HomeMy WebLinkAboutPalm Desert SRFOA Plan_Admin - Comments (03-07-25)/
Acknowledgments
City of Palm Desert
Chris Gerry
Public Works, Senior Project Manager
Bassam AL-Beitawi
Public Works, Senior Project Manager
Thomas Soule
Public AffairsEconomic 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
Advisory Committee
Brenda Nutcher
Desert Recreation District
Dina Purvis
City of Indian Wells
Don Olson
Riverside County Sheriff's Office
Jack Newby
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
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Table of Contents
Chapter 1. The Vision for Safe Routes for Older Adults in Palm Desert 4
Introduction 4
Project Background and Need 4
How to Use This Plan 5
City of Palm Desert 6
Chapter 2. Palm Desert Today 8
Plan, Policy, and Program Review 8
Existing Conditions 9
Chapter 3. Outreach and Engagement 43
Outreach and Engagement Overview 43
Summary of Outreach Activities 43
Summary of Outreach Findings 45
Chapter 4. Improving Safe Routes for Older Adults in Palm Desert 47
Recommendations Process 47
Bicycle Facility Types 48
Pedestrian Facility Types 49
Palm Desert Safe for Older Adults Infrastructure Recommendations 51
Chapter 5. Encouraging Safe Routes for Older Adults in Palm Desert 55
Programmatic Recommendations 55
Chapter 6. Implementing Safe Routes for Older Adults in Palm Desert 59
Potential Funding Sources 59
Priority Projects 63
Cost Estimates 64
Appendices 65
Appendix A – Complete Plan, Policy, and Program Review 65
Appendix B – Complete Existing Conditions Report 65
Appendix C – Complete Outreach and Engagement Report 65
Appendix D – Complete Citywide Recommendations 65
Appendix E – SRFOA Suggested Routes Maps 65
Appendix F – SRFOA Prioritization Methodology 65
Chapter 1. The Vision for Safe Routes for Older Adults in Palm Desert
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. 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.
The Palm Desert SRFOA Plan is a component of the City’s of Palm Desert’s larger Vision Zero Strategy., which also includes a Safe Routes to School Plan as well as a public engagement
and activation campaign to generate awareness, promote safe travel behaviors, and encourage the use of existing safe walking and bicycling infrastructure.
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.
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.
How to Use This Plan
This SRFOA Plan documents the activities, data collection, and analyses for the City of Palm Desert 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 of Palm Desert 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.
City of Palm Desert
Palm Desert is located in the heart of the Coachella Valley in Riverside County, CACalifornia. With year-round sunshine, a growing network of sidewalks and bicycle facilities, and the
City’s increased efforts to expand active transportation facilities across the city, 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 of Palm Desert, including city boundaries and destinations including transit stops and parks.
Figure 1. City of Palm Desert
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Palm Desert has a population of about 53,000 permanent residents and 32,000 seasonal residents. The city’s 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. The median age is 55. Figure 2 shows the different demographics of the population in the City of Palm Desert.
Information specific to older adult demographics is detailed in Chapter 2.
Figure 2. Palm Desert Demographics
[Creative Services to create and include graphic in formatted Plan]
Chapter 2. Palm Desert Today
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 in the City, 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.
Existing Conditions
This section provides an overview of existing conditions in the City of 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 Palm Desert populations by age and sex.
Figure 3. Age and Sex
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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.
Figure 4. Racial Composition for Older Adults Age 55+
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The City of Palm Desert, 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, Sun City Palm Desert, and Villa Portofino, and nine 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 5. Residential Concentrations (Ages 55+)
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Older Adult Priority Areas
In consultation with City staff, the Pproject Tteam 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.”
Figure 6. Older Adult Priority Areas
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Socioeconomic Profile
For many older adults, particularly those residing in economically disadvantaged areas, access to reliable and safe transportation can significantly influence their ability to access
grocery stores, health care, and social services. In Palm Desert, addressing the unique transportation needs of older adults involves understanding the socioeconomic challenges they
face. By focusing on enhancing mobility options, barriers that disproportionately affect these vulnerable populations can be mitigated.
The following sections present a socioeconomic profile of Palm Desert’s older adult community using Assembly Bill (AB) 1550 Low-Income Community status and USDOT Equitable Transportation
Community (ETC) status.
Low-Income Communities
Identified by AB 1550, Low-Income Communities (Figure 7) are defined by the State of California as the census tracts that are either at or below 80% of the statewide median income or
state-designated threshold. Identifying these areas helps to pinpoint neighborhoods that experience a disproportionate burden of economic or environmental disadvantages, which can affect
older adults’ ability to walk or bike to important destinations. In Palm Desert, all three of the Older Adult Priority Areas are located within Low-Income Communities as defined under
AB 1550.
Figure 7. Low-Income Communities
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USDOT ETC Disadvantaged Communities
The USDOT ETC uses 2020 census tracts and data (Figure 8) to explore the cumulative burden communities experience as a result of underinvestment in the following five components: Transportation
Insecurity, Climate and Disaster Risk Burden, Environmental Burden, Health Vulnerability, and Social Vulnerability. This helps identify neighborhoods that may have historically lacked
investment in transportation infrastructure, further contributing to inequities in active transportation opportunities.
