following Bus Rapid Transit standards, and explore the creation of a merchant group.
Priority 3 is to de-emphasize single and low occupancy vehicles and optimize multiple modes of travel including,
bus, carpool, golf carts, bicycles, and pedestrians. The Plan seeks to reduce vehicle miles traveled, promote the
CV Link path and other routes that can be used by active transportation methods, and expand rail service. This
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will be accomplished by facilitating the development of CV Link project, explore and assist in opportunities for
expanded rail service in the region, conduct a community education campaign, facilitate development planning
to integrate uses and reduce trips, coordinate with stakeholders to provide transit and shuttle options to
connect to major shopping, entertainment, and recreation areas within the city.
The Strategic Plan outlines goals and a vision for the City but does not necessarily provide site specific plans and
designs.
Plan Link: Layout 1 (palmdesert.gov)
SCAG’s Connect SoCal 2024
Connect SoCal 2024 is a long-term plan (2050) for the Southern California region that details investment in the
transportation system and development in communities to meet the needs of the region. The Plan addresses
goals in mobility, communities, environment, and economy, investing $750 billion into the transportation
system improving transit and bike lanes, creating 275,000 jobs and helping to achieve the GHG reduction target
for Southern California. The mobility chapter outlines policies and strategies to guide transit development in
Southern California with a focus on: system preservation and resilience, complete streets, transit and
multimodal integration, transportation systems management, transportation demand management, technology
integration, safety, and system funding. The plan is a high-level strategic plan about long term goals, funding,
and systemic changes. It does not make any corridor or street specific recommendations.
Plan Link: Connect SoCal 2024 Read The Draft Plan - Southern California Association of Governments
Local Road Safety Plan
The Palm Desert Local Roadway Safety Plan (LRSP) was adopted by the City in June of 2021, with the goal of
providing safe, convenient, and efficient transportation options by 2033. The LRSP’s goal is to identify emphasis
areas, including crash type in specific locations, and the relationships between current efforts and crash history,
to inform and guide evaluation of the City’s transportation network.
The LRSP identified city-wide policy changes that should be implemented as well as identifying 10 case study
locations for further study and recommendations. The Plan puts forth a toolbox of safety measures for
implementation. Additionally, safety project case studies were developed for these locations:
• Segment: Monterey Avenue (Dinah Shore Drive to City Limits)
• Segment: Country Club Drive (Eastwood Lane to Harris Lane)
• Signalized Intersection: Monterey Avenue & Fred Waring Drive
• Signalized Intersection: Monterey Avenue & Dinah Shore Drive
• Signalized Intersection: Highway 111 & San Luis Rey Avenue
• Signalized Intersection: Highway 111 & Plaza Way
• Signalized Intersection: Highway 111 & San Pablo Avenue
• Unsignalized Intersection: Fred Waring Drive & Acacia Drive
• Unsignalized Intersection: Highway 74 & Bursera Way
• Unsignalized Intersection: Highway 111 & Larkspur Lane
Plan Link: MetaViewer.php (granicus.com)
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CV LINK Master Plan
CV Link is envisioned as a 40-mile, valley-wide pathway that is accessible to bicyclists, pedestrians and low-speed
electric vehicles through the Coachella Valley. There are 3 open segments currently open: northern Palm Springs
to Cathedral City, eastern Palm Desert to Indian Wells border, and from eastern Indio to Thermal through
Coachella. The Rancho Mirage and Indian Wells segments were not accepted in the final plan. The CV Link
provides an important regional backbone for active transportation modes throughout the Coachella Valley. New
active transportation infrastructure should consider this alignment and create connections to the new pathway
whenever possible.
Plan Link: CV Link Master Plan (coachellavalleylink.com)
Walk and Roll Program
The Walk and Roll Project aims to take the ideas outlined in the General Plan to create a more complete and
well-connected network for people to walk and bike. The project is broken down into three phases.
Phase One is to implement sharrows throughout the city. This work is currently under contract, and a
Construction Timeline should be outlined shortly.
Phase Two is to install Class 2 buffered and unbuffered bike lanes throughout the city. The roads identified
include Portola Avenue, Gerald Ford Drive, Cook Street, Country Club Drive, El Dorado Drive, Frank Sinatra Drive,
Oasis Club Drive, and CA-111. Currently, City staff are in the process of releasing a Design-Build
Request for Proposal (RFP) to complete the design and construction documents for the implementation of
these bike lanes.
Phase Three is to implement pedestrian infrastructure, including sidewalk widening, new sidewalks, ADA ramps,
and crosswalks. The consultant has created conceptual designs that include alternative options for some street
segments. These concepts were discussed at a public community meeting on February 29, 2024.
As part of the Walk and Roll Program, a Pedestrian and Bike Gap Analysis study was conducted to create a list of
prioritized projects. Bicycle gaps were identified using level of traffic stress analysis and collision analysis. The
following streets were identified as seven prioritized gaps: Highway 111, Monterey Avenue, Fred Waring Drive in
both directions, Cook Street, Washington Street, and Dinah Shore Drive. Types of potential bicycle-oriented
projects include stripe and widen bicycle lanes, adding bike lane buffers, remove free right turns, continue bike
lanes to the intersection and modify at free right turns, and construct or modify medians. Pedestrian facility
gaps were identified at Parkview Drive, San Gorgonio Way, and Monterey Avenue. Types of pedestrian oriented
projects to improve these gaps include replacing and widening the sidewalk, separate bicycle and pedestrian
facilities on the sidewalk, construction of curb ramps, and remove or signalize free right turns.
Project Link: Let's Discuss: Active Transportation | City of Palm Desert (engagepalmdesert.com)
CalTrans District 8 ATP
The CalTrans District 8 Active Transportation Plan, adopted in 2022, identifies pedestrian and bicycle needs on
and across the State Highway System (SHS) and prioritizes highway segments and crossings to inform future
investments. The Plan’s main outputs are lists and maps of location-based needs, prioritized highway segments,
and prioritized highway crossings. Caltrans evaluated data about the SHS from its own inventories, from local
and regional plans, and from extensive public input to determine where gaps and barriers in walking and
will be accomplished by facilitating the development of CV Link project, explore and assist in opportunities for
expanded rail service in the region, conduct a community education campaign, facilitate development planning
to integrate uses and reduce trips, coordinate with stakeholders to provide transit and shuttle options to
connect to major shopping, entertainment, and recreation areas within the city.
The Strategic Plan outlines goals and a vision for the City but does not necessarily provide site specific plans and
designs.
Plan Link: Layout 1 (palmdesert.gov)
SCAG’s Connect SoCal 2024
Connect SoCal 2024 is a long-term plan (2050) for the Southern California region that details investment in the
transportation system and development in communities to meet the needs of the region. The Plan addresses
goals in mobility, communities, environment, and economy, investing $750 billion into the transportation
system improving transit and bike lanes, creating 275,000 jobs and helping to achieve the GHG reduction target
for Southern California. The mobility chapter outlines policies and strategies to guide transit development in
Southern California with a focus on: system preservation and resilience, complete streets, transit and
multimodal integration, transportation systems management, transportation demand management, technology
integration, safety, and system funding. The plan is a high-level strategic plan about long term goals, funding,
and systemic changes. It does not make any corridor or street specific recommendations.
Plan Link: Connect SoCal 2024 Read The Draft Plan - Southern California Association of Governments
Local Road Safety Plan
The Palm Desert Local Roadway Safety Plan (LRSP) was adopted by the City in June of 2021, with the goal of
providing safe, convenient, and efficient transportation options by 2033. The LRSP’s goal is to identify emphasis
areas, including crash type in specific locations, and the relationships between current efforts and crash history,
to inform and guide evaluation of the City’s transportation network.
The LRSP identified city-wide policy changes that should be implemented as well as identifying 10 case study
locations for further study and recommendations. The Plan puts forth a toolbox of safety measures for
implementation. Additionally, safety project case studies were developed for these locations:
• Segment: Monterey Avenue (Dinah Shore Drive to City Limits)
• Segment: Country Club Drive (Eastwood Lane to Harris Lane)
• Signalized Intersection: Monterey Avenue & Fred Waring Drive
• Signalized Intersection: Monterey Avenue & Dinah Shore Drive
• Signalized Intersection: Highway 111 & San Luis Rey Avenue
• Signalized Intersection: Highway 111 & Plaza Way
• Signalized Intersection: Highway 111 & San Pablo Avenue
• Unsignalized Intersection: Fred Waring Drive & Acacia Drive
• Unsignalized Intersection: Highway 74 & Bursera Way
• Unsignalized Intersection: Highway 111 & Larkspur Lane
Plan Link: MetaViewer.php (granicus.com)
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bicycling infrastructure are present. Locations were identified as having needs if they met one or more of the
following criteria:
• Main Street sidewalk gaps
• Sidewalks in fair or poor condition
• Sidewalks along higher-speed highways
• Stressful pedestrian or bicycle crossings (accounting for the absence of median islands and marked
crossings, posted speed limits, and other factors)
• Stressful bicycle segments (due to factors such as high speeds, high traffic volumes, and narrow or
absent bikeways)
• Infrequent opportunities to cross under or over freeways
• Freeway interchanges requiring upgrades of various kinds to be more comfortable for people walking or
bicycling.
This map displays where location-based needs exist in District 8 for people walking or bicycling along the
highway (shown as lines) or across the highway (shown as dots). Dots also include freeway crossing needs.
This Active Transportation Plan has regional significance in creating safe bike and pedestrian infrastructure,
however, does not propose any specific projects in Palm Desert.
Story Map link: Caltrans District 8 Active Transportation Plan (arcgis.com)
Plan Link: Caltrans Active Transportation Plan 2022 District 8
Riverside County Transportation Commission Long Range Transportation Study (2019)
The Transportation Commission has created a Long Range Transportation Study with four core goals and
objectives to address transportation in Riverside County: Quality of Life, Operational Excellence, Connecting the
Economy, and Responsible Partnerships. The RCTC created this plan to help allocate Measure A tax dollars and
funds from the state and federal transportation agencies within Riverside County.
Within in the Study there are a few relevant projects to Palm Desert.
1. The Coachella Valley – San Gorgonio Pass Rail Corridor Service Project to provide additional Amtrak rail
service between Los Angeles and the desert cities in the Coachella Valley, extending 141 miles from
Indio to Los Angeles Union Station.
2. Development of a formal Safe Routes to School Program
3. Influence the built environment to support multimodal transportation
Other than regional rail projects, there are no specific active transportation projects identified in the LRTS,
instead it creates a framework and prioritization list to support efforts undertaken by individual cities.
Plan Link: https://www.rctc.org/wp-content/uploads/2019/12/RCTC-Draft-LRTS-120119-GV22.pdf
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Transforming Haystack Road: Traffic Calming and Safety Study
This study is focused on a 1.3-mile-long segment of Haystack Road in Palm Desert between Highway 74 and
Portola Avenue. The road currently has one travel lane in each direction and a two-way left turn lane between
Hwy 74 and Heliotrope Drive. There are bike lanes and parking lanes on a portion of the corridor. The segments
ADT is approximately 4700 vehicles per day. As of October 2023, City staff hosted a fourth virtual community
gathering that focused on a variety of traffic management initiatives in the South Palm Desert area, with a
special emphasis on the Haystack Road vicinity.
During this virtual meeting, the City presented vital information about forthcoming projects aimed at enhancing
traffic management, ensuring residents' safety, and increasing convenience. The input and feedback from South
Palm Desert residents were pivotal in shaping the success of these initiatives.
Coachella Valley Association of Governments Active Transportation Plan
The Coachella Valley Association of Governments (CVAG) recognizes the value of providing opportunities for
local residents and visitors to bicycle for transportation and recreation and to have attractive opportunities to
walk to transit stops, as well as to encourage people to use neighborhood electric vehicles (NEVs). Such
opportunities help reduce auto trips, improve the environment, promote healthy lifestyles, and create livable
communities. As this Active Transportation Plan (Plan or ATP) is implemented, it will transform the Coachella
and Palo Verde Valleys into places where more people use a bicycle to get to work, to school, or to the store.
The ATP will bring more recreational opportunities to valley residents.
This Active Transportation Plan updates the Non-Motorized Transportation Plan for bikeways that was
completed in 2001 and updated in 2010. It revises the regional bikeway plan as well as bicycle plans for each
jurisdiction. The bicycle plans will keep each city and the County of Riverside eligible for various bikeway funds.
Palm Springs, Cathedral City, and Palm Desert will also improve their chances of receiving funds for pedestrian
improvements around the five major SunLine Transit transfer points in this plan. In Palm Desert, the transfer
point is located at Town Center Way and Hahn Road.
For Palm Desert, this plan puts forth some regional bikeway routes along the Highway, most notably the CV Link
and its future connections, and along the Palm Valley Stormwater Channel.
Coachella Valley Association of Governments Transportation Project Prioritization
Study
This study creates an unbiased, methodological way to provide CVAG direction in determining funding for
regional arterials by prioritizing the eligible study segments. The criteria used to create a scoring methodology
include roadway surface conditions, system continuity, level of service, and accident rate. The highest scoring
projects in Palm Desert include:
• Monterey Avenue between Highway 111 and Country Club Road
• Portola Avenue between Highway 111 and Magnesia Falls Drive and north of Country Club Drive
• Cook Street between Fred Waring Drive and Frank Sinatra Drive
• Country Club Drive between Portola Ave and Cook Street and Washington Street and Oasis Club Road
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Section
Name Goes
Here
00.
Complete
Existing
Conditions
Report
B.
412
Complete Palm Desert Safe Routes for Older Adults Existing Conditions
Report
Introduction
The Palm Desert Safe Routes for Older Adults (SFOA) Plan seeks to identify barriers to safe walking and bicycling
on routes frequented by Palm Desert’s older adult residents and to develop solutions in consultation with the
community, public sector partners, and city leadership. The Plan will reflect the unique challenges and
opportunities in Palm Desert and address active transportation network gaps that negatively impact access to
neighborhood parks, hospitals, retail centers, and other destinations.
The purpose of this Existing Conditions Memo is to identify existing demographics, infrastructure, and commute
trends as well as review existing City and regional plans related to active transportation in Palm Desert. Using
this existing data, analyses were completed to find gaps in the existing active transportation network. This
information identifies opportunities for active transportation improvements to enhance the safety and comfort
of people walking, biking, and rolling. The findings from this memo will be included in separate existing
conditions chapters in the draft Safe Routes for Older Adults Plan and will directly inform infrastructure and
programmatic recommendations.
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Safe Routes for Older Adults
For the purpose of this Safe Routes for Older Adults plan, the term "older adults" is used to describe individuals
aged 55 and above. This terminology has been selected to be as inclusive as possible, recognizing the diverse
spectrum of needs and abilities that people experience as they age. While traditional terms like "seniors" often
apply to those in older age brackets, not all individuals aged 55+ identify as a senior. Therefore, "older adults" is
used to encompass all people 55+, ensuring that our analysis and recommendations address the broad range of
mobility and accessibility needs of this population.
Background
In 2022, Palm Desert had an estimated permanent population of 51,2901, with 53% women and 47% men. The
city also had an estimated seasonal resident population of 32,0002. Palm Desert has a significantly older
population (median age of 55) than Riverside County (median age of 37) and California (median age of 38). The
older adult population aged 55+ (50%) is approximately double that of Riverside County (26%) and the state of
California (27%). Figure 1 provides a breakdown of Palm Desert populations by age and sex.
Most older adult residents in Palm Desert identify as white (86%, including Hispanic or Latino white). Older adult
residents who identify as Asian make up 3% of Palm Desert’s population, and Black/African American older adult
residents account for 2%. Older adult residents of Hispanic/Latino descent of any race account for 9%3.
Complete racial composition data for the city is presented in Figure 2.
Figure 1. Age and Sex
1 American Community Survey, 5-year estimates (2018–2022).
2 City of Palm Desert.
3 American Community Survey, 5-year estimates (2018–2022).
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Figure 2. Racial Composition for Older Adults Age 55+
The Palm Desert Housing Authority manages seven affordable housing properties offering 381 housing units for
older adults: Carlos Ortega Villas, Catalina Gardens, La Rocca Villas, The Pueblos, Las Serenas Apartments,
Sagecrest Senior Apartments, and Candlewood Apartments. Figure 3 displays these as “Older Adult Housing
Properties”. Three developer subsidized senior housing properties also offers housing for older adults: Villas of
the Green Senior Apartments, Atria - Assisted Living, and Catalina Way Senior Apartments. There are numerous
other senior housing communities in Palm Desert including nine nursing homes and other privately operated
facilities. Overall residential concentrations of residents aged 55+ in Palm Desert are shown in Figure 3. Palm
Desert older adult residents primarily live in the northern part of the city, particularly to the north of the
Whitewater River. Downtown Palm Desert also has a high concentration of older adult residents, specifically
between the south of Highway 111 and the north of Grapevine Street.
In consultation with City staff, the project team identified three older adult priority areas that are expected to
have higher older adult foot and bike traffic to help narrow down analyses and future recommendations. These
include the Joslyn Center, the area around Town Center Way/Fred Waring Drive, and the area west of
Washington Street/Avenue of the State. The Joslyn Center is one of the largest older adult community centers in
Southern California, while the other two priority areas are commercial hubs that are also near older adult
affordable housing communities. Figure 3 displays the Joslyn Center as an “Older Adult Priority Point”.
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Figure 3. Residential Concentrations (Ages 55+)
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Plans, Policies, and Programs Review
This project builds on numerous local and regional plans, policies, and standards that impact active
transportation in Palm Desert. These planning documents and studies were reviewed to gain a better
understanding of existing conditions in the City, as well as proposed and planned facilities for biking and walking.
The plans and studies reviewed, and a summary of their contents, are listed in Table 1.
Table 1. Plans Reviewed by Jurisdiction
Plan Name Summary Municipality Year Adopted
Connect SoCal 2024 The long-term plan for Southern
California that details the necessary
investments in transportation and
development until 2050. The plan
does not make any specific
recommendations, but rather
focuses on long term goals and
systemic changes to address mobility
issues throughout the region.
SCAG 2024
Transforming Haystack Road:
Traffic Calming and Safety Study
A study on a 1.3 mile segment of
Haystack Road to improve road user
safety. This project is currently
implementing active transportation
improvements outlined for this
segment in the General Plan and
Local Roadway Safety Plan.
Palm Desert 2024
Walk and Roll Program The implementation plan for the
ideas laid out in the Palm Desert
General Plan to create a more
complete network of active
transportation infrastructure. The
plan is broken into three phases.
Plan implementation is currently
underway.
Palm Desert 2024
District 8 Active Transportation
Plan
A plan that identifies the pedestrian
and bicycle needs across the State
Highway System. This plan puts forth
regional improvements in the
Coachella Valley, but nothing specific
to Palm Desert.
CalTrans 2022
Local Roadway Safety Plan The City of Palm Desert’s plan to
identify key areas using crash data to
inform and evaluate the safety of
the City’s transportation network.
The plan puts forth a toolbox of
safety measures that should be
implemented throughout the City.
Palm Desert 2021
Riverside County Transportation
Commission Long Range
Transportation Study
A Long Range Transportation Plan to
address transportation in Riverside
County and allocate Measure A tax
dollars. The plan proposes funding to
Riverside County 2019
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Plan Name Summary Municipality Year Adopted
rail improvements, a county wide
Safe Route to School program, and
infrastructure changes to support
active transportation.
CV Link Master Plan The envisioned 40-mile, valley wide
pathway for pedestrians, cyclists,
and low speed electric vehicles
through the Coachella Valley. There
are almost 5 miles of segments
through Palm Desert.
CVAG 2016
Palm Desert General Plan This plan builds upon the vision of
the Envision Palm Desert Strategic
Plan to create guiding development
principles for the City of Palm
Desert. The General Plan proposes
specific active transportation
infrastructure projects within Palm
Desert that are being implemented
through the Walk and Roll Program.
Palm Desert 2016
Envision Palm Desert Strategic
Plan
A collaborative plan between the
City and residents to create a
community vision and action steps.
It resulted in nine Strategic Results
Areas to address within the City. The
plan defines guiding principles and
priorities for more specific
development items in subsequent
plans.
Palm Desert 2014
Coachella Valley Association of
Governments Active
Transportation Plan
The Active Transportation Plan
updates the Non-Motorized
Transportation Plan for regional
bikeways through Coachella Valley.
This plan proposes large regional
bikeway routes along state
highways, connecting to the CV Link,
and the stormwater channels.
CVAG 2010
Coachella Valley Association of
Governments Transportation
Project Prioritization Study
This study prioritizes funding for
transportation improvements
including bicyclist and pedestrian
facilities using roadway surface
conditions, level of service, crash
rates and other criteria that advance
regional goals
CVAG 2010
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Land Uses
The existing land use (Figure 4) surrounding older adult housing properties and the older adult priority area near
Washington Street/Avenue of the State primarily consists of low-density residential and planned residential.
Joslyn Center is situated within low-density residential areas, with downtown districts to its south and west and
higher-density residential areas to its north along Fred Waring Drive. The older adult priority area near Town
Center Way/Fred Waring Drive mainly consists of planned commercial and planned residential. Public
institutions, such as churches and libraries, as well as open spaces, are commonly found near housing properties
and priority areas for older adults across the city. These destinations are popular travel spots for older adults, so
their proximity to residential areas for older adults provides opportunities for them to walk or bike to these
destinations.
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Figure 4. Citywide Land Use
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Pedestrian and Bicycle Facilities
The sidewalk network throughout Palm Desert is well connected, especially on major arterials and collector
streets. However, many of the neighborhood streets lack sidewalks and pedestrian infrastructure. Wider
sidewalks, traffic calming, leading pedestrian intervals, flashing pedestrian beacons, and other improvements
would help improve walking conditions for older adults, particularly in areas with higher foot traffic, such as
near El Paseo and San Pablo Avenue. The Joslyn Center, a major destination for older adults in Palm Desert, has
sidewalks in the surrounding area but no marked crosswalks at intersections. Additionally, the curb ramps in the
area are not all ADA accessible. The following table shows the total mileage of each bikeway class in Palm
Desert.
Table 2. Total Mileage by Bikeway Class
Bikeway Class Mileage Total
Class I 0.5
Class II 48.61
Class IIB 0.52
Class III 17.55
Class IV 4.96
Total 72.14
Bicycle facility types are broken down by class types that range from I to IV. Classes are typically color coded by
level of traffic stress (LTS) with LTS 1 being most comfortable and LTS4 being least comfortable for cyclists who
are the average rider or children, not those who are comfortable riding near or in traffic. Class I and Class IV are
LTS 1 and the least stressful types while Class II is LTS 3 and is more stressful. Class IIB is LTS 2 while Class III, and
IIIB can range between LTS 1 and 4 depending on traffic speed, and other traffic calming elements that may or
may not be present.
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Figure 5. Traffic Stress Levels and Corresponding Bicycle Facility Types.
The existing and proposed bike facilities are listed in Table 3, and the existing bikeways and gaps are mapped in
Figure 7. Existing bikeways in Palm Desert primarily consist of Class II and Class IIB facilities on the major
arterials, despite high posted speed limits and multiple lanes of traffic, along with Class III facilities on lower
volume roads. However, many of the bike facilities are not wide enough to accommodate NEV’s without a
conflict between cyclists and NEV users. There is a high-quality Class IV facility on San Pablo Avenue between
Magnesia Falls Drive and Fred Waring Drive before converting to a Class IIB between Fred Waring Drive and
Highway 111. Regionally, the CV Link bicycle trail provides Class IV connections through the Coachella Valley.
Future segments will provide connections through College of the Desert and from Cook Street to Hovley Lane.
The CV Link provides an important east-west connection through Palm Desert, north of downtown, passing
through both commercial centers and residential areas. There is an existing Class I facility between Magnesia
Falls Drive and Cook Street that is being integrated into the CV Link network. End-of-trip bike facilities in Palm
Desert are mostly concentrated along El Paseo, San Pablo Avenue, and Highway 111, as many of the local
commercial destinations are located along these corridors. The current bike network is lacking in physical
protection to protect older adult riders from traffic and in high quality, protected bike intersections at crossing
points.
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Figure 6. Bike rack and Class IIB Buffered Bike Lanes on San Pablo Avenue
Current gaps in the bicycle network consist of a north south connection on Monterey Avenue between
Magnesia Falls Drive and Country Club Drive as well as an east west facility continuation on Hovley Lane
between Cook Street and Portola Avenue. Closing the gap in facilities on Portola Avenue between the CV Link
and Shadow Mountain Drive would provide increased connectivity through downtown Palm Desert. As seen in
the crash analysis, many of the collisions occurred along the major arterials, including Highway 111, Fred Waring
Drive, Cook Street and Country Club Drive.4
4 The data provided was filtered and removed the private roads due to the parking lots, country club roads, and gated residenti al neighborhoods.
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Table 3. Existing and Previously Proposed Bikeways by Class in Palm Desert
Class Street Start Street End Street Status
Class I CV Link (off-street) Deep Canyon Road Cook Street Existing
Class II Country Club Drive Monterey Avenue Washington Street Existing
Class II Hovley Lane Monterey Avenue Portola Avenue Existing
Class II Gerald Ford Drive Monterey Avenue Frank Sinatra Drive Existing
Class II Frank Sinatra Drive Monterey Avenue 42nd Avenue Existing
Class II Portola Avenue Dinah Shore Drive Magnesia Falls Drive Existing
Class II Monterey Avenue Gerald Ford Drive Country Club Drive Existing
Class II Dick Kelly Drive Monterey Avenue Dinah Shore Drive Existing
Class II Dinah Shore Drive City Limit College Drive Existing
Class II Cook Street I-10 Fred Waring Drive Existing
Class II Eldorado Drive Frank Sinatra Drive 42nd Avenue Existing
Class II 42nd Avenue Cook Street Washington Street Existing
Class II College Drive Portola Avenue Frank Sinatra Drive Existing
Class II University Park College Drive Cook Street Existing
Class II A Street Monterey Avenue Gateway Drive Existing
Class II Gateway Drive Dinah Shore Drive Gerald Ford Drive Existing
Class II Dolce Avenue/Cortesia Way Gateway Drive Dick Kelly Drive Existing
Class II Highway 74 El Paseo S City Limit Existing
Class II Highway 111 W City Limit E City Limit Existing
Class II Painters Path Edgehill Drive El Paseo Existing
Class IIB San Pablo Avenue Highway 111 San Gorgonio Way Existing
Class II Fred Waring Drive San Pascual Avenue Deep Canyon Road Existing
Class II Fred Waring Drive Monterey Avenue San Pablo Avenue Existing
Class II Deep Canyon Road Magnesia Falls Drive Highway 111 Existing
Class II Portola Avenue Mesa View Drive Shadow Mountain Drive Existing
Class II Mesa View Drive Highway 74 Portola Avenue Existing
Class III California Drive Fred Waring Drive Warner Trail Existing
Class III Warner Trail Fred Waring Drive 42nd Avenue Existing
Class III Florida Avenue California Drive Fred Waring Drive Existing
Class III Idaho Street 42nd Avenue Michigan Drive Existing
Class III Avenue of the States Washington Street California Drive Existing
Class III El Paseo Fred Waring Drive De Anza Way Existing
Class III San Gorgonio Way Monterey Avenue Highway 111 Existing
Class III San Luis Rey Avenue Ironwoods Street De Anza Way Existing
Class III Fairway Drive Portola Avenue E City Limit Existing
Class III Deep Canyon Road Abronia Trail Old Prospector Trail Existing
Class III Grapevine Street Highway 74 E City Limit Existing
Class III Shadow Mountain Drive Highway 74 Portola Avenue Existing
Class III Ocotillo Drive Grapevine Street El Paseo Existing
Class III Joshua Tree Street Grapevine Street San Luis Rey Avenue Existing
Class III San Pablo Avenue Shadow Mountain Street Highway 111 Existing
Class III Edgehill Drive Painters Path Tierra del Oro Existing
Class III Calle De Los Campesinos Along River Along River Existing
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Class Street Start Street End Street Status
Class IV CV Link (Painters Path/Magnesia
Falls Drive)
Bump and Grind Trailhead Deep Canyon Road Existing
Class IV San Pablo Avenue Fred Waring Drive Magnesia Falls Drive Existing
Class II Monterey Avenue Gerald Ford Drive Country Club Drive Proposed in
General Plan
Class II Fred Waring Drive Washington Street California Avenue Proposed in
General Plan
Class II Fred Waring Drive Cook Street City Limit near Kelsey Circle Proposed in
General Plan
Class II De Anza Way Monterey Avenue Alessandro Drive Proposed in
General Plan
Class II Shadow Mountain Frontage Road Portola Avenue Proposed in
General Plan
The City also has an existing sidewalk network throughout the city, as observed by the planning team during
walk audits and site visits. However, due to the lack of reliable data on the current condition and extent of the
citywide sidewalk network, a full analysis on existing conditions and gaps is not currently possible. The City does
have a network of proposed shared sidewalk paths in the General Plan that are listed in the following table.
