HomeMy WebLinkAboutPalmDesert_SRFOA_Plan_AC_03.24.25SAFE ROUTESFOR OLDER ADULTS
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 48
Outreach and
Engagement Overview 49
Summary of Outreach Activities 50
Summary of Outreach Findings 52
Improving Safe Routes
for Older Adults in
Palm Desert 54
Recommendations Process 55
Bicycle Facility Types 56
Pedestrian Facility Types 58
Palm Desert Safe for Older Adults
Infrastructure Recommendations 60
Encouraging Safe Routes
for Older Adults in
Palm Desert 88
Programmatic Recommendations 89
Implementing Safe
Routes for Older
Adults in Palm Desert 96
Potential Funding Sources 97
Appendices
A. Complete Plan, Policy,
and Program Review 104
B. Complete Existing Conditions Report 114
C. Complete High-Injury Network Analysis 158
D. Complete Outreach and
Engagement Report 176
E. Complete City Wide Recommendations 186
F. SRFOA Suggested Routes Maps 198
TABLE OF CONTENTSACKNOWLEDGMENTS
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
01 05
06
02
03
04
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
VISION ZERO STRATEGY5SAFE ROUTES FOR OLDER ADULTS
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.
The Vision
for Safe
Routes
for Older
Adults in
Palm Desert
01.
VISION ZERO STRATEGY7SAFE ROUTES FOR OLDER ADULTS
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 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.
PALM DESERT VISION ZERO STRATEGY89SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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Figure 1: City of Palm Desert
1 Total percentage exceeds 100% as these categories
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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
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,
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.
PALM DESERT VISION ZERO STRATEGY1011SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
Palm Desert
Today
02.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
J A N U A R Y 2 0 2 1
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
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
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55-64
35-54
20-34
5-19
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14%13%
22%
18%
15%
21%
15%
14%
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PALM DESERT VISION ZERO STRATEGY1415SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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%
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Figure 5: Residential Concentrations (Ages 55+)
VISION ZERO STRATEGY17SAFE ROUTES FOR OLDER ADULTSPALM DESERT16SAFE ROUTES FOR OLDER ADULTS
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.”
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VISION ZERO STRATEGY19SAFE ROUTES FOR OLDER ADULTSPALM DESERT18SAFE ROUTES FOR OLDER ADULTS
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.
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LOW-INCOME COMMUNITIESLow-Income Communities
Figure 7: Low-Income Communities
VISION ZERO STRATEGY21SAFE ROUTES FOR OLDER ADULTSPALM DESERT20SAFE ROUTES FOR OLDER ADULTS
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.2 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.
2 ETC data was originally downloaded via USDOT’s online ETC Explorer tool. As of February 2025, the tool is no longer
available for viewing or downloading data.
Average walk times to
medical facilities,
grocery stores, and parks
The annual cost of transportation
in these areas averages
$10,655
which constitutes about
15%
of household income.
20 minutes
27 minutes
31 minutes
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DISADVANTAGED
COMMUNITIES
CITY OF PALM DESERT
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DESTINATIONS + BOUNDARIES
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USDOT ETCDISADVANTAGED COMMUNITIES!Older Adult PriorityPoints
Transit Stops
Older Adult Priority Area
City Boundary
Parks
0 0.5 1MILES
Disadvantaged Communities
Figure 8: USDOT ETC Disadvantaged Communities
VISION ZERO STRATEGY23SAFE ROUTES FOR OLDER ADULTSPALM DESERT22SAFE ROUTES FOR OLDER ADULTS
Magnesia SpringEcological Reserve
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LAND USE
CITY OF PALM DESERT
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OLDER ADULTS
DESTINATIONS + BOUNDARIES
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LAND USE
High Density Residential
Low Density Residential
Planned Residential
Commercial
Planned Commercial
Professional Offices
Downtown
Public Institution
Open Space
Industrial
Figure 9: Citywide Land Use
Land Use
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 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 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 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
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 STRATEGY25SAFE ROUTES FOR OLDER ADULTSPALM DESERT24SAFE ROUTES FOR OLDER ADULTS
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.
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.
Figure 11: 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.