In Palm Desert, all three Older Adult Priority Areas are located within or intersect with Disadvantaged Communities, meaning these areas all experience higher rates of transportation
insecurity. Here, the average walk times to medical facilities, grocery stores, and parks are 20 minutes, 27 minutes, and 31 minutes, respectively, while the average drive times to
these destinations are only 3 minutes, 4 minutes, and 5 minutes, respectively. Additionally, the annual cost of transportation in these areas averages $10,655, which constitutes about
15% of household income. While walking may exceed driving in terms of travel time, it offers significant benefits such as lower cost, exercise and improved health, and social interaction—factors
that are especially important in these communities.
Figure 8. USDOT ETC Disadvantaged Communities
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Land Uses
The existing land use (Figure 9) 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 the cityPalm 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.
Figure 9. Citywide Land Use
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Climate
A city’s cClimate 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 10). 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 Palm Desert SRFOA
Plan, the Project Team carefully considered the city’s climate when developing the recommendations included in the plan.
Figure 10. Average Daily Temperature by Month in Palm Desert
[Creative Services to create and include a daily average temperature chart in formatted Plan]
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 11, 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.
Figure 11. Traffic Stress Levels and Corresponding Facility Types
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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.
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 12.
Note: The City of Palm Desert 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.
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
Table 2. 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 IIB
San Pablo Avenue
Highway 111
San Gorgonio Way
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 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 Drive)
Bump and Grind Trailhead
Deep Canyon Road
Class IV
San Pablo Avenue
Fred Waring Drive
Magnesia Falls Drive
Figure 12. Existing Bikeways in Palm Desert
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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.
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 13 through Figure 15 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.
Figure 13. Existing Bikeways Near the Joslyn Center
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Figure 14. Existing Bikeways Near Fred Waring Drive and Town Center Way
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Figure 15. Existing Bikeways Near Washington Street and Avenue of the States
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Existing 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 16). 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.
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 of Palm Desert 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.
Figure 16. Existing Transit Facilities /
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 17), 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.
Figure 17. Walking or Biking Travel Patterns for Older Adults (Typical Thursday in 2023)/
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 cycling, 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 18, 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.
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.
Figure 18. Annual Average Daily Traffic Volumes/
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 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 19). Two collisions involved both people walking and people biking.
Figure 19. Collision by Mode - All Collisions (2013-2022)/
Pedestrian collisions and vehicle collisions have both increased in recent years (Figure 20), 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 21. 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 20. Collisions by Year and Mode - All Collisions (2013-2022)/
Figure 21. Collision by Year and Mode - Killed or Seriously Injured (KSI) (2013-2022)/
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 22),
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).
Figure 22. Collisions Involving Older Adults (2013-2022)
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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.
High-Injury Network
As part of the Palm Desert SRFOA Plan, the Project Team developed a high-injury network (HIN) for the City of Palm Desert. 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 23.
Figure 23. Palm Desert High-Injury Network
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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 of Palm Desert can leverage AB 43 to more easily reduce speed limits
in these areas, improving safety for all road users.
Chapter 3. Outreach and Engagement
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 Palm Desert 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 (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 in-person events. Promotional materials, such as flyers, were created in English and Spanish.
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
As mentioned, Tthe Advisory 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 Palm Desert Advisory 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.
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 Palm Desert residents in the SRFOA Plan’s recommendations.
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 Advisory Committee, directly guided the development of SRFOA recommendations presented in Chapter 4, ensuring they align with the older adult
community’s needs and concerns.
Table 3. Completed Outreach and Engagement Activities
Phase
Date
Event
Common Concerns/Findings
I
April – May 2024
Safe Routes for Older Adults Walk Audits
High vehicular speeds
Challenges crossing major intersections
I
April – July 2024
Safe Routes for Older Adults Surveys
General roadway safety
Lack of shade/too hot to walk
Unmaintained sidewalks
I
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
I
May 2024
Pop-up at the Joslyn Center
High vehicular speeds
Sidewalk network gaps
Uncomfortable pedestrian crossings
Insufficient street lighting
I
May 28, 2024
Safe Routes for Older Adults Workshop
More sidewalks
More/safer pedestrian crossings
More/safer bike facilities
I
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
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
II
December 16, 2024
Safe Routes for Older Adults Virtual Recommendations Workshop
No concerns/findings received
Chapter 4. Improving Safe Routes for Older Adults in Palm Desert
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 of Palm Desert with additional considerations for active transportation improvements throughout the rest of Palm Desertthe city.
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.
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 24 displays the bicycle facilities considered in the development of the SRFOA recommendations. After consulting with the City of Palm Desert and the Advisory 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 24. 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.
/
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.
Pedestrian Facility Types
Different types of pedestrian facilities are better suited for different roadways and roadway conditions. Figure 25 displays the pedestrian facilities that are included in the SRFOA
recommendations.