These sidewalks are meant to accommodate both pedestrians and cyclists and are typically located along high-
speed arterials.
Table 4. Proposed Shared Sidewalks in Palm Desert
Class Street Start Street End Street Status
Shared
Sidewalk
Washington St Hovley Lane Woodhaven
Country Club
Proposed in
General Plan
Shared
Sidewalk
Hovley Lane Cook St Portola Ave Proposed in
General Plan
Shared
Sidewalk
Fred Waring Cook Deep Canyon Proposed in
General Plan
Shared
Sidewalk
Fred Waring San Pascual San Pablo Proposed in
General Plan
Shared
Sidewalk
Fred Waring Monterey Highway 111 Proposed in
General Plan
Shared
Sidewalk
Portola Shadow Mountain Magnesia Falls
Drive
Proposed in
General Plan
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Figure 7. Bikeways and Gaps
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Each older adult priority area features existing bikeways. However, most of these facilities are Class II bike lanes,
which do not provide physical protection and may not feel safe or comfortable for most older adults. An
expanded network of protected and off-street bikeways would create a safer and more comfortable experience
for all bicyclists and especially those who lack experience or confidence. Bicycle lanes and off-street facilities in
Palm Desert can continue to accommodate NEVs and golf carts by creating wider or separate lanes for these
vehicles. The CV Link currently allows NEVs on the pathway and is designed to have enough space to mitigate
conflicts between pedestrians, cyclists, and NEVs.
Near The Joslyn Center there are Class IIB buffered bike lanes along San Pablo Avenue and Class II bike lanes on
Fred Waring Drive, which terminate at San Pascual Avenue coming from the east (Figure 8). Moreover, there is
an existing Class III bike route along Town Center Way, as shown in Figure 9. However, this five-lane arterial is a
street that may require more separation for safe bicycling due to its posted speed limits and traffic volumes.
Further, there are existing Class II bike lanes on Hovley Lane and Class III bike routes along California Drive and
Michigan Drive, providing bicycle access to Joe Mann Park (Figure 10). The existing network in Palm Desert
provides connectivity to the commercial downtown center of El Paseo, the Civic Center and Civic Center Park,
and multiple country clubs along Country Club Road.
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Figure 8. Bicycle and Pedestrian Gaps near Joslyn Center
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Figure 9. Bicycle and Pedestrian Gaps near Fred Waring Drive and Town Center Way
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Figure 10. Bicycle and Pedestrian Gaps near Washington Street and Avenue of the States
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Transit Facilities
Palm Desert is served by SunLine Transit Agency and has two major fixed-route bus (SunBus) corridors: Cook
Street running north to south, and Fred Waring Drive running from east to west (Figure 11). There is additional
SunBus service on Monterey Avenue as far north as Country Club Drive, and along Highway 111 from Monterey
Avenue to the eastern city limits. Many older adult destinations in the city, such as the Joslyn Center and older
adult living centers, are near transit stations, especially in southern Palm Desert near the downtown center. Bus
routes 5, 6, and 7 service the three identified older adult priority areas. Routes 5 and 6 also intersect with Route
1, which provides service to the commercial center of El Paseo. Route 7 provides a north south connection
terminating at Country Club Drive, providing access to numerous country clubs along that corridor.
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Figure 11. Transit Facilities (Citywide), with Older Adult Destinations Overlayed
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Travel Patterns
According to the data from Replica Places (Figure 12), on a typical Thursday, most older adults travel on foot or
by bike along Country Club Drive, Palm Green Parkway, Monterey Avenue, Portola Drive, and Oasis Club Drive,
which serves as primary roads linking multiple country clubs. Additionally, older adult walking and biking activity
is notable in downtown zones, particularly around the blocks of four affordable senior housing properties.
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Figure 12. Travel Patterns for Walking or Biking Trips by Older Adults 55+ (A Typical Thursday in 2023)
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Vehicle Volumes and Speeds
Many of the older adult facilities in Palm Desert are located along large, high-speed arterials such as Hovley
Lane, Portola Avenue, and Monterey Avenue. As shown in Figure 13, Hovley Lane has an annual average daily
traffic (AADT) of approximately 8,000 between Portola Avenue and Oasis Club Drive. Country Club Drive has an
AADT of approximately 10,000-15,000 along the entire corridor. Monterey Avenue has a low AADT of
approximately 12,000 to 15,000 near older adult facilities making it a candidate for a lane reduction and road
diet. Fred Waring Drive, which connects two of the identified older adult priority areas, has an AADT of 10,000
to 15,000 vehicles per day and a posted speed limit of 45 miles per hour. Washington Street, which is on the
eastern border of Palm Desert, bypasses another older adult priority area. This street has a posted speed limit of
50 miles per hour and an AADT of above 20,000 vehicles per day.5
5 The traffic count data was filtered by removing “service” and “unclassified” roads, as well as removing 37 entries that had ‘0’ values.
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Figure 13. Annual Average Daily Traffic Volumes
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Traffic Counts
Vehicular, bicycle, and pedestrian traffic counts were collected in May 2024 on Thursday (May 16) and Saturday
(May 18) for one study location in or near the three older adult priority areas. Study locations were chosen
based upon review of collision history, key destinations for older adults, and observations from walk audits.
Consideration was also given to intersections that, after improvements, could serve as models for pedestrian
and bicycle enhancements throughout the city.
Traffic counts were collected over a 14-hour period, broken into four traffic count blocks: AM, Midday, Early
Evening, and PM. The PM traffic count block consisted of two hours of observation while all other blocks
consisted of four. This two-hour PM period was included to capture trips made by older adults that may wait for
cooler temperatures to travel. Similarly, early morning count periods were included to account for more
temperate active travel conditions.
The count information will be used to assess demand that can inform areas for improvement and prioritize
potential projects.
Table 5. Traffic Count Study Locations by Older Adult Priority Areas
Older Adult Priority
Area
# Study Locations Count Time (AM) Count Time
(Midday)
Count Time (Early
Evening)
Count Time (PM)
Joselyn Center 1 Catalina Way/San
Pascual Avenue
6:00 -10:00 AM 10:00 AM – 2:00
PM
2:00 – 6:00 PM 6:00 – 8:00 PM
Washington Street &
Avenue of the States
2 Washington
Street/Avenue of
the States
6:00 -10:00 AM 10:00 AM – 2:00
PM
2:00 – 6:00 PM 6:00 – 8:00 PM
Fred Waring Drive &
Town Center Way
3 Fred Waring
Drive/Town
Center Drive
6:00 -10:00 AM 10:00 AM – 2:00
PM
2:00 – 6:00 PM 6:00 – 8:00 PM
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Figure 14. Traffic Count Locations, with Older Adult Destinations Overlayed
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Traffic Counts Summary
For all periods, pedestrian traffic was highest at Fred Waring Drive and Town Center Drive on Thursday (Fred
Waring Drive & Town Center Way Priority Area, Count ID #5) with 168 total pedestrian crossings. Bicycle traffic
was highest at Washington Street and Avenue of the States (Washington Street & Avenue of the States Priority
Area, Count ID #3) on Thursday during the AM, Early Evening, and PM blocks with 46 total bicycle crossings. For
the Midday block, bicycle traffic was highest at Fred Waring Drive and Town Center Drive (Fred Waring Drive &
Town Center Way Priority Area, Count ID #6) with 13 total bike crossings. For all block periods, vehicular traffic
was highest on Thursday at Washington Street and Avenue of the States (Washington Street & Avenue of the
States Priority Area, Count ID #3) with 39,122 total vehicles.
Table 6. Older Adult Priority Areas Intersection Counts, Pedestrians and Bicycles
Count
ID
Street 1 Street 2 Day Pedestrians Bicycles
AM MD6 EE7 PM Total AM MD EE PM Total
1 Catalina Way San Pascual
Avenue
Thursday 20 5 8 8 41 1 3 7 1 12
2 Catalina Way San Pascual
Avenue
Saturday 26 6 13 10 55 6 2 13 5 26
3 Washington
Street
Avenue of
the States
Thursday 15 19 16 23 73 22 6 14 10 52
4 Washington
Street
Avenue of
the States
Saturday 37 14 36 5 92 9 6 6 7 28
5 Fred Waring
Drive
Town Center
Drive
Thursday 42 51 47 28 168 13 7 6 3 29
6 Fred Waring
Drive
Town Center
Drive
Saturday 38 42 34 13 127 12 13 11 0 36
Table 7. Older Adult Priority Areas Intersection Counts, Vehicles
Count
ID
Street 1 Street 2 Day Vehicles
AM MD EE PM Total
1 Catalina Way San Pascual
Avenue
Thursday 351 487 539 148 1,525
2 Catalina Way San Pascual
Avenue
Saturday 221 339 318 143 1,021
3 Washington
Street
Avenue of
the States
Thursday 9,830 11,606 13,467 4,219 39,122
4 Washington
Street
Avenue of
the States
Saturday 5,918 10,208 9,116 3,388 28,630
5 Fred Waring
Drive
Town Center
Drive
Thursday 3,918 7,058 7,715 2,591 21,282
6 Fred Waring
Drive
Town Center
Drive
Saturday 2,766 6,931 6,656 2,619 18,972
6 “MD” refers to midday traffic count block.
7 “EE” refers to early evening traffic count block.
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Collision Analysis
The analysis of bicycle, pedestrian, and vehicular collisions in Palm Desert uses data from the Statewide
Integrated Traffic Records System (SWITRS) for the period January 2013 to December 2022. The collision data
was downloaded from Transportation Injury Mapping System (TIMS) and was mapped and analyzed using ArcGIS
Pro and Microsoft Excel.
Citywide Collisions
Pedestrian and bicycle-related collisions, for all ages, represent 5.6% (105 collisions) and 6.4% (121 collisions)
respectively of all collisions that occurred in Palm Desert between 2013 and 2022 (Figure 15). Two collisions
involved both people walking and people biking. The number of pedestrian collisions and vehicle collisions have
both increased in recent years (Figure 16), while the number of collisions for people biking has decreased.
Similarly, the number of pedestrian and vehicle-related collisions resulting in a fatality or serious injury (killed or
seriously injured (KSI)) trended upward for the 10-year period, as shown in Figure 17. In recent years, there have
been no bicycle-related collisions resulting in a fatality or serious injury. The reasons for this trend are unclear,
but it could be related to changing travel behaviors during the pandemic years. Most pedestrian and bicycle-
related collisions occurred during peak commute hours (38 or 17% at 7AM-10AM, and 52 or 23% at 4PM-7PM ),
and the majority of KSI collisions involving people biking and walking occurred during low-light conditions such
as dusk, dawn, or dark (20 collisions or 56%).
Table 8 provides detailed highlights of the citywide KSI collision data.
Figure 15. Collision by Mode – All Collisions (2013-2022)
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Figure 16. Collision by Year and Mode – All Collisions (2013-2022)
Figure 17.Collision by Year and Mode – Killed or Severely Injury (KSI) (2013-2022)
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Table 8. KSI Collision Data Highlights
Condition Percentage of Pedestrian and Bicycle-
related KSI Collisions
Lighting
Daylight 44%
Dusk - Dawn 8%
Dark – street lights 28%
Dark – no street lights 19%
Dark – street lights not functioning 0%
Time of a Day
00:00-02:59 6%
03:00-05.59 6%
06.00-08:59 14%
09:00-11:59 6%
12:00-14:59 6%
15:00-17:59 25%
18:00-20:59 25%
21:00-23:59 8%
Unknown 0%
Figure 18 shows a map of collisions involving people biking and walking for the years between 2013-2022 (180
collisions). A high proportion of collisions occurred in the central part of the city, especially along and near
Highway 111. Additionally, most collisions occurred on arterial roadways (i.e. major and minor arterials) and 36%
of the collisions occurred at intersections. Excessive speed was not cited as a major factor in most collisions,
though the highest number of collisions occurred when posted speed limits were 35+ miles per hour. The most
common violation categories reported for collisions involving people walking and biking were:
• Pedestrian right-of-way (e.g., people walking failed to yield to the vehicle right-of-way) (20%);
• Pedestrian violations (people walking crossed against a red light) (17%);
• Automobile right-of-way (people driving failed to yield to the pedestrian or bicyclist right-of-way) (17%);
• Traffic Signals and Signs (9%); and
• Wrong Side of Road (i.e., bicyclists riding on the wrong side of the street) (8%).
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Figure 18. Bicycle and Pedestrian Collisions (2013-2022) in Palm Desert, with Older Adult Destinations Overlayed
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Collisions Involving Older Adults
Within the Palm Desert city limits, there were 1,564 collisions of all modes between 2013 and 2022. Among
these, about 44% (690 collisions) involved older adults aged 55+ (shown in Figure 19, lighter yellow symbology
purposefully chosen for lesser injury vehicle collisions to highlight non-motorized collisions), and about 11% of
these older adult collisions involved an active mode (26 or 4% pedestrian-related collisions, and 44 or 7%
bicycle-related collisions). Figure 20 compares the severity of collisions involving older adults aged 55+ and all
ages. Results show that about 8% (118 collisions) of all mode collisions in Palm Desert resulted in a fatality or
serious injury (killed or seriously injured - KSI), and about 9% (58 collisions) of collisions involving older adults
resulted in a fatality or serious injury. Specifically, about 6% (4 collisions) of active mode collisions involving
older adults resulted in KSI.
As shown in Figure 21, collisions involving older adults aged 55+ and collisions involving all ages in Palm Desert
both occurred mostly between 1:00PM-2:59PM (22% of collisions involving older adults, 18% of collisions
involving all ages), and most of the collision types are rear-end collisions and broadside collisions. Unsafe speed
is the top primary collision factor for collisions both involving older adults and involving all ages people in Palm
Desert (35% of collisions involving older adults, 31% of collisions involving all ages people). Other common
collision factors reported and highlights of the collision data that occurred in Palm Desert are shown in Table 9.
About 37% of collisions (255 collisions) involving older adults aged 55+ occurred at an intersection. Out of these
collisions, 10% (25 collisions) resulted in a fatality or serious injury, and 12% (30 collisions) involved an active
mode of all severities. One intersection – Highway 111 and Park View Drive – has more than one collision with
someone walking or biking. The top five intersections with the highest collisions involving older adults of all
modes are shown in Table 10. Additionally, four road segments having the highest bicycle and pedestrian
collisions involving older adults are listed in Table 11.
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Figure 19. Collisions involving older adults aged 55+ (2013-2022)
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Figure 20. Collisions Involving Older Adults by Severity Level, Compared to All Ages – All Collisions (2013-2022)
Figure 21. Collisions Involving Older Adults by Hours of Day, Compared to All Ages – All Collisions (2013-2022)
Table 9. Palm Desert Collision Data Highlights – All Collisions
Condition Percentage of Collisions Involving
Older Adults Aged 55+ in Palm Desert
Percentage of Collisions Involving All-
age People in Palm Desert
Lighting
Daylight 82% 76%
Dusk - Dawn 3% 3%
Dark – street lights 12% 17%
Dark – no street lights 3% 3%
Dark – street lights not functioning 0% 0%
3%
2%
6%
6%
30%
30%
62%
63%
0%10%20%30%40%50%60%70%80%90%100%
Older Adults Aged 55+
All Ages
Fatal Injury (Severe)Injury (Other Visible)Injury (Complaint of Pain)
0%
2%
4%
6%
8%
10%
12%
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Older Adults Aged 55+All Ages
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Time of a Day
00:00-02:59 1% 2%
03:00-05.59 1% 2%
06.00-08:59 10% 12%
09:00-11:59 25% 20%
12:00-14:59 31% 26%
15:00-17:59 19% 21%
18:00-20:59 9% 12%
21:00-23:59 3% 5%
Collision Types
Rear End 42% 38%
Broadside 37% 34%
Sideswipe 7% 6%
Hit Object 4% 7%
Vehicle/Pedestrian 4% 6%
Head-On 2% 3%
Overturned 0% 1%
Primary Collision Factor
Unsafe Speed 35% 31%
Traffic Signals and Signs 18% 16%
Automobile Right-of-Way 16% 15%
Improper Turning 9% 9%
Unsafe Starting or Backing 5% 5%
Unsafe Lane Change 3% 4%
Driving or Bicycling Under the
Influence of Alcohol or Drug
3% 5%
Pedestrian Right-of-Way 2% 3%
Following Too Closely 1% 2%
Pedestrian Violation 1% 2%
Wrong Side of Road 1% 1%
Weather
Clear 89% 90%
Cloudy 9% 8%
Raining 1% 1%
Other Conditions
On State Highways 3% 3%
At Intersections 37% 35%
Alcohol Involvement 5% 8%
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Table 10. Top 5 Intersections with the Highest Collisions involving Older Adults – All Collisions
Intersection Number of Collisions
Highway 111 and Portola Avenue 10
Monterey Avenue and Fred Waring Drive 8
Fred Waring Drive and San Pablo Avenue 8
Highway 111 and Fred Waring Drive 7
Monterey Avenue and Dinah Shore Drive 6
Table 11. Top 4 Road Segments with the Highest Collisions Involving Older Adults – Bicycle and Pedestrian Collisions
Road From End Number of Collisions
Fred Waring Drive Town Center Way Fairhaven Drive 3
Park View Drive Highway 111 Joshua Road 3
Country Club Drive Harris Lane Desert Country Circle 3
Portola Avenue Gerald Ford Drive College Drive 3
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00.C.
Complete
High-Injury
Network
Analysis
450
Complete Palm Desert Safe Routes for Older Adults High Injury Network
Analysis
Safety Plan Review
The Existing Conditions memo summarized relevant transportation plans affecting Palm Desert. This section will
summarize the plans most relevant to safety, particularly for people walking and biking, as context for the HIN.
Several plans call for citywide improvements to sidewalk and pedestrian infrastructure. The Palm Desert General Plan
and Connect SoCal 2024 both call for investments in the bicycle network and improved pedestrian facilities, with an
emphasis on safety. The Walk and Roll program also includes sidewalk improvements throughout the city. These
investments will provide more safe options for people walking and biking in Palm Desert.
Other plans provide lists of segments and intersections to be prioritized for bicycle and pedestrian improvements. The
Transforming Haystack Road: Traffic Calming and Safety Study is focused on a 1.3-mile-long segment of Haystack
Road in southern Palm Desert between Highway 74 and Portola Avenue. The project plans to install new crosswalks at
several intersections and upgrade signals at the intersection of Highway 74. Meanwhile, the Coachella Valley
Association of Governments (CVAG) Active Transportation Plan helps to plan for the CV Link regional bike trail. The
Local Road Safety Plan and the CVAG Transportation Project Prioritization Study both identified specific intersections
and road segments throughout the city as safety project case studies that should be prioritized for improvement.
Several roadways or intersections from both studies are on the HIN, including areas along Portola Avenue, Monterey
Avenue and Fred Waring Drive.
Where specific roadways are highlighted for improvements, Highway 111 stands out as a frequent mention. This road
accounts for a significant stretch of the HIN. The Envision Palm Desert Strategic Plan envisions a revitalization of the
Highway 111 corridor as well as promotion of non-single occupancy vehicles. Both of these goals provide
opportunities to improve pedestrian and bicycle safety and connectivity along Highway 111 and throughout the city.
The Walk and Roll program plans to install bike lanes throughout the city, including on Highway 111 as well as
Country Club Drive, another high-crash roadway. Finally, the CVAG Transportation Project Prioritization Study names
two intersections along Highway 111 as high-scoring projects for regional arterial improvement funding.
Crash Data Overview
These analyses use crash data from 2013 - 2022 from the Transportation Injury Mapping System (TIMS). This dataset
includes over 1,500 injury-causing crashes in the study area, of which 226 involved a person walking or biking.
To help the city focus resources on the most needed safety improvements, this analysis prioritizes crashes that
resulted in someone being killed or seriously injured (KSI) but considers minor injury crashes as well. While the High
Injury Network considered crashes of all modes, bicycle and pedestrian-involved crashes were given higher priority.
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High Injury Network (HIN)
Overview and Purpose
High injury networks (HINs) illustrate that often a small number of improvable roadways can address the majority of
injury-causing crashes. This approach moves beyond typical crash history and allows for a better understanding of the
types of roadways in the city where users are most at risk.
Alta developed an HIN for the City. This memo explains Alta’s approach to analyzing crash data and developing the
HIN. This process is also illustrated in Figure 1.
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Figure 1: HIN Process
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Data Inputs
The HIN development used two data sets:
Crashes
Ten-year crash data (2013 – 2022) of all injury-causing crashes within the region, provided by TIMS
• Inclusive of all modes of travel
Prepared Roadway Network
Street centerline network for the City
• Filtered to roadways within a quarter-mile buffer city boundary.
• Crashes on Interstate 10 were excluded.
Methodology
Alta prepared two HINs, one prioritizing crashes involving Vulnerable Road Users (VRUs) and one treating all modes
equally. The following steps apply to both HINs.
1. Prepare Street Network:
a. Use the “unsplit lines” tool to dissolve road segments based on road name and functional class. This
eliminates arbitrary splits in the spatial data so that roads can be split into even-length segments.
b. Copy the centerline layer.
c. Divide centerlines into segments of 1000 feet each so that crashes can be summarized for segments
of equal length.
d. Create a unique ID for each roadway segment.
e. Create a Rolling Window / Sliding Window feature class where the lines are extended over each road
segment. Roadways are extended 25% in each direction. Alta uses custom splitting tools that have an
overlap percentage (Wasserman, 2023). Lines overlap with their neighbors by some set percentage.
This process allows rolling window statistics to be calculated on each road segment. The benefits of
rolling window analysis are that they reduce the impact that dead-end streets, network
segmentation artifacts, or anomalous crashes have on the final HIN. Fundamentally, it better
captures the linear corridor crash patterns where they exist (Fitzpatrick, 2018)1. This methodology is
illustrated in Figure 2.
1 These patterns would take into account crashes sometimes not directly on a particular segment in other to smooth out
analysis results. Examples of this type of analysis are provided by FHWA in their Guide Book on High Pedestrian Crash
Locations.
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Figure 2: The Rolling Window Approach
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2. Prepare Crash Data:
a. Weight each crash based on the most serious injury sustained by any individual involved in the crash
and involvement of vulnerable road users. This effectively prioritizes areas where more serious
crashes are occurring to identify areas where the most serious injuries can be reduced. The following
proportions are based on a balance between the ratio of the average cost to society from fatal and
serious crashes, and the desire not to overweight fatalities that represent sparse events. The goal is
to weight severe collisions more highly proportional to their impacts, while not misrepresenting the
geography of risk more broadly.2 A different set of weights was used for the Original HIN and the
Alternative HIN. The original HIN weighted crashes involving vulnerable road users (VRUs) more
heavily. The Alternative HIN also included all crashes but weighted them only by severity and not by
mode.
Original HIN weights:
• Fatal or serious-injury crash involving a bicyclist of pedestrian: 8
• Fatal or serious-injury crash involving motor vehicles only: 4
• Minor injury crash involving a bicyclist or pedestrian: 2
• Minor injury crash involving motor vehicles only: 1
Alternative HIN weights:
• Fatal or serious-injury crash of any mode: 4
• Minor injury crash of any mode: 1
b. Snapped all crashes within 350 feet of the street centerline network to a prepared network segment.
This distance accounts for a margin of error in crash coordinates.
3. Apply Rolling Window Analysis:
a. Spatially join the crash layer to the rolling window road network.
b. Calculate the summed rolling crash weight for each rolling road segment. This summed the weight of
crashes on each rolling segment and reflected total crash severity on each segment.
c. Join the rolling crash weight from the rolling window layer back to the original centerline network to
show rolling crash weight per road mile on each segment, using the unique ID. This normalized the
crash weight for the road length. However, for the purpose of calculating crash weight per road mile,
the project team counted any rolled segments of less than 0.1 miles as 0.1 miles to avoid
overrepresenting crashes on small road segments, as dividing by very small numbers yields very large
numbers. See Figure 4 for an explanation of the process.
d. This process creates a crash severity index which when mapped is similar to a heat map.
2 There are many calculations of average cost of severe and fatal crashes. The ratio shown here is based on the FHWA’s
Crash Costs for Safety Analysis (Harmon et al, 2018), tables 14 and 19. The weights shown here are roughly proportional to
the log of costs to society of each type of crash compared with a baseline of property damage-only collisions. Source:
https://safety.fhwa.dot.gov/hsip/docs/fhwasa17071.pdf.
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4. Accumulate Crashes:
a. Beginning with segments with the highest crash weight per mile, use Alta’s custom-built HIN
Generation tool to progressively add segments to the HIN. This tool calculates the length in miles for
each segment as it is added and keeps track of the cumulative miles in the HIN and the number of
crashes occurring on those segments. It stops when the designated threshold of crashes has been
accumulated. The tool also generates a table that shows the number of crashes and the number of
roadway miles accounted for with each HIN segment.
b. The project team charted the percent accumulated length and the percent accumulated crashes
seen in
c. Figure 3 for the original HIN. The project team deemed that the slope begins to increase around the
point at which 43% of crashes have been accumulated. At this point it was determined continuing to
add segments to the network would have diminishing returns in terms of capturing more crashes.
This inflection point helped decide the threshold for the percentage of crashes included in the HIN.
Since the segments with the most severe crashes get selected for the HIN first, adding additional
segments would have had diminishing returns. Thus, the threshold helped strike a balance between
accounting for as many crashes as possible while limiting the number of segments selected for the
HIN. The goal is to find the smallest share of the roadway network that accounts for the largest
number of severe crashes.
Figure 3: Graph of Accumulated Crashes and Accumulated Length. Crashes selected for the HIN are Represented in Red.
VISION ZERO STRATEGY155SAFE ROUTES FOR OLDER ADULTS
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5. Final Refinement:
a. Calculated the percent of roadway miles and the percent of crashes accounted for in the final HIN.
These percentages show decision makers that safety investments in a small share of the road
network can help to prevent many crashes in the region.
Resulting Maps
Figure 4 and Figure 5 display both the Original HIN as well as the Alternative HIN. A conclusion section follows, and a
table of each segment on the Original HIN, its crash index, and its to/from extents is located in Table 3 in the
Appendix.
