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HomeMy WebLinkAboutPalm Desert SRTS Plan_Admin - Comments (03-07-25)/ Acknowledgments City of Palm Desert Chris Gerry Public Works, Senior Project Manager Bassam AL-Beitawi Public Works, Senior Project Manager Thomas Soule Public AffairsEconomic Development, Public Affairs Manager Project Consultants Sam Corbett Principal-in-Charge, Alta Planning + Design Les Brown Palm Desert SRTS Project Manager, Alta Planning + Design Kristin Haukom Palm Desert SRTS Lead, Alta Planning + Design Eric Purcell Planner, Alta Planning + Design Advisory Committee Brenda Nutcher Desert Recreation District Dina Purvis City of Indian Wells Don Olson Riverside County Sheriff’s Office Jack Newby The Joslyn Center Jessica Gonzales City of Palm Desert Finance Maureen Archuleta Desert Recreation District Randy Bowman Coachella Valley Association of Governments Steve Libring City of La Quinta   // Table of Contents Chapter 1. The Vision for Safe Routes to School in Palm Desert Introduction and Background What Is SRTS? How to Use This Plan Chapter 2. Palm Desert Today Introduction School Community Socioeconomic Profile Land Uses Climate Existing and Planned Pedestrian and Bicycle Facilities Network Gap Analysis School Area Collision Analysis High-Injury Network Chapter 3. Outreach and Engagement Outreach and Engagement Overview Summary of Outreach Activities Summary of Outreach Findings Chapter 4. Improving Safe Routes to School in Palm Desert Recommendations Overview Bicycle Facility Types Pedestrian Facility Types Supporting Infrastructure Palm Desert Safe Routes to School Infrastructure Recommendations Chapter 5. Encouraging Safe Routes to School in Palm Desert Programmatic SRTS Recommendations Chapter 6. Implementing Safe Routes to School in Palm Desert Funding SRTS School Prioritization Cost Estimates Appendices Appendix A – Complete Existing Conditions Report Appendix B – Complete Outreach and Engagement Report Appendix C – Crossing Guard Promotional Social Media Posts in English and Spanish Appendix D – Please Pull Forward Signage in English and Spanish Appendix E – Safe Routes to School Banner in English and Spanish Appendix F – Suggested Routes to School Maps for Palm Desert Schools Appendix G – SRTS Prioritization Methodology Appendix H – Sample Student Tally Survey Appendix I – Sample Parent/Caregiver Survey Chapter 1. The Vision for Safe Routes to School in Palm Desert Introduction and Background What Is SRTS? How to Use This Plan Chapter 2. Palm Desert Today Introduction School Community Socioeconomic Profile Land Uses Climate Existing and Planned Pedestrian and Bicycle Facilities Network Gap Analysis School Area Collision Analysis High-Injury Network Chapter 3. Outreach and Engagement Outreach and Engagement Overview Summary of Outreach Activities Summary of Outreach Findings Chapter 4. Improving Safe Routes to School in Palm Desert Recommendations Overview Bicycle Facility Types Pedestrian Facility Types Supporting Infrastructure Palm Desert Safe Routes to School Infrastructure Recommendations Chapter 5. Encouraging Safe Routes to School in Palm Desert Programmatic SRTS Recommendations Chapter 6. Implementing Safe Routes to School in Palm Desert Funding SRTS School Prioritization Cost Estimates Appendices Appendix A – Complete Existing Conditions Report Appendix B – Complete Outreach and Engagement Report Appendix C – Crossing Guard Promotional Social Media Posts in English and Spanish Appendix D – Please Pull Forward Signage in English and Spanish Appendix E – Safe Routes to School Banner in English and Spanish Appendix F – Suggested Routes to School Maps for Palm Desert Schools Appendix G – SRTS Prioritization Methodology Appendix H – Sample Student Tally Survey Appendix I – Sample Parent/Caregiver Survey Chapter 1. The Vision for Safe Routes to School in Palm Desert Introduction and Background The Palm Desert Safe Routes to School (SRTS) Plan is the culmination of extensive outreach, engagement, and data collection and analysis that envisions a Palm Desert where all students and their families have access to safe, convenient, and healthy modes of transportation to and from school. With funding from the United States Department of Transportation (USDOT) Safe Streets and Roads for All (SS4A) Grant Program, the City of Palm Desert (City) and the SRTS Plan Project Team (Project Team) developed this SRTS Plan through a comprehensive review of walking and biking conditions around eight public elementary, middle, and high schools in the Desert Sands Unified School District (DSUSD). The City and the SRTS Plan Project Team also engaged with school staff, parents and caregivers, residents, and students to understand mobility challenges around each school. The Palm Desert SRTS Plan is a component of the City of Palm Desert’s larger Vision Zero Strategy, which also includes a Safe Routes for Older Adults Plan as well as a public engagement and activation campaign to generate awareness, promote safe travel behaviors, and encourage the use of existing safe walking and bicycling infrastructure. Table 1 lists the schools included in the Palm Desert SRTS Plan. Table 1. Palm Desert SRTS Project Schools Details School Name City Level  Abraham Lincoln Elementary School Palm Desert Elementary  George Washington Charter School Palm Desert Elementary  James Earl Carter Elementary School Palm Desert Elementary  Palm Desert Charter Middle School Palm Desert Middle  Palm Desert High School Palm Desert High  Ronald Reagan Elementary School Palm Desert Elementary  Gerald R. Ford Elementary School Indian Wells Elementary  Colonel Mitchell Paige Middle School La Quinta Middle   What Is SRTS? SRTS is a strategy that improves pedestrian and bicycle travel conditions around schools to increase opportunities for students and their families to use active modes of transportation to get to and from school. Successful SRTS programs commonly include elements of each of the six Es: Education, Encouragement, Enforcement, Equity, Engineering, and Evaluation. Each E is meant to remove barriers that prevent students from walking and bicycling to school. SRTS is typically divided into two categories: infrastructure and non-infrastructure. Infrastructure, also called engineering, focuses on improving the built environment to make active modes of travel safer, more convenient, and comfortable for people of all ages and abilities. This is a key component of SRTS, which prioritizes infrastructure improvements that specifically address the needs of students, while also ensuring sidewalks, paths, crossings, and streets are safer and more accessible for everyone. These physical improvements help to foster environments that are conducive to the use of active transportation for all, regardless of age or mobility. Non-infrastructure, also called encouragement and education, complements infrastructure by promoting activities that make active modes of travel to school more attractive, fun, and interesting while also teaching skills to do so safely. / How to Use This Plan This SRTS Plan documents the activities, data collection, and analyses for the City of Palm Desert that resulted in actionable infrastructure and non-infrastructure recommendations. Various community members can use the SRTS Plan to identify the content that is important and relevant to them. The following are some examples: Parents/caregivers can use the SRTS Plan to understand the conditions at their students’ school and to become familiar with suggested routes for walking and biking to school. DSUSD staff can use the SRTS Plan to continue or develop programs that educate and encourage students and parents/caregivers to seek alternatives to automobile trips to school and identify ways to improve on-campus circulation. They can also use the findings in the SRTS Plan to obtain grant funding or achievement awards. City of Palm Desert staff can use the SRTS Plan to identify issues and opportunities related to suggested routes for walking and bicycling and to prioritize potential short-term and long-term infrastructure improvements. Staff can also use this SRTS Plan to pursue SRTS funding opportunities. Chapter 2. Palm Desert Today Introduction Palm Desert is located in the center of the Coachella Valley in Riverside County, CA. 