PALM DESERT VISION ZERO STRATEGY2627SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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 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
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Figure 12: Existing Bikeways in Palm Desert
VISION ZERO STRATEGY29SAFE ROUTES FOR OLDER ADULTSPALM DESERT28SAFE ROUTES FOR OLDER ADULTS
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
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)
PALM DESERT VISION ZERO STRATEGY3031SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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.3
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.
3 Association of Pedestrian and Bicycle Professionals, Essentials of Bike Parking, September 2015, https://www.apbp.org/
assets/docs/EssentialsofBikeParking_FINA.pdf.
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VISION ZERO STRATEGY33SAFE ROUTES FOR OLDER ADULTSPALM DESERT32SAFE ROUTES FOR OLDER ADULTS
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CITY OF PALM DESERT SAFE ROUTES FOR OLDER ADULTS
Figure 15: Existing Bikeways Near Washington Street and Avenue of the States
PALM DESERT VISION ZERO STRATEGY3435SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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 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 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.
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SUNBUS ROUTESRoute 1
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Route 10
Figure 16: Existing Transit Facilities
VISION ZERO STRATEGY37SAFE ROUTES FOR OLDER ADULTSPALM DESERT36SAFE ROUTES FOR OLDER ADULTS
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.
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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 olderadults (aged 55+) on a typical Thursday in 2023.
TRAVEL ACTIVITY (NUMBER OFWALKING/BIKING TRIPS)
76 - 220
45 - 75
26 - 44
13 - 25
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DESTINATIONS + BOUNDARIES
!Older Adult Priority Point
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Older Adult Priority Areas
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Figure 17: Walking or Biking Travel Patterns for Older Adults (Typical Thursday in 2023)
VISION ZERO STRATEGY39SAFE ROUTES FOR OLDER ADULTSPALM DESERT38SAFE ROUTES FOR OLDER ADULTS
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
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.4
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.
4 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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10,001 - 15,000
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Below 5,000
Figure 18: Annual Average Daily Traffic Volumes
VISION ZERO STRATEGY41SAFE ROUTES FOR OLDER ADULTSPALM DESERT40SAFE ROUTES FOR OLDER ADULTS
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 2022.5 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.
5 This period was the most recent non-provisional data available at the time of the analysis.
Figure 19: Collision by Mode - All Collisions (2013-2022)
5.6%
Pedestrian
6.4%
Bicycle
88%
Vehicle
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)
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PALM DESERT VISION ZERO STRATEGY4243SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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).
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
!
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Santa RosaWildlife Area
Cook FieldsSports Complex
Palm Desert CivicCenter Park
Magnesia Spring
Ecological Reserve
Three Golf Centerat Palm Desert
Freedom Park
UC Deep CanyonNatural Reserve
HovleySoccer Park
Santa Rosa and San JacintoMountains National Monument
Ironwood Park
CahuillaHills Park
Magnesia FallsCity Park
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COLLEGEDRIVE
COLLISIONS INVOLVING
ADULTS AGED 55+
CITY OF PALM DESERT
SAFE ROUTES FOR OLDER ADULTS
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DESTINATIONS + BOUNDARIES!Older Adult Priority Point
!Older Adult Housing Properties
Older Adult Priority Areas
City Boundary
Parks
BICYCLE COLLISION SEVERITY
Killed or seriously injured (8)
Lesser injury (36)
PEDESTRIAN COLLISION SEVERITYKilled or seriously injured (7)
Lesser injury (19)
VEHICLE COLLISION SEVERITYKilled 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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DEANZAWAY
ELPASEO PO
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Figure 22: Collisions Involving Older Adults (2013-2022)
VISION ZERO STRATEGY45SAFE ROUTES FOR OLDER ADULTSPALM DESERT44SAFE ROUTES FOR OLDER ADULTS
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 23.
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
Figure 23: Palm Desert High-Injury Network
VISION ZERO STRATEGY47SAFE ROUTES FOR OLDER ADULTSPALM DESERT46SAFE ROUTES FOR OLDER ADULTS
Outreach and
Engagement
03.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 STRATEGY49SAFE ROUTES FOR OLDER ADULTS
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.
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.
PALM DESERT VISION ZERO STRATEGY5051SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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.