PALM DESERT156SAFE ROUTES FOR OLDER ADULTS
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Figure 4: Original HIN Network – VRU crashes emphasized
VISION ZERO STRATEGY157SAFE ROUTES FOR OLDER ADULTS
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Figure 5: Alternative HIN Network – All Modes Weighted Equally
PALM DESERT158SAFE ROUTES FOR OLDER ADULTS
460
Conclusions
Figure 4 and Figure 5 display the results from the Original HIN and Alternative HIN processes, identifying the most
high-crash road segments in Palm Desert. Figure 4 includes results from the Original HIN approach (bicycle and
pedestrian crashes weighted higher). Figure 5 includes results from the Alternative HIN approach (weighting auto and
VRU crashes equally). Both maps demonstrate that the most high-crash road segments in Palm Desert are
concentrated in the downtown area. These roadways include Highway 74, Highway 111, San Pablo Avenue and Town
Center Way in the downtown area. Other than in the Downtown Area, HIN segments are found along Highway 74 to
the South, Monterey Avenue to the West, Portola Avenue to the North, and Holey Lane, Washington Street and
Country Club Drive to the East.
Although both figures are quite similar, the differences between the two datasets present valuable information on
the unique experience of bicycle and pedestrian users. Most notably, there are different segments included in Figure
4, indicating that pedestrian and bicycle crash locations do not always correspond to those of automobiles. The
intersection at Fred Waring Drive and Town Center Way and immediate surrounding area is an example of a road
segment in the original HIN that is not present in the Alternative HIN. Furthermore, the top five segments of the
original HIN are also different. Although the same segments appear for both HIN analyses, they are not the same rank
for both networks. Table 1 displays these results:
Table 1: Top Five Most High-Crash Segments per HIN
Order Original HIN (VRUs weighted more heavily) Alternative HIN (Equal weighting)
1 Monterey Ave (From Dinah Shore Dr to I-10/City
Limits)
Monterey Ave (From Dinah Shore Dr to I-10)
2 Highway 74 (El Paseo to Highway 111) Fred Waring Dr (From Painters Path to Highway
111)
3 Fred Waring Dr (From Painters Path to Highway 111) Highway 111 (From San Luis Rey Ave to Portola
Ave)
4 Highway 111 (From San Luis Rey Ave to Portola Ave) Country Club Dr (From Harris Ln to Washington St)
5 Country Club Dr (From Harris Ln to Washington St) Highway 74 (El Paseo to Highway 111)
Table 1 highlights some streets that have been called out in the Existing Conditions memo and local safety plans.
Highway 111 and Fred Waring Drive were noted in the EC memo as lacking sufficient crossings and facilities for people
walking and biking. Highway 111 is also served by SunBus service, which generates pedestrian trips to and from bus
stops. Fred Waring Drive, on the other hand, has bicycle facilities proposed in the Palm Desert General Plan which
may help address safety concerns there.
The segments of Monterey Avenue and Highway 111 mentioned in this table encompass segments and intersections
identified in the Local Road Safety Plan as safety project case studies. The Country Club Drive segment is also a part
of the highest-scoring segment in the CVAG Transportation Project Prioritization Study.
Country Club Drive and Highway 111 are also roads identified in the Walk and Roll Program as candidates for Class II
bike lanes.
Figure 5: Alternative HIN Network – All Modes Weighted Equally
VISION ZERO STRATEGY159SAFE ROUTES FOR OLDER ADULTS
461
The table also suggests that countermeasures that explicitly address automobile crash reductions will not necessarily
aid in reducing impacts to VRUs. Although the two HINs are similar, the Alternative Weight HIN does not fully capture
pedestrian and bicycle crashes. However, it should also be noted that due to higher numbers of motor vehicle crashes
than VRU crashes, the original HIN is still most heavily influenced by the locations of motor vehicle crashes and does
not necessarily reflect the areas that present the highest risk to VRUs.
Community Summary
Alta also analyzed demographic information for the community living within a quarter mile of each HIN. The
information, found below in Table 2, was sourced from the 2021 US Census American Community Survey at the block
group level. This was done using a proportional allocation process which assumes that the population within a block
group is evenly distributed, allowing us to make inferences about the population closest to the HIN, which may
encompass only part of a block group. Figure 6 provides a graphic explanation of the proportional allocation concept.
Table 2: General Statistics of Communities Within 1/4 Mile of HIN Network
Statistic within ¼ mile of
HIN Segments
Original HIN Alternative HIN Palm Desert Overall
Population 38,912 37,462 51,951
Percent of workers who walk,
ride a bicycle, or take public
transit to work
5.5% 6.2% 2.7%
Percent of population in
poverty (%)
13.9% 14.2% 12.9%
Table 2 shows that most of Palm Desert’s residents live within a quarter mile of at least one HIN segment, and these
residents are slightly more likely to live in poverty or (if they are part of the working population) to commute to work
via walking, biking, or public transit.
PALM DESERT160SAFE ROUTES FOR OLDER ADULTS
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References
Harmon, T., G. Bahar, and F. Gross (2018). Crash Costs for Highway Safety Analysis. Federal Highway Administration
(FHWA). Available at https://safety.fhwa.dot.gov/hsip/docs/fhwasa17071.pdf.
Fitzpatrick, K. A. (2018). Guidebook on Identification of High Pedestrian Crash Locations. FHWA-HRT-17-106.
Supplemental Material. McLean, VA: Federal Highway Administration Office of Safety Research and
Development.
Wasserman, D. (2023, March 30). Study-Line-Editor. Portland, OR, USA. Retrieved from https://github.com/d-
wasserman/study-line-editor/tree/dev
Appendix
Table 3: Segments on the Original HIN, by crash severity index
Segment Street Name From To Crash Severity Index
Monterey Avenue Dinah Shore Drive Highway 10 280.60
Highway 74 El Paseo Highway 111 214.13
Fred Waring Drive Painters Path Highway 111 191.96
Highway 111 San Luis Rey Avenue Portola Ave 191.09
Country Club Drive Harris Lane Washington Street 190.80
Highway 111 Larkspur Lane San Luis Rey Avenue 187.49
Figure 6: Proportional Allocation Process Illustration The table also suggests that countermeasures that explicitly address automobile crash reductions will not necessarily
aid in reducing impacts to VRUs. Although the two HINs are similar, the Alternative Weight HIN does not fully capture
pedestrian and bicycle crashes. However, it should also be noted that due to higher numbers of motor vehicle crashes
than VRU crashes, the original HIN is still most heavily influenced by the locations of motor vehicle crashes and does
not necessarily reflect the areas that present the highest risk to VRUs.
Community Summary
Alta also analyzed demographic information for the community living within a quarter mile of each HIN. The
information, found below in Table 2, was sourced from the 2021 US Census American Community Survey at the block
group level. This was done using a proportional allocation process which assumes that the population within a block
group is evenly distributed, allowing us to make inferences about the population closest to the HIN, which may
encompass only part of a block group. Figure 6 provides a graphic explanation of the proportional allocation concept.
Table 2: General Statistics of Communities Within 1/4 Mile of HIN Network
Statistic within ¼ mile of
HIN Segments
Original HIN Alternative HIN Palm Desert Overall
Population 38,912 37,462 51,951
Percent of workers who walk,
ride a bicycle, or take public
transit to work
5.5% 6.2% 2.7%
Percent of population in
poverty (%)
13.9% 14.2% 12.9%
Table 2 shows that most of Palm Desert’s residents live within a quarter mile of at least one HIN segment, and these
residents are slightly more likely to live in poverty or (if they are part of the working population) to commute to work
via walking, biking, or public transit.
VISION ZERO STRATEGY161SAFE ROUTES FOR OLDER ADULTS
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Segment Street Name From To Crash Severity Index
Monterey Avenue
405ft North Of San
Gorgonio Way Highway 111 178.02
San Pablo Avenue
College Of The Desert
Driveway Fred Waring Drive 165.85
Portola Avenue 182ft North Of El Paseo Shadow Mountain Drive 165.22
Town Center Way
239ft North Of Hahn
Road Highway 111 164.25
San Pablo Avenue San Gorgonio Way San Gorgonio Way 160.00
Highway 111 Shadow Hills Road Palm Desert Drive 151.43
Monterey Avenue
414ft North Of Fred
Waring Drive
606ft South Of Fred
Waring Drive 144.90
Highway 111 De Anza Way Shadow Hills Road 140.61
San Pablo Avenue
228 Ft North Of Fred
Waring
83 Ft North Fo Catalina
Way 131.47
Highway 111 Palm Desert Drive South Sage Lane 118.98
Country Club Drive
97 Ft West Of Harris
Lane
183 Ft West Of Eastwood
Lane 116.60
Highway 111
455ft Southeast Of
Fredwaring Dr
973ft Northwest Of El
Paseo 115.38
Highway 111 Sage Lane San Pablo Avenue 111.77
Washington Street Fred Waring Drive
360 Ft North Of Calle Las
Brisas South 109.96
Fred Waring Drive
43 Ft East Of San Luis
Drive
337 Ft East Of Monterey
Avenue 108.03
Highway 111 Cabrillo Avenue De Anza Way 104.56
Monterey Avenue Park View Drive
414ft North Of Fred
Waring Drive 100.05
Portola Avenue
653ft North Of Gerald
Ford Drive
388ft South Of Geral D
Ford Drive 98.05
Highway 111
662 Ft South Of Painters
Path
1,993 Ft North Of El
Paseo 97.35
Fred Waring Drive
90 Ft West Of San
Anselmo Avenue
338 East Of Monterey
Avenue 97.23
Highway 74 El Paseo Pitahaya Street 94.26
Monterey Avenue
606ft South Of Fred
Waring Drive
405ft North Of San
Gorgonio Way 93.15
PALM DESERT162SAFE ROUTES FOR OLDER ADULTS
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Segment Street Name From To Crash Severity Index
Washington Street Country Club Drive Emerald Crest Drive 92.37
Highway 111
493 Ft East Of Plaza
Way Palm Desert Drive 86.53
Fred Waring Drive
422ft West Of Town
Center Way
270ft West Of Fairhaven
Drive 86.42
Hovley Lane E 370ft West Of Idaho St Washington Street 84.79
Portola Avenue 182ft North Of El Paseo Shadow Mountain Drive 84.45
Portola Avenue
224ft North Of Rancho
Road Santa Rosa Way 84.45
Highway 111 El Paseo 982 Ft North Of El Paseo 82.93
Highway 111
973ft Northwest Of El
Paseo El Paseo 82.93
Fred Waring Drive
270ft West Of Fairhaven
Drive San Luis Drive 82.82
Highway 111
314 Ft North Of Park
View Drive
522 Ft North Of Fred
Waring Dr 82.21
Highway 74 Willow Street Frank Feltrop Drive 82.12
San Pablo Avenue San Gorgonio Way El Paseo 80.70
Highway 111 El Paseo
483 Ft West Of Plaza
Way 79.32
Highway 111 San Pablo Avenue Larkspur Lane 79.32
Highway 111
487 Ft West Of Plaza
Way 500 Ft East Of Plaza Way 79.32
Town Center Way Fred Waring Drive
239ft North Of Hahn
Road 78.02
Washington Street
68 Ft North Of Tuscon
Circle
359 Ft North Of Calle Las
Brisas South 76.97
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Complete Palm Desert Safe Routes for Older Adults High Injury Network
Analysis
Safety Plan Review
The Existing Conditions memo summarized relevant transportation plans affecting Palm Desert. This section will
summarize the plans most relevant to safety, particularly for people walking and biking, as context for the HIN.
Several plans call for citywide improvements to sidewalk and pedestrian infrastructure. The Palm Desert General Plan
and Connect SoCal 2024 both call for investments in the bicycle network and improved pedestrian facilities, with an
emphasis on safety. The Walk and Roll program also includes sidewalk improvements throughout the city. These
investments will provide more safe options for people walking and biking in Palm Desert.
Other plans provide lists of segments and intersections to be prioritized for bicycle and pedestrian improvements. The
Transforming Haystack Road: Traffic Calming and Safety Study is focused on a 1.3-mile-long segment of Haystack
Road in southern Palm Desert between Highway 74 and Portola Avenue. The project plans to install new crosswalks at
several intersections and upgrade signals at the intersection of Highway 74. Meanwhile, the Coachella Valley
Association of Governments (CVAG) Active Transportation Plan helps to plan for the CV Link regional bike trail. The
Local Road Safety Plan and the CVAG Transportation Project Prioritization Study both identified specific intersections
and road segments throughout the city as safety project case studies that should be prioritized for improvement.
Several roadways or intersections from both studies are on the HIN, including areas along Portola Avenue, Monterey
Avenue and Fred Waring Drive.
Where specific roadways are highlighted for improvements, Highway 111 stands out as a frequent mention. This road
accounts for a significant stretch of the HIN. The Envision Palm Desert Strategic Plan envisions a revitalization of the
Highway 111 corridor as well as promotion of non-single occupancy vehicles. Both of these goals provide
opportunities to improve pedestrian and bicycle safety and connectivity along Highway 111 and throughout the city.
The Walk and Roll program plans to install bike lanes throughout the city, including on Highway 111 as well as
Country Club Drive, another high-crash roadway. Finally, the CVAG Transportation Project Prioritization Study names
two intersections along Highway 111 as high-scoring projects for regional arterial improvement funding.
Crash Data Overview
These analyses use crash data from 2013 - 2022 from the Transportation Injury Mapping System (TIMS). This dataset
includes over 1,500 injury-causing crashes in the study area, of which 226 involved a person walking or biking.
To help the city focus resources on the most needed safety improvements, this analysis prioritizes crashes that
resulted in someone being killed or seriously injured (KSI) but considers minor injury crashes as well. While the High
Injury Network considered crashes of all modes, bicycle and pedestrian-involved crashes were given higher priority.
PALM DESERT164SAFE ROUTES FOR OLDER ADULTS
466
Complete Palm Desert Safe Routes for Older Adults High Injury Network
Analysis
Safety Plan Review
The Existing Conditions memo summarized relevant transportation plans affecting Palm Desert. This section will
summarize the plans most relevant to safety, particularly for people walking and biking, as context for the HIN.
Several plans call for citywide improvements to sidewalk and pedestrian infrastructure. The Palm Desert General Plan
and Connect SoCal 2024 both call for investments in the bicycle network and improved pedestrian facilities, with an
emphasis on safety. The Walk and Roll program also includes sidewalk improvements throughout the city. These
investments will provide more safe options for people walking and biking in Palm Desert.
Other plans provide lists of segments and intersections to be prioritized for bicycle and pedestrian improvements. The
Transforming Haystack Road: Traffic Calming and Safety Study is focused on a 1.3-mile-long segment of Haystack
Road in southern Palm Desert between Highway 74 and Portola Avenue. The project plans to install new crosswalks at
several intersections and upgrade signals at the intersection of Highway 74. Meanwhile, the Coachella Valley
Association of Governments (CVAG) Active Transportation Plan helps to plan for the CV Link regional bike trail. The
Local Road Safety Plan and the CVAG Transportation Project Prioritization Study both identified specific intersections
and road segments throughout the city as safety project case studies that should be prioritized for improvement.
Several roadways or intersections from both studies are on the HIN, including areas along Portola Avenue, Monterey
Avenue and Fred Waring Drive.
Where specific roadways are highlighted for improvements, Highway 111 stands out as a frequent mention. This road
accounts for a significant stretch of the HIN. The Envision Palm Desert Strategic Plan envisions a revitalization of the
Highway 111 corridor as well as promotion of non-single occupancy vehicles. Both of these goals provide
opportunities to improve pedestrian and bicycle safety and connectivity along Highway 111 and throughout the city.
The Walk and Roll program plans to install bike lanes throughout the city, including on Highway 111 as well as
Country Club Drive, another high-crash roadway. Finally, the CVAG Transportation Project Prioritization Study names
two intersections along Highway 111 as high-scoring projects for regional arterial improvement funding.
Crash Data Overview
These analyses use crash data from 2013 - 2022 from the Transportation Injury Mapping System (TIMS). This dataset
includes over 1,500 injury-causing crashes in the study area, of which 226 involved a person walking or biking.
To help the city focus resources on the most needed safety improvements, this analysis prioritizes crashes that
resulted in someone being killed or seriously injured (KSI) but considers minor injury crashes as well. While the High
Injury Network considered crashes of all modes, bicycle and pedestrian-involved crashes were given higher priority.
(Page intentionally left blank)
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467
00.
Alta Planning + Design, Inc. 1 Complete SRFOA Outreach and Engagement Report
Complete Palm Desert Safe Routes for Older Adults Outreach and
Engagement Report
This report provides an overview of the outreach and engagement activities conducted as part of the development of
the Palm Desert Safe Routes for Older Adults (SRFOA) Plan. Engaging with stakeholders is vital for creating a final plan
that effectively meets the key priorities of older adults. For the Palm Desert SRFOA Plan, the Project Team worked
closely with Palm Desert staff to identify key stakeholders and develop opportunities for extensive community
involvement. Feedback received from older adults, who are the best experts of their mobility needs, was essential in
developing recommendations to effectively support this population. This comprehensive approach enabled
stakeholders to learn about the goals of the SRFOA Plan, express their concerns regarding traffic safety, and
contribute to the decision-making process and final project recommendations.
Outreach and Engagement Overview
Outreach was conducted in two phases. Phase I occurred in spring 2023 and focused on listening to community needs
and concerns, including the collection of existing conditions data. Phase II occurred in fall 2024 and focused on
gathering community feedback on draft recommendations. This robust engagement strategy included workshops,
walk audits, pop-ups, virtual webinars, and the establishment of an Advisory Committee to ensure diverse
participation and representation.
A project website (https://www.engagepalmdesert.com/vision-zero) was also created to disseminate project
information, promote events, and gather feedback from those unable to participate in in-person outreach activities.
Activities were advertised through project and event flyers, direct mailers, social media posts, and the project
website. Future SRFOA events were also advertised at preceding in-person events. Promotional materials, such as
flyers, were created in English and Spanish.
Palm Desert Advisory Committee
The City established a Palm Desert Advisory Committee to be a guiding body for the SRFOA Plan development
process. Participants included representatives from:
• City of Palm Desert
• City of Indian Wells
• City of La Quinta
• Coachella Valley Association of Governments
• Desert Recreation District
• Riverside County Sheriff’s Office
• The Joslyn Center
The Advisory Committee met three times over the course of the project. At the first meeting, the Project Team
introduced the SRFOA Plan, shared existing conditions findings, and discussed upcoming outreach and engagement
opportunities. To support the proposed outreach and engagement strategy, committee members offered to assist
distribute project materials through their organizations.
D.
Complete
Outreach
and
Engagement
Report
468
Alta Planning + Design, Inc. 1 Complete SRFOA Outreach and Engagement Report
Complete Palm Desert Safe Routes for Older Adults Outreach and
Engagement Report
This report provides an overview of the outreach and engagement activities conducted as part of the development of
the Palm Desert Safe Routes for Older Adults (SRFOA) Plan. Engaging with stakeholders is vital for creating a final plan
that effectively meets the key priorities of older adults. For the Palm Desert SRFOA Plan, the Project Team worked
closely with Palm Desert staff to identify key stakeholders and develop opportunities for extensive community
involvement. Feedback received from older adults, who are the best experts of their mobility needs, was essential in
developing recommendations to effectively support this population. This comprehensive approach enabled
stakeholders to learn about the goals of the SRFOA Plan, express their concerns regarding traffic safety, and
contribute to the decision-making process and final project recommendations.
Outreach and Engagement Overview
Outreach was conducted in two phases. Phase I occurred in spring 2023 and focused on listening to community needs
and concerns, including the collection of existing conditions data. Phase II occurred in fall 2024 and focused on
gathering community feedback on draft recommendations. This robust engagement strategy included workshops,
walk audits, pop-ups, virtual webinars, and the establishment of an Advisory Committee to ensure diverse
participation and representation.
A project website (https://www.engagepalmdesert.com/vision-zero) was also created to disseminate project
information, promote events, and gather feedback from those unable to participate in in-person outreach activities.
Activities were advertised through project and event flyers, direct mailers, social media posts, and the project
website. Future SRFOA events were also advertised at preceding in-person events. Promotional materials, such as
flyers, were created in English and Spanish.
Palm Desert Advisory Committee
The City established a Palm Desert Advisory Committee to be a guiding body for the SRFOA Plan development
process. Participants included representatives from:
• City of Palm Desert
• City of Indian Wells
• City of La Quinta
• Coachella Valley Association of Governments
• Desert Recreation District
• Riverside County Sheriff’s Office
• The Joslyn Center
The Advisory Committee met three times over the course of the project. At the first meeting, the Project Team
introduced the SRFOA Plan, shared existing conditions findings, and discussed upcoming outreach and engagement
opportunities. To support the proposed outreach and engagement strategy, committee members offered to assist
distribute project materials through their organizations.
469
Alta Planning + Design, Inc. 2 Complete SRFOA Outreach and Engagement Report
The second meeting included an overview of completed public outreach to-date, and a discussion of bicycle and
pedestrian facilities under consideration for the forthcoming SRFOA recommendations. The Committee shared that La
Quinta is already implementing active transportation improvements, including near the Washington Street / Avenue
of the States Older Adult Priority Area. The City of Palm Desert also shared that many existing crosswalks were
already being upgraded to high-visibility crosswalks, and requested this be noted in the SRFOA Plan.
The last meeting provided a project status update, an overview of the SRFOA recommendations, and a discussion of
SRFOA project prioritization. The Committee requested the Project Team consider the Coachella Valley Association of
Governments’ Active Transportation Design Guidelines (2021), the CV Link Master Plan (2016), and AB43 (a new law
allowing local governments to lower speed limits on major streets) in the SRFOA Plan.
Phase I – Existing Conditions
Safe Routes for Older Adults Surveys
April – July 2024
Participation: 93 surveys
The Project Team developed the SRFOA Survey to gain insights into the preferred modes of travel, as well as concerns
and interests of older adults regarding walking, biking, and using public transit. The survey also aimed to identify
common physical challenges that might affect older adults’ use of active transportation and to pinpoint specific
locations that need improvements for safer walking and biking. The survey was available in both printed and online
formats. The survey was open from April to July 2024, and promoted at the City’s Spring Concert Series, the SRFOA
workshop, the Joslyn Center Pop-up, and through the City of Palm Desert’s e-newsletter. The survey collected a total
of 93 responses.
According to the results, more than 87% of respondents live in Palm Desert over six months every year, and about
80% have resided in Palm Desert for more than five years.
Most survey respondents get around Palm Desert by driving themselves (Figure 1). Other common modes of
transportation include walking or using a mobility device such as wheelchairs (26%), getting a ride with someone else
(17%), and using rideshare (14%). Although about 13% of respondents bike in Palm Desert, one survey comment
highlighted that most cyclists feel threatened by drivers, who often view them as an inconvenience. Additionally, 9%
of respondents use golf carts as their ways of getting around the area.
PALM DESERT168SAFE ROUTES FOR OLDER ADULTS
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Alta Planning + Design, Inc. 3 Complete SRFOA Outreach and Engagement Report
Figure 1. Current Preferred Modes of Transportation Among Older Adults in Palm Desert
The top three concerns when walking and biking in Palm Desert (Figure 2Error! Reference source not found.) are
traffic safety related to cars (63%), lack of shade (22%), and disconnected or broken sidewalks (20%). Many
respondents expressed an interest to walk or bike more frequently (Figure 3) to increase their physical activity (74%),
adopt a more environmentally friendly lifestyle (38%), and reduce their reliance on driving (34%). Additional factors
that might encourage older adults to walk or bike in Palm Desert include the desire for greater flexibility and
independence, as well as the opportunity to socialize with others.
Figure 2. Older Adults’ Top 3 Concerns When Walking and Biking in Palm Desert
26%
13%
2%
94%
17%
0%
14%
9%
0%
3%
Walk or use a mobility device (e.g., wheelchair)
Bike
Public transit
Drive myself
Get a ride with someone else
Paratransit service
Take a taxi, Uber, Lyft or other rideshare
Golf cart
I don’t travel in/through Palm Desert
Other
0%10%20%30%40%50%60%70%80%90%100%
How do you usually get around Palm Desert?
8%
63%
20%
3%
9%
4%
9%
4%
13%
17%
12%
22%
12%
12%
10%
I can’t physically do it/it causes discomfort
I am concerned about traffic safety from cars (e.g., speeding)
Sidewalks are missing or are in poor condition
Crosswalks are too far apart or are in poor condition
Bike lanes are missing or do not meet my needs
Street signs and traffic signals are confusing or hard to see
Poor visibility or not enough street lighting
Buses or transit stops feel unsafe or are not comfortable
Public transit is unreliable or wait times are too long
I am concerned about crime/physical safety
There aren’t benches where I can rest
There isn’t enough shade
I am not interested in walking/biking/rolling
I don’t have any concerns about traveling in Palm Desert
Other
0%10%20%30%40%50%60%70%
Select your top 3 concerns when walking and biking in Palm Desert
Alta Planning + Design, Inc. 2 Complete SRFOA Outreach and Engagement Report
The second meeting included an overview of completed public outreach to-date, and a discussion of bicycle and
pedestrian facilities under consideration for the forthcoming SRFOA recommendations. The Committee shared that La
Quinta is already implementing active transportation improvements, including near the Washington Street / Avenue
of the States Older Adult Priority Area. The City of Palm Desert also shared that many existing crosswalks were
already being upgraded to high-visibility crosswalks, and requested this be noted in the SRFOA Plan.
The last meeting provided a project status update, an overview of the SRFOA recommendations, and a discussion of
SRFOA project prioritization. The Committee requested the Project Team consider the Coachella Valley Association of
Governments’ Active Transportation Design Guidelines (2021), the CV Link Master Plan (2016), and AB43 (a new law
allowing local governments to lower speed limits on major streets) in the SRFOA Plan.
Phase I – Existing Conditions
Safe Routes for Older Adults Surveys
April – July 2024
Participation: 93 surveys
The Project Team developed the SRFOA Survey to gain insights into the preferred modes of travel, as well as concerns
and interests of older adults regarding walking, biking, and using public transit. The survey also aimed to identify
common physical challenges that might affect older adults’ use of active transportation and to pinpoint specific
locations that need improvements for safer walking and biking. The survey was available in both printed and online
formats. The survey was open from April to July 2024, and promoted at the City’s Spring Concert Series, the SRFOA
workshop, the Joslyn Center Pop-up, and through the City of Palm Desert’s e-newsletter. The survey collected a total
of 93 responses.
According to the results, more than 87% of respondents live in Palm Desert over six months every year, and about
80% have resided in Palm Desert for more than five years.
Most survey respondents get around Palm Desert by driving themselves (Figure 1). Other common modes of
transportation include walking or using a mobility device such as wheelchairs (26%), getting a ride with someone else
(17%), and using rideshare (14%). Although about 13% of respondents bike in Palm Desert, one survey comment
highlighted that most cyclists feel threatened by drivers, who often view them as an inconvenience. Additionally, 9%
of respondents use golf carts as their ways of getting around the area.
VISION ZERO STRATEGY169SAFE ROUTES FOR OLDER ADULTS
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Alta Planning + Design, Inc. 4 Complete SRFOA Outreach and Engagement Report
Figure 3. Older Adults’ Motivations for Walking and Biking More Often
The most common physical challenges reported by respondents in their daily lives (Figure 4) are stepping up (25%),
maintaining balance (24%), and walking (20%). These challenges should be carefully considered when planning and
designing infrastructure improvements.
Figure 4. Survey Responses to "Do you experience difficulties with any of the following that affect your daily life?"
12%
74%
14%
21%
22%
34%
6%
13%
12%
38%
19%
6%
Save money
Increase physical activity
More independent
Added flexibility about how and when I get around
Enjoy being around other people
Like to drive less
Go more places
More recreational and/or social trips
Complete errands more conveniently (e.g., medical, shopping)
More environmentally friendly
Not interested in walking/biking/rolling
Other
0%10%20%30%40%50%60%70%80%
What appeals to you about walking and biking more often?
5%
13%
0%
2%
1%
20%
25%
24%
2%
3%
52%
Seeing
Hearing
Sense of touch
Cognition (ex: thinking speed, memory, decision-making)
Mental health
Walking
Stepping up (ex: climbing stairs, getting on/off the bus, curbs)
Balance
Prefer not to answer
Other
None of the above
0%10%20%30%40%50%60%
Do you experience difficulties with any of the following in a way that affects
your daily life?