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 children, families, and residents is comfortable, safe, and accessible. Figure 1 shows the overall city and the location of each participating school in the Palm Desert SRTS Plan. Figure 1. Palm Desert SRTS Project School Locations / Palm Desert has a population of approximately 53,000 permanent residents and 32,000 seasonal residents. 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. Figure 2 shows the different population demographics in the city of Palm Desert. Palm Desert has a median household income of $64,295, with 12.9% of the population living below the federal poverty line (source: Census, 2022). Figure 2. Palm Desert Demographics [Creative Services to create graphic and include in formatted Plan] School Community Socioeconomic Profile The following presents a socioeconomic profile of Palm Desert’s school community using Free and Reduced Price Meals (FRPM) eligibility, Assembly Bill (AB) 1550 Low-Income Community status, and USDOT Equitable Transportation Community (ETC) status. Free and Reduced Price Meals The National School Lunch Program is a federally funded program that assists schools in providing free or reduced-price lunches to students based on household income. FRPM eligibility serves as an indicator of socioeconomic vulnerability, highlighting areas where families may face financial challenges that affect access to transportation. Table 2 and Figure 3 show the Palm Desert SRTS schools and their percentage of students eligible for FRPM during the 2022–2023 school year. Table 2. K–12 Free or Reduced-Price Meals Data (2022–2023) School Name Enrollment Percentage (%) Eligible for Free Meals Percentage (%) Eligible for Free or Reduced-Price Meals  Abraham Lincoln Elementary School 585 68.7% 79.5%  Colonel Mitchell Paige Middle School 436 63.1% 74.3%  George Washington Charter School 755 35.2% 49.0%  Gerald R. Ford Elementary School 603 46.3% 58.7%  James Earl Carter Elementary School 516 41.7% 53.1%  Palm Desert Charter Middle School 1,347 45.6% 60.3%  Palm Desert High School 2,050 42.1% 57.3%  Ronald Reagan Elementary School 834 40.9% 53.2%   Figure 3. K–12 Free or Reduced Price Meals Eligibility in Palm Desert (2022–2023) / Low-Income Communities Identified by 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% 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 students’ ability to walk or bike to school. In Palm Desert, George Washington Charter School is located within a Low-Income Community under the definition of AB 1550. Additionally, there are multiple schools that are located just outside a Low-Income Community, with some students likely living within Low-Income Communitiesthese census tracts. These schools include Abraham Lincoln Elementary School, Colonel Mitchell Paige Middle School, Gerald R. Ford Elementary School, and Palm Desert Charter Middle School. Figure 4. Schools in Low-Income Communities / USDOT ETC Disadvantaged Communities The USDOT ETC uses 2020 census tracts and data (Figure 5) to explore the cumulative burden communities experience, as a result of underinvestment in the following five components: Transportation Insecurity, Climate and Disaster Risk Burden, Environmental Burden, Health Vulnerability, and Social Vulnerability. This helps identify neighborhoods that may have historically lacked investment in transportation infrastructure, further contributing to inequities differences in active transportation opportunities. In Palm Desert, George Washington Charter School and James Earl Carter Elementary School are located within a USDOT ETC Disadvantaged Community. Gerald R. Ford Elementary School in Indian Wells is also located within a Disadvantaged Community. Additionally, all the other schools are located just outside a Disadvantaged Community, with some students likely living within Disadvantaged Communities. For these communities, the average walk time to elementary schools is 32 minutes, the average drive time is 5 minutes, and the annual cost of transportation averages $10,655, which constitutes about 15% of household income. Figure 5. Schools in USDOT ETC Disadvantaged Communities / SRTS Socioeconomic Opportunities By considering the above socioeconomic profile and providing more opportunities to safely and comfortably walk and bike, Palm Desertthe City can contribute to reducing transportation-related costs for low-income households. In disadvantaged communities, improving walking and biking infrastructure can ease the existing economic burden of transportation, reduce reliance on vehicles, and promote healthier, more sustainable transportation options. Expanding opportunities in these areas can also help address inequities stemming from underinvestment in transportation infrastructure by ensuring that all students have better and more equal access to safe routes to school. Land Uses Existing land use surrounding schools in Palm Desert is primarily residential (Figure 6). Most of the residential areas around schools are single family detached homes with some multi-family parcels. George Washington Charter School is surrounded by residential land uses but is located two blocks away from the main commercial corridor of Palm Desert, El Paseo. Additionally, some schools are located next to open space that could provide alternative transportation and recreational opportunities for students. For example, Ronald Reagan Elementary School is bordered by Palm Desert Freedom Park to the north. This proximity to open space, along with the surrounding residential areas, presents an opportunity to increase walking and biking rates for students and families. Improving and promoting pedestrian and bicycle facilities between these neighborhoods and the schools could help increase the rates of active transportation for students, reducing traffic congestion and promoting healthier, more sustainable commuting options. Enhanced infrastructure and safer routes could encourage more students to walk or bike to school, especially given the accessibility to recreational areas like the nearby parks. Figure 6. Citywide Land Uses / Climate A city’s Cclimate plays a crucial role in the use of active transportation. Palm Desert, with its desert climate, experiences warm temperatures year-round and intense heat during the summer months (Figure 7). This extreme heat can discourage students from walking or biking to school, as it makes travel uncomfortable and potentially unsafe, especially during the hottest parts of the day. High temperatures can lead to dehydration, heat exhaustion, or other heat-related illnesses. Although a detailed climate analysis was not included in the Palm Desert SRTS Plan, the Project Team carefully considered the city’s climate when developing the recommendations included in