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
PALM DESERT VISION ZERO STRATEGY5253SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
Improving
Safe Routes
for Older
Adults in
Palm Desert
04.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 STRATEGY55SAFE ROUTES FOR OLDER ADULTS
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
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 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.
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 the bike lane.
In Palm Desert, golf carts are also allowed
to travel in protected bike lanes.
PALM DESERT VISION ZERO STRATEGY5657SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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.
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 Crosswalk6
High visibility crosswalks clearly delineate the
right-of-way for those crossing the street.
6 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.
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 VISION ZERO STRATEGY5859SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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.
Note: The matchlines for each set of concept plans are not current in this draft and will be updated for
the Final SRFOA Plan following the Advisory Committee’s and City’s review.
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 DESERT VISION ZERO STRATEGY6061SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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.
Study Area | Washington Street / Avenue Of The States
Joe Mann Park
TS SASNAK
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DELAWARE PL
STUDY AREA:
CITY OF PALM DESERTVISION ZERO
DESTINATIONS + BOUNDARIES
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STUDY AREA:
WASHINGTON ST &
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CITY OF PALM DESERT
VISION ZERO
DESTINATIONS + BOUNDARIES
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Older Adult Priority Area
Parks
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HALF-MILE BUFFER
PALM DESERT VISION ZERO STRATEGY6263SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
Figure 27: Washington Street / Avenue of the States Concept Plans (2/8)Figure 26: Washington Street / Avenue of the States Concept Plans (1/8)
PALM DESERT VISION ZERO STRATEGY6465SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTIONNOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
Washington St & Ave Of The States
SRFOA Plan Recommendations
1
1 Proposed Sidewalk (North Side of Street)
0’30’60’
Scale: 1”=60’
1
Washington St & Ave Of The States
SRFOA Plan Recommendations
1 Proposed Sidewalk (North Side of Street)
0’30’60’
Scale: 1”=60’
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Figure 29: Washington Street / Avenue of the States Concept Plans (4/8)Figure 28: Washington Street / Avenue of the States Concept Plans (3/8)
PALM DESERT VISION ZERO STRATEGY6667SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
HOVLEY LANE E
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Figure 31: Washington Street / Avenue of the States Concept Plans (6/8)Figure 30: Washington Street / Avenue of the States Concept Plans (5/8)
PALM DESERT VISION ZERO STRATEGY6869SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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Upgrade to Leading Pedestrian Interval (LPI) on All Legs
Upgrade Existing Crosswalk to High Visibility
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0’30’60’
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Figure 33: Washington Street / Avenue of the States Concept Plans (8/8)
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Figure 32: Washington Street / Avenue of the States Concept Plans (7/8)
PALM DESERT VISION ZERO STRATEGY7071SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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SRFOA Plan Recommendations
Upgrade to Leading Pedestrian Interval (LPI) on All Legs
Upgrade Existing Crosswalk to High Visibility3
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Upgrade to Protected Left Turn Signal on
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Vehicle (Subject to Signal Warrant Study)
0’30’60’
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SRFOA Plan Recommendations
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Proposed High Visibility Crosswalk
0’30’60’
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Study Area | Fred Waring Drive / Town Center Way
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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 DESERT VISION ZERO STRATEGY7273SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
Figure 35: Fred Waring Drive / Town Center Way Concept Plans (2/4)Figure 34: Fred Waring Drive / Town Center Way Concept Plans (1/4)
PALM DESERT VISION ZERO STRATEGY7475SAFE ROUTES FOR OLDER ADULTSSAFE 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
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Extend Sidewalk/Curb to Minimize Right
Turn Vehicle/Pedestrian Conflicts
Proposed High Visibility Crosswalk
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Proposed ADA Curb Ramps
*Existing Crosswalks were Upgraded to High Visibilty by City
0’30’60’
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Fred Waring Drive & Town Center Way
SRFOA Plan Recommendations
Upgrade to Leading Pedestrian Interval (LPI)
Upgrade Existing Crosswalk to High Visibility
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Conduct Signal Warrant Study for Signalized Right Turn
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Figure 36: Fred Waring Drive / Town Center Way Concept Plans (4/4)
PALM DESERT VISION ZERO STRATEGY7677SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
TO
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Upgrade to Leading Pedestrian Interval (LPI) on All Legs
Upgrade Existing Crosswalk to High Visibility
1
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Study Area | The Joslyn Center
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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 DESERT VISION ZERO STRATEGY7879SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
*Visit www.engagepalmdesert.com/active-
transportation to learn more about Phase 3 of the
Walk and Roll Project.