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The Project Team also asked respondents to share their preferred ways of receiving information about Palm Desert to
enable efficient outreach during future efforts. The most effective ways to communicate with older adults in Palm
Desert (Figure 5) are through Joslyn Center email blasts and newsletters (58%), City of Palm Desert email blasts and
newsletters (46%), social media platforms like Facebook and Nextdoor (29%), and the City of Palm Desert website
(26%).
Figure 5. Preferred Communication Channels for Older Adults in Palm Desert
Vision Zero Pop-ups at Palm Desert Spring Concert Series
April 18, 2024 & May 2, 2024
Palm Desert Civic Center Park
Attendees: 70 (total)
The Project Team attended the City of Palm Desert’s Spring Concert Series on two evenings: April 18, 2024 and May 2,
2024. The Spring Concert Series is a major, outdoor concert open to the public with free admission and draws many
attendees from the older adult population.
The City set up a booth for the Project Team near the concert stage that was highly visible to arriving concert
attendees. The City also provided free water bottles and coffee table books to encourage visitors to stop at the booth.
The Project Team distributed one flyer containing information about the Palm Desert Vision Zero Strategy, a second
flyer with upcoming SRFOA events, and a third flyer that directed community members to the online SRFOA survey.
Nearly 70 concert attendees visited the booth over the two evenings. Many attendees were pleased to learn about
the Vision Zero Strategy and how the City is working to make it safer to walk and bike around Palm Desert. Several
guests stated while they support the project, they were returning to their out-of-state homes following the end of the
winter season and would be unable to attend upcoming events. Nevertheless, over 44 SRFOA surveys were submitted
after the two concerts. Respondents stated speeding drivers, insufficient shade, and missing sidewalks or sidewalks in
poor condition as the biggest concerns regarding and walking and biking in Palm Desert.
26%
11%
46%
1%
21%
58%
29%
0%
16%
City of Palm Desert website
Engage Palm Desert website
City email blasts/newsletters
City of Palm Desert mobile application (Palm Desert in Touch)
Through my neighborhood group or homeowners’ association
Joslyn Center email blasts/newsletters
Social media (Facebook, Nextdoor, etc.)
Radio ads
Other
0%10%20%30%40%50%60%70%
How do you usually get information about things that are going on in Palm
Desert?
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Safe Routes for Older Adults Walk Audits
Town Center Way/Fred Waring Drive – April 30, 2024
Washington Street/Avenue of the States – May 1, 2024
The Joslyn Center – May 3, 2024
Attendees: 1-5 (total)
Three SRFOA walk audits were conducted as part of the project. The first was centered in the area around Town
Center Way and Fred Waring Drive, the second around Washington Street and Avenue of the States, and the third
around the Joslyn Center. Each walk audit location coincided with the three Older Adult Priority Areas identified as
part of the SRFOA Plan, which were selected based on the presence of affordable housing communities and key
destinations for residents aged 55+ or 62+, demographics, and collision history.
Due to factors including hot weather and limited time to advertise the audits, none of the walk audits had community
participation. However, the Project Team hosted a SRFOA pop-up on May 2, 2024, one day prior to the Joslyn Center
walk audit, and gathered ample input from Joslyn Center visitors regarding roadway safety around the Center and in
other locations throughout Palm Desert (see the following section for additional detail on the Joslyn Center pop-up
event. Additionally, the Project Team spoke with passing community members during the first two walk audits,
gathering input from a younger demographic which nonetheless proved beneficial information to developing
recommendations that would address walking and bicycling concerns for all demographics, including older adults.
Typical concerns included speeding drivers, drivers cutting off pedestrians while walking in a crosswalk, and difficulty
seeing pedestrian signals on the other side of major intersections, such as along Highway 111.
Safe Routes for Older Adults Pop-up
May 2, 2024
The Joslyn Center
Attendees: 25
The Project Team set up a table on behalf of the SRFOA Plan at the Joslyn Center the morning of May 2, 2024. At the
event, the Project Team distributed a flyer with upcoming SRFOA events and a flyer with a link to the online SRFOA
survey, and advertised the SRFOA walk audit that would be conducted around the Joslyn Center the following
morning of May 3, 2024. The Project Team also had a large aerial map to draw Joslyn Center guests to the table and
use it as a means of collecting feedback regarding roadway safety around the Joslyn Center.
The table attracted about 25 Joslyn Center visitors, many of which were passing through the lobby to attend a
community class. Many were interested in hearing more about the SRFOA Plan, including the goals and timeline. Six
guests offered extensive feedback regarding roadway safety around the Joslyn Center. Typical comments included
sidewalk network gaps along residential roads, inadequate street lighting, speeding cars along Catalina Way, and
difficulty crossing larger intersections such as those along Highway 111.
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Safe Routes for Older Adults Workshop
May 28, 2024
Palm Desert Area Chamber of Commerce
Attendees: 10
The Project Team and Palm Desert city staff hosted a SRFOA Workshop at the Palm Desert Area Chamber of
Commerce on the evening of May 28, 2024. During the workshop, the Project Team presented poster boards detailing
the project background, maps showing existing conditions including collision data, and walking and biking patterns for
older adults aged 55+. Additionally, the Project Team provided several interactive boards where participants could
learn and vote for their top three preferred types of pedestrian and bicycle facilities. There was also a citywide map
and three detailed maps of priority areas for older adults, allowing participants to draw, comment, and leave notes
about areas needing improvements. Paper surveys and QR code flyers linked to an online digital survey were
distributed to gather further input.
Ten participants attended the event, many of whom had already heard about the SRFOA Plan and came prepared
with questions and comments. The majority voted for Class IV Separated Bikeways and Class II Buffered Bike Lanes as
their top bicycle facility choices. For pedestrian facilities, sidewalks, high-visibility crosswalks, and curb extensions
were the top choices. Additionally, participants expressed concerns about the lack of streetlights.
The feedback received from participants included:
• Lack of sidewalks near the Joslyn Center, the neighborhood between Highway 111 and Grapevine Street, and
along Edgehill Drive
• A sharp turn near Palm Village Park creating an unsafe environment for children and families walking, biking,
and skating
• Washington Street and Avenue of the States being a dangerous intersection
• Speeding issues along Michigan Drive
• Drivers running stop signs at El Paseo/Monterey Avenue and along San Gorgonio Way from Monterey
Avenue to San Pablo Avenue
• The need for bike facilities on El Paseo and connections from CV Link
Joslyn Center Spring Health and Wellness Fair
May 29, 2024
The Joslyn Center
Attendees: 33
On the morning of May 29, 2024, the Project Team set up a table on behalf of the SRFOA Plan at the Joslyn Center
Spring Health and Wellness Fair. The Project Team distributed the SRFOA survey both in paper form and a QR code
flyer linked to the survey. The Project Team also displayed a citywide map and provided comment cards, inviting
guests to draw, comment, and leave notes about areas needing improvements.
The table attracted approximately 33 participants, many of whom were interested in hearing more about the SRFOA
Plan, including the goals and timeline. The Project Team received extensive feedback regarding roadway safety in
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Palm Desert. Common comments included inadequate transit connections to Rancho Mirage, Sky Valley, and other
nearby neighborhoods, gaps in the sidewalk network, insufficient street lighting, short pedestrian signal timing,
speeding, and unsafe walking conditions along major streets. Several participants mentioned that they reside in gated
communities and prefer walking within those areas due to feeling unsafe on city roads.
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Phase II – Review of Recommendations
City of Palm Desert Open Houses
October 15, 2024 & October 17, 2024
Attendees: 23
To complement the Project Team’s engagement effort, staff from the City of Palm Desert conducted independent,
targeted outreach to gather additional community input on bicycle and pedestrian infrastructure improvements. To
ensure meaningful engagement, the City mailed 6,329 letters directly to Palm Desert residents, inviting them to
attend one of two open house meetings held on October 15 and October 17, 2024.
These meetings provided an opportunity for residents to share their perspectives on critical safety and accessibility
issues. A total of 23 attendees participated, offering valuable feedback such as:
• The need to address high vehicular speeds
• Requests for additional sidewalks and safety measures in South Palm Desert (e.g., Grapevine Street)
• Concerns about unsafe pedestrian access across Washington Street
• Calls for more bicycle- and pedestrian-friendly roads throughout Palm Desert
• Suggestions to slow vehicles in residential areas of South Palm Desert
• A need for safer bicycling conditions on Highway 111
• Improved maintenance of sidewalks and bike lanes to keep them clear of debris
• Expansion of bike lanes where feasible
• A request for crosswalks on Shadow Mountain at Lupine Lane
• Extend the sidewalk on Portola Avenue through the intersection near the Vintage entrance
Safe Routes for Older Adults Virtual Recommendations Workshop
December 16, 2024
Zoom Meeting
Attendees: 4
The Project Team hosted a virtual workshop on December 16, 2024, to present draft SRFOA recommendations to the
Palm Desert community. To advertise the workshop, the City of Palm Desert mailed nearly 1,000 postcards containing
information about the workshop to residences located in the three Older Adult Priority Areas.
The presentation included a brief overview of the purpose of the SRFOA Plan, a summary of findings from completed
community engagement, and an explanation of how the draft recommendations were developed. The presentation
concluded with an overview of proposed recommendations at the three Older Adult Priority Areas, and an
explanation of how residents can provide their input on the draft recommendations via the project website.
The Community Input Opportunities section of the project website (https://www.engagepalmdesert.com/vision-zero)
includes a recording of the Safe Routes for Older Adults Virtual Recommendations Workshop.
Alta Planning + Design, Inc. 8 Complete SRFOA Outreach and Engagement Report
Palm Desert. Common comments included inadequate transit connections to Rancho Mirage, Sky Valley, and other
nearby neighborhoods, gaps in the sidewalk network, insufficient street lighting, short pedestrian signal timing,
speeding, and unsafe walking conditions along major streets. Several participants mentioned that they reside in gated
communities and prefer walking within those areas due to feeling unsafe on city roads.
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00.E.
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City Wide
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Safe Routes for Older Adults – Citywide Recommendations 1
Palm Desert Safe Routes for Older Adults – Citywide Recommendations
Many physical changes can be made to streets and sidewalks to increase the safety, visibility, and appeal of
walking, bicycling, and taking transit for older adults. During the Safe Routes for Older Adults walk audits and
engagement activities, attendees and staff identified several common infrastructure challenges that might
discourage people of all ages, especially older adults, from walking, biking, and taking transit in Palm Desert.
These common challenges include inadequate or low-quality bicycle/pedestrian infrastructure (e.g., faded
crosswalks), accessibility issues or limitations (e.g., curb ramps that are not up to the current ADA standard due
to the lack of truncated domes), driveway conflicts, lack of shade, and general conflicts between vehicles and
pedestrians and bicyclists (e.g., encroachment in crosswalks).
This section summarizes best practices and guidelines for bicycle and pedestrian infrastructure that can be
implemented across the city, not just in the Older Adult Priority Areas. The City can refer to these best practices
for other areas of Palm Desert, ongoing maintenance, and for incorporation in future pedestrian and bicycle
infrastructure projects.
Reduce Speed Limits
To enhance pedestrian safety, it is recommended that the City reduce speed limits in locations with high pedestrian
activity, especially in areas with higher concentrations of students and older adults. Assembly Bill 43 (AB 43) offers
Caltrans and local authorities greater flexibility in setting and adjusting speed limits. AB 43 includes the following
provisions which have been summarized for brevity:1
• Increased considerations for vulnerable pedestrian groups, when performing engineering and traffic surveys
(E&TS).
• Speed limits may be lowered to as low as 15 mph pursuant to an engineering and traffic survey (E&TS).
• Speed limits may be rounded from the 85th percentile speed either up or down.
• Lowering of speed limits by 5 mph for highways designated as a safety corridor, or where a portion of
highway is adjacent to any land or facility that generates high concentrations of bicyclists or pedestrians.
• Allows retaining the current speed limit or restoration of the immediately prior speed limit if no additional
general-purpose lanes have been added to the roadway since completion of an E&TS.
• Defines a business activity district and allows 25 mph or 20 mph prima facie speed limit in it, when a highway
has a maximum of four traffic lanes.
A high-injury network has been identified in Palm Desert as part of the City’s Vision Zero Strategy. The City can
consider prioritizing these corridors as safety corridors for speed reduction studies. For more detailed information on
the provisions of AB 43, please refer to the link.
Installing Shared-Use Paths
Shared-use paths provide a dedicated space for walking, biking, and other non-motorized travel modes, reducing
potential conflicts with vehicles. It is recommended that the City should consider the installation of shared-use paths
across suitable locations to enhance active transportation and improve safety for pedestrians and cyclists. As part of
this effort, the City is currently designing a shared-use path along Fred Waring Drive near the Joslyn Center area,
which will soon be constructed as part of Phase 3 of the Walk and Roll implementation. Expanding this initiative
1 California Traffic Control Devices Committee Agenda Item Report, August 04, 2022
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Safe Routes for Older Adults – Citywide Recommendations 2
citywide will encourage safer, more accessible options for all residents, promoting healthier and more sustainable
transportation choices while completing CV Link separated bikeway facilities.
High-Visibility Crosswalks
Faded crosswalks are less visible to drivers, increasing the chance cars will drive through without stopping or
otherwise encroach on the pedestrian right-of-way. Restoring the visibility of crosswalks will allow drivers to see
pedestrians in a marked crosswalk more easily. The City should consider developing an annual paving and
sidewalk repair project, which may include installing new signing and striping improvements to meet City
standards after paving is completed. This approach aligns with best practices in asset management, ensuring
that infrastructure remains in good condition thereby preventing expensive deferred maintenance costs. The
City could also consider marking crosswalks with thermoplastic striping, which can extend the asset lifetime to
five years.
There are also several all-way stop intersections without marked crosswalks, including Catalina Way and San
Pascual Avenue at the southeast corner of the Joslyn Center. Therefore, the City should consider conducting a
citywide crosswalk analysis to identify deficiencies and gaps, and developing a plan to close the gaps by
restriping faded crosswalks or striping new high-visibility crosswalks. At locations with heavy foot traffic, painted
crosswalks could effectively draw drivers’ attention to crossing pedestrians and slow down traffic. Crosswalks
outside of schools, parks, senior centers, shopping centers, and other key destinations can be considered higher
priority.
To further protect elderly pedestrians, the City
can consider building crosswalks that are built
up or "raised" to line up with the curb/sidewalk,
especially midblock on minor and local streets
or in the areas with heavy foot traffic, such as
shopping centers and medical centers. An
elevated crossing makes the pedestrian more
prominent in drivers’ field of vision and allows
pedestrians to cross at-grade with the sidewalk,
which also provides extra safety and
convenience to pedestrians who need ADA
accommodations. Elevated crossings also serve
as speed deterrents to reduce vehicle speeds
and improve motorist yielding to people
crossing the street.
(Raised crosswalk in Boston, MA. Source: Peter Furth/ nacto.org)
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Curb Extensions
Walk audit participants observed newly constructed
curb extensions near the Joslyn Center along San
Pablo Avenue and expressed that this treatment
enhances their sense of safety when crossing the
street. Curb extensions increase the overall visibility
of pedestrians by aligning them with the parking lane
and reducing the crossing distance for pedestrians.
The City can continue with its existing curb extension
program and build additional curb extensions along
wide streets, in neighborhoods with senior housing,
and along residential streets where feasible. The City
can also consider installing curb extensions at
midblock crossing locations, such as the one on San
Pablo Avenue between Catalina Way and San
Nicholas Avenue, where feasible.
Concrete curb extensions can be costly, so the City may consider exploring options for using more affordable
and interim materials, such as temporary curbs, bollards, planters, or striping. These options would allow the
City to cover more locations more quickly, and would provide the opportunity to test and observe the
effectiveness of the proposed curb extensions and make any necessary modifications to improve pedestrian
safety. These temporary treatments could be replaced with concrete as funding becomes available.
Sidewalk Gaps Connection and Maintenance
Disconnected sidewalks have been a widely reported issue in the project’s outreach events and walk audits.
Although sidewalk existence and condition data have been documented for specific study areas in the Palm
Desert Safe Routes for Older Adults plan, it is recommended that the City develop a complete citywide sidewalk
inventory to better identify and track sidewalk gaps. Addressing these sidewalk gaps is crucial to create a
cohesive and continuous network of walkways that encourages walking as a viable mode of transportation.
Connecting these gaps will enhance mobility and increase physical activity potential for all residents, including
those with disabilities, school-aged children, and the elderly.
Additionally, regular sidewalk maintenance and repair is important to prevent hazards such as cracks, uneven
surfaces, and obstructions. Under the current Palm Desert Code of Ordinance, the owner of lots, or portions of
lots, fronting on any portion of a public street are responsible for cleaning, repairing, and maintaining sidewalk
areas (Chapter 12.26 Public Sidewalk Repairs). The City can consider implementing an annual paving and
sidewalk repair project, which includes identifying sidewalk repair locations through inspections, digging out of
cracks in concrete, and repairing concrete sidewalks, curbs, and gutters. The City should prioritize repairing
locations that are frequented by the elderly, such as near senior housing to maximize mobility and minimize
potential obstructions and fall risks.
(A curb extension at a midblock crossing location. Source: Palm Desert
Safe Routes for Older Adults Walk Audit)
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Sidewalk Obstruction Management
Community members have pointed out that sidewalks
are occasionally blocked by trash bins, debris, and
overgrown vegetation, which all inhibit pedestrian
access. The City should implement regular inspections
and prompt removal of obstructions to ensure sidewalks
remain clear and accessible. The City can also establish a
citywide sidewalk access educational program to educate
residents and businesses about proper trash bin
placement and debris disposal, which will help mitigate
these blockages. Additionally, informing residents about
the Palm Desert In Touch reporting system
(https://www.palmdesert.gov/our-
city/departments/public-works/report-a-problem) and
encouraging pedestrians to notify the city of sidewalk obstructions will enable swift responses and maintain
walkability.
Curb Ramps
Palm Desert inlucdes numerous missing curb
ramps and existing curb ramps that do not meet
the most current ADA standards (e.g., lacking
truncated domes that provide tactile feedback).
To improve accessibility, the City has developed
an ADA transition plan in 2008, where City staff
conducted an on-site inventory at four key
locations: the Civic Center, Civic Center Park,
Corporation Yard, and City Library. During this
process, curb ramps and 12 other facility areas
were assessed with recommendations provided
to meet ADA requirements. The City can expand
this effort by conducting a citywide gap analysis.
Implementing ADA-compliant curb ramps across
the City will bridge gaps between sidewalks,
enhancing mobility for all residents, especially those with disabilities and the elderly.
Curb ramp maintenance is also an important safety factor. The City can incorporate curb ramp inspection into
the Annual Paving and Sidewalk Repair Project. These inspections should be conducted yearly to ensure curb
ramps remain in good condition and are repaired as needed. Curb ramps should be updated when other
projects, such as new sidewalk or curb extension construction, are being implemented and as part of routine
maintenance.
(New ADA-curb ramps at Catalina Way and San Pablo Avenue. Source:
Palm Desert Safe Routes for Older Adults Walk Audit)
(Trash bins blocking sidewalks. Source: Palm Desert Safe Routes for
Older Adults Walk Audit)
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Safe Routes for Older Adults – Citywide Recommendations 5
Pedestrian Buffers
Pedestrian buffers represent a key safety feature and greatly contribute to the quality of the pedestrian
environment by separating walkers from moving traffic. Buffers can be parked cars, planting strips, or other
safety features. The City can conduct an analysis of areas with heavy foot traffic, such as shopping centers and
medical centers, to identify where pedestrian buffers are needed most and implement them strategically.
Pedestrian Refuge Islands
Walk audit participants appreciated the new
pedestrian refuge islands observed along San
Pablo Avenue. Pedestrian refuge islands are
protected areas where people may safely
pause or wait while crossing a street. They
are particularly helpful as waiting areas for
older adults, persons with disabilities,
children, and others who may be less able to
cross a wide street all at once. At signalized
intersections, they allow slower-moving
pedestrians to cross in two phases. At
unsignalized locations, they simplify the act of
finding a gap in traffic to cross since vehicles
from only one direction must be dealt with at
a time.
The City can investigate crosswalks along
appropriate roads in Palm Desert and consider installing pedestrian refuge islands where space allows (e.g.,
where an existing center turn lane or median exists), as part of ongoing maintenance and implementation of
other projects.
(A pedestrian refugee island at a midblock crossing location on San Pablo
Avenue. Source: Palm Desert Safe Routes for Older Adults Walk Audit)
(A pedestrian buffer on El Paseo. Source: Palm Desert
Safe Routes for Older Adults Walk Audit)
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Leading Pedestrian Intervals (LPIs)
Palm Desert pedestrians often face challenges when crossing large intersections on multi-lane roads, including
conflicts with drivers who turn in front of pedestrians with the right-of-way. Implementing a leading pedestrian
interval (LPI) allows pedestrians to enter the crosswalk 3-7 seconds before vehicles are given a green light, giving
pedestrians time to establish their presence in the crosswalk before vehicles have priority to turn right or left.
LPIs increase visibility and reduce conflicts between drivers and pedestrians. The City can also adjust crossing
time to 2.8 feet per second to ensure people of all ages and abilities have sufficient time to cross all
intersections safely. The City can evaluate locations for LPIs near major commercial hubs (e.g., areas near Town
Center Way and Fred Waring Drive) and other common senior destinations like parks, the library, and the Joslyn
Center. LPIs are most effective in areas with high foot traffic.
Audible Pedestrian Crossing Signals
Older adults in Palm Desert noted challenges in seeing pedestrian signals, especially at large intersections and
during peak sunlight hours. The City can explore solutions such as implementing audible pedestrian crossing
signals at wide intersections to enhance pedestrian safety and accessibility. These signals provide crucial
auditory cues that assist visually impaired individuals in safely navigating intersections, promoting inclusivity and
independence. Moreover, audible signals benefit all pedestrians by reinforcing awareness of crossing times and
encouraging compliance with traffic signals.
Countdown Pedestrian Signals
Countdown pedestrian signals are traffic signals that display a numerical countdown, indicating how many
seconds remain before the pedestrian signal turns red. These signals help pedestrians know how much time
they have left to cross the street safely. The countdown can be shown on a digital display or as a visual timer,
typically in a form of numbers or lights, allowing pedestrians to make informed decisions about when to begin
crossing or if they need to hurry. They are especially helpful in busy areas, promoting safety and reducing the
risk of accidents.
Right Turn Restrictions
Community members have also expressed concerns about right-turn traffic failing to stop for pedestrians and
turning at high speed, especially near large intersections. Prohibiting “Right Turn on Red” (RTOR) has been
shown to increase pedestrian safety, decrease crashes at the intersection, and avoid motorists blocking
pedestrian crossing movements. Prohibiting RTOR is a simple, low-cost measure and together with a leading
pedestrian interval, the signal changes can benefit pedestrians with minimal impacts on traffic. This treatment
should be considered in locations with high pedestrian foot traffic and places where higher rates of children and
seniors cross, such as near parks and senior housing facilities. No RTOR signage should be clearly visible to right-
turning drivers stopped at the crosswalk.
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Safe Routes for Older Adults – Citywide Recommendations 7
Recessed Stop Line
During the walk audits, participants observed
several vehicles obstructing pedestrian paths
by encroaching on crosswalks. To help curb this
behavior, vehicle stop lines can be moved
further back to 10 to 15 feet from the
crosswalk. These recessed stop lines allow
pedestrians and drivers to have a clearer view
of each other and more time in which to assess
each other's intentions. Other benefits of the
recessed stop lines include allowing buses and
other large transit vehicles to make wide turns
using two lanes around tight curb radii at small
intersections and enabling tighter intersection
geometry to reduce the typical turning speed
of general traffic. While no specific locations for
this treatment were identified during the walk
audit, the City can update stop lines on an
ongoing basis as crosswalks are added or
restriped, roads are repaved, etc.
Bus Bulbs
Implementing bus bulbs is a transformative
step towards enhancing mobility and
efficiency. By extending sidewalks to align
with bus stops, bus bulbs streamline
boarding and alighting processes, making
public transit more accessible and
convenient for commuters. Bus bulbs can
also improve transit reliability by reducing
the need for buses to pull out of the travel
lane and then re-enter the lane after
boarding and alighting of passengers. These
infrastructure enhancements also prioritize
pedestrian safety by reducing the need for
buses to pull in and out of traffic, minimizing
conflicts between vehicles and pedestrians.
Furthermore, when implemented near
intersections, bus bulbs also act as curb
extensions and held reduce crossing
distances, which is especially useful for older adults or others who may take longer to cross the street.
Additionally, bus bulbs with cut-throughs for curbside or sidewalk-level bike lanes can address conflicts where
buses currently block existing bikeways, ensuring safer and more efficient travel for bicyclists and pedestrians
alike.
(A bus bulb with cut-throughs for a curbside bike lane. Source: nacto.org)
(Recessed stop lines are used at this signalized mid-block crossing to
improve sight distances and to give the motorist who initially fails to
see the crosswalk more time to stop. The cyclist can advance ahead
which aids in cyclist safety, particularly with right-turning motorists.
Source: FHWA.
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Bus Shelters and Seating
Participants in the walk audits and outreach events expressed that the lack of bus shelters and seating has
discouraged them from taking transit. Additionally, existing bus shelters/structure often do not provide an
adequate amount of shade. To address these concerns, the City and transit agencies can host listening sessions
with older adults and other residents to discuss examples of existing transit shelters/structures and brainstorm
new designs that would be more accessible, comfortable, and useful. Engaging the community in these
discussions ensures that the new bus shelters meet the specific needs of the users, providing ample seating and
sufficient shade to encourage greater transit use.
Pedestrian Signage
Pedestrian signage is used to inform motorists or pedestrians of a legal requirement and should only be used
when the legal requirement is not otherwise apparent. Common pedestrian signage includes pedestrian crossing
signs, pedestrian warning signs, WALK signs, DON’T WALK, and “Cross streets do not stop” signs. The decision to
use these signs is based upon engineering judgement. The use of these pedestrian signages may be more helpful
near schools and areas with concentrations of higher concentrations of senior adult pedestrians.
Wayfinding Program
The City is currently developing a wayfinding program in areas with high pedestrian activity, particularly where
there are larger concentrations of older adults. A well-designed wayfinding program, including clear signage and
maps, can help pedestrians navigate more easily, promoting more convenient and more confident movement
throughout the city.
Street Trees
Providing street trees can greatly enhance the walking experience. On average, the number of days too hot to
comfortably walk in Palm Desert will increase approximately by 19 days by 2050.2 Street trees offer shade,
significantly reducing the heat experienced by pedestrians and making outdoor activities more enjoyable. They
create a visually appealing environment, contributing to the overall aesthetic of the city and encouraging more
people to walk. Additionally, trees help improve air quality by absorbing pollutants and releasing oxygen,
promoting a healthier lifestyle for the community. The City’s Landscape Services Division has produced a series
of landscape design guides that provide information regarding street trees appropriate for Palm Desert’s hot
climate.3
2 Projected Thermal Comfort for Pedestrians and Bicyclists, Alta Planning + Design.
3 Landscaping and Park Maintenance, City of Palm Desert.
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Not all trees provide the same degree of shade. For example, palm trees hardly provide any shade. Therefore,
the City should consider tree species that are well-suited to Palm Desert’s climate and possess robust canopies
that offer substantial shade.