the plan. Figure 7. Average Daily Temperature by Month in Palm Desert [Creative Services to create and include a daily average temperature chart in formatted Plan] Existing and Planned 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 residential streets lack sidewalks and other pedestrian infrastructure like marked crossings. In school areas, many streets have existing sidewalks leading to the school. However, some schools lack adequate pedestrian facilities. Portola Avenue, Hovley Lane, Fred Waring Drive, Washington Street, and Country Club Road are all major arterials on which project the schools are located. Because of high traffic volumes and speeds, these streets can serve as deterrents to students who may potentially walk to school. Existing Bicycle Facilities As shown in Figure 8, Caltrans breaks down bicycle facility types by classes that range from I to IV. Bicycle facility types can be color coded by level of traffic stress (LTS) with LTS 1 being most comfortable and LTS 4 being least comfortable for bicyclists with limited confidence, such as children. Figure 8. Traffic Stress Levels and Corresponding Facility Types / / 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 children and less confident bicyclists. These facilities may not provide sufficient safety or comfort for inexperienced riders, highlighting a need for infrastructure that better supports their needs, especially on routes to school. Palm Desert also has a Class IV separated bikeway on San Pablo Avenue between Magnesia Falls Drive and Fred Waring Drive. This facility, however, changes to Class IIB buffered bike lanes between Fred Waring Drive and Highway 111. Regionally, the CV Link bicycle trail provides bicycle connections through the Coachella Valley. In Palm Desert, the CV Link primarily comprises high-quality Class IV facilities that run in an east-west direction connecting the Bump and Grind Trail, College of the Desert, Civic Center Park, Abraham Lincoln Elementary School, Palm Desert Charter Middle School, Palm Desert High School, and adjacent residential areas. There was an existing half-mile Class I facility between Magnesia Falls Drive and Cook Street that has since been integrated into the CV Link network. These existing Class I and IV bike facilities can be a valuable base for further promoting student active transportation. These facilities already offer residents safe, direct routes that reduce the need to navigate busy streets. Class IV bike lanes, separated from traffic with physical barriers, provide the most appropriate on-street facility for student safety and comfort, particularly for younger or less confident cyclists, while Class I facilities provide a low-stress, off-road option. Together, these facilities create a backbone network of low-stress connections to neighborhoods and schools, and lay a solid foundation for future improvements to enhance safety and encourage more students to bike to school. Table 3 shows the total mileage of each bikeway class while Table 4 displays a list of existing bicycle facilities in Palm Desert. The existing bikeways are also mapped in Figure 9. Note: The City of Palm Desert has an existing active transportation program and has recently implemented many of the proposed walking and biking projects included in its 2016 General Plan. These previously proposed projects were considered during the development of recommendations for this SRTS Plan and are listed in Appendix A. Table 3. Total Mileage by Bikeway Class Bikeway Class Mileage Total  Class I 0.5  Class II 48.61  Class IIB 0.52  Class III 17.55  Class IV 4.96  Total 72.14   Table 4. Existing Bikeways by Class Class Street Start Street End Street  Class I CV Link (off-street) Deep Canyon Road Cook Street  Class II Country Club Drive Monterey Avenue Washington Street  Class II Hovley Lane Monterey Avenue Portola Avenue  Class II Gerald Ford Drive Monterey Avenue Frank Sinatra Drive  Class II Frank Sinatra Drive Monterey Avenue 42nd Avenue  Class II Portola Avenue Dinah Shore Drive Magnesia Falls Drive  Class II Monterey Avenue Gerald Ford Drive Country Club Drive  Class II Dick Kelly Drive Monterey Avenue Dinah Shore Drive  Class II Dinah Shore Drive City Limit College Drive  Class II Cook Street I-10 Fred Waring Drive  Class II Eldorado Drive Frank Sinatra Drive 42nd Avenue  Class II 42nd Avenue Cook Street Washington Street   Class II College Drive Portola Avenue Frank Sinatra Drive  Class II University Park College Drive Cook Street  Class II A Street Monterey Avenue Gateway Drive  Class II Gateway Drive Dinah Shore Drive Gerald Ford Drive  Class II Dolce Avenue/Cortesia Way Gateway Drive Dick Kelly Drive  Class II Highway 74 El Paseo S City Limit  Class II Highway 111 W City Limit E City Limit  Class II Painters Path Edgehill Drive El Paseo  Class IIB San Pablo Avenue Highway 111 San Gorgonio Way  Class II Fred Waring Drive San Pascual Avenue Deep Canyon Road  Class II Fred Waring Drive Monterey Avenue San Pablo Avenue  Class II Deep Canyon Road Magnesia Falls Drive Highway 111  Class II Portola Avenue Mesa View Drive Shadow Mountain Drive  Class II Mesa View Drive Highway 74 Portola Avenue  Class III California Drive Fred Waring Drive Warner Trail  Class III Warner Trail Fred Waring Drive 42nd Avenue  Class III Florida Avenue California Drive Fred Waring Drive  Class III Idaho Street 42nd Avenue Michigan Drive  Class III Avenue of the States Washington Street California Drive  Class III El Paseo Fred Waring Drive De Anza Way  Class III San Gorgonio Way Monterey Avenue Highway 111  Class III San Luis Rey Avenue Ironwoods Street De Anza Way  Class III Fairway Drive Portola Avenue E City Limit  Class III Deep Canyon Road Abronia Trail Old Prospector Trail  Class III Grapevine Street Highway 74 E City Limit  Class III Shadow Mountain Drive Highway 74 Portola Avenue  Class III Ocotillo Drive Grapevine Street El Paseo  Class III Joshua Tree Street Grapevine Street San Luis Rey Avenue  Class III San Pablo Avenue Shadow Mountain Drive Highway 111  Class III Edgehill Drive Painters Path Tierra del Oro  Class III Calle De Los Campesinos Along River Along River  Class IV CV Link (Painters Path/Magnesia Falls Drive) Bump and Grind Trailhead Deep Canyon Road  Class IV San Pablo Avenue Fred Waring Drive Magnesia Falls Drive   Figure 9. Existing Bikeways in Palm Desert/ End-of-Trip Facilities Bike racks in Palm Desert are primarily concentrated along El Paseo, San Pablo Avenue, and Highway 111, areas that host many local commercial destinations. While newer bike racks tend to be the preferred post-and-ring style, most bike parking in the city consists of wave-style racks, which are less secure and less preferred. Several schools, including Palm Desert High School, provide bike parking for students. Though these racks are typically wave-style as well, they are generally located on-campus, away from public access. Other end-of-trip facilities, such as seating and trash cans, are available near newer bike racks along San Pablo Avenue. However, most bike parking areas in Palm Desert lack additional amenities, like bike tools, pumps, or shelter from the elements. / Bike parking at the front entrance of Palm Desert High School Network Gap Analysis When assessing pedestrian and bicycle network connectivity, natural and man-made elements are an important consideration, particularly when physical barriers impact route directness. The City of Palm Desert has few natural barriers. However, expansive, private communities that are gated and not open to the public