*
Figure 38: The Joslyn Center Concept Plans (2/4)Figure 37: The Joslyn Center Concept Plans (1/4)
PALM DESERT VISION ZERO STRATEGY8081SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
FRED WARING DR
NOTE: CONCEPT ONLY, NOT FOR CONSTRUCTION
The Joslyn Center
SRFOA Plan Recommendations
Narrow Travel Lanes to
Accommodate Buffered Bike Lane
3
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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
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Proposed Pedestrian Street Lighting -
Conduct Illumination Study to Install Pedestrian Scale Lighting
7
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Replace Class II Bike Lane Markings
with Painted Buffer
0’30’60’
Scale: 1”=60’
The Joslyn Center
SRFOA Plan Recommendations
Narrow Travel Lanes to
Accommodate Buffered Bike Lane
Proposed Class II Buffered Bike Lane
2
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Upgrade to Leading Pedestrian Interval (LPI)
on West and East LegsAll Legs
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*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*
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Scale: 1”=60’
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PALM DESERT VISION ZERO STRATEGY8283SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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The Joslyn Center
SRFOA Plan Recommendations
Upgrade to Leading Pedestrian
Interval (LPI) - All Legs
Upgrade Existing Crosswalk to High Visibility2
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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
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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
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5 Proposed Pedestrian Street Lighting - Conduct
Illumination Study to Install Pedestrian Scale Lighting
11
0’30’60’
Scale: 1”=60’ 14
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Conduct Signal Warrant Study for Signalized Right Turn
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.”
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Proposed ADA Curb Ramps
8
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Proposed Class II Buffered Bike Lane4
4
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Proposed Pedestrian Street Lighting - Conduct
Illumination Study to Install Pedestrian Scale Lighting
7
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Replace Class II Bike Lane Markings
with Painted Buffer
0’30’60’
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.
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.
PALM DESERT VISION ZERO STRATEGY8485SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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 2050.7
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.8
7 Projected Thermal Comfort for Pedestrians and Bicyclists, Alta Planning + Design.
8 Landscaping and Park Maintenance, City of Palm Desert.
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.
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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.
Encouraging
Safe Routes
for Older
Adults in
Palm Desert
05.
VISION ZERO STRATEGY89SAFE ROUTES FOR OLDER ADULTS
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.
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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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.
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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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.
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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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 of Palm Desert will prioritize the
implementation of recommendations in this
plan, utilizing these resources to support the
continued development and enhancement of
SRTS 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.
Implementing
Safe Routes
for Older
Adults in Palm
Desert
06.
VISION ZERO STRATEGY97SAFE ROUTES FOR OLDER ADULTS
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.
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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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
00.
Alta Planning + Design, Inc. City of Palm Desert | 1
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
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
Walk and Roll Program
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
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
Local Roadway Safety Plan
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
Complete
Plan, Policy,
and Program
Review
A.
Alta Planning + Design, Inc. City of Palm Desert | 3
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 of Palm Desert. 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
Alta Planning + Design, Inc. City of Palm Desert | 2
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
CV Link Master Plan
pathway for pedestrians, cyclists,
and low speed electric vehicles
through the Coachella Valley. There
are almost 5 miles of segments
Palm Desert General Plan
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
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
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,
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
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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
Alta Planning + Design, Inc. City of Palm Desert | 4
Figure 1. Palm Desert General Plan: Proposed Bicycle and Pedestrian Facilities
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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 of Palm Desert 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 of Palm Desert 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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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
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
PALM DESERT VISION ZERO STRATEGY112113SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
Section
Name Goes
Here
00.