Pedestrian
Scale
Lighting
According to the City of Palm Desert Code of Ordinance § 24.16.025 Public street lighting, t he City does not
encourage the use of street lighting in order to minimize light pollution and light trespass, and preserve the
night-time environment in the city. However, lighting of pedestrian facilities plays a key role in increasing the
safety performance of the road network for all users. Effective pedestrian lighting installations are a means of
addressing the vulnerability of pedestrians during dark conditions and improving safety and security for road
users of all ages and abilities. Lighting may also increase a pedestrians’ confidence in performing certain tasks,
such as assessing and selecting appropriate gaps at uncontrolled crossings and monitoring vehicles approaching
and making different movements through both signalized and unsignalized intersections. The City has
established a set of guidelines with which to regulate the installation, operation, and maintenance of overhead
street lighting in the city (Code of Ordinance § 24.16.025 Public Street Lighting). The city seeks to make
provisions for street lighting that will be beneficial to city residents, and to provide for this lighting in an orderly,
efficient, and equitable manner. The Code of Ordinance lists out locations that should receive street lighting:
(Projected Thermal Comfort for Pedestrians and Bicyclists. Source: Alta Planning + Design)
VISION ZERO STRATEGY185SAFE ROUTES FOR OLDER ADULTS
487
Safe Routes for Older Adults – Citywide Recommendations 10
1. Residential street lighting shall be positioned at intersections.
2. Residential street lighting shall be positioned mid-block on streets greater than eight hundred feet in
length.
3. Residential street lighting shall be positioned at the end of cul-de-sacs when the street is greater than
three hundred feet in length.
4. Commercial and industrial streets shall have lighting positioned at intersections.
5. Other locations and/or spacing of lighting may be required by the city engineer.
6. Locations other than intersections where the lighting will provide an aid to traffic or public safety may
be required by the city engineer.
The Code of Ordinance outlines the types of lighting that are suitable for street lighting in single-family
residential districts. These options enhance illumination along pedestrian pathways, improving public safety
while minimizing light pollution:
1. High pressure sodium (HPS) street lighting in single-family residential districts is prohibited.
2. Light emitting diodes (LED) street lighting in single-family residential districts shall use nine thousand
five hundred lumens or less and shall be full-cutoff luminaries with house side shields.
3. Pedestrian scale post top luminaries in single-family residential districts with total lamp lumens of less
than four thousand five hundred may be non-cutoff if the fixture meets the requirements to prevent
direct view of the lamp source by shielding the source with louvers and/or opaque lens. Internal fixture
reflector with a clear lens that distributes the light out of the fixture in a manner that promotes glare
control may also be allowed. Refractors are not recommended to shield the lamp source. House side
shields may be required to reduce the light directed towards residences.
Construction Management
It is essential that construction zones provide a connected and continuous pedestrian and bicyclist passage from
end to end during every phase of work. The City can establish best practices for construction management plans
and temporary traffic control, focusing on minimizing physical impacts to pedestrian and bicycle routes and
providing clear, concise detour instructions when needed. This approach ensures that older adults and all
pedestrians can navigate construction zones safely and comfortably. These may include the following guidelines
from the Federal Highway Administration:
• Promote adequate pedestrian safety through physical separation from active construction spaces and
vehicular traffic.
• Provide adequate and safe detours whenever sidewalks are closed or blocked. Clear the path of debris
and other items that may obstruct pedestrians’ paths.
• Use signs at intersections to give advance notification of closures ahead and adequately inform
pedestrians where to cross.
• Carefully consider the placement of intersection crosswalks, implement additional signing/marking, add
and/or relocate transit stops, and modify traffic signals (traffic signal timing, pedestrian signals, push
buttons) as necessary.
• Consider walking speeds, including for slower pedestrians like older adults, and the distance pedestrians
travel when traversing travel lanes to determine minimum green time.
• Make pedestrian routes ADA compliant and available to pedestrians during all phases of construction .
• Provide a continuous, detectable edging throughout the length of the facility such that pedestrians using
a long cane can follow it.
PALM DESERT186SAFE ROUTES FOR OLDER ADULTS
488
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VISION ZERO STRATEGY187SAFE ROUTES FOR OLDER ADULTS
489
00.F.
SRFOA
Suggested
Routes
Maps
490
(Page intentionally left blank)
VISION ZERO STRATEGY189SAFE ROUTES FOR OLDER ADULTS
491
PALM DESERT190SAFE ROUTES FOR OLDER ADULTS
0 0.10.05 Miles
Ä111
CATALINA WAY
EL PASEO
PALM DESERT DRIVE
SAN CARLOS A V E N UE
SAN GORGONIO WAY
DE ANZA WAY
EUNEVA OLLIRBAC
SAN LUIS REY AVENUE
EUNEVA OLBAP NAS
PANOR
A
M
A
D
R
I
V
E
EUNEVA
ALOTROP
PRI M R O S E D R I V E
RUTLEDGE WAY
ENAL
NOYNAC REVLIS
SANTA ROSA WAY
SA N T A R O S A C IRCLE
DESERT S TA R B O U L E V A R D
EL CORTEZ WAY
MASSON STREET
ROYAL PALM DRIVE
EUNEVA OMLESNA
NAS
ALESSANDRO DRIVE
FRED WARING DRIVE
B UENA
C
IRCLE
EUNEVA LAUCSAP NAS
YAW INMULA
ERIN STREET
A
S
T
E
R D
RIVE
KRUG AVENUE
ALESSANDRO ALLEY
SAN MARINO WAY
O
LIVE C O URT
SAN JUAN AVENUE
SAN JOSE AVENUE
SAN JACINTO AVENUE
VELARDO DRIVE
S
A
N
T
A
A
N
I
T
A
A
V
E
N
U
E
SAN NICHOLAS AVENUE
GUADALUPE AVENUE
SAN RAFAEL AVENUE
MARIGO
L
D
DRIVE
GOLETA AVENUE
Palma
Village
Park
Palm Desert
Civic Center Park
TheJoslynCenter
Shopping Plaza
Jensen’sShopping Center
The Gardens on El Paseo
El PaseoSquare
Shopping Plaza
KaiserPermanente
Nakashima Golf
Palm DesertCity Hall
Palm DesertCommunityCenter
Family YMCAof the Desert
Palm DesertLibrary
College ofthe Desert
McCallumTheatre
Use caution when crossing;
there are no crosswalks
and north-south trac on
San Pascual Avenue does
not have stop signs.
Use caution when crossing;
there are no crosswalks.
Watch for approaching
vehicles when using this
midblock crossing.
Watch for approaching
vehicles when crossing
this trac circle.
Watch for approaching
vehicles when crossing
this trac circle.
Passengers taking bus 11
can board at these bus
stations.
Passengers taking
buses 5 and 6 can
board at this bus
station.
Passengers taking
buses 5, 6, and 500
can board at this
bus station.
Use caution when
crossing; this is a large
and busy intersection.
Use caution when
crossing; this is a large
and busy intersection.
Use extreme caution; this
segment along San Pascual
Avenue has some sidewalk gaps.
0.5 miles from
the Joslyn Center
~15 minutes
W A L K I N G TIME FROM THE JOSLYN CENTER
~16 minutes
W A L K I N G TIME FROM THE JOSLYN CENTER
Use caution when crossing;
north-south trac on San
Pablo Avenue does not
have stop signs.
THE JOSLYN CENTER AREA
Suggested Routes Map
MILE0.100.05
LEGEND
This map is intended for informational purposes only.
City of Palm Desert does not guarantee the safety of
these routes or persons utilizing them, and assumes no
responsibility or liability therefore.
engagepalmdesert.com/vision-zero
Suggested Walking Route
Intersection with Stop Sign
Bus Stop
Crosswalk
Intersection with Traffic Signal
Crossing Location with
Advance Yield Marking
Intersection with Traffic Circle
Fred Waring DrFred Waring Dr
Catalina WayCatalina Way
Santa Rosa WaySanta Rosa Way
Sa
n
P
a
s
c
u
a
l
A
v
e
Sa
n
P
a
s
c
u
a
l
A
v
e
Sa
n
P
a
b
l
o
A
v
e
Sa
n
P
a
b
l
o
A
v
e
Po
r
t
o
l
a
A
v
e
Po
r
t
o
l
a
A
v
e
492
VISION ZERO STRATEGY191SAFE ROUTES FOR OLDER ADULTS
00.10.05Miles
Ä111
CATALINA WAY
EL PASEO
PALM DESERT DRIVE
SAN CARLOS A V E N UE
SAN GORGONIO WAY
DE ANZA WAY
EUNEVA OLLIRBAC
SAN LUIS REY AVENUE
EUNEVA OLBAP NAS
PANOR
A
M
A
D
R
I
V
E
EUNEVA
ALOTROP
PRI M R O S E D R I V E
RUTLEDGE WAY
ENAL
NOYNAC REVLIS
SANTA ROSA WAY
SA N T A R O S A C IRCLE
DESERT S TA R B O U L E V A R D
EL CORTEZ WAY
MASSON STREET
ROYAL PALM DRIVE
EUNEVA OMLESNA
NAS
ALESSANDRO DRIVE
FRED WARING DRIVE
B UENA
C
IRCLE
EUNEVA LAUCSAP NAS
YAW INMULA
ERIN STREET
A
S
T
E
R D
RIVE
KRUG AVENUE
ALESSANDRO ALLEY
SAN MARINO WAY
O
LIVE C O URT
SAN JUAN AVENUE
SAN JOSE AVENUE
SAN JACINTO AVENUE
VELARDO DRIVE
S
A
N
T
A
A
N
I
T
A
A
V
E
N
U
E
SAN NICHOLAS AVENUE
GUADALUPE AVENUE
SAN RAFAEL AVENUE
MARIGO
L
D
DRIVE
GOLETA AVENUE
Palma
Village
Park
Palm Desert
Civic Center Park
TheJoslynCenter
Shopping Plaza
Jensen’sShopping Center
The Gardens on El Paseo
El PaseoSquare
Shopping Plaza
KaiserPermanente
Nakashima Golf
Palm DesertCity Hall
Palm DesertCommunityCenter
Family YMCAof the Desert
Palm DesertLibrary
College ofthe Desert
McCallumTheatre
Use caution when crossing;
there are no crosswalks
and north-south trac on
San Pascual Avenue does
not have stop signs.
Use caution when crossing;
there are no crosswalks.
Watch for approaching
vehicles when using this
midblock crossing.
Watch for approaching
vehicles when crossing
this trac circle.
Watch for approaching
vehicles when crossing
this trac circle.
Passengers taking bus 11
can board at these bus
stations.
Passengers taking
buses 5 and 6 can
board at this bus
station.
Passengers taking
buses 5, 6, and 500
can board at this
bus station.
Use caution when
crossing; this is a large
and busy intersection.
Use caution when
crossing; this is a large
and busy intersection.
Use extreme caution; this
segment along San Pascual
Avenue has some sidewalk gaps.
0.5 miles from
the Joslyn Center
~15 minutes
WALKING TIME FROM THE JOSLYN CENTER
~16 minutes
WALKING TIME FROM THE JOSLYN CENTER
Use caution when crossing;
north-south trac on San
Pablo Avenue does not
have stop signs.
THE JOSLYN CENTER AREA
Suggested Routes Map
MILE0.100.05
LEGEND
This map is intended for informational purposes only.
City of Palm Desert does not guarantee the safety of
these routes or persons utilizing them, and assumes no
responsibility or liability therefore.
engagepalmdesert.com/vision-zero
Suggested Walking Route
Intersection with Stop Sign
Bus Stop
Crosswalk
Intersection with Traffic Signal
Crossing Location with
Advance Yield Marking
Intersection with Traffic Circle
Fred Waring DrFred Waring Dr
Catalina WayCatalina Way
Santa Rosa WaySanta Rosa Way
Sa
n
P
a
s
c
u
a
l
A
v
e
Sa
n
P
a
s
c
u
a
l
A
v
e
Sa
n
P
a
b
l
o
A
v
e
Sa
n
P
a
b
l
o
A
v
e
Po
r
t
o
l
a
A
v
e
Po
r
t
o
l
a
A
v
e
493
PALM DESERT192SAFE ROUTES FOR OLDER ADULTS
0 0.10.05 Miles
Magnesia Spring
Ecological Reserve
Ä74
Ä111
EUNEVA
YERETNOM
DAOR AUHSOJ
PARK VIEW DRIVE
SAN GORGONIO WAY
HAHN ROAD
FRED WARING DR IVE
EVIRD
NEVAHRIAF
SONORA DRIVE
SAN
D
P
I
P
E
R
RANCHO GRANDE
A R B O L E DA AVENUE
ALESSANDRO ALLEY
E
L PASEO
S A N J U A N D RIVE
FLEETWOOD C
I
RCLE
CACTUS DRIVE
SIERRA VISTA
GLORI ANA D R I V E
TAMPICO DRIVE
S
AN LU I S DR I V E
PALM DESERT DRIVE
TOW
N
CE
N
T
E
R
WAY
E
D
G
E
HILL DRIVE
SANTA ROSA WAY
SAN NICHOLAS AVENUE
CATALINA WAY
GUADALUPE AVENUE
PAIN
T
E
R
S
P
A
T
H
ALUMNI WAY
Rancho Mirage
TownCenterPlaza
TownCenterSquareShoppingCenter
The Shops at Palm Desert
Palms to Pines WestShopping Center
WaringPlazaPalm DesertLas SombrasVillage
WalmartNeighborhoodMarket
Desert CrossingShopping Center
AcuityEyeGroup
Desert Hand & Plastic SurgeryCenterKingdomHall ShoppingPlaza
Artists CouncilArtists Centerat the Galen
Church
PalmDesertFireDepartment
McCallumTheatre
Use caution when crossing; this is
a large and busy intersection.
Use extra caution when crossing
the right turn slip lane at the
northwest and southwest corners.
Use caution when
crossing; this is a large
and busy intersection.
Use extra caution when
crossing the right turn slip
lane at the northeast corner.
Use caution when
crossing Fred Waring Dr;
this is a large and busy
intersection.
Use caution when
crossing Town Center Way;
this is a large and busy
intersection.
Passengers taking
buses 4, 5, 6 and 11
can board at this
bus station.
Passengers taking
buses 5, 6, 11, and
500 can board at
this bus station.
Passengers taking
buses 1 and 11 can
board at this bus
station.
Passengers taking
buses 1, 4, and 11
can board at this
bus station.
Passengers taking buses
5, 6, and Amtrak Thruway
Connecting Service can
board at this bus station.
0.5 miles from
Town Center Plaza
0.5 miles from
Town Center Plaza
~10 minutes
WALKING TIME FROM
TOWN CENTER PLAZA ~10 minutes
WALKING TIME FROM
TOWN CENTER PLAZA
FRED WARING DR AND TOWN CENTER WAY AREA
Suggested Routes Map
LEGEND
This map is intended for informational purposes only.
City of Palm Desert does not guarantee the safety of
these routes or persons utilizing them, and assumes no
responsibility or liability therefore.
engagepalmdesert.com/vision-zero
MILE0.100.05
Suggested Walking Route
Intersection with Stop Sign
Bus Stop
Crosswalk
Intersection with Traffic Signal
Fred Waring DrFred Waring Dr
Hahn RdHahn Rd
To
w
n
C
e
n
t
e
r
W
a
y
To
w
n
C
e
n
t
e
r
W
a
y
Mo
n
t
e
r
e
y
A
v
e
Mo
n
t
e
r
e
y
A
v
e
S
R
-
1
1
1
S
R
-
1
1
1
494
VISION ZERO STRATEGY193SAFE ROUTES FOR OLDER ADULTS
00.10.05Miles
Magnesia Spring
Ecological Reserve
Ä74
Ä111
EUNEVA
YERETNOM
DAOR AUHSOJ
PARK VIEW DRIVE
SAN GORGONIO WAY
HAHN ROAD
FRED WARING DR IVE
EVIRD
NEVAHRIAF
SONORA DRIVE
SAN
D
P
I
P
E
R
RANCHO GRANDE
A R B O L E DA AVENUE
ALESSANDRO ALLEY
E
L PASEO
S A N J U A N D RIVE
FLEETWOOD C
I
RCLE
CACTUS DRIVE
SIERRA VISTA
GLORI ANA D R I V E
TAMPICO DRIVE
S
AN LU I S DR I V E
PALM DESERT DRIVE
TOW
N
CE
N
T
E
R
WAY
E
D
G
E
HILL DRIVE
SANTA ROSA WAY
SAN NICHOLAS AVENUE
CATALINA WAY
GUADALUPE AVENUE
PAIN
T
E
R
S
P
A
T
H
ALUMNI WAY
Rancho Mirage
TownCenterPlaza
TownCenterSquareShoppingCenter
The Shops at Palm Desert
Palms to Pines WestShopping Center
WaringPlazaPalm DesertLas SombrasVillage
WalmartNeighborhoodMarket
Desert CrossingShopping Center
AcuityEyeGroup
Desert Hand & Plastic SurgeryCenterKingdomHall ShoppingPlaza
Artists CouncilArtists Centerat the Galen
Church
PalmDesertFireDepartment
McCallumTheatre
Use caution when crossing; this is
a large and busy intersection.
Use extra caution when crossing
the right turn slip lane at the
northwest and southwest corners.
Use caution when
crossing; this is a large
and busy intersection.
Use extra caution when
crossing the right turn slip
lane at the northeast corner.
Use caution when
crossing Fred Waring Dr;
this is a large and busy
intersection.
Use caution when
crossing Town Center Way;
this is a large and busy
intersection.
Passengers taking
buses 4, 5, 6 and 11
can board at this
bus station.
Passengers taking
buses 5, 6, 11, and
500 can board at
this bus station.
Passengers taking
buses 1 and 11 can
board at this bus
station.
Passengers taking
buses 1, 4, and 11
can board at this
bus station.
Passengers taking buses
5, 6, and Amtrak Thruway
Connecting Service can
board at this bus station.
0.5 miles from
Town Center Plaza
0.5 miles from
Town Center Plaza
~10 minutes
WALKING TIME FROM
TOWN CENTER PLAZA ~10 minutes
WALKING TIME FROM
TOWN CENTER PLAZA
FRED WARING DR AND TOWN CENTER WAY AREA
Suggested Routes Map
LEGEND
This map is intended for informational purposes only.
City of Palm Desert does not guarantee the safety of
these routes or persons utilizing them, and assumes no
responsibility or liability therefore.
engagepalmdesert.com/vision-zero
MILE0.100.05
Suggested Walking Route
Intersection with Stop Sign
Bus Stop
Crosswalk
Intersection with Traffic Signal
Fred Waring DrFred Waring Dr
Hahn RdHahn Rd
To
w
n
C
e
n
t
e
r
W
a
y
To
w
n
C
e
n
t
e
r
W
a
y
Mo
n
t
e
r
e
y
A
v
e
Mo
n
t
e
r
e
y
A
v
e
S
R
-
1
1
1
S
R
-
1
1
1
495
PALM DESERT194SAFE ROUTES FOR OLDER ADULTS
LIART RENRAW
R E S O R T E R BOULEVARD
CALIFORNIA DRIVE
WOODHAVEN LANE
HOVLEY LANE
MISSOURI DRIVE
EDINBOROUGH STREET
TUCSON CIRCLE
P
R
E
S
T
O
N
T
R
A
IL
WOODHAVEN DRIVE
MICHIGAN DRIVE ID A HO ST
HIDDEN RIVER ROAD
ENAL
AHSITAL
PAL
M
E
T
T
O
LANE
AVENUE OF
THE STATES
D
E
L
A
W
AR E S T R E E T
J
U
P
I
T
E
R
H
I
L
L
S
C
O
U
R
T
MINNESOTA AVENUE
ROBIN ROAD
MOUNTAIN VIEW
DELAWARE PLACE
WA
S
H
I
N
G
T
O
N
S
T
R
E
E
T
Joe
Mann
Park
Bermuda Dunes
0 0.10.05 Miles
Palm DesertCountry ClubAssociation
WashingtonSquare
Grocery Outlet
PalmVillage
Albertsons
Church
WoodhavenCountry Club
Palm Desert ResortCountry Club
Passengers taking
buses 7, 700 and
701 can board at
this bus station.
Passengers taking
buses 7 and 700
can board at this
bus station.
Use caution when
crossing; this is a large
and busy intersection.
Use caution when
crossing Washington St;
this is a large and busy
intersection.
0.7 miles from
Palm Desert
Country Club
Association
0.5 miles from
Palm Desert
Country Club
Association
0.5 miles from
Palm Desert
Country Club
Association
~10 minutes
WALKING TIME
FROM PALM DESERT
COUNTRY CLUB
ASSOCIATION
~11 minutes
WALKING TIME
FROM PALM DESERT
COUNTRY CLUB
ASSOCIATION
~15 minutes
WALKING TIME
FROM PALM DESERT
COUNTRY CLUB
ASSOCIATION
Watch for approaching
vehicles when crossing
this trac circle.
LEGEND
This map is intended for informational purposes only.
City of Palm Desert does not guarantee the safety of
these routes or persons utilizing them, and assumes no
responsibility or liability therefore.
engagepalmdesert.com/vision-zero
MILE0.100.05
WASHINGTON ST AND AVE OF THE STATES AREA
Suggested Routes Map
Suggested Walking Route
Intersection with Stop Sign
Bus Stop
Crosswalk
Intersection with Traffic Signal
Intersection with Traffic Circle
Hovley Ln EHovley Ln E
Ave of the StatesAve of the States
Michigan DrMichigan Dr
California DrCalifornia Dr
Wa
s
h
i
n
g
t
o
n
S
t
Wa
s
h
i
n
g
t
o
n
S
t
Idaho St
Idaho St
496
VISION ZERO STRATEGY195SAFE ROUTES FOR OLDER ADULTS
LIART RENRAW
RESORTER BOULEVARD
CALIFORNIA DRIVE
WOODHAVEN LANE
HOVLEY LANE
MISSOURI DRIVE
EDINBOROUGH STREET
TUCSON CIRCLE
P
R
E
S
T
O
N
T
R
A
IL
WOODHAVEN DRIVE
MICHIGAN DRIVE ID A HO ST
HIDDEN RIVER ROAD
ENAL
AHSITAL
PAL
M
E
T
T
O
LANE
AVENUE OF
THE STATES
D
E
L
A
W
ARE STREET
J
U
P
I
T
E
R
H
I
L
L
S
C
O
U
R
T
MINNESOTA AVENUE
ROBIN ROAD
MOUNTAIN VIEW
DELAWARE PLACE
WA
S
H
I
N
G
T
O
N
S
T
R
E
E
T
Joe
Mann
Park
Bermuda Dunes
00.10.05Miles
Palm DesertCountry ClubAssociation
WashingtonSquare
Grocery Outlet
PalmVillage
Albertsons
Church
WoodhavenCountry Club
Palm Desert ResortCountry Club
Passengers taking
buses 7, 700 and
701 can board at
this bus station.
Passengers taking
buses 7 and 700
can board at this
bus station.
Use caution when
crossing; this is a large
and busy intersection.
Use caution when
crossing Washington St;
this is a large and busy
intersection.
0.7 miles from
Palm Desert
Country Club
Association
0.5 miles from
Palm Desert
Country Club
Association
0.5 miles from
Palm Desert
Country Club
Association
~10 minutes
WALKING TIME
FROM PALM DESERT
COUNTRY CLUB
ASSOCIATION
~11 minutes
WALKING TIME
FROM PALM DESERT
COUNTRY CLUB
ASSOCIATION
~15 minutes
WALKING TIME
FROM PALM DESERT
COUNTRY CLUB
ASSOCIATION
Watch for approaching
vehicles when crossing
this trac circle.
LEGEND
This map is intended for informational purposes only.
City of Palm Desert does not guarantee the safety of
these routes or persons utilizing them, and assumes no
responsibility or liability therefore.
engagepalmdesert.com/vision-zero
MILE0.100.05
WASHINGTON ST AND AVE OF THE STATES AREA
Suggested Routes Map
Suggested Walking Route
Intersection with Stop Sign
Bus Stop
Crosswalk
Intersection with Traffic Signal
Intersection with Traffic Circle
Hovley Ln EHovley Ln E
Ave of the StatesAve of the States
Michigan DrMichigan Dr
California DrCalifornia Dr
Wa
s
h
i
n
g
t
o
n
S
t
Wa
s
h
i
n
g
t
o
n
S
t
Idaho St
Idaho St
497
498
Page 1 of 3
CITY OF PALM DESERT
STAFF REPORT
MEETING DATE: April 24, 2025
PREPARED BY: Pedro Rodriguez, Code Compliance Supervisor
SUBJECT: STUDY SESSION: LANDSCAPE MAINTENANCE AND CONSTRUCTION
START TIMES.
RECOMMENDATION:
Provide feedback on addressing code inconsistencies for landscape maintenance and
construction start times.
BACKGROUND/ANALYSIS:
Current Issue
The Palm Desert Municipal Code (PDMC) establishes different start times across various
sections for the following type of activities:
Construction work
Private property maintenance activities
Golf course maintenance
City-owned property maintenance
These inconsistencies create enforcement challenges, particularly when similar activities—such
as landscape maintenance—are subject to different regulations based solely on the location or
the party performing the work. For example, a private landscape contractor may be restricted to
a 9:00 AM start, while a City landscape contractor or construction project nearby may begin as
early as 7:00 AM.
This has led to increased complaints and confusion from both residents and contractors.
Additionally, Code Compliance staff have experienced challenges in applying and explainin g
these inconsistent standards during enforcement and outreach efforts. Property maintenance,
which includes landscape maintenance, is regulated by PDMC Section 9.24.075. The table
below outlines the current regulations and illustrates the inconsistencies across activity types.
Table 1 – PDMC Construction and Maintenance Hours
Construction Activity Property Maintenance* Parking Lot Sweeper
October 1st through April 30th
Monday - Friday: 7:00 AM – 5:30 PM 9:00 AM – 5:30 AM 7:01 AM – 9:59 PM
Saturday: 8:00 AM – 5:00 PM 9:00 AM – 5:30 AM
Sunday: None 9:00 AM – 5:30 AM
Government code
holidays:
None Not Allowed
499
City of Palm Desert
Property Maintenance Start Times
Page 2 of 3
May 1st through September 30th
Monday - Friday: 5:30 AM – 7:00 PM 8:00 AM – 5:30 PM 7:01 AM – 9:59 PM
Saturday: 8:00 AM – 5:00 PM 9:00 AM – 5:30 AM
Sunday: None 9:00 AM – 5:30 AM
Government code
holidays:
None Not Allowed
*Golf Courses & Tennis Courts:
5:30 AM – 7:00 PM,7-days a
week. Blowers must operate at
the hours listed above
Resident Complaints & Code Compliance Efforts
Since October 1, 2024, Code Compliance staff have received approximately twenty (20)
complaints regarding landscape contractors starting work before permitted hours. Notably,
complaints were mostly related to non-permitted start times rather than noise levels.
To address these concerns, Code Compliance staff conducted early morning enforcement and
educational efforts in January and February 2025, engaging approximately 30 landscape
contractors. A recurring issue raised by crews was the inconsistency in regulations; private
landscape contractors had to wait until 9:00 AM to begin work, while City crews were exempt
and able to start at 7:00 AM. This included performing the same type of maintenance across the
street between the hours of 7:00 AM and 9:00 AM. Additionally, construction activity was also
occurring during that timeframe as permitted by Section 9.24.070.
As a result of this enforcement and outreach efforts, staff also began receiving complaints
regarding the delayed start times, from both residents and contractors, highlighting the need for
consistent regulatory enforcement.
Considerations
Several factors warrant reconsideration of current start times:
Consistency & Fairness: The discrepancy between private and city landscape
maintenance causes confusion and frustration among workers and business owners.
Work Hours & Seasonal Adjustments: Landscape workers prefer starting around 7:00
AM when daylight allows, particularly in cooler months.
Heat Illness Prevention: The California Department of Industrial Relations mandates
heat illness prevention measures for outdoor workers. Allowing earlier start times will help
workers avoid extreme temperatures and reduce health risks.