make it significantly more tedious and time consuming for pedestrians and bicyclists to travel to and from their destinations. Furthermore, many of the streets in Palm Desert consist of wide arterials with high posted speed limits, heavy traffic volumes, and few pedestrian and bicyclist crossings. While some schools are located on smaller streets in residential areas, many are located on these arterial roads, such as Portola Avenue and Cook Street. Sidewalk Gaps Sidewalk gaps can create a barrier for students walking to school by forcing them to cross a major roadway or create unnecessary out of direction travel. The City of Palm Desert’s existing sidewalk network spans across the city, as observed by the Project Team during walk audits and site visits. However, many streets in residential neighborhoods, including those around the project schools, have significant sidewalk gaps or lack sidewalks entirely. Bicycle Gaps Bicycle network gaps can create additional stress for students biking to school. A complete bicycle network can encourage young bicyclists to ride their bike to school more often and feel safe throughout their travel. As shown in Figure 10, the more significant gaps in the citywide bicycle network include a north-south connection on Monterey Avenue between Magnesia Falls Drive and Country Club Drive, as well as an east-west facility continuation on Hovley Lane between Cook Street and Portola Avenue. Additionally, as shown in the School Area Collision Analysis (page 35), many collisions involving people walking and biking occurred along major arterials, including Highway 111, Fred Waring Drive, Cook Street and Country Club Drive. Figure 10. Citywide Bicycle Network Gaps / Network Analysis by School The following provides details of existing bicycle and pedestrian facilities near each project school (Figure 11 through Figure 17). Abraham Lincoln Elementary and Palm Desert Charter Middle (Figure 11) Each school can access the Class IV separated bike lane (CV Link) on their northern edge along Magnesia Falls Drive. There are also existing Class II bike lane facilities along Deep Canyon Road and Fred Waring Drive, and sidewalks along most streets connecting to the school. However, many streets in nearby residential neighborhoods lack sidewalk connectivity, such as along Desert Star Boulevard. Colonel Mitchell Paige Middle School (Figure 12) Colonel Paige Middle School does not have any existing bicycle connections within Palm Desert city limits. There are, however, Class II bike lanes on Fred Waring Drive east of Washington Street and on Palm Royale Drive in the City of La Quinta. There are wide sidewalks along Palm Royale Drive in front of the school, however these terminate south of the school’s property line. There are also large sidewalk gaps on major streets near the school, such as along Fred Waring Drive and Washington Street. George Washington Charter School (Figure 13) George Washington Charter School has existing Class II bike lanes on Portola Avenue. There are also Class III bike route connections along Fairway Drive, Deep Canyon Road, and Shadow Mountain Drive. Many streets in the neighborhood, however, lack sidewalks and curb ramps, such as along the north side of Chicory Street and Fairway Drive. Gerald R. Ford Elementary School (Figure 14) Gerald R. Ford Elementary School generally lacks bicycle connections. Warner Trail is relatively well-used by bicyclists but lacks bicycle facilities and signage. Fred Waring Drive, a busy thoroughfare just north of the school, has posted signage forbidding bicycles on the street and sidewalk. Sidewalk connectivity to the school is good, but the residential neighborhoods on the east side of Warner Trail lack sidewalks. James Earl Carter Elementary School (Figure 15) James Carter Elementary School has existing Class II bike lanes on Portola Avenue, though there are no facilities on Hovley Lane along the north side of the school. However, the school has very good sidewalk connectivity, with sidewalks present along all nearby streets. Students can also walk along a pedestrian path within Hovley Soccer Park to access neighborhoods to the south and avoid the busier industrial and commercial areas to the east. Palm Desert High School (Figure 16) Palm Desert High School is well-connected to existing bicycle facilities. The CV Link Class I shared use path runs along the north side of the school, and both Cook Street and Deep Canyon Road have Class II bike lanes. However, there are no bike connections along Fred Waring Drive or through the neighborhood to the south side of the school. Sidewalk coverage is also good, with wide sidewalks leading to its main entrance (via Cook Street) and sidewalks providing pedestrian access to the school’s rear entrance via Phyllis Jackson Lane. Ronald Reagan Elementary School (Figure 17) Ronald Reagan Elementary has Class II bike lanes along Country Club Drive and Oasis Club Road. There are also sidewalks present along all streets leading to the school. Students can also walk through Freedom Park to the school’s entrance and avoid walking along the busier Country Club Drive. Figure 11. Bicycle and Pedestrian Gaps near Abraham Lincoln Elementary and Palm Desert Charter Middle/ Figure 12. Bicycle and Pedestrian Gaps near Colonel Mitchell Paige Middle School/ Figure 13. Bicycle and Pedestrian Gaps near George Washington Charter School/ Figure 14. Bicycle and Pedestrian Gaps near Gerald R. Ford Elementary School / Figure 15. Bicycle and Pedestrian Gaps near James Earl Carter Elementary School/ Figure 16. Bicycle and Pedestrian Gaps near Palm Desert High School/ Figure 17. Bicycle and Pedestrian Gaps near Ronald Reagan Elementary School/ School Area Collision Analysis A school-focused collision analysis is crucial for understanding safety trends and identifying areas of concern near each of the eight project schools. The data not only highlights high-risk locations, but also provides insights into the types of collisions that are most common in these areas, helping to guide the development and selection of appropriate recommendations included in this SRTS Plan. This analysis of collision patterns informed the development and prioritization of interventions intended to reduce crashes, particularly those involving vulnerable road users like pedestrians and bicyclists. For the school area collision analysis, the Project Team defined a half-mile radius around each school, corresponding with the area targeted for SRTS improvements in this Plan. Between 2013 and 2022, there were 566 total collisions across the school buffer areas that involved bicycles, pedestrians, or vehicles (shown in Figure 18; lighter yellow symbology purposefully chosen for lesser injury vehicle collisions to highlight non-motorized collisions), with one collision being mapped twice due to its involvement of both a pedestrian and a bicycle. Among these, about 9% involved an active mode (22 or 4% pedestrian-related collisions, and 35 or 6% bicycle-related collisions), and about 14% (80 collisions, all modes) involved school-age children (age 5-18). Figure 19 compares the severity of collisions involving school-age children and all ages. Results show that about 7% (38 collisions) of all mode collisions resulted in a fatality or serious injury (killed or seriously injured (KSI), while about 4% (3 collisions) of collisions involving school-age children resulted in KSI. Furthermore, within the school area, 16% (9 collisions) of active mode collisions resulted in KSI, and one of them involved