Complete Palm Desert Safe Routes for Older Adults Existing Conditions
Report
_________________________________________________________________________________________
Table of Contents
Introduction ..................................................................................................................................................... 3
Safe Routes for Older Adults ............................................................................................................................ 4
Background ........................................................................................................................................................... 4
Plans, Policies, and Programs Review ................................................................................................................... 7
Equity Profile ........................................................................................................................................................ 9
Low-Income Communities ................................................................................................................................ 9
USDOT ETC Disadvantaged Communities ....................................................................................................... 11
Land Uses ............................................................................................................................................................ 13
Pedestrian and Bicycle Facilities ......................................................................................................................... 15
Transit Facilities .............................................................................................................................................. 25
Travel Patterns .................................................................................................................................................... 27
Vehicle Volumes and Speeds .......................................................................................................................... 29
Traffic Counts ...................................................................................................................................................... 31
Traffic Counts Summary .................................................................................................................................. 33
Collision Analysis ................................................................................................................................................ 34
Citywide Collisions .......................................................................................................................................... 34
Collisions Involving Older Adults ..................................................................................................................... 38
Complete
Existing
Conditions
Report
B.
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.
List of Figures
Figure 1. Age and Sex ................................................................................................................................................ 4
Figure 2. Racial Composition for Older Adults Age 55+ ............................................................................................ 5
Figure 3. Residential Concentrations (Ages 55+) ...................................................................................................... 6
Figure 4. Low-Income Communities ....................................................................................................................... 10
Figure 5. USDOT ETC Disadvantaged Communities ................................................................................................ 12
Figure 6. Citywide Land Use .................................................................................................................................... 14
Figure 7. Traffic Stress Levels and Corresponding Bicycle Facility Types. ............................................................... 16
Figure 8. Bike rack and Class IIB Buffered Bike Lanes on San Pablo Avenue .......................................................... 17
Figure 9. Bikeways and Gaps .................................................................................................................................. 20
Figure 10. Bicycle and Pedestrian Gaps near Joslyn Center .................................................................................... 22
Figure 11. Bicycle and Pedestrian Gaps near Fred Waring Drive and Town Center Way ....................................... 23
Figure 12. Bicycle and Pedestrian Gaps near Washington Street and Avenue of the States .................................. 24
Figure 13. Transit Facilities (Citywide), with Older Adult Destinations Overlayed ................................................. 26
Figure 14. Travel Patterns for Walking or Biking Trips by Older Adults 55+ (A Typical Thursday in 2023) ............. 28
Figure 15. Annual Average Daily Traffic Volumes ................................................................................................... 30
Figure 16. Traffic Count Locations, with Older Adult Destinations Overlayed ....................................................... 32
Figure 17. Collision by Mode – All Collisions (2013-2022) ...................................................................................... 34
Figure 18. Collision by Year and Mode – All Collisions (2013-2022) ....................................................................... 35
Figure 19.Collision by Year and Mode – Killed or Severely Injury (KSI) (2013-2022) .............................................. 35
Figure 20. Bicycle and Pedestrian Collisions (2013-2022) in Palm Desert, with Older Adult Destinations
Overlayed ................................................................................................................................................................ 37
Figure 21. Collisions involving older adults aged 55+ (2013-2022) ......................................................................... 39
Figure 22. Collisions Involving Older Adults by Severity Level, Compared to All Ages – All Collisions (2013-2022) 40
Figure 23. Collisions Involving Older Adults by Hours of Day, Compared to All Ages – All Collisions (2013-2022) 40
List of Tables
Table 1. Plans Reviewed by Jurisdiction ................................................................................................................... 7
Table 2. Total Mileage by Bikeway Class ................................................................................................................. 15
Table 3. Existing and Previously Proposed Bikeways by Class in Palm Desert ........................................................ 18
Table 4. Proposed Shared Sidewalks in Palm Desert .............................................................................................. 19
Table 5. Traffic Count Study Locations by Older Adult Priority Areas ..................................................................... 31
Table 6. Older Adult Priority Areas Intersection Counts, Pedestrians and Bicycles ................................................ 33
Table 7. Older Adult Priority Areas Intersection Counts, Vehicles .......................................................................... 33
Table 8. KSI Collision Data Highlights ...................................................................................................................... 36
Table 9. Palm Desert Collision Data Highlights – All Collisions .............................................................................. 40
Table 10. Top 5 Intersections with the Highest Collisions involving Older Adults – All Collisions .......................... 42
Table 11. Top 4 Road Segments with the Highest Collisions Involving Older Adults – Bicycle and Pedestrian
Collisions ................................................................................................................................................................. 42
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Figure 2. Racial Composition for Older Adults Age 55+
The City of Palm Desert 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”.