Business & Residential Needs: Standardized start times for property maintenance,
similar to those for construction and city landscape contractors, would benefit business
owners and residents alike.
Streamline process for City staff: Code enforcements would have a streamlined and
clearer process to deal with resident complaints on activity.
Survey of Adjacent Cities
Table 2 below provides a summary of Property Maintenance start times for other Coachella
Valley cities, which all have aligned start times.
500
City of Palm Desert
Property Maintenance Start Times
Page 3 of 3
Table 2 – Coachella Valley cities maintenance start times
City Property Maintenance Start Times
Rancho Mirage Monday – Friday: 7:00 am – 6:00 pm
Weekends not permitted
Indian Wells Monday – Friday: 7:00 am – 5:00 pm
Weekends not permitted
Cathedral City Residential: 8:00 am – 8:00 pm
Commercial: 7:00 am – 8:00 pm
Palm Springs Residential: 8:00 am – 8:00 pm
Commercial: 7:00 am – 8:00 pm
La Quinta October 1 through April 30: 7:00 am – 5:30 pm
May 1 through September 30: 6:00 am – 7:00 pm
Request
Staff is seeking feedback from the City Council on whether Palm Desert Municipal Code (PDMC)
Section 9.24.075 (Property Maintenance) should be amended to align with the permitted start
times outlined in PDMC Section 9.24.070 (Construction Activitie s).
Legal Review:
This report has been reviewed by the City Attorney’s Office.
FINANCIAL IMPACT:
There is no financial impact related to this action.
ATTACHMENTS:
Presentation will be provided prior to the meeting as supplemental material.
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Page 1 of 3
CITY OF PALM DESERT
STAFF REPORT
MEETING DATE: April 24, 2025
PREPARED BY: Vanessa Mager, Management Analyst
SUBJECT: El Paseo Courtesy Cart Program
RECOMMENDATION:
Provide feedback on future operations of the El Paseo Courtesy Cart program.
BACKGROUND/ANALYSIS:
The El Paseo Courtesy Cart Program offers transportation to visitors free of charge, on El Paseo.
The program began operation in September 2004 with one (1) cart, operating five (5) days per
week. Over the years, the program expanded to include two (2) standard carts and one (1) ADA -
accessible cart, with service extended to seven (7) days per week , 11:00 a.m. – 6:00 p.m. The
carts generally operate from October to May, covering the corridor between Portola Avenue and
Highway 74.
The current contract for the El Paseo Courtesy Cart Program is set to expire on May 26, 2025
with the current vendor Circuit Transit, Inc. To ensure continued service, staff intends to seek
bids for a new contractor to operate the Courtesy Carts from October 2025 to May 2026, with an
option to extend the agreement for up to two additional years. At this time, staff is seeking
guidance from the City Council on expectations for the program moving forward.
The table below provides the ridership data and cost analysis for the last several years.
Annual Ridership
Month
FY
2022-23
FY
2023-24
FY
2024-25
October 467 672 577
November 563 967 1,088
December 583 1,256 1,205
January 627 1,050 968
February 1,210 1,497 1,431
March 2,100 2,075 2,698
April 1,073 1,264 -
May 949 1,079 -
Total 7,572 9,860 7,967
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April 10, 2025 – Staff Report
El Paseo Courtesy Cart Program
Page 2 of 3
Annual Budget:
FY
2021/22
FY
2022/23
FY
2023/24
FY
2024/25
Contract Total $204,100 $219,241 $223,966 $224,720
Appointed Body Recommendation:
At its February 20, 2025, meeting, the El Paseo Parking and Business Improvement District
(EPPBID) board expressed interest in extending operating hours, particularly on weekends, to
better accommodate evening diners and shoppers.
In response to previous City Council discussions on the topic, staff asked the EPPBID if they
would support the potential expansion of service beyond the district . While they did express
support, it was contingent upon additional carts being added to the fleet.
Expansion of Service
Previously, the City Council explored the possibility of expanding Courtesy Cart service to areas
beyond El Paseo, such as The Living Desert. Staff is revisiting this proposal in light of the
upcoming contract renewal. If the City Council approves expanded service, staff recommends
establishing a dedicated route with scheduled departures from a designated location, ensuring
service extends late enough to accommodate return trips. This expanded service could be
included as an option in the new Courtesy Cart operator agreement, contingent on vehicle
availability and the selected operator. The cost of implementing an additional route would
depend on operational hours and whether new vehicles would need to be acquired.
If existing carts were used for trips beyond El Paseo, staff estimates that each trip would take a
minimum of 20 minutes, reducing service within the corridor to only two (2) carts, one of which
would be the ADA-accessible cart, for extended periods.
Considerations
1. Maintain the Current Program: Three (3) carts—two (2) standard and one (1) ADA-
accessible—operating seven (7) days a week from 11:00 a.m. to 6:00 p.m. along El Paseo
between Portola Avenue and Highway 74.
2. Extend Operating Hours on Weekends: At its February 20th meeting, the El Paseo
Parking and Business Improvement District (EPBID) board expressed interest in
expanding weekend hours to better serve evening diners and shoppers.
3. Expand Route and Fleet: If the City Council wishes to explore this, staff recommends
adding additional carts to minimize turnaround time and service disruptions.
4. Expand Service Off El Paseo: If carts were to service locations beyond El Paseo,
existing carts would be unavailable for a minimum of 20 minutes per trip. Staff
recommends a separate designated route with regular departures, rather than using
existing carts for this purpose.
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April 10, 2025 – Staff Report
El Paseo Courtesy Cart Program
Page 3 of 3
Legal Review:
This report has been reviewed by the City Attorney’s Office.
FINANCIAL IMPACT:
The FY 2025-26 Annual Budget includes a request for $275,000 for the Courtesy Cart program
at its current service level. Any changes to the service could impact the cost and would require
additional funding from the General Fund.
ATTACHMENTS:
1. Circuit Transit Original Contract C43540
2. Circuit Transit Amendment No. 1
3. Circuit Transit Amendment No. 2
4. PowerPoint Presentation
505
506
Contract No. C43540
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AGREEMENT FOR SERVICES TO OPERATE
THE EL PASEO COURTESY CART SERVICE
OCTOBER 14, 2022 THROUGH MAY 29, 2023
This Agreement dated July 14, 2022 is entered into between the City of Palm Desert (
CITY) and Circuit Transit, Inc. (CONTRACTOR), for the operation of the El Paseo Courtesy
Cart Service, a non-fixed route public transit service within the City of Palm Desert. This
Agreement shall cover the period beginning on October 14, 2022, and ending on May
29, 2023.
1. Background: The CITY desires that CONTRACTOR operate the El
Paseo Courtesy Cart Service along El Paseo within the City of Palm Desert during the
contract period. The CONTRACTOR will provide these services while operating three (
3) Neighborhood Electric Vehicles (NEV) owned by the CONTRACTOR. The courtesy
cart services are offered free of charge to the general public and shoppers on El
Paseo, and the CONTRACTOR shall neither charge for services nor solicit tips in any
manner for the services.
2. Vehicle Operation: Vehicles shall be in regular service seven days per
week in accordance with the attached Schedule (Exhibit “A”): 11:00 a.m. through 6:00
p.m. daily, starting October 14, 2022 - May 29, 2023 (days subject to change by the
CITY), including holidays, except Christmas Day and Thanksgiving Day. Vehicles are
permitted to be out of service for one half-hour plus two 15-minute breaks during each
seven-hour operating period. No breaks shall be taken consecutively. At direction of
the CITY, more hours may be added to the schedule described herein or may be
reduced from this schedule. In the event that the number of hours is changed, the
contract amount will be adjusted accordingly by application of the unit rates contained
in the CONTRACTOR’s Proposal (Exhibit “B"). The CITY retains the right to increase,
decrease, or, with thirty (30) days’ notice, to suspend or cancel the service for any
period at any time.
The CONTRACTOR shall provide neatly-attired professional drivers whose
appearance is appropriate for the context in which they will be working (company golf
shirts, for example).
3. Vehicle Maintenance: CONTRACTOR shall perform all maintenance on
the vehicles in accordance with the manufacturer’s recommendations.
CONTRACTOR will also perform routine safety inspections every fourteen (14) days
during the term of this Agreement. All vehicle maintenance costs are included in this
Agreement.
4. Fees and Payment: Payment to CONTRACTOR will be made as follows:
A. Operation of the El Paseo Courtesy Cart Service: An amount
not to exceed two-hundred four thousand one hundred dollars
and no/100 cents ($204,100) yearly for the cost of operating the courtesy
cart service.
Contractor shall not commence work under this Agreement until it has provided
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evidence satisfactory to the City of Palm Desert that it has secured all insurance required
under this section. In addition, Contractor shall not allow any subcontractor(s) to
commence work on any subcontract until it has provided evidence satisfactory to the City
that the subcontractor(s) has secured all insurance required under this section.
5. Indemnification: CONTRACTOR shall indemnify, defend, and hold harmless the
CITY, and its officers, employees, and agents (“CITY indemnitees”), from and
against any and all causes of action, claims, liabilities, obligations, judgments, or
damages, including reasonable attorney’s fees and costs of litigation (“claims”),
arising out of the CONTRACTOR’s performance of its obligations under this
agreement or out of the operations conducted by CONTRACTOR, including the
CITY indemnitee’s active or passive negligence, except for such loss or damage
arising from the sole negligence or willful misconduct of the CITY indemnitees. In
the event the CITY indemnitees are made a party to any action, lawsuit, or other
adversarial proceeding arising from CONTRACTOR’s performance of this
agreement the CONTRACTOR shall provide a defense to the CITY indemnitees
or at the CITY’s option reimburse the CITY indemnitees their costs of defense,
including reasonable attorney’s fees, incurred in defense of such claims.
Without limiting Contractor's indemnification of City, and prior to commencement of Work,
Contractor shall obtain, provide and maintain at its own expense during the term of this
Agreement, policies of insurance of the type and amounts described below and in a form
that is satisfactory to City.
i. General Liability Insurance: Contractor shall maintain commercial
general liability insurance with coverage at least as broad as
Insurance Services Office form CG 00 01, in an amount not less than
1,000,000 per occurrence, $2,000,000 general aggregate, for
bodily injury, personal injury, and property damage, including without
limitation, blanket contractual liability. Defense costs shall be paid in
addition to the limits. The policy shall contain no endorsements or
provisions limiting coverage for (1) contractual liability; (2) cross
liability exclusion for claims or suits by one insured against another;
or (3) contain any other exclusion contrary to the Agreement.
ii. Workers' Compensation Insurance: Contractor shall maintain
Workers' Compensation Insurance (Statutory Limits) and Employer’s
Liability Insurance (with limits of at least $1,000,000). Contractor
shall submit to City, along with the certificate of insurance, a Waiver
of Subrogation endorsement in favor of City of Palm Desert, its
officers, agents, employees and volunteers.
iii. Umbrella or Excess Liability Insurance: Contractor may opt to utilize
umbrella or excess liability insurance in meeting insurance
requirements. In such circumstances, Contractor shall obtain and
maintain an umbrella or excess liability insurance policy with limits of
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Contract No. C43540
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not less than $4,000,000 that will provide bodily injury, personal
injury and property damage liability coverage at least as broad as the
primary coverages set forth above, including commercial general
liability and employer's liability. Such policy or policies shall include
the following terms and conditions:
A drop-down feature requiring the policy to respond if any primary
insurance that would otherwise have applied proves to be
uncollectible in whole or in part for any reason;
Pay on behalf of wording as opposed to reimbursement;
Concurrency of effective dates with primary policies; and
Policies shall "follow form" to the underlying primary policies.
Insureds under primary policies shall also be insureds under the
umbrella or excess policies
iv. Taxi Cab Companies – Commercial Auto Liability Insurance: Contractor
shall maintain Taxi Cab Companies – Commercial Auto Liability Insurance
with limits of at least $1,000,000 combined single limit) covering all vehicles
to be operated by CONTRACTOR, and all drivers.
OTHER PROVISIONS OR REQUIREMENTS
Insurance for Subcontractors: All subcontractors shall be included as additional
insureds under the Contractor’s policies, or the Contractor shall be responsible
for causing subcontractors to purchase the appropriate insurance in compliance
with the terms of these Insurance Requirements, including adding the City as an
Additional Insured to the subcontractors' liability policies. Contractor shall provide
to City satisfactory evidence as required under Insurance Section of this
Agreement.
Proof of Insurance: Contractor shall provide certificates of insurance to City as
evidence of the insurance coverage required herein, along with a waiver of
subrogation endorsement for workers' compensation. Insurance certificates and
endorsements must be approved by City’s Risk Manager prior to commencement
of performance. Current certification of insurance shall be kept on file with City
at all times during the term of this contract. City reserves the right to require
complete, certified copies of all required insurance policies, at any time.
Duration of Coverage: Contractor shall procure and maintain for the duration of
the contract, insurance against claims for injuries to persons or damages to
property, which may arise from or in connection with the performance of the Work
hereunder by Contractor, his/her agents, representatives, employees or sub-
consultants.
City's Rights of Enforcement: In the event any policy of insurance required under
this Agreement does not comply with these specifications or is canceled and not
replaced, City has the right, but not the duty, to obtain the insurance it deems
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necessary, and any premium paid by City will be promptly reimbursed by
Contractor, or City will withhold amounts sufficient to pay premium from
Contractor payments. In the alternative, City may cancel this Agreement.
Acceptable Insurers: All insurance policies shall be issued by an insurance
company currently authorized by the Insurance Commissioner to transact
business of insurance in the State of California, with an assigned policyholders'
Rating of A- (or higher) and Financial Size Category Class VII (or larger) in
accordance with the latest edition of Best's Key Rating Guide, unless otherwise
approved by the City's Risk Manager.
Waiver of Subrogation: All insurance coverage maintained or procured pursuant
to this agreement shall be endorsed to waive subrogation against the City of
Palm Desert, its elected or appointed officers, agents, officials, employees and
volunteers, or shall specifically allow CONTRACTOR or others providing
insurance evidence in compliance with these specifications to waive their right of
recovery prior to a loss. Vendor hereby waives its own right of recovery against
the City of Palm Desert, its elected or appointed officers, agents, officials,
employees and volunteers and shall require similar written express waivers and
insurance clauses from each of its subcontractors.
Enforcement of Contract Provisions (non estoppel). Contractor acknowledges
and agrees that any actual or alleged failure on the part of the City to inform
Contractor of non-compliance with any requirement imposes no additional
obligations on the City nor does it waive any rights hereunder.
Primary and Non-Contributing Insurance: All coverage provided by
CONTRACTOR shall be primary and any insurance or self-insurance procured
or maintained by City shall not be required to contribute with it. The limits of
insurance required herein may be satisfied by a combination of primary and
umbrella or excess insurance. Any umbrella or excess insurance shall contain or
be endorsed to contain a provision that such coverage shall also apply on a
primary and non-contributory basis for the benefit of City before the City’s own
insurance or self-insurance shall be called upon to protect it as a named insured.
Requirements Not Limiting: Requirements of specific coverage features or limits
contained in this Section are not intended as a limitation on coverage, limits or
other requirements, or a waiver of any coverage normally provided by any
insurance. Specific reference to a given coverage feature is for purposes of
clarification only as it pertains to a given issue and is not intended by any
party or insured to be all inclusive, or to the exclusion of other coverage, or a
waiver of any type. If the CONTRACTOR maintains higher limits than the
minimums shown above, the City requires and shall be entitled to coverage for
the higher limits maintained by the CONTRACTOR. Any available insurance
proceeds in excess of the specified minimum limits of insurance and coverage
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Contract No. C43540
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shall be available to the City.
Notice of Cancellation: Contractor agrees to oblige its insurance agent or broker
and insurers to provide to City with a thirty (30) day notice of cancellation (except
for nonpayment of premium for which a ten (10) day notice is required) or
nonrenewal of coverage for each required coverage.
Additional Insured Status: General liability and automobile liability, policies shall
provide or be endorsed to provide that the City of Palm Desert and its officers,
officials, employees, agents, and volunteers shall be additional insureds under
such policies. This provision shall also apply to any excess/umbrella liability
policies.
Prohibition of Undisclosed Coverage Limitations. None of the coverages required
herein will be in compliance with these requirements if they include any limiting
endorsement of any kind that has not been first submitted to City and approved
of in writing.
Separation of Insureds. A severability of interests provision must apply for all
additional insureds ensuring that CONTRACTOR’s insurance shall apply
separately to each insured against whom claim is made or suit is brought, except
with respect to the insurer’s limits of liability. The policy(ies) shall not contain any
cross-liability exclusions.
Pass Through Clause. CONTRACTOR agrees to ensure that its sub-consultants,
subcontractors, and any other party involved with the project who is brought onto
or involved in the project by CONTRACTOR, provide the same minimum
insurance coverage and endorsements required of CONTRACTOR.
CONTRACTOR agrees to monitor and review all such coverage and assumes
all responsibility for ensuring that such coverage is provided in conformity with
the requirements of this section. CONTRACTOR agrees that upon request, all
agreements with consultants, subcontractors, and others engaged in the project
will be submitted to City for review.
City's Right to Revise Specifications: The City or its Risk Manager reserves the
right at any time during the term of the contract to change the amounts and types
of insurance required by giving the CONTRACTOR ninety (90) days advance
written notice of such change. If such change results in substantial additional
cost to the CONTRACTOR, the City and CONTRACTOR may renegotiate
CONTRACTOR’s compensation. If the City reduces the insurance requirements,
the change shall go into effect immediately and require no advanced written
notice.
Self-Insured Retentions: Any self-insured retentions must be declared to and
approved by City. City reserves the right to require that self-insured retentions be
eliminated, lowered, or replaced by a deductible. Self-insurance will not be
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considered to comply with these specifications unless approved by City.
Timely Notice of Claims: Contractor shall give City prompt and timely notice of
claims made, or suits instituted that arise out of or result from Contractor's
performance under this Agreement, and that involve or may involve coverage
under any of the required liability policies.
Additional Insurance. CONTRACTOR shall also procure and maintain, at its own
cost and expense, any additional kinds of insurance, which in its own judgment
may be necessary for its proper protection and prosecution of the Work.
Safety. CONTRACTOR shall execute and maintain its work so as to avoid injury
or damage to any person or property. In carrying out its Services, the
CONTRACTOR shall at all times be in compliance with all applicable local, state
and federal laws, rules and regulations, and shall exercise all necessary
precautions for the safety of employees appropriate to the nature of the work and
the conditions under which the work is to be performed. Safety precautions,
where applicable, shall include, but shall not be limited to: (A) adequate life
protection and lifesaving equipment and procedures; (B) instructions in accident
prevention for all employees and subcontractors, such as safe walkways,
scaffolds, fall protection ladders, bridges, gang planks, confined space
procedures, trenching and shoring, equipment and other safety devices,
equipment and wearing apparel as are necessary or lawfully required to prevent
accidents or injuries; and (C) adequate facilities for the proper inspection and
maintenance of all safety measures.
Annual Driver Review: CONTRACTOR shall at least annually review the
performance and DMV history of each driver and advise the City of any incidents
that have occurred driving or otherwise in the performance of the driver duties.
CONTRACTOR shall be responsible for appropriate training of all drivers (new
and old) in their duties and proper vehicle operation.
A. Payments: CONTRACTOR shall invoice the CITY by the
fifteenth of each calendar month for the preceding month’s fees. Terms of the
invoices shall be net thirty days.
6. Other: CONTRACTOR shall make available City of Palm Desert
information in the NEVs. The CITY shall furnish brochures and printed literature in
adequate quantities such that CONTRACTOR can restock the information carried in
the vehicles on an as-needed basis.
CONTRACTOR shall not charge persons wishing to use the parking shuttle
service, nor shall the driver solicit tips in any matter. Use of a tip basket is expressly
forbidden.
All Drivers shall be subject to review and approval by the CITY. Drivers will be
required to be able to answer questions and give information regarding the City of
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Palm Desert, and its history, in a courteous and helpful manner. At the request of the
CITY, CONTRACTOR shall replace any driver found lacking in professionalism or
courtesy, or not presenting him/herself in a neat and professional manner while on
duty.
Driver shall be responsible for retrieving NEV from the supplied storage location
and for returning the NEV there at the end of each shift. Driver will also be responsible
for recharging the vehicle and promptly reporting any malfunctions of either the vehicle
or the recharging apparatus maintained at the storage location.
CONTRACTOR is responsible for providing all cleaning materials needed to
maintain the exterior and interior of the vehicles in a like-new condition.
SIGNATURES ON NEXT PAGE]
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Contract No. C43540
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SIGNATURE PAGE TO PROFESSIONAL SERVICES AGREEMENT
BY AND BETWEEN THE CITY OF PALM DESERT
AND CIRCUIT TRANSIT, INC
IN WITNESS WHEREOF, the parties hereto have executed or caused to be
executed by their duly authorized officials, this Agreement which shall be deemed an
original on the date first above written.
CITY OF PALM DESERT CONTRACTOR
By: By:
Jan C. Harnik, Mayor
Print Name
Title
Attest:
Anthony J. Mejia, City Clerk
Approved as to form:
Robert W. Hargreaves, City Attorney
QC:
Insurance:
Initial Review Final Review
Daniel Kramer (Jul 28, 2022 13:23 PDT)
Daniel Kramer
Vice President, Operations & Business Development
Daniel Kramer
Robert Hargreaves (Jul 28, 2022 15:55 PDT)
Anthony Mejia (Aug 1, 2022 11:35 PDT)
mr
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514
Contract No. C43540
Exhibit A
2022 - 2023 City of Palm Desert NEV Operations Schedule
Month # of Days Hours Per Day
Total Hours Per
Cart
Regular Hours
October 14 - 31, 2022 18 7 126
November 1-30, 2022 (excluding
Thanksgiving) 29 7 203
December 1-31, 2022 (Excluding
Christmas) 30 7 210
January 1-31, 2023 31 7 217
February 1-28, 2023 28 7 196
March 1-31, 2023 31 7 217
April 1-30, 2023 30 7 210
May 1-29, 2023 29 7 203
Total Annual Regular Hours - One (1) Cart 1582
Total Annual Regular Hours - Two (2) Carts 3164
Total Annual Regular Hours - Three (3)
Carts 4746
Overtime Hours
Month(s)
Hours Per
Month
Number of
Months
Total Hours Per
Cart
October 2022 - February 2023 4 5 20
March 2023 64 1 64
April - May 2023 4 2 8
Total Annual Overtime Hours - One (1) Cart 92
Total Annual Overtime Hours - Two (2)
Carts 184
Total Annual Overtime Hours - Three (3)
Carts 276
515
Request for Proposal Operations of
Neighborhood Electric Vehicles NEV as a
Courtesy Cart Service
2022 REQ 127
for
City of Palm Desert
Prepared for:
City of Palm Desert
73 510 Fred Waring Drive
Palm Desert, CA 92260
Date:June 29, 2022
Prepared by:Circuit Transit Inc
Daniel Kramer, Vice President of Operations & New Business
daniel@ridecircuit.com | 562 252 6680
James Mirras, COO & Co-Founder
james@ridecircuit.com | 631 903 4448
Exhibit B Contract No. C43540
mailto:daniel@ridecirc
uit.com
mailto:james@ridecir
cuit.com
516
Table of Contents
Cover Letter 3
Experience and Technical Competence 5
References REDACTED 5
Firm Staffing 5
Driver Requirements 6
Local Hiring Preferences 7
Training 7
Customer Service 8
Subcontractors 10
Proposed Method to Accomplish the Work 10
Vehicles 10
Vehicle Maintenance 12
Access to Additional Vehicles 13
Storage & Charging 13
Advanced Cleaning 13
Service Design 14
Fixed Route Option 14
On-Demand Option 15
Pricing- CONFIDENTIAL 18
Project Team Resumes 19
Case Studies 24
Case Study San Diego, CA 25
Case Study New Rochelle, NY 30
Case Study Hollywood, FL 33
Palm Desert RFP #2022-REQ-127 for City of Palm Desert
Page 2 of 36
Contract No. C43540
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517
Cover Letter
Circuit Transit Inc
ridecircuit.com
June 29, 2022
Deborah Glickman
Management Analyst
73510 Fred Waring Dr
Palm Desert, CA 92260
Email:dglickman@cityofpalmdesert.org
Phone: 760 776 6441
Re: Request for Proposals RFP for Operations of Neighborhood Electric Vehicles NEV as a
Courtesy Cart Service
Dear Ms. Glickman,
This submittal is for the City of Palm Desert RFP for Operations of Neighborhood Electric
Vehicles NEV as a Courtesy Cart Service.This proposal will show that Circuit Transit Inc has the
proven capabilities and background in providing a sustainable on-demand shuttle program, as well
as relevant and specific experience in neighboring San Diego, Orange and Los Angeles counties
and local knowledge and familiarity with the City of Palm Desert.
Circuit is an active service provider in Southern California that's responsible for the successful
deployment and management of services that are very similar in scope to those described in the
RFP. Circuit provides all electric, first/last mile solutions that help move people in local communities
and bridge gaps between riders and existing transit. By using fleets of electric vehicles, leveraging
the data from its ride-request app, and working with top advertisers, Circuit is able to provide an
eco-friendly, data-centric and efficient solution that promotes circulation, reduces parking
congestion, promotes local economic development, reduces vehicle miles traveled, encourages
alternate options, creates local jobs, and covers the last mile conveniently and affordably to the
rider.
Circuit is the largest and most experienced operator of shared, on-demand, last-mile EV Shuttle
Services in the US. With successful operations in 30 markets across California, Texas, New York,
New Jersey, California and South Florida, Circuit provides both national expertise and local
experience.
Circuit’s corporate headquarters are located at 777 S. Flagler Drive, Suite 800 West Tower, West
Palm Beach, FL 33401. Circuit also has West Coast offices in Los Angeles and San Diego. The
company's officers and project leads are as follows:
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mailto:dglickman@cityofpalm
desert.org
518
James Mirras COO / Co-Founder Daniel Kramer VP of Operations & Sales
Email: james@ridecircuit.com Email: daniel@ridecircuit.com
Tel: 631 903 4448 Tel: 562 252 6680
James and Daniel have the authority to negotiate and contractually obligate the company. Daniel
will be the primary point of contact for this program and can be contacted for further clarification.
If selected, we are committed to work with the City to provide a turn-key service designed to meet
the needs outlined in this RFP.
Circuit appreciates your review of our submission and welcomes any questions that you may have.
Sincerely,
Daniel Kramer
VP, Operations & Business Development, Circuit Transit Inc
daniel@ridecircuit.com
562 252 6680
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Contract No. C43540
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ircuit.com
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Experience and Technical Competence
Circuit Transit is an experienced operator with over 11 years of experience helping communities
enhance mobility and reduce transportation-related emissions while promoting local economic
development and creating local jobs. We have a professional team with expertise in operations,
marketing, technology, reporting and more. We are incredibly excited about the opportunity to
work with the City of Palm Desert to run an effective and measurable NEV program throughout the
El Paseo Shopping District.
We have the proven capabilities and background in operating sustainable NEV programs to provide
residents and visitors a safe and broadly accessible zero-emissions transportation option, having
provided over 6 million rides to date. Our team has experience designing and operating programs
to address parking issues, congestion, improve accessibility and circulation, and provide economic
benefits to the local community. Circuit offers the City of Palm Desert the opportunity to hire an
experienced operator who can bring an innovative approach to the existing El Paseo Courtesy
Carts program.
Circuit has operated similar services in nearby communities of Southern California, including Chula
Vista, San Diego, Newport Beach, Huntington Beach, Marina del Rey, Venice, Santa Monica, Culver
City, Leimert Park (a disadvantaged community in Los Angeles), and SoFi Stadium in Inglewood.