school-age children. Most collisions involving school-age children occurred during peak student dismissal and arrival periods (14 or 18% between 3:00 PM and 3:59 PM, 13 or 16% between 7:00 AM and 7:59 AM, and 11 or 14% between 2:00 PM and 2:59 PM), and most of the collision types were rear-end collisions and broadside collisions. Unsafe speed is the top primary collision factor for collisions within a half-mile radius of the eight project schools (36% of collisions involving school-age children, 34% of collisions involving all ages people). About 33% of collisions (184 collisions) occurred at an intersection within school areas. Out of these collisions, 9% (16 collisions) resulted in a fatality or serious injury, and 15% (27 collisions) involved an active mode of all severities. The five intersections with the highest number of collisions involving pedestrians or bicyclists and their corresponding schools are shown below: Highway 111 and San Luis Rey Avenue (George Washington Charter): 4 collisions, including 1 KSI Fred Waring Drive and Portola Avenue (Lincoln Elementary/Palm Desert Charter Middle): 2 collisions, including 1 KSI Portola Avenue and Alessandro Drive (George Washington Charter): 2 collisions Fred Waring Drive and Deep Canyon Road (Palm Desert High): 2 collisions Portola Avenue and Fairway Drive (George Washington Charter): 2 collisions The complete collision analysis is included in Appendix A. Figure 18. Collisions within a Half-Mile Radius of the Project Schools (2013-2022) / Figure 19. Collisions Involving School-age Children by Severity Level, Compared to All Ages – All Collisions (2013-2022) / High-Injury Network As part of the Palm Desert SRTS Plan, the Project Team developed a high-injury network (HIN) for the City of Palm Desert. HINs illustrate that often a small number of improvable roadways can address the majority of injury-causing crashes. Complementing the school-area collision analysis, an HIN allows for a better understanding of the types of roadways in the city where users are most at risk. Crash data inclusive of all travel modes between 2013-2022 was analyzed to prioritize streets with the most severe injuries, giving more weight to serious crashes. Street segments with the most severe crashes were then fed into the Project Team’s custom-built HIN Generation tool, which progressively added segments to the HIN until a specific crash threshold was met. This approach was utilized to identify the smallest portion of the street network that accounted for the largest number of serious crashes. The resulting HIN is displayed in Figure 20. Figure 20. Palm Desert High-Injury Network / California Assembly Bill 43 (AB 43) AB 43 simplifies the process for jurisdictions to lower speed limits in designated “safety corridors.” These corridors include street segments that experience the highest number of serious and fatal collisions, as well as areas with high concentrations of pedestrians and bicyclists, particularly those from vulnerable groups like children and people with disabilities. Developing a HIN is one approach to identifying such corridors. By utilizing the HIN included in this SRTS Plan, the City of Palm Desert can leverage AB 43 to more easily reduce speed limits in these areas, improving safety for all road users. Chapter 3. Outreach and Engagement Outreach and Engagement Overview Engaging with the community is crucial for developing a final plan that effectively addresses key priorities. By involving parents and caregivers, students, school staff, and other community members, the Project Team ensures that the final recommendations included in the Palm Desert SRTS Plan reflect the unique needs, concerns, and aspirations of those who are directly impacted. Effective outreach provides valuable insight into the existing challenges around school transportation, allowing for the development of targeted and actionable solutions that can enhance safety, accessibility, and overall mobility for students and the wider community. Outreach was conducted in two phases. Phase I occurred in spring 2023 and focused on listening to community needs and concerns, including the collection of existing conditions data. Phase II occurred in fall 2024 and focused on gathering community feedback on draft recommendations. This comprehensive engagement strategy included workshops, walk audits, pop-ups, virtual webinars, and the establishment of an Advisory Committee (Committee) to ensure diverse participation and representation. A project website (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. Upcoming SRTS events, such as the school walk audits, were also highlighted at community presentations. Promotional materials, such as flyers, were created in English and Spanish. 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 B. Palm Desert Advisory Committee As mentioned, tThe City established a Palm Desert Advisory Committee to be a guiding body for the SRTS Plan development process. Participants included representatives from: City of Palm Desert City of Indian Wells City of La Quinta Coachella Valley Association of Governments Desert Recreation District Riverside County Sheriff’s Office The Joslyn Center The Advisory Committee met three times over the course of the project. Each meeting gave participants an opportunity to learn about project activities, review and provide feedback on project deliverables, and inform project priorities. As a result, the Palm Desert Advisory Committee helped the Project Team effectively communicate with project schools, identify priority corridors for review, and keep project activities on schedule. School Walk Audits Walk audits were conducted at each project school to assess traffic conditions and identify safety issues. These audits were attended by school staff, parents and caregivers, and community members, and involved walking around the school grounds to document road conditions, traffic patterns, and safety concerns. The Project Team also conducted school arrival and dismissal observations to collect critical data on traffic behavior during rush-hour periods. Safe Routes to School Student Travel Tallies Student travel tallies were conducted to understand how students travel to and from school. Teachers administered surveys in classrooms, collecting data on transportation modes, such as walking, biking, or riding in a car. The tally results highlighted the predominance of family vehicle use, offering insights into how school-related traffic congestion could be alleviated through improved active transportation infrastructure. Safe Routes to School Parent/Caregiver Surveys Surveys were distributed to parents and caregivers to gauge their attitudes and knowledge about student travel habits. The surveys focused on existing barriers to walking and biking to school, such as safety concerns and travel distances. Responses indicated that many parents were concerned about traffic speeds, unsafe intersections, and the lack of pedestrian infrastructure. School Community Engagement Various community events, including workshops and virtual webinars, were held to engage the school community. These sessions provided information about the SRTS Plan and offered participants an opportunity to provide feedback on school-related safety concerns. Community members showed strong support for efforts to improve the safety of walking and biking routes for students. Community Engagement In addition to school-focused engagement, broader community input was gathered through open houses and virtual workshops. These