Figure 25. Pedestrian Facility Types
/
Curb Extension
Curb extensions provide more protected space for people to cross the roadway and tend to cause vehicles to slow.
/
Curb Ramps
ADA 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.
/
Sidewalk Gap Closure
Sidewalk gap closures improve pedestrian connections, making it easier, safer, and more comfortable to choose walking.
/
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.
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 Palm Desert residents, the Joslyn Center visitors and staff, City of Palm Desert staff, and the project consultant team.
The following shows the starting page number for each set of recommendations:
Washington Street/Avenue of the States: p. ##
Fred Waring Drive/Town Center Way: p. ##
The Joslyn Center: p. ##
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.
[Creative Services to attach walk audit reports and concept plans in formatted Plan]
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. 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 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.
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.
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.
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 the cityPalm 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.
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.
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.
Chapter 5. Encouraging Safe Routes for Older Adults in Palm Desert
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 equity 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 Palm Desert SRFOA Plan.
Experiences and Educational Activities
The Pproject Tteam 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.
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,
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.
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.
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.
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.
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.
Chapter 6. Implementing Safe Routes for Older Adults in Palm Desert
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.
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.
More information: https://www.palmdesert.gov/connect/sales-tax-measure
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.
More information: https://www.rctc.org/funding-and-planning/
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.
More information: https://scag.ca.gov/sustainable-communities-program
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.
More information: https://dot.ca.gov/programs/local-assistance/fed-and-state-programs/active-transportation-program
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.
More information: https://dot.ca.gov/programs/local-assistance/fed-and-state-programs/highway-safety-improvement-program
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.
More information: https://www.sco.ca.gov/aud_transportation_development_act.html
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.
More information: https://dot.ca.gov/programs/local-assistance/fed-and-state-programs/state-transportation-improvement-program
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.
More information: https://www.transportation.gov/BUILDgrants
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.
More information: https://www.hud.gov/program_offices/comm_planning/cdbg
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.
More information: https://www.saferoutesinfo.org/
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.
More information: https://www.transportation.gov/grants/SS4A
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.
More information: https://www.fhwa.dot.gov/specialfunding/stp/
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 Palm Desert SRFOA Plan. Funding can be used for infrastructure upgrades or community initiatives
to improve the quality of life for older adults.
More information: https://www.aarp.org/livable-communities/community-challenge/
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.
More information: https://www.nia.nih.gov/research/grants-funding
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.
More information: https://www.rwjf.org/en/grants.html
Priority Projects
The SRFOA prioritization process ranks the three Older Adult Priority Areas within Palm Desert against one another, using data collected from national, city, and community sources. The
Older Adult Priority Areas are prioritized rather than individual projects as the recommendations work together to enhance overall safety at each priority area and support effective
grant writing. The outcome is a ranked list that informs Older Adult Priority Area prioritization and grant funding.
The prioritization process considers several data sources, emphasizing safety, equity, and other relevant scoring criteria for Safe Streets and Roads for All (SS4A) and Caltrans Active
Transportation Program (ATP) grant funding. These data sources include:
Pedestrian and bicycle collisions (2013-2022)
Active trip density (walking, biking, and public transit) for individuals aged 55 and above
ETC in Older Adult Priority Area
High Injury Network
Destinations within Older Adult Priority Area
People with disabilities population density
Households with residents aged 65+
Households with access to an automobile
Area population density
Local support from the advisory committee and community members
The complete SRFOA prioritization methodology and scoring criteria is included in Appendix F.
Note: The results of the prioritization process are not included in the SRFOA Plan but have been provided to the City of Palm Desert to inform future decision-making.
Cost Estimates
The Project Team created planning-level cost estimates for the recommendations included in the SRFOA Plan, based on 2024 construction costs for similar projects in California. These
cost estimates do not account for required design and engineering phases, which will increase the total cost for implementation. However, some costs can be lowered when implemented
in conjunction with other roadway improvements.
Similar active transportation cost estimates in California have estimated 5% of the construction cost for environmental, 10% of construction costs for design, and 12.5% of construction
costs for construction administration. However, design and engineering costs will vary based on the project and project location, thus the cost estimates produced only include construction
estimates. Additionally, costs may also vary due to factors including inflation and the means of installation (contractor versus local forces). Future studies will determine more accurate
cost estimates prior to each project’s implementation
Note: Cost estimates are not included in the SRFOA plan but have been provided to the City of Palm Desert to inform future decision-making.
Appendices
Appendix A – Complete Plan, Policy, and Program Review
[Creative Services to attach PDF to Formatted Plan]
Appendix B – Complete Existing Conditions Report
[Creative Services to attach PDF to Formatted Plan]
Appendix C – Complete Outreach and Engagement Report
[Creative Services to attach PDF to Formatted Plan]
Appendix D – Complete Citywide Recommendations
[Creative Services to attach PDF to Formatted Plan]
Appendix E – SRFOA Suggested Routes Maps
[Creative Services to attach PDF to Formatted Plan]
Appendix F – SRFOA Prioritization Methodology
[Creative Services to attach in formatted Plan]