Circuit also was selected with the City of Chula Vista for a CARB Clean Mobility Options grant
focused on first/last-mile transportation solutions for seniors which launched earlier this month.
Circuit has established itself as a national leader in the on-demand, first/last-mile transportation
industry and an experienced operator of fleets of EV’s and NEVs. Our proven model provides a fun
alternative to single occupancy vehicle trips SOVs), reduces Vehicle Miles Traveled VMTs),
creates local jobs, and covers the last mile at little or no cost to the rider. In 2021, Circuit helped its
partners reduce traffic and congestion by over 1 million vehicle miles traveled VMTs) and reduced
greenhouse gas emissions by 535 metric tons CO2, saving over 60,000 gallons of gas while
providing over 6 million rides in our fully electric fleet since starting.
References -REDACTED
Firm Staffing
Circuit has a professional team to assist with the planning, launch, implementation, and reporting
for the program and any service extensions. The key team members detailed below have expertise
in national operations, marketing, advertising sales, technology, reporting, innovation, grant writing
and expansion - as well as local expertise in Southern California markets. In each of our markets,
we build for long-term ongoing success and have the team to achieve it.
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Each Circuit location has a dedicated team of managers, supervisors and driver ambassadors to
ensure service performance and Company operational standards. Circuit builds successful, proud
teams and focuses on development and retention. Local teams are overseen by a regional
management structure and corporate operations team.
If selected as the operator of the Courtesy Carts program, Circuit anticipates hiring one Operations
Supervisor to report to Daniel Kramer, along with 4 6 drivers who would report to the Operations
Supervisor including one Shift Supervisor.
Operations Supervisor
Full-time hired position
On-site at all times during service hours, drives 40 hours per week
Responsible for day-to-day operations, vehicles and staff
Reports directly to Regional General Manager
Direct reports are Shift Supervisors and Driver Ambassadors
Perform dispatch and customer service responsibilities as needed
Shift Supervisor
Full-time hired positions
On-site at all times during service hours, drives 40 hours per week
Perform dispatch and customer service responsibilities as needed
Additional training and responsibilities
Shift reporting and “hand-off” submissions
Driver Ambassadors
Full-time and part-time employees Circuit- hired, W2 employees)
Living-wage pay and benefits
Follow Circuit operational policies and local rules for revenue service
What We Look For In A Driver
Outgoing, Inviting, Friendly
Local Resident and/or Local Knowledge
Safe & Responsible
Customer Service experience
Team oriented
Self-Motivated with a focus on
development
Dependability
All of these local teams are supported by a strong, diverse and experienced national team. The
Corporate” team at Circuit has a variety of backgrounds including experience with: technology
and technology development, bookkeeping, finance and accounting, marketing, communications,
advertising sales, parking, real estate development, transportation planning, grant writing,
management, staffing, hiring, training, fare collection and transportation law.
Driver Requirements
Legal: All Circuit drivers must be at least 21 years of age, have an active driver’s license for at least
3 years, and must have a clean driving record with no accidents or tickets.
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Insurance Clearance, Drug & Alcohol Testing, Background Check: All Circuit drivers must be
cleared to drive by our insurance carrier through Motor Vehicle Record and/or Background Checks.
Personality: Circuit employees are more than drivers. Everyone is an ambassador to both the
Circuit brand as well our partners (city, sponsors, etc.). We look for motivated, outgoing, excited
and responsible employees to represent our brand.
Pre-Hire Driver Exam: Potential hires lastly go through a physical driving exam accompanied by the
Operations Manager. The Circuit Pre-Hire Driving Exam is submitted to the Regional GM for final
approval.
Local Hiring Preferences
Circuit will always commit to a local hiring preference in all markets. One of the many benefits of
hiring locals is ensuring staff are familiar with the location and can serve as knowledgeable
ambassadors. Circuit’s drivers are more than just drivers. They act as local ambassadors;
representing the city, providing local knowledge and encouraging local business.
As we have done in other markets, along with posting job openings on popular platforms such as
Indeed, we can work with local workforce development and job placement centers to source
qualified, local candidates.
Training
Circuit’s drivers are more than just drivers. They act as local ambassadors; representing the city,
providing local knowledge and encouraging local business. Circuit seeks specific driver qualities
that ensure safety, professionalism, a focus on customer service, and knowledge of the City as a
visitor destination. Circuit employees are more than drivers; they are ambassadors to the local
community. We look for motivated, outgoing, excited and responsible employees to represent our
brand. Ongoing training is conducted on a quarterly basis to update on safety, optimal vehicle
operation, customer service, assisting riders with disabilities, and operational protocol.
The management team has access to our proprietary management dashboard to view operations
in real-time and regularly monitors the drivers’ performance. Circuit will offer these tools and data
reports to the project team at the contracting agency, to maintain quality control, transparency and
monitoring for future improvements. Additionally, Circuit uses a scheduling software to keep the
team connected, manage shifts, and enable local management to efficiently manage the local team
Our training program specifically covers:
Safe operation of an electric vehicle
Efficient operation of an EV, maximizing
battery efficiency
Advanced cleaning procedures
Safety guidelines and policies
COVID19 advanced safety and cleaning
policies and procedures
Customer service and passenger
relations
ADA regulations and operations
Use of the Driver Mobile App
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Communications policies
Emergency procedures and plan
Accident reporting/procedures
Circuit also provides ongoing training and retraining and conducts performance evaluations. Our
teams have consistently met requirements from transit authorities and law enforcement
departments for vehicle inspections and driver training and testing. Along with the initial training
program, monthly and quarterly management ride-alongs specifically focus on customer
experience.
Driver retention is a factor that the company is proud of and over the past 18 months (and through
COVID 19 Circuit boasts a retention rate of 88% across all of our operations. This is the result of
the diverse work environment that Circuit creates, the camaraderie among employees, the ability
to grow, and the enjoyable, safe and fair management.
Our riders consistently rate our drivers highly and list them as one of their favorite things about the
service. Circuit drivers are ambassadors to the city and the community - for visitors as well as
residents of the region. We often receive feedback from riders that they wish the service was in
their community as well - showing that there is unmet demand, and that the model for this service
is replicable and seen as an asset to the region and community.
My driver] was above and beyond the best ever introduction to your city, your company, and your
concept. Just could not be more impressed. Want to tell everyone I can in Seattle that we need a
service like you provide; along with representatives like [my driver]. Thank you!!”
Thanks for a memorable introduction to your beautiful city.”
Customer Service
One of Circuit’s core values is customer experience. Circuit focuses on hiring drivers and
operational staff that exhibit excellent customer relations skills and value experience in customer
service. We additionally include customer relations as a part of our training program, which
includes updates to policy related to COVID19 and responding to rider concerns. We hire locally
and prefer drivers that are familiar with the local community to act as an ambassador as well as a
driver. We are committed to excellent customer experience and long term success, and our
customer service team makes a point to reply to all reviews in the app stores.
Training for employees involved in customer service include on-the-job training using pre-existing
SOPs and quick reference guides for template responses to a high majority of common questions.
This would cover training with guidance specific to phone, ride request app, and email inquiries as
well as those that might take place in-person. These employees would have direct supervisors to
reach out to for approval on sensitive topics to ensure compliance. Training would be a multistep
process including initial shadowing of another employee, hands-on training with supervision, and
continued ongoing training.
We have a multifaceted customer inquiry, and contact system, which our staff are trained to use
and keep accurate logs. Operational staff are also involved in our local community outreach efforts,
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including representing the company at local community events. All staff are trained to respond to
customer needs and handle any complaints in a timely and courteous manner.
Circuit has a customer service phone number and email. Riders can also submit feedback within
the mobile application and through the website. Circuit’s national corporate team monitors these as
well as social media accounts and app store feedback/ratings. The national team will direct users
to a local manager if and when needed. We also conduct regular rider surveys to analyze and
improve our service offerings.
Our team continually works to make its technology and information about its services accessible
broadly to the local communities it operates in. Our mobile app is available in English and Spanish.
We have bilingual drivers and can include hiring preferences for additional language capabilities.
We have also created marketing materials in both English and Spanish. Circuit’s website and
location pages include accessibility features, and our operations staff are trained in providing
equivalent service and any additional assistance needed for riders with mobility impairments and
disabilities. Our local teams can also assist riders in downloading the app, providing information
about the service and the community, and responding to questions.
Circuit can provide updates and reports on Customer Service to the City as needed.
Key Personnel
Circuit has brought together a diverse team with expertise in neighborhood electric vehicle
operations, micro-mobility, electric carshare, parking, and curbside management. This
collaborative team has extensive experience in first/last mile operations, mobility hubs, grant
writing, electric vehicle operations, and maintenance, designing and scaling pilot programs, and
local community outreach and engagement. All project partners have deployed services and
technology with live demonstrations and municipal partnerships. The team is happy to bring on
additional expertise and partners if desired.
Short biographies are provided for key team members below for Circuit. One-page resumes for
each are available in Project Team Resumes.
Daniel Kramer, Vice President of Operations & Business Development,will oversee the
launch and ongoing operation of the Courtesy Carts program. Daniel is based in Los
Angeles and would be on the ground in Palm Desert on a regular basis. Daniel will be the
City’s primary point of contact.
James Mirras, COO / Co-Founder,will work closely with Daniel to plan and set up
operations, hiring processes, tech improvements, reporting processes, metrics, and any
additional requests of the City of Palm Desert.
Tucker Costello, Managing Director, Internal Development,will handle the location
deployment within the mobile app, testing, and coordination with operations staff, handle
features requests, and lead ongoing testing and technical support if the City elects to
utilize Circuit’s mobile app.
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Anita Chen, General Counsel,will assist in contract negotiations and ensure required
registrations and regulations are met.
Subcontractors
Circuit does not intend to use any Subcontractors for this project.
Proposed Method to Accomplish the Work
With 11 years, 150 vehicles, 9 states, and 30 cities of operations, Circuit brings its national
experience and network to the benefit of each City it works with.
In Palm Desert, Circuit will provide its turn-key micro-transit solution using a fleet of all-electric
Waev (formerly Polaris) GEM e61 NEVs to meet the transportation, traffic reduction and
sustainability objectives of the City of Palm Desert. Circuit’s services can be implemented quickly
and are proven to be cost-efficient and effective in tackling mobility challenges. Circuit will
leverage its regional and local knowledge and resources to help the City design a scalable and
sustainable program.
Vehicles
For this program, we propose using a total of 2 3 all-weather, all-electric Waev GEM e6
neighborhood electric vehicles.
Circuit has extensive experience and expertise operating and maintaining these vehicle types for
use in on-demand micro-transit operations and specifically in Southern California.
Waev GEM e6 neighborhood electric vehicle
1 https://gem.polaris.com/en-us/e6/specs/
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us/e6/specs/
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The GEM vehicles seat 6 passengers (including the driver) and are made in the United States. The
slim and efficient design reduces interference with traffic and decreases passenger loading time.
The cars are ideal vehicles for short-range, sustainable, about-town transportation. Circuit will
deploy the model year 2020 or later vehicles for this program.
While Circuit uses these vehicles in its other markets and intends on using them in the City, it has
designed all of its systems so that the vehicles can be interchangeable. It is ready and willing to
consider and implement other options such as different vehicles, larger capacity shuttles, and
autonomous vehicles (if/when the technology is available).
Each vehicle includes an iPad display which can allow riders to take selfies using our photo booth
application and see digital advertising videos from our sponsors. Each driver has an iPhone to see
ride requests, safely communicate with management and riders, and optimize routes.
Additional benefits include:
Range Over 8 hours of range achieved
Environmental Impact Less carbon emissions, reducing the City’s carbon footprint
Numerous Vehicles Operating numerous vehicles increases the flexibility to customize the
service to best serve the needs of the public
Ridership The car’s design is fun and inviting in nature, encouraging riders to hop aboard
Interior Comfort The cars are easily kept clean and are outfitted with comfortable seats,
ample legroom, cup holders, fans, 3-point seatbelts, cargo space, and a friendly, local
ambassador/ driver
Open Air Feel Each rider has their own window and door. The vehicle windows can be
rolled down partially or fully for an open air feel, providing more comfort and safety.
Maintenance Circuit has GEM certified mechanics on staff that can maintain and perform
warranty work on the vehicles. Extra vehicles are also available if a car is inoperable
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Circuit is happy to work with the City of Palm Desert to scale services with additional vehicles as
demand increases.
Circuit’s vehicle branded with Santa Monica Pride Month campaign and Circuit’s Brightline+ service providing
on-demand rides to/from all Brightline Train stations
Circuit’s all-weather GEM vehicles shuttling visitors in Plymouth, MA and displayed at a launch event in
Pompano Beach, FL.
Vehicle Maintenance
Circuit has GEM certified technicians and mechanics on staff that maintain and perform warranty
work on all vehicles. Extra vehicles are also available in surrounding markets to temporarily replace
a vehicle that is inoperable and may be out of service for an extended time. Vehicles are regularly
maintained using rigorous checklists created in conjunction with the vehicle manufacturer.
Typically, vehicles are inspected every 4,000 5,000 miles and the condition of filters, brakes, etc.
are tracked and replaced accordingly. Additionally, data is shared about the cars’ performance in
order to forecast future maintenance needs. As it does with ridership, Circuit takes a proactive
approach to plan future needs.
Each vehicle within our fleet has a unique ID. Our operations team tracks vehicle characteristics
and status through fleet management software and communicates this status to Regional
Management and other corporate team members through shared documents and project
management software. These characteristics and status include driver vehicle check forms,
current and pending advertising campaign information if any, maintenance records, assigned
operating location or special event, mileage, as well as general information.
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Drivers check vehicles before and after each shift and fill out a vehicle check form. They perform
cleaning duties before, during, and after their shift. Any issues are noted and reported to local
managers, who coordinate maintenance and repairs. We have trained and certified maintenance
staff in each operating region, and have a local maintenance team in San Diego to manage regular
and ongoing maintenance for this service.
Access to Additional Vehicles
Given our nearby operations, we are readily able to supply additional GEM electric vehicles on
short notice on an as-needed basis. In the event, a vehicle needs maintenance, Circuit’s in-house
maintenance team can be on-site within 24 hours, and work can be outsourced to our
dealer/partner CartMart who has a sales and maintenance team nearby in La Quinta. The vehicle
manufacturer, Waev, is also nearby in Anaheim and can help on an as-needed basis. If needed, a
new vehicle can be brought to the market, or for events, within 24 48 hours.
We have 35 vehicles within Southern California that are Circuit owned and therefore we have
immediate access to this fleet.
Storage & Charging
Circuit plans to utilize the City of Palm Desert’s storage and charging infrastructure. As stated in
the question & answer section of OpenGov, “The City has a parking garage area in the parking
garage at The Gardens on El Paseo parking structure. There are plugs available where the City
carts are charged.”
Advanced Cleaning
Vehicles will be regularly cleaned in the interior and exterior to maintain a safe and clean
environment, professional looking appearance, and comfortable experience for riders. This is part
of our standard cleaning, health, and safety protocol.
There has since been an increased attention to the service Circuit offers as ridership for mass
transit and rideshare services with independent contractors has dwindled. There is increased
demand for smaller, lower capacity transit services that are easier to perform regular sanitizing
between riders and options to keep groups separated.
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Circuit has incorporated advanced cleaning and safety measures in line with best practices under
the current pandemic crisis, including additional training for drivers and operational staff. These
measures have included regular cleaning of vehicles, masks required for riders and drivers, turning
off the app pooling feature, reducing vehicle passenger capacity, and fitting and adding physical
plastic partitions between passenger seating rows and between passengers and the driver. We
have incorporated in-app and email/social media messaging to notify passengers of changes. Our
operations team has piloted advanced cleaning through ultraviolet technology in partnership with
UVC technology startup Dimer.2
We have worked closely with our City Partners to coordinate any service changes and have
implemented advanced safety measures. We added rider messaging to remind riders of
requirements to use the service and note local service changes. We adjusted to help deliver food
in partnership with food banks, restaurants, and grocery stores and transport visiting nurses
between their hotel and hospital.
We have also implemented rigorous safety measures to keep our drivers and the community safe.
In Hollywood, we instituted mandatory COVID 19 testing for drivers as well as temperature checks
with an infrared thermometer prior to each shift.
Service Design
Fixed Route Option
While Circuit’s experience is in tech-enabled, on-demand shuttle services, we are more than
capable of operating this program as the current Courtesy Carts program does along a fixed route
on El Paseo between Portola Avenue and Highway 74.
2 https://www.ridecircuit.com/circuit-and-dimer
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On-Demand Option
Alternatively, Circuit proposes utilizing our proprietary rider app to offer an on-demand service to
cover El Paseo as well as surrounding businesses in a demand-based coverage area with
point-to-point service where riders can request a ride to/from any location within the geo-fenced
service map. Circuit’s pooling algorithm will further reduce single-occupancy vehicle trips by
linking riders headed in the same direction, with parameters specified in coordination with the City.
Circuit has a custom proprietary mobile app for requesting rides available for Android and iPhone.
Website:www.ridecircuit.com
Apple:https://apps.apple.com/us/app/ride-circuit/id988052033
Android:https://play.google.com/store/apps/details?id=com.thefreeride.rider
Riders have consistently rated our services very highly, both in internal and external surveys as
well as the app stores. We have a 4.7 rating on the App Store and a 4.2 on Google Play (out of 5
stars), distinguishing us as the highest rated service on the Google Play Store compared to other
microtransit and rideshare services. We are committed to excellent customer experience and long
term success, and our customer service team replies to all reviews in the app stores.
The app is designed specifically for running and managing these types of on-demand, last-mile EV
shuttle services and has been built and optimized based on data gathered from over 6M rides
along with rider and driver feedback. Our user app is complemented by our driver facing app and
management dashboard - a technology suite that we built specifically for our neighborhood
electric vehicle operations. Circuit owns the app, all of the data, and can provide robust data
reports, often limited by firms using white-labeled solutions. This further allows the team to make
customized adjustments as needed by the City.
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Contract No. C43540
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www.ridecircuit.c
om
https://apps.apple.com/us/app/ride-circuit/
id988052033https://play.google.com/store/apps/details?
id=com.thefreeride.rider
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Our dynamic pooling feature has resulted in 30%increases in ridership using the same number
of cars and operating hours. This is true when we measure against our own services (turning
pooling on and off) and also true when compared to other operators in the Southern California
region. Pooling not only increases ride efficiency, it also decreases traffic, emissions and
cost-per-rider, where we’ve proven to be more effective than other service operators.
Circuit is able to use its technology to track rider data, vehicle management and driver scheduling,
while also delivering valuable reports. Using this data, for example, Circuit is able to adjust service
hours and/or number of cars on times, days, months and seasons. Our program is flexible, allowing
changes within 24 hours, and can be scaled to achieve the maximum level of service.
Option #1 Geofenced Service Area
The first on-demand option allows riders to request a ride from any two points within the
geofenced service area. Riders can enter a specific address, business name, use the “current
location” option.
Circuit’s geofenced service area model and ride request screen within the Ride Circuit mobile application.
service area shown above is for example purposes only and can be designed to the City’s preference
Option #2 Circuit Connects Virtual Stops
Alternatively, Circuit’s virtual stop option, called Circuit Connect’s, allows the City of Palm Desert to
designate any number of virtual stops throughout the service area. Ride requests must begin and
end at any of the predetermined virtual stops.
A rider is still able to enter an address, business name or use the “current location” option, after
which the app will show the nearest virtual stop with a description of the location for the request
or to walk to.
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Circuit’s virtual stops model in the El Paseo service location Circuit Connects)
Redacted]
CONFIDENTIAL Management dashboard showing the ability to add/adjust virtual stops in the El Paseo service location
above)
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Pricing-CONFIDENTIAL
In addition to the pricing added to OpenGov, Circuit summarized pricing options below to include
the option of using the existing Courtesy Carts fleet as well as an option to use Circuit’s GEM
vehicles.
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Project Team Resumes
Project Team resumes continue on the following pages:
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DANIEL KRAMER
daniel@ridecircuit.com | 562 252 6680
SUMMARY
Daniel is the Vice President of Operations & Business Development and works with clients to develop
first/last mile transportation programs. His commercial real estate background and sales experience have
been key to developing our private developer and municipal sales strategy, which has led to valuable pilot
projects. He is an integral part in launching service in US markets, planning for international expansion,
assisting in managing operations, and focusing on quality control.
Daniel has led key projects with disadvantaged communities and state grants in Circuit’s California market,
including programs focused on low income communities of color, senior citizens 55 and older, and beach
and parks access. He has experience managing various community stakeholders, state grant requirements
and budgets, and optimizing services based on community feedback.
PROFESSIONAL EXPERIENCE
Circuit Transit Los Angeles, CA
Vice President of Operations & Business Development
Oct 2017 present
Pizza Rock Restaurant Group Long Beach, CA
Real Estate Manager
Jan 2017 Aug 2018
KZ Companies Irvine, CA
Real Estate Associate
July 2015 Sept 2016
Marcus & Millichap Long Beach, CA
Broker
May 2014 July 2015
EDUCATION
The University of Arizona
Bachelor of Arts Communications
Graduated 2014
Harvard Business School Online
Certificate Sustainable Business Strategy
Completed Nov 2019
ADHI Schools LLC
Passed CA Real Estate Salesperson Exam
Passed Exam Mar 2014
AFFILIATIONS
ICSC, International Council of Shopping Centers Member
NAIOP, Commercial Real Estate Development Association Member
California Department of Real Estate License # 01943292
OSHA 30 Hour Construction Certified
SKILLS
Negotiation, communication, problem solving, critical thinking, time management, adaptability,
passionate, detail-oriented
Experience with the following tools: Excel, Publisher, Project, PowerPoint, Co-Star, SketchUp, arcGIS
Led projects with title sponsors, including major events for PGA and NFL
Hiring and team building across diverse operational teams, including setting up local hiring
preferences and coordinating with workforce development programs
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JAMES MIRRAS
james@ridecircuit.com | 631 903 4448
SUMMARY
James Mirras is Co-Founder and COO/CFO of Circuit. James received his BS in Finance from University of
Florida. Prior to Circuit, James worked for Morgan Stanley NYSE MS in New York City as an intern then
associate on the repurchase agreement trading desk. After nearly 3 years at Morgan Stanley, James set off
to manage Circuit (then, Hamptons Free Ride) Finance and Operations full time. His attention to detail,
people skills and strong work ethic helped create a solid foundation that the company has been able to
grow. James will leverage these skills and experience, including implementing nationwide operations as well
as the Circuit NR pilot program, to ensure a smooth transition and expansion of the pilot program into a
sustainable longer-term service.
With over 11 years of experience in transportation operations, he has led the development of our operational s
and standardization for scalability, including training programs, handbooks, policies, and our COVID 19 respon
combined with his financial expertise has allowed Circuit to achieve its current scale and plan for future growt
PROFESSIONAL EXPERIENCE
Circuit Transit New York, NY
COO / Co-Founder
2010 present
Created vertically integrated platform for all-electric microtransit systems at intersection of
technology, people, and operations
Experienced electric vehicle operator with over 11 years of experience operating and maintaining
electric vehicles, including custom fabrication, advertising campaign installation, and charging
infrastructure management
Oversees and directs national, regional, and local operations
Built, hired, and developed a team of over 300 national, regional, and local operations employees,
including a regional and local management structure and driver ambassador program, recently
achieving an 89% retention rate
Launched over 40 new markets across 9 states, with successful long term markets of 10 years of
continuous operation
Developed fleet management, insurance programs, and fleet procurement strategies across
operating markets
Developed Standard Operating Procedures, Emergency Action Plan, Driver Manuals, and other key
training and procedural documents in coordination with legal and compliance experts
Developed impact metrics and monthly reporting documentation for City and other partners
Morgan Stanley New York, NY
Associate
2009 2012
On the line team for financing firm’s daily operating activities
Performed front end and back end activities of prime brokerage business with client facing order
processing to execute and settle trades
Experience with high-level client management and meeting client expectations for a heavily
regulated industry
EDUCATION
University of Florida Gainesville, FL
B.S. Finance
2005 2009
PROFESSIONAL MEMBERSHIPS, AFFILIATIONS, CERTIFICATIONS
National Rural Transit Assistance Program RTAP ADA Training Completion
Association for Commuter Transportation, member
Amazon Web Services Accelerator
Los Angeles Cleantech Incubator, Market Access Program, Los Angeles CA
Urban-X Accelerator, New York NY
CivStart Accelerator, Washington DC
Joules Accelerator, Duke Energy, Durham NC
Leading Cities Accelicity Accelerator, Boston MA
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TUCKER COSTELLO
tucker@ridecircuit.com | 631 255 3075
SUMMARY
Tucker Costello handles internal business and technical development. Over a decade of hands-on
hardware and software implementation in personal, academic, and business settings has given him a deep
understanding of how technology can enhance our work. When he is not facilitating with the development
team or testing the latest app updates, Tucker is using his understanding of systems architecture and team
communication to keep us connected and focused. He has led our technology suite build, including our
Ride Circuit app for iOS & Android, Driver App for iOS, Admin Panel (web-based dashboard), Backend
services, Data collection and reporting, In-car iPad app Photo Booth/Advertiser content), and Circuit
website.
PROFESSIONAL EXPERIENCE
Circuit Transit New York, NY
Managing Director, Internal Development
2016 present
Project management for software development, including project scoping, prioritization, quality
assurance and testing, and ongoing improvements and maintenance
Backend management of Circuit databases, technical services, technical maintenance program,
and data privacy
Maintain architecture, software systems, and technology subscriptions and develop proactive
plans for technology resilience
Manage inventory and security protocols for physical technology and infrastructure, including
laptops, mobile devices, and other technology systems
Overseeing customer service processes and feedback loops through the app, website, email, and
phone
Manage internal technical administration processes, including software and tools for team
communication, scheduling, data and information storage, data querying, and permissions
Ross School East Hampton, NY
Assistant Director, Community Programs
2008 2016
EDUCATION
Skidmore College
Bachelor of Arts Media & Communications Saratoga Springs, NY
2008 2012
PROFESSIONAL MEMBERSHIPS & AFFILIATIONS
Amazon Web Services Smart Cities Accelerator Mobility Cohort
Urban-X Accelerator, New York NY
TECHNICAL EXPERIENCE
Technical project management
JQuery, JavaScript
iOS and Android mobile app product development and launch
Web application, custom dashboard and reporting development
Quality Assurance testing
User Experience / User Interface Design, Technical Customer Support
Research in API planning and implementation
Familiarity with Web Content Accessibility Guidelines WCAG 2.1 compliance requirements
Familiarity and experience with data privacy standards and management
Experience with the following technical services and project management tools: Mixpanel, Monday.com,
Tableau, Firebase, TestFlight, Squarespace, Twilio, SendGrid, MongoDB, AWS, BugSnag, DataDog, Google API,
GitHub, GraphHopper, Google My Maps
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Contract No. C43540
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ANITA CHEN
anita@ridecircuit.com | 917 922 7070
SUMMARY
Anita is a seasoned In-House Counsel whose main goal is to protect the interests of the company and its
employees. Proven ability to navigate complex legal issues, provide timely and practical advice, and manage
outside counsel. A strong combination of legal, business and people acumen.
PROFESSIONAL EXPERIENCE
Circuit Transit Los Angeles, CA
In-House Counsel
February 2018 Present
Legal Services Of New York Manhattan, New York
Board of Directors
January 2008 May 2012
Law Office of Anita L. Chen New York, New York
Attorney at Law
March 2002 January 2005,
February 2007 December 2011
Legal Services Of New York New York, New York
Staff Attorney
January 2005 February 2007
Civil Court of the City Of New York Brooklyn, New York
Staff Attorney
April 2004 January 20057
Lebouef, Lamb, Greene & Macrae, L.L.P.Brooklyn, New York
Litigation Associate
September 1997 April 2001
South Brooklyn Legal Services Brooklyn, New York
Of Counsel, Housing Unit
May September 1999
EDUCATION
Touro College Jacob D. Fuchsberg Law Center Uchsberg Law Center
Juris Doctor May 1997
New York University
Bachelor of Science in Finance and Marketing May 1992
ADMISSIONS
New York State, S.D.N.Y. and E.D.N.Y.