sessions allowed residents to voice concerns about pedestrian and bicycle infrastructure in Palm Desert. Common themes included requests for safer streets, additional sidewalks, better crosswalks, and improvements to bike lanes. This input helped refine the draft recommendations and ensure that the final plan addressed the broader community’s needs. Summary of Outreach Findings The Project Team heard a wide range of input during outreach and engagement activities, as summarized in Table 5. Concerns focused largely on traffic safety, accessibility, and existing active transportation infrastructure gaps. Specifically, high traffic speeds, insufficient pedestrian and bicycle facilities, and road safety concerns around schools were consistently raised. These insights, combined with input from the Advisory Committee, directly guided the development of SRTS recommendations presented in Chapter 4, ensuring they align with the community’s concerns and needs. Table 5. Completed Outreach and Engagement Activities Phase Date Event Common Concerns/Findings  I April – May 2024 School Walk Audits High speeds along nearby streets Traffic congestion during student arrival and dismissal Drivers disobeying Crossing Guards Generally feeling unsafe bicycling using existing facilities  I April 8, 2024 Lincoln Elementary/Palm Desert Charter Middle School Workshop Sidewalk and bicycle network gaps High speeds on streets around schools ADA accessibility challenges on neighborhood sidewalks  I April 15, 2024 Safe Routes to School Virtual Webinar No concerns/findings received  I May – June 2024 Safe Routes to School Student Travel Tallies About 80% of students arrive at/depart from school via a family vehicle About 4% of students walk to/from school 0.2% of students bike to/from school  I May – June 2024 Safe Routes to School Parent/‌‌ Caregiver Surveys Speeding and too much traffic along routes to school Unsafe intersections “Stranger danger”  II October 15 and October 17, 2024 City of Palm Desert Open Houses High vehicular speeds and unsafe pedestrian crossings More/expanded sidewalks and improved maintenance More bicycle- and pedestrian-friendly roads throughout Palm Desert  II December 17, 2024 Safe Routes to School Virtual Recommendations Workshop Need hard medians to address drivers cutting across lanes near Palm Desert Middle School Extend the sidewalk recommendation along Fairway Drive   Chapter 4. Improving Safe Routes to School in Palm Desert Recommendations Overview The recommendations presented in this chapter are the result of extensive review of existing conditions data, walk audits, and community feedback to understand mobility challenges around each of the eight public elementary, middle, and high schools in Palm Desert, Indian Wells, and La Quinta. This work culminated in infrastructure recommendations that, once implemented, will support access to safe, convenient, and healthy modes of transportation for students, families, and residents. The infrastructure recommendations developed for each school in this SRTS Plan are physical design solutions that have been tailored to existing infrastructure conditions around each school. These considerations included right-of way, road width, intersection geometry, and crosswalk orientation. The recommendations also include supporting infrastructure, such as leading pedestrian intervals (LPIs) and wayfinding signage, to complement physical design solutions. Countdown pedestrian signals are also recommended at all traffic-controlled intersections where they are not already in place, as well as at all future traffic signal installations. Finally, all recommendations, when implemented, will need to be consistent with local, state, and federal guidelines, such as the California Manual on Uniform Traffic Control Devices (CAMUTCD), to ensure regulatory compliance and uniformity in traffic control measures. Bicycle Facility Types Different types of bicycle facilities are better suited for different roadways, based on considerations such as vehicle speeds and volumes, the roadway width, and other types of transportation using the space. It is important to note that some facilities promote both bicycle and pedestrian use. Figure 21 displays the bicycle facilities considered in the development of the SRTS recommendations. After consulting with the City of Palm Desert and the Advisory Committee, and analyzing feasibility, only Class II bBike lLane facilities were ultimately included in the SRTS recommendations. Nevertheless, all bike facility types are displayed here for reference. Figure 21. Bicycle Facilities Considered / Class I Bike Path Class I bike paths are off-street facilities located in a separate right-of-way from the roadway and for the exclusive use of bicycles and pedestrians. / Class II Bike Lane Class II bike lanes are on-street facilities dedicated to bicycles and identified with lane striping and pole signs. They may also feature green paint backing. Class II buffered bike lanes are further separated from vehicular lanes and/or parking lanes by buffers indicated with two- to three-foot diagonal painted striping. In Palm Desert, golf carts are also allowed to travel in the bike lane.  / Class III Bike Route Class III facilities are on-street bike routes shared with motorists. They lack a dedicated striped lane, are identified with bike route signs, and often include the shared use marking, also known as a sharrow, and green paint. / Class IV Protected Bike Lane Also called a cycle track or a separated bikeway, Class IV facilities are separated from traffic by a vertical barrier, such as a curb, median, or bollards. Class IV facilities are most helpful on streets with high traffic volume. In Palm Desert, golf carts are also allowed to travel in protected bike lanes.   Pedestrian Facility Types Different types of pedestrian facilities are better suited for different roadways and roadway conditions. Figure 22 displays the pedestrian facilities that are included in the SRTS recommendations. Figure 22. Pedestrian Facility Types / Curb Extension Curb extensions provide more protected space for people to cross the roadway and tend to cause vehicles to slow. Flexible posts or paint are sometimes used instead of physical curbs. / Curb Ramp Curb ramps improve accessibility and transition pedestrians from the street to the sidewalk.  / High Visibility Crosswalk High-visibility crosswalks clearly delineate the right-of-way for those crossing the street. / Rectangular Rapid Flashing Beacon (RRFB) Rectangular rapid flashing beacons alert drivers to the presence of pedestrians.  / Sidewalk Gap Closure Sidewalk gap closures improve pedestrian connections making it easier, safer, and more comfortable to choose walking. / Traffic Calming Median Traffic calming medians cause vehicles to slow down without changing the speed limit.   