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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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
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
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
Walk and Roll Program
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
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
Local Roadway Safety Plan
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
Riverside County Transportation
Commission Long Range
Transportation Study
A Long Range Transportation Plan to
address transportation in Riverside
County and allocate Measure A tax
Figure 3. Residential Concentrations (Ages 55+)
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Equity Profile
Low-Income Communities
Identified by Assembly Bill (AB) 1550, Low-Income Communities (Figure 4) are defined by the State of California
as the census tracts that are either at or below 80 percent of the statewide median income or state-designated
threshold. In Palm Desert, all three of the older adult priority areas are located within Low-Income Communities.
Living in Low-Income Communities means higher rates of poverty. Providing more opportunities for safer
walking and biking in Palm Desert can contribute to reducing transportation-related costs for low-income
households.
Plan Name Summary Municipality Year Adopted
rail improvements, a county wide
Safe Route to School program, and
infrastructure changes to support
CV Link Master Plan
pathway for pedestrians, cyclists,
and low speed electric vehicles
through the Coachella Valley. There
are almost 5 miles of segments
Palm Desert General Plan
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
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
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.
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
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USDOT ETC Disadvantaged Communities
The US DOT Equitable Transportation Community (ETC) uses 2020 census tracts and data (Error! Reference
source not found.), to explore the cumulative burden communities experience, as a result of underinvestment in
transportation, in the following five components: Transportation Insecurity, Climate and Disaster Risk Burden,
Environmental Burden, Health Vulnerability, and Social Vulnerability. Specifically, the Transportation Insecurity
component was double weighted to help ensure the benefits of DOT’s investments are addressing the
transportation related causes of disadvantage. The USDOT ETC uses percentile ranking to determine each census
tracts component score against all other census tracts, with 0 percentile representing the lowest disadvantaged
and 100th percentile representing the most disadvantaged. A 65th percentile (65%) cutoff was chosen to
determine disadvantaged communities under the USDOT ETC framework.
In Palm Desert, all three older adult priority areas are located within or intersect with Disadvantaged
Communities. Living in USDOT ETC Disadvantaged Communities means experiencing higher rates of
transportation insecurity. Specifically, in these Disadvantaged Communities in Palm Desert, the average walk
time to medical facilities, grocery stores, and parks are 20 minutes, 27 minutes, and 31 minutes, respectively.
The average drive time to these destinations are 3 minutes, 4 minutes, and 5 minutes, respectively. Additionally,
the annual cost of transportation averages $10,655, which constitutes about 15% of household income.
Providing more opportunities for safer walking and biking in Palm Desert can contribute to reducing
transportation-related cost for low-income households.
Figure 4. Low-Income Communities
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Land Uses
The existing land use (Figure 6) 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.
Figure 5. USDOT ETC Disadvantaged Communities
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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.
Figure 6. Citywide Land Use
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Figure 8. 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 residential neighborhoods.
Figure 7. 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 9. 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.
LEVEL OF TRAFFIC STRESS
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
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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
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 4. Proposed Shared Sidewalks in Palm Desert
Class Street Start Street End Street Status
Shared
Sidewalk Country Club General Plan
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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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 10). Moreover, there is
an existing Class III bike route along Town Center Way, as shown in Figure 11. 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 12). 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 9. Bikeways and Gaps
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Figure 11. Bicycle and Pedestrian Gaps near Fred Waring Drive and Town Center Way
Figure 10. Bicycle and Pedestrian Gaps near Joslyn Center
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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 13).
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.
Figure 12. Bicycle and Pedestrian Gaps near Washington Street and Avenue of the States
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Travel Patterns
According to the data from Replica Places (Figure 14), 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 of the City of Palm Desert’s affordable
senior housing properties.
Figure 13. Transit Facilities (Citywide), with Older Adult Destinations Overlayed
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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 15, 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.