SKILLS
Industry Knowledge: Transportation Law, Corporate Law, Employment Law
Technical Skills: Microsoft Word, Google Suite. Legal Research, Legal Writing
Soft Skills: Communication, Research, Legal Writing, Legal Research, Legal Analysis, Notary Public
Language: Cantonese
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Case Studies
Case Studies for Circuit programs continue on the following pages:
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Case Study San Diego, CA
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Case Study New Rochelle, NY
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Case Study Hollywood, FL
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C43540 Circuit Transit
Final Audit Report 2022-08-02
Created:2022-07-26
By:M. Gloria Sanchez CMC (gsanchez@cityofpalmdesert.org)
Status:Signed
Transaction ID:CBJCHBCAABAA9HmMIDvrlUvhUXsriip5dV83XnOASVmF
C43540 Circuit Transit" History
Document created by M. Gloria Sanchez CMC (gsanchez@cityofpalmdesert.org)
2022-07-26 - 7:10:23 AM GMT- IP address: 64.60.5.80
Document emailed to Mariana Rios (mrios@cityofpalmdesert.org) for approval
2022-07-26 - 7:18:06 AM GMT
Email viewed by Mariana Rios (mrios@cityofpalmdesert.org)
2022-07-26 - 7:18:24 AM GMT- IP address: 104.28.85.121
Document approved by Mariana Rios (mrios@cityofpalmdesert.org)
Approval Date: 2022-07-26 - 3:49:35 PM GMT - Time Source: server- IP address: 64.60.5.80
Document emailed to Daniel Kramer (daniel@ridecircuit.com) for signature
2022-07-26 - 3:49:38 PM GMT
Email viewed by Daniel Kramer (daniel@ridecircuit.com)
2022-07-27 - 2:51:15 AM GMT- IP address: 74.125.209.51
Document e-signed by Daniel Kramer (daniel@ridecircuit.com)
Signature Date: 2022-07-28 - 8:23:10 PM GMT - Time Source: server- IP address: 70.168.251.142
Document emailed to robert.hargreaves@bbklaw.com for signature
2022-07-28 - 8:23:13 PM GMT
Email viewed by robert.hargreaves@bbklaw.com
2022-07-28 - 10:53:54 PM GMT- IP address: 104.28.123.109
Signer robert.hargreaves@bbklaw.com entered name at signing as Robert Hargreaves
2022-07-28 - 10:55:01 PM GMT- IP address: 107.77.212.91
Document e-signed by Robert Hargreaves (robert.hargreaves@bbklaw.com)
Signature Date: 2022-07-28 - 10:55:03 PM GMT - Time Source: server- IP address: 107.77.212.91
552
Document emailed to Jan Harnik (jharnik@cityofpalmdesert.org) for signature
2022-07-28 - 10:55:05 PM GMT
Email viewed by Jan Harnik (jharnik@cityofpalmdesert.org)
2022-08-01 - 6:34:08 PM GMT- IP address: 64.60.5.80
Document e-signed by Jan Harnik (jharnik@cityofpalmdesert.org)
Signature Date: 2022-08-01 - 6:34:39 PM GMT - Time Source: server- IP address: 64.60.5.80
Document emailed to Anthony Mejia (amejia@cityofpalmdesert.org) for signature
2022-08-01 - 6:34:42 PM GMT
Email viewed by Anthony Mejia (amejia@cityofpalmdesert.org)
2022-08-01 - 6:35:22 PM GMT- IP address: 203.78.172.33
Document e-signed by Anthony Mejia (amejia@cityofpalmdesert.org)
Signature Date: 2022-08-01 - 6:35:39 PM GMT - Time Source: server- IP address: 64.60.5.80
Document emailed to mrios@cityofpalmdesert.org for approval
2022-08-01 - 6:35:41 PM GMT
Email viewed by mrios@cityofpalmdesert.org
2022-08-01 - 11:17:34 PM GMT- IP address: 188.212.140.226
Signer mrios@cityofpalmdesert.org entered name at signing as Mariana Rios
2022-08-02 - 5:24:14 PM GMT- IP address: 64.60.5.80
Document approved by Mariana Rios (mrios@cityofpalmdesert.org)
Approval Date: 2022-08-02 - 5:24:15 PM GMT - Time Source: server- IP address: 64.60.5.80
Agreement completed.
2022-08-02 - 5:24:15 PM GMT
553
554
AMENDMENT NO. 1 TO AGREEMENT NO. C43540 FOR SERVICES TO
OPERATE THE EL PASEO COURTESY CART SERVICE
BETWEEN THE CITY OF PALM DESERT AND CIRCUIT TRANSIT, INC.
1. Parties and Date.
This Amendment No. 1 to the Agreement for Services to Operate the El Paseo Courtesy
Cart service is made and entered into as of this 13th day of July 2023, by and between the City of
Palm Desert (“City”) and Circuit Transit, Inc., a Corporation with its principal place of business at
501 E. Las Olas Blvd, Suite 300, Fort Lauderdale, FL 33301 (“Contractor”). City and Contractor
are sometimes individually referred to as “Party” and collectively as “Parties.”
2. Recitals.
2.1 The City and Contractor entered into Contract No. C43540 dated July 14, 2022
(“Agreement”), under which Contractor operated the City’s seasonal, on-demand shuttle service
along El Paseo for the period dating mid-October 2022 through May 2023.
2.2 The City and Contractor now desire to amend the Agreement to extend the term
of the Agreement, and to update the operations schedule for shuttle service.
3. Terms.
3.1 The introductory paragraph of the Agreement is hereby amended to delete the
reference to the period October 14, 2022 through May 29, 2023, and to read as
follows:
“This Agreement dated July 14, 2022 is entered into between the City of Palm
Desert (CITY) and Circuit Transit, Inc. (CONTRACTOR), for the operation of the
El Paseo Courtesy Cart Service, a non-fixed route public transit service within the
City of Palm Desert (“Project”).”
3.2 Section 2 (Vehicle Operation) of the Agreement is hereby renamed and amended
in its entirety, to read as follows:
“2. Scope of Services and Term:
A. General Scope of Services: CONTRACTOR promises and agrees to
furnish to CITY all labor, materials, tools, equipment, services, and
incidental and customary work necessary to fully and adequately supply
the services necessary for the Project described in the CONTRACTOR’S
Proposal dated June 29, 2022, attached hereto as Exhibit B ("Services").
All Services shall be subject to, and performed in accordance with, this
Agreement, the exhibits attached hereto and incorporated herein by
reference, and all applicable local, state, and federal laws, rules and
regulations.
B. Vehicle Operation: Vehicles shall be in regular service seven days per
week, 11:00 a.m. through 6:00 p.m. daily, (days subject to change by the
CITY), including holidays, except Christmas Day and Thanksgiving Day,
as follows:
Initial contract operating period: October 14, 2022 - May 29, 2023
First Amendment operating period: October 13, 2023 - May 27, 2024
CONTRACTOR shall operate the vehicles in accordance with the
applicable operating schedule, attached hereto as Exhibit “A” (“Schedule”).
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Vehicles are permitted to be out of service for one half-hour plus two 15-
minute breaks during each seven-hour operating period. No breaks shall
be taken consecutively or concurrently. At the direction of the CITY, more
hours may be added to the schedule described herein or may be reduced
from this schedule. In the event that the number of hours is changed, the
contract amount will be adjusted accordingly by application of the unit rates
contained in Exhibit B. The CITY retains the right to increase, decrease,
or, with thirty (30) days’ notice, to suspend or cancel the service for any
period at any time.
The CONTRACTOR shall provide neatly-attired professional drivers
whose appearance is appropriate for the context in which they will be
working (company golf shirts, for example).
C. Term: The term of this Agreement shall be from July 14, 2022, to May
27, 2024, unless earlier terminated as provided herein. CONTRACTOR
shall complete the Services within the term of this Agreement and shall
meet any other established schedules and deadlines. The Parties may, by
mutual, written consent, extend the term of this Agreement if necessary to
complete the Services. Further renewal(s) would be subject to a CPI
increase. Execution is completed when all parties have signed the
agreement. Agreement is subject to annual budget approval by the City
Council. If not approved during the budget process the agreement will be
cancelled according to the termination procedures outlined below.
D. Termination Prior to Expiration of Term: CITY may terminate this
Agreement at any time, with or without cause, upon thirty (30) day’s written
notice to the CONTRACTOR. Upon receipt of the notice of termination, the
CONTRACTOR shall immediately cease all work or services hereunder
except as may be specifically approved by the Contract Officer. In the
event of termination by the CITY, CONTRACTOR shall be entitled to
compensation for all services rendered prior to the effectiveness of the
notice of termination and for such additional services specifically
authorized by CITY. CITY shall be entitled to reimbursement for any
compensation paid in excess of the services rendered. CONTRACTOR
may terminate its obligation to provide further services under this
Agreement upon thirty (30) calendar days' written notice to the CITY only
in the event of substantial failure by the CITY to perform in accordance
with the terms of this Agreement through no fault of CONTRACTOR.
3.3 A New Section 2.5 (Independent Contract; Control and Payment of Subordinates)
is hereby added to the Agreement, to read as follows:
“2.5 Independent Contractor; Control and Payment of Subordinates. The
Services shall be performed by CONTRACTOR or under its supervision.
CONTRACTOR will determine the means, methods and details of performing the
Services subject to the requirements of this Agreement. CITY retains
CONTRACTOR on an independent contractor basis and not as an employee. Any
personnel performing the Services shall not be employees of CITY and shall at all
times be under CONTRACTOR’S exclusive direction and control. Neither CITY,
or any of its officials, officers, directors, employees or agents shall have control
over the conduct of CONTRACTOR or any of CONTRACTOR’S officers,
employees or agents, except as set forth in this Agreement. CONTRACTOR shall
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pay all wages, salaries, and other amounts due such personnel in connection with
their performance of Services under this Agreement and as required by law.
CONTRACTOR shall be responsible for all reports and obligations respecting
such additional personnel, including, but not limited to: social security taxes,
income tax withholding, unemployment insurance, disability insurance, and
workers' compensation insurance.”
3.4 Section 4 (Fees and Payment) of the Agreement is hereby amended in its entirety
to read as follows:
A. Operation of the El Paseo Courtesy Cart Service: CONTRACTOR shall
receive compensation, including authorized reimbursements, for all
Services rendered under this Agreement per Exhibit "B". The total
compensation shall not exceed Two Hundred Nineteen Thousand Two
Hundred and Forty-One Dollars and Two Cents ($219,241.02) per year,
without written approval of the City Council or City Manager, as applicable.
B. Payment of Compensation: CONTRACTOR shall submit to CITY monthly
invoices which provide a detailed description of the Services and hours
rendered by CONTRACTOR. CITY shall, within 30 days of receiving such
invoice, review the invoice and pay all non-disputed and approved
charges. If the CITY disputes any of CONTRACTOR'S fees, the CITY
shall give written notice to CONTRACTOR within thirty (30) days of receipt
of an invoice of any disputed fees set forth therein. CONTRACTOR shall
submit its final invoice to CITY within thirty (30) days from the last date of
provided Services or termination of this Agreement and failure by the
CONTRACTOR to submit a timely invoice may constitute a waiver of its
right to final payment. Payment shall not constitute acceptance of any
Services completed by CONTRACTOR. The making of final payment shall
not constitute a waiver of any claims by the CITY for any reason
whatsoever.
C. Reimbursement for Expenses: CONTRACTOR shall not be reimbursed for
any expenses unless authorized in writing by CITY or included in Exhibit
“B”.
D. Extra Work: At any time during the term of this Agreement, CITY may
request that CONTRACTOR perform Extra Work. As used herein, "Extra
Work" means any work which is determined by CITY to be necessary for
the proper completion of the Project, but which the Parties did not
reasonably anticipate would be necessary at the execution of this
Agreement. CONTRACTOR shall not perform, nor be compensated for,
Extra Work without written authorization from CITY.”
3.5 A new Section 7 (Amendment; Modification) is hereby added to the Agreement,
to read as follows:
“7. Amendment; Modification. No supplement, modification, or amendment of
this Agreement shall be binding unless executed in writing and signed by both
Parties.”
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3.6 A new Section 8 (Delivery of Notices) is hereby added to the Agreement, to read
as follows:
“8. Delivery of Notices. All notices permitted or required under this Agreement
shall be given to the respective parties at the following address, or at such other
address as the respective parties may provide in writing for this purpose:
Consultant: Circuit Transit INC
501 E Las Olas Blvd, Suite 300
Fort Lauderdale, FL 33301
ATTN: Daniel Kramer, Vice President, Operations & Business
Development, Circuit
City: City of Palm Desert
73-510 Fred Waring Drive
Palm Desert, CA 92260
ATTN: Economic Development Department
Such notice shall be deemed made when personally delivered or when mailed,
forty-eight (48) hours after deposit in the U.S. Mail, first class postage prepaid
and addressed to the party at its applicable address. Actual notice shall be
deemed adequate notice on the date actual notice occurred, regardless of the
method of service.”
3.7 Exhibit “A” is hereby amended to add the 2023 – 2024 City of Palm Desert
Neighborhood Electric Vehicle (NEV) Operations Schedule, attached hereto and
incorporated herein by reference.
3.8 Exhibit “B” page 18 is hereby amended to add the 2023-2024 Compensation
schedule, attached hereto and incorporated herein by reference.
3.9 Continuing Effect of Agreement. Except as amended by this Amendment No. 1,
all other provisions of the Agreement remain in full force and effect and shall
govern the actions of the parties under this Amendment No. 1. From and after the
date of this Amendment No. 1, whenever the term “Agreement” or “Contract”
appears in the Agreement, it shall mean the Agreement as amended by this
Amendment No. 1.
3.10 Adequate Consideration. The Parties hereto irrevocably stipulate and agree that
they have each received adequate and independent consideration for the
performance of the obligations they have undertaken pursuant to this Amendment
No. 1.
3.11 Severability. If any portion of this Amendment No. 1 is declared invalid, illegal, or
otherwise unenforceable by a court of competent jurisdiction, the remaining
provisions shall continue in full force and effect.
3.12 Counterparts. This Amendment No. 1 may be executed in duplicate originals,
each of which is deemed to be an original, but when taken together shall constitute
but one and the same instrument.
[SIGNATURES ON FOLLOWING PAGE]
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SIGNATURE PAGE FOR AMENDMENT NO. 1 TO CONTRACT NO. C43540
BETWEEN THE CITY OF PALM DESERT
AND CIRCUIT TRANSIT, INC.
IN WITNESS WHEREOF, the Parties have entered into this Amendment No. 1 to the
Agreement for Services to Operate the El Paseo Courtesy Cart service as of the day and year
first above written.
CITY OF PALM DESERT
By:
L. Todd Hileman
City Manager
ATTEST:
By:
Anthony J. Mejia
City Clerk
APPROVED AS TO FORM:
By:
Best Best & Krieger LLP
City Attorney
CIRCUIT TRANSIT, INC.
By:
Its: Vice President
Printed Name: Daniel Kramer
By:
Its: Chief Operating Officer
Printed Name: James Mirras
QC: MN
Insurance:
_____
Initial Review
_____
Final Approval
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“EXHIBIT A”
2023 – 2024 City of Palm Desert Neighborhood Electric Vehicle (NEV) Operations
Schedule
Regular
Month # of
Days
Hours
Per Day
Total Hours
Per Cart
October 13 – 31, 2023 19 7 133
November 1-30, 2023
(excluding Thanksgiving)
29 7 203
December 1-31,2023
(excluding Christmas)
30
7 210
January 1-31, 2024 31 7 217
February 1-29, 2024 29 7 203
March 1-31, 2024 31 7 217
April 1-30, 2024 30 7 210
May1-27, 2024 27 7 203
Total Annual Regular Hours - One (1) Cart 1596
Total Annual Regular Hours - Two (2) Cart 1596
Total Annual Regular Hours - Three (3) Cart 1596
Total Annual Regular Hours for all Three (3) Carts 4788
Potential Overtime Hours – (At the direction of the City, but not to exceed)
Month(s) Hours Per
Month
Number of
Months
Total Hours
Per Cart
October 2023 – February 2023 4 5 20
March 2024 55 1 55
April – May 2024 3 2 6
Potential Overtime Hours - One (1) Cart 81
Potential Overtime Hours - Two (2) Cart 81
Potential Overtime Hours - Three (3) Cart 81
Total Potential Overtime Hours for all Three (3) Carts 243
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“EXHIBIT B”
COMPENSATION
Standard Vehicle
Straight Time: $42.57/car/hr
Overtime: $53.64/car/hr
ADA Vehicle
Straight Time: $43.99/car/hr
Overtime: $55.06/car/hr
Annual Straight Time Standard (based on two vehicles) 3,192 $42.57 $135,883.44
Annual OT Standard (based on two vehicles) 162 $53.64 $8,689.68
Annual Straight Time ADA (based on one vehicle) 1,596 $43.99 $70,208.04
Annual OT ADA (based on one vehicle) 81 $55.06 $4,459.86
Annual Total 5,031 - $219,241.02
In the event that this Agreement is renewed pursuant to Section 3.1.2, the rates set forth above
may be increased or reduced each year at the time of renewal, but any increase shall not exceed
the Consumer Price Index, All Urban Consumers, Riverside-San Bernardino-Ontario.
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AMENDMENT NO. 2 TO AGREEMENT NO. C43540 BETWEEN THE CITY OF PALM
DESERT AND CIRCUIT TRANSIT, INC.
1. Parties and Date.
This Amendment No. 2 to the made and entered into as of this 9th day of July, 2024, by
and between the City of Palm Desert (“City”) and Circuit Transit, Inc, a Corporation, with its
principal place of business at 501 E Las Olas Blvd, Suite 300 Ft Lauderdale, FL 33301 ("Vendor").
The City and Vendor are sometimes individually referred to herein as "Party" and collectively as
"Parties."
2. Recitals.
2.1 Agreement. The City and Circuit Transit, Inc have entered into an agreement
entitled “Agreement C43540” dated July 14, 2022 (“Agreement” or “Contract”) for the purpose of
retaining the services of Circuit Transit, Inc to provide on-demand shuttle service along El
Paseo for the period dating mid-October 2022 through May 2023.
2.2 Amendment No. 1. The City and Circuit Transit, Inc amended the Agreement to
extend the term of the Agreement and update the operations schedule for shuttle service.
The Parties have heretofore entered into that Amendment No.1 dated July 13, 2023.
2.3 Amendment No. 2. The City and Circuit Transit, Inc desire to amend the
Agreement to extend the term of the Agreement and update the operations schedule for
shuttle service.
2.3 Amendment Authority. This Amendment No. 2 is authorized pursuant to Section
7 of the Agreement.
3. Terms.
3.1 Scope of Services and Term. Section 2 of the Agreement is hereby amended in its
entirety to read as follows:
A. General Scope of Services: CONTRACTOR promises and agrees to furnish to
CITY all labor, materials, tools, equipment, services, and incidental and
customary work necessary to fully and adequately supply the services necessary
for the Project described in the CONTRACTOR’S Proposal dated June 29, 2022,
attached hereto as Exhibit B ("Services"). All Services shall be subject to, and
performed in accordance with, this Agreement, the exhibits attached hereto and
incorporated herein by reference, and all applicable local, state, and federal laws,
rules and regulations.
B. Vehicle Operation: Vehicles shall be in regular service seven days per week,
11:00 a.m. through 6:00 p.m. daily, (days subject to change by the CITY),
including holidays, except Christmas Day and Thanksgiving Day, as follows:
Initial contract operating period: October 14, 2022 - May 29, 2023
First Amendment operating period: October 13, 2023 - May 27, 2024
Second Amendment operating period: October 11, 2024 – May 26, 2025
CONTRACTOR shall operate the vehicles in accordance with the applicable
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operating schedule, attached hereto as Exhibit “A” (“Schedule”). Vehicles are
permitted to be out of service for one half-hour plus two 15-minute breaks during
each seven-hour operating period. No breaks shall be taken consecutively or
concurrently. At the direction of the CITY, more hours may be added to the
schedule described herein or may be reduced from this schedule. In the event
that the number of hours is changed, the contract amount will be adjusted
accordingly by application of the unit rates contained in Exhibit B. The CITY
retains the right to increase, decrease, or, with thirty (30) days’ notice, to suspend
or cancel the service for any period at any time.
The CONTRACTOR shall provide neatly-attired professional drivers whose
appearance is appropriate for the context in which they will be working (company
golf shirts, for example).
C. Term: The term of this Agreement shall be from July 14, 2023, to May 26, 2025,
unless earlier terminated as provided herein. CONTRACTOR shall complete the
Services within the term of this Agreement and shall meet any other established
schedules and deadlines. The Parties may, by mutual, written consent, extend
the term of this Agreement if necessary to complete the Services. Further
renewal(s) would be subject to a CPI increase. Execution is completed when all
parties have signed the agreement. Agreement is subject to annual budget
approval by the City Council. If not approved during the budget process the
agreement will be cancelled according to the termination procedures outlined
below.
3.2 Section 4 (Fees and Payment) of the Agreement is hereby amended in its entirety
to read as follows:
A. Operation of the El Paseo Courtesy Cart Service: CONTRACTOR
shall receive compensation, including authorized reimbursements, for all
Services rendered under this Agreement per Exhibit "B". The total
compensation shall not exceed Two Hundred Twenty-Four Thousand
Seven Hundred and Twenty Dollars and One Cents ($224,720.01) per
year, without written approval of the City Council or City Manager, as
applicable.
3.3 Exhibit “A” is hereby amended to add the 2024 – 2025 City of Palm Desert
Neighborhood Electric Vehicle (NEV) Operations Schedule, attached hereto and
incorporated herein by reference.
3.4 Exhibit “B” page 18 is hereby amended to add the 2024-2025 Compensation
schedule, attached hereto and incorporated herein by reference.
3.5 Continuing Effect of Agreement. Except as amended by this Amendment No. 2, all
other provisions of the Agreement remain in full force and effect and shall govern the actions of
the parties under this Amendment No. 2. From and after the date of this Amendment No. 2,
whenever the term “Agreement” or “Contract” appears in the Agreement, it shall mean the
Agreement as amended by this Amendment No. 2.
3.6 Adequate Consideration. The Parties hereto irrevocably stipulate and agree that
they have each received adequate and independent consideration for the performance of the
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obligations they have undertaken pursuant to this Amendment No. 2.
3.7 Severability. If any portion of this Amendment No. 2 is declared invalid, illegal, or
otherwise unenforceable by a court of competent jurisdiction, the remaining provisions shall
continue in full force and effect.
3.8 Counterparts. This Amendment No. 2 may be executed in duplicate originals, each
of which is deemed to be an original, but when taken together shall constitute but one and the
same instrument.
[SIGNATURES ON FOLLOWING PAGE]
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SIGNATURE PAGE FOR AMENDMENT NO. 2 TO AGREEMENT C43540 BETWEEN THE
CITY OF PALM DESERT
AND CIRCUIT TRANSIT, INC
IN WITNESS WHEREOF, the Parties have entered into this Amendment No. 2 to the
Agreement C43540 as of the day and year first above written.
CITY OF PALM DESERT
By:
L. Todd Hileman
City Manager
Attest:
By:
Anthony J. Mejia
City Clerk
Approved as to form:
By:
Isra Shah
Best Best & Krieger LLP
City Attorney
CIRCUIT TRANSIT, INC. A CORPORATION
By:
Daniel Kramer
Vice President
By:
James Mirras
Chief Operating Officer
QC: _____
Insurance:
_____
Initial Review
_____
Final Approval
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“EXHIBIT A”
2024 – 2025 City of Palm Desert Neighborhood Electric Vehicle (NEV) Operations
Schedule
Regular
Month # of
Days
Hours
Per Day
Total Hours
Per Cart
October 11 – 31, 2024 21 7 147
November 1-30, 2024
(excluding Thanksgiving)
29 7 203
December 1-31,2024
(excluding Christmas)
30
7 210
January 1-31, 2025 31 7 217
February 1-28, 2025 28 7 196
March 1-31, 2025 31 7 217
April 1-30, 2025 30 7 210
May1-26, 2025 26 7 182
Total Annual Regular Hours - One (1) Cart 1582
Total Annual Regular Hours - Two (2) Cart 1582
Total Annual Regular Hours - Three (3) Cart 1582
Total Annual Regular Hours for all Three (3) Carts 4746
Potential Overtime Hours – (At the direction of the City, but not to exceed)
Month(s) Hours Per
Month
Number of
Months
Total Hours
Per Cart
October 2024 – February 2025 4 5 20
March 2025 55 1 55
April – May 2025 3 2 6
Potential Overtime Hours - One (1) Cart 81
Potential Overtime Hours - Two (2) Cart 81
Potential Overtime Hours - Three (3) Cart 81
Total Potential Overtime Hours for all Three (3) Carts 243
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“EXHIBIT B”
COMPENSATION
Standard Vehicle
Straight Time: $43.85/car/hr
Overtime: $55.25/car/hr
ADA Vehicle
Straight Time: $45.31/car/hr
Overtime: $56.71/car/hr
Annual Straight Time Standard (based on two vehicles) 3,164 $43.85 $138,741.40
Annual OT Standard (based on two vehicles) 162 $55.25 $8,950.50
Annual Straight Time ADA (based on one vehicle) 1,582 $45.31 $71,680.42
Annual OT ADA (based on one vehicle) 81 $56.71 $4,593.51
Annual Total 4,989 - $223,965.83
In the event that this Agreement is renewed pursuant to Section 3.1.2, the rates set forth above
may be increased or reduced each year at the time of renewal, but any increase shall not exceed
the Consumer Price Index, All Urban Consumers, Los Angeles-Riverside-Orange Counties.
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EL PASEO
COURTESY CART
PROGRAM
April 10, 2025
City Council Study Session
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HISTORY OF THE
EL PASEO COURTESY CART
•Shopper Hopper -mini-bus service
•The El Paseo Courtesy Cart program began
in 2004
•The City Council approved the disposal of
the three City owned courtesy carts in 2022
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CURRENT EL PASEO COURTESY CART
PROGRAM
•In 2022 City Council approved a contract with Circuit
Transit, Inc.
•Three carts (2 Standard, 1 ADA)
•Carts run from October through May annually.
•Carts run seven (7) days a week from 11:00 a.m. –6:00
p.m. Except for special events (i.e. Fashion Week and
Food & Wine).
•Carts can also be hailed or called through the Circuit app.
•Carts are funded through the General Fund.
•Contract expires in May 2025.
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EL PASEO COURTESY CART ROUTE
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ANNUAL RIDERSHIP
0
2000
4000
6000
8000
October November December January February March April May
Chart Title
FY 2022/2023 FY 2023/2024 FY 2024/2025
573
CONTRACT COSTS
FY
2021/2022
FY
2022/23
FY
2023/24
Est. FY
2024/25
$204,100 $219,241 $223,966 $224,720
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EL PASEO PARKING AND BUSINESS
IMPROVEMENT DISTRICT FEEDBACK
•Satisfied with the current program as is.
•Interest in extending operating hours,
particularly on weekends.
•Recommend fixed stops.
•Consider additional signage advertising the
service.
575
CONSIDERATIONS
Maintain the Current
Program
Extend Operating Hours
on Weekends
Expand Fleet cart Expand Service Off
El Paseo
Based on EPPBID Feedback
Est. cost $237K
Est. cost $231K
Add one additional standard cart, Total est. cost
$302K
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