Supporting Infrastructure To ensure an enjoyable trip from beginning to end, supporting infrastructure, such as pedestrian-scale lighting and wayfinding, may be needed to make walking and biking easier and more convenient. Intersection Enhancements A pedestrian and bicycle network is not complete without considering how people cross challenging intersections and reduce conflicts between people driving, walking, and biking. New treatments, such as stop signs and yield markings for drivers, can be added to retrofit intersections to better serve bicycling and walking across or through busy intersections. Leading Pedestrian Interval (LPI) A leading pedestrian interval (LPI) gives pedestrians the opportunity to enter a crosswalk a few seconds before the corresponding vehicular traffic signal turns green. This allows pedestrians to establish their presence in the crosswalk before drivers are given the right to turn left or right. Pedestrian-Scale Lighting Pedestrian-scale lighting provides illumination of walking areas by installing well-spaced lamp posts at a low height. Pedestrian-scale lighting increases visibility to drivers and bicyclists, increases pedestrian comfort and perceived sense of safety, and creates an inviting and vibrant streetscape for those walking and biking throughout the city. Bike Parking Providing a secure place to store bikes at a destination is an important part of making bike trips feasible. Bike parking can include both long- and short-term options and can be designed using different configurations that match the environment and aesthetics of the community. Streetscape Amenities Streetscape amenities like shade structures, benches, parklets, public art, and pedestrian signals can contribute to a safer, more inviting, and more pedestrian-oriented community. These elements can greatly activate the sidewalks at popular destinations. Wayfinding Providing wayfinding signs for pedestrians and bicyclists that directs them to nearby destinations on a route, such as schools and parks, is an important element to any pedestrian and bicycle network. Intersection Daylighting (Red Curb Parking Restriction) Intersection daylighting prohibits parking along the curb approaching an intersection to increase visibility for all road users and improve crossings. This can be indicated by red paint and no-parking signs, and it could include a curb extension. In October 2023, the Daylighting Saves Lives Bill (AB 413) was signed into law. The law created a new section of the California Vehicle Code, CVC 22500(n), which makes it illegal to park within 20 feet of the vehicle approach of any marked or unmarked crosswalk, even if a red curb is not present, or 15 feet of any crosswalk where a curb extension is present. As of January 1, 2025, local jurisdictions may begin issuing citations, whether or not signs or paint are present. The law’s purpose is to increase visibility and reduce potentially lethal collisions. Adding red curbs can help implement this law. Bus Pullout Area A bus pullout area is a designated section of the roadway where buses can pull into to pick up or drop off passengers without disrupting the flow of traffic. Bus pullout areas also provide a safer location for passengers to board and alight from the bus at the sidewalk. Palm Desert Safe Routes to School Infrastructure Recommendations The following pages present the participating schools’ recommendations based on the existing conditions analysis, walk audits, and community feedback. Also included are walk audit summaries that outline participants’ main concerns regarding pedestrian and bicyclist safety around each school. Walk audit participants included school and school district staff, parents and caregivers, City of Palm Desert and City of La Quinta staffs, and the project consultant teamProject Team. Participating schools’ recommendations can be found on the following pages: Abraham Lincoln Elementary School and Colonel Mitchell Paige Middle School: p. ## George Washington Charter School: p. ## Gerald R. Ford Elementary School: p. ## James Earl Carter Elementary School: p. ## Palm Desert Charter Middle School: p. ## Palm Desert High School: p. ## Ronald Reagan Elementary School: p. ## Feasibility of Improvement Recommendations This is a planning document, providing a high-level blueprint to guide future bicycle and pedestrian improvements throughout Palm Desert. This plan shows the recommended, proposed projects and an implementation plan with funding opportunities. Each project in this plan will require more detailed project-level analysis, community engagement, and engineering study. As the City proceeds with more detailed project-level planning, some projects identified in this plan may require refinement. [Creative Services to attach walk audit reports + concept plans in formatted Plan. Will include hyperlinks in list of schools above that take readers directly to each school’s recommendations.] Chapter 5. Encouraging Safe Routes to School in Palm Desert Programmatic SRTS Recommendations Non-infrastructure strategies are an important part of the comprehensive SRTS program. While infrastructure improvements create safer and more comfortable routes, non-infrastructure (also called encouragement and education) SRTS activities like traffic safety education and promotional activities encourage students to choose active modes to get to and from school. In addition, SRTS projects with non-infrastructure components build enthusiasm and support for active transportation and can be an important first step toward implementing more costly infrastructure improvements. This section outlines programmatic recommendations for Palm Desert. These recommendations provide an opportunity to identify routes, collect insight on travel patterns, behaviors, issues, and potential improvements, and present ways that community members can participate in SRTS activities. The Palm Desert SRTS Project Team compiled a comprehensive menu of programmatic activities (shown in Table 6) tailored for Palm Desert, which were informed by school- and community-identified needs and priorities, available resources, and SRTS best practices. Also included is a list of general programmatic recommendations (shown in Table 7) that include programs which, while not specifically designed for SRTS, are relevant to the goals of SRTS and merit inclusion. These recommendations provide an opportunity to identify routes; collect insight on travel patterns, behaviors, issues, and potential improvements; and present ways that students, families, and other community members can participate in SRTS activities. These recommendations should be used to complement infrastructure improvements and should be included in any request for funding, such as through the California State Active Transportation Program or the Federal Safe Streets and Roads for All (SS4A) Grant Program. Table 6. Recommended SRTS Program Descriptions Activity Description  Bike/Pedestrian Education School-based skills and traffic safety instruction conducted during PE or an after-school program. Emphasizes development of pedestrian and bicycle traffic safety skills, bike handling skills, safe riding practices (“street smarts”), helmet fit, and bike prep. Resources: Safe Travels Education Program (STEP), Orange County Transportation Authority Walk! Bike! Fun! Pedestrian and Bicycle Safety Curriculum, Bike Alliance of Minnesota  Contests and Challenges Students track walking and biking trips to school toward some kind of goal or reward. Trips can be tallied for individuals, classrooms, grades, or school-wide. Track trips using punch cards, tally sheets, or an app toward individual or group rewards. Resource: Marin County SRTS Annual Contests   Crossing Guard Promotional Education Crossing guards assist students, families, and residents in safely crossing the street near schools and alert drivers that people are crossing the roadway. It is a violation of the law to disregard the direction of a crossing guard (California Vehicle Code Section 2815). However, too often, crossing guards are ignored or taken for granted. Education promoting listening to crossing guards may encourage more people to follow their directions. Resource: Crossing