Figure 14. Travel Patterns for Walking or Biking Trips by Older Adults 55+ (A Typical Thursday in 2023)
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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)
Avenue of the States Street/Avenue of PM
Town Center Way Drive/Town PM
Figure 15. Annual Average Daily Traffic Volumes
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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 6 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 Drive
127 36
Table 7. Older Adult Priority Areas Intersection Counts, Vehicles
Count ID
1 Catalina Way San Pascual
Avenue
Thursday 351 487 539 148
2 Catalina Way San Pascual
Avenue
Saturday 221 339 318 143
3 Washington Street the States 39,122
Street the States 28,630
21,282
18,972
6 “MD” refers to midday traffic count block.
7 “EE” refers to early evening traffic count block.
Figure 16. Traffic Count Locations, with Older Adult Destinations Overlayed
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Figure 18. Collision by Year and Mode – All Collisions (2013-2022)
Figure 19.Collision by Year and Mode – Killed or Severely Injury (KSI) (2013-2022)
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 17). Two collisions
involved both people walking and people biking. The number of 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 (killed or
seriously injured (KSI)) trended upward for the 10-year period, as shown in Figure 19. 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 17. Collision by Mode – All Collisions (2013-2022)
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Figure 20. Bicycle and Pedestrian Collisions (2013-2022) in Palm Desert, with Older Adult Destinations Overlayed
Table 8. KSI Collision Data Highlights
Condition Percentage of Pedestrian and Bicycle-
related KSI Collisions
Lighting
Time of a Day
Figure 20 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 21. Collisions involving older adults aged 55+ (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+ (shown in Figure 21, 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 22 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 23, 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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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
Weather
Other Conditions
Figure 22. Collisions Involving Older Adults by Severity Level, Compared to All Ages – All Collisions (2013-2022)
Figure 23. 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%
Time of a Day
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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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
Park View Drive
Country Club Drive
Portola Avenue
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00.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.
C.
Complete
High-Injury
Network
Analysis
Figure 1: HIN Process
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 2: The Rolling Window Approach
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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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.
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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Figure 4: Original HIN Network – VRU crashes emphasized 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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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
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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.
PALM DESERT VISION ZERO STRATEGY170171SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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
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 DESERT VISION ZERO STRATEGY172173SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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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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
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
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.
PALM DESERT VISION ZERO STRATEGY178179SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
Alta Planning + Design, Inc. 5 Complete SRFOA Outreach and Engagement Report
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?
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?
PALM DESERT VISION ZERO STRATEGY180181SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
Alta Planning + Design, Inc. 7 Complete SRFOA Outreach and Engagement Report
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
Alta Planning + Design, Inc. 6 Complete SRFOA Outreach and Engagement Report
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.
PALM DESERT VISION ZERO STRATEGY182183SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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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.
PALM DESERT VISION ZERO STRATEGY184185SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
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Safe Routes for Older Adults – Citywide Recommendations
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
E.
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City Wide
Recommendations
Safe Routes for Older Adults – Citywide Recommendations
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)
Safe Routes for Older Adults – Citywide Recommendations
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)
PALM DESERT VISION ZERO STRATEGY188189SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
Safe Routes for Older Adults – Citywide Recommendations
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)
Walk Audit)
Safe Routes for Older Adults – Citywide Recommendations
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)
PALM DESERT VISION ZERO STRATEGY190191SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
Safe Routes for Older Adults – Citywide Recommendations
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
right-turning motorists.
: FHWA.
Safe Routes for Older Adults – Citywide Recommendations
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.
PALM DESERT VISION ZERO STRATEGY192193SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
Safe Routes for Older Adults – Citywide Recommendations
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, the 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)
Safe Routes for Older Adults – Citywide Recommendations
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.
PALM DESERT VISION ZERO STRATEGY194195SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
Safe Routes for Older Adults – Citywide Recommendations
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.
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PALM DESERT VISION ZERO STRATEGY196197SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
00.F.
SRFOA
Suggested
Routes
Maps
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VISION ZERO STRATEGY199SAFE ROUTES FOR OLDER ADULTS
PALM DESERT VISION ZERO STRATEGY200201SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
0 0.10.05 Miles
Ä111
CATALINA WAY
EL PASEO
PALM DESERT DRIVE
SAN CARLOS AVENUE
SAN GORGONIO WAY
DE ANZA WAY
EUNEVA OLLIRBAC
SAN LUIS REY AVENUE
EUNEVA OLBAP NAS
PANORAMA DRIV
EUNEVA ALOTROP
PRIMROSE DRIVE
RUTLEDGE WAY
ENAL NOYNAC REVLIS
SANTA ROSA WAY
SANTA ROSA CIRCLE
DESERT STAR BOULEVARD
EL CORTEZ WAY
MASSON STREET
ROYAL PALM DRIVE
EUNEVA OMLESNA NAS
ALESSANDRO DRIVE
FRED WARING DRIVE
BUENA CIRCLE
EUNEVA LAUCSAP NAS
YAW INMULA
ERIN STREET
ASTER DRIVE
KRUG AVENUE
ALESSANDRO ALLEY
SAN MARINO WAY
OLIVE COURT
SAN JUAN AVENUE
SAN JOSE AVENUE
SAN JACINTO AVENUE
VELARDO DRIVE
SANTA ANITA AVENUE
SAN NICHOLAS AVENUE
GUADALUPE AVENUE
SAN RAFAEL AVENUE
MARIGOLD DRIVE
GOLETA AVENUE
Palma
Village
Park
Palm DesertCivic 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 tra c 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 tra c circle.
Watch for approaching vehicles when crossing this tra c circle.
Passengers taking bus 11can 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
WALKI NG TIME FROM THE JOSLYN CENTER
~16 minutes
WALK 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 Way
Santa Rosa Way
Sa
n
P
a
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c
u
a
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A
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Sa
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P
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Po
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PALM DESERT VISION ZERO STRATEGY202203SAFE ROUTES FOR OLDER ADULTSSAFE 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 DRIVE
EVIRD NEVAHRIAF
SONORA DRIVE
SANDP
I
P
E
R
RANCHO GRANDE
ARBOLEDA AVENUE
ALESSANDRO ALLEY
EL PASEO
SAN JUAN DRIVE
FLEETWOOD CIRCLE
CACTUS DRIVE
SIERRA VISTA
GLORIANA DRIVE
TAMPICO DRIVE
SAN LUIS DRIVE
PALM DESERT DRIVE
TOW
N
CE
N
T
E
R
WAY
EDGEHILL DRIVE
SANTA ROSA WAY
SAN NICHOLAS AVENUE
CATALINA WAY
GUADALUPE AVENUE
PAINTERS PATH
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 whencrossing; this is a largeand busy intersection.Use extra caution when crossing the right turn slip lane at the northeast corner.
Use caution whencrossing Fred Waring Dr; this is a large and busy intersection.
Use caution whencrossing 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 FROMTOWN CENTER PLAZA ~10 minutes
WALKING TIME FROMTOWN 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 Rd
To
w
n
C
e
n
t
e
r
W
a
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Mo
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A
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SR-
1
1
1
PALM DESERT VISION ZERO STRATEGY204205SAFE ROUTES FOR OLDER ADULTSSAFE ROUTES FOR OLDER ADULTS
LIART RENRAW
RESORTER BOULEVARD
CALIFORNIA DRIVE
WOODHAVEN LANE
HOVLEY LANE
MISSOURI DRIVE
EDINBOROUGH STREET
TUCSON CIRCLE
PRESTON TRAIL
WOODHAVEN DRIVE
MICHIGAN DRIVE IDAHO ST
HIDDEN RIVER ROAD
ENAL AHSITAL
PALMETTO LANE
AVENUE OFTHE STATES
DELAWARE STREET
JUPITER HILLS COURT
MINNESOTA AVENUE
ROBIN ROAD
MOUNTAIN VIEW
DELAWARE PLACE
WA
S
H
I
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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 whencrossing; this is a largeand busy intersection.
Use caution whencrossing 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 TIMEFROM PALM DESERTCOUNTRY CLUBASSOCIATION
~11 minutes
WALKING TIMEFROM PALM DESERTCOUNTRY CLUBASSOCIATION
~15 minutes
WALKING TIMEFROM PALM DESERTCOUNTRY CLUBASSOCIATION
Watch for approaching vehicles when crossing this tra c 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 States
Michigan Dr
California Dr
Wa
s
h
i
n
g
t
o
n
S
t
Idaho St