Guard Promotional Social Media Posts in English and Spanish  Crossing Guard Siting Many factors contribute to the need for a crossing guard at a particular crossing location. The California Manual on Uniform Traffic Control Devices (CAMUTCD) provides general guidance for their use. The Caltrans Active Transportation Resource Center’s California School Crossing Guard Training Program cites additional factors and supporting information that can be used to identify locations that could benefit from the presence of a crossing guard. Monitoring of crossing locations to assess the need for a crossing guard should occur on a scheduled basis, such as every two years. Additional reasons that may require reassessing a crossing guard location may include: New or improved traffic control devices Major developments increasing traffic on a roadway near a school School boundary changes Schools opening or closing Consolidation of schools or changing of grades Changes to school bell schedules Note: Neither the City of Palm Desert nor the DSUSD provide crossing guard services to any of the project schools. Each school is responsible for their own crossing guard services. However, the City provides financial assistance to DSUSD to manage a School Crossing Guard Program. Resource: CAMUTCD, Caltrans California Crossing Guard Training Program, California Active Transportation Resource Center   Crossing Guard Training School crossing guards play an integral role in fostering a safe and comfortable environment for students walking and bicycling to school. Training is essential for crossing guards to perform properly and safely. Crossing guards can help create gaps in traffic on busy neighborhood collector roads, remind drivers of the presence of people walking, instill safe walking skills in students and their families, and indicate when people driving should yield. The California Active Transportation Resource Center provides trainer courses at no cost to help jurisdictions and law enforcement with guidance on how to train and vet potential new and existing crossing guards. Resource: California Crossing Guard Training Program, California Active Transportation Resource Center  Demonstration Projects Demonstration projects are temporary, short-term, low-cost roadway projects that are used to test, evaluate, and refine potential changes to the street before investing in long-term solutions. They use inexpensive materials such as paint and flexible bollards to test curb extensions, median refuge islands, protected bike lanes, and more. Resources: Demonstration Project Implementation Guide, Minnesota Department of Transportation Quick-Build Guide: How to Build Safer Streets Quickly and Affordably, Alta Planning + Design, California Bicycle Coalition  E-Bike Training and Licensing Program E-bike safety awareness trainings teach students how to safely use an e-bike on streets. Students must pass a quiz to demonstrate understanding of the training and receive a permit to stick on their e-bike, allowing them to bring and store their e-bike on campus. Resources: E-Bike Safety Information, Huntington Beach Union High School District City of Oceanside SRTS e-bike safety educational video  Park + Walk/ Walking School Bus Park + Walk programs establish locations near school where students are dropped off and walk the rest of the way to school by themselves (depending on age), with friends or with a parent or caregiver. These locations can also be designated as “Walking School Bus” stops, where students are greeted by school staff, volunteers, or other trusted adult “drivers” and are walked into school in a supervised group. Resource: Step by Step: How to Start a Walking School Bus at Your School, Safe Routes National Partnership   Please Pull Forward Signage On-campus, “Please Pull Forward” signage can remind drivers to use the entire arrival/dismissal space when unloading and loading their students. This has the benefit of getting vehicles off the streets, which reduces traffic congestion and reduces vehicle and pedestrian conflicts. Resource: Please Pull Forward Signage in English and Spanish  Safe Routes to School Campaign Safe Routes to School campaigns are meant to educate parents, neighbors, and others to drive slowly and attentively, and watch out for students walking and biking near schools. Campaigns may use a range of strategies to share messaging including yard signs, banners, school communications, and more. Resources: Safe Routes to School Banner in English and Spanish Safe Routes to School Safety Campaign Toolkit, Oregon Metro  School Board Policy School board policies, like California Board of Education Board Policy (BP) 5142.2 Safe Routes to SchoolSRTS Program, help solidify a school district’s commitment to promoting active transportation as a safe and healthy way to get to and from school. Resource: Sample Board Policy Safe Routes to School Program, California School Board Association  School Champion Toolkit Resource guide to give parents, caregivers, and other champions information on how to start or grow walking and biking programs at their school sites. Resources: Parent and Community Empowerment Toolkit, San Mateo County Safe Routes to School Volunteer Toolkit, Safe Routes to School National Partnership  School Communications Promote safe walking, bicycling, and driving behavior and encourage families to walk and bike to school through school communication channels such as newsletters, social media, websites, and in-person events. Customized, high-resolution graphics and messaging ready to share through electronic platforms or in print. Resource: Safe Travels Education Program (STEP), Orange County Transportation Authority Safe Routes to School Messaging for Pros, Safe Routes to School National Partnership   Student Valet Student volunteers from upper elementary, middle, and junior high school who complete traffic safety training and direct children to safely cross vehicle traffic on and adjacent to campus. Typically, patrols are appointed by a teacher or principal with parent approval. Resource: AAA School Safety Patrol  Suggested Routes to School Maps Customized maps showing suggested walking (and biking for older students) routes to school along with key information including crossing guard locations, signalized or stop-controlled intersections, approximate route times, key landmarks, and more. Resource: Suggested Routes to School Maps for Palm Desert Schools  Walk to School Day or Bike to School Day One-day, one-time, before school walking or biking event involving all students. Students will be encouraged to walk or bike to school on a particular day (chosen by the school) and will receive incentives for participation. Other events, such as Cocoa for Carpools, can be incorporated into Walk and Bike to School Days for older students. Resource: Walk, Bike, & Roll to School, National Center for Safe Routes to School   Table 7. Other Recommended Program Descriptions Activity Description  Bike Lending Library Bike lending libraries provide bicycles to people who want to test bicycle travel before purchasing a bike or do not have the resources to purchase a quality bike. These libraries offer bike rentals for longer durations than a single trip, typically providing a personal bike for weeks or months. These programs are significantly less expensive to manage and maintain than a traditional bikeshare system, which typically requires docking stations within one-half mile of each other. By centralizing pick-up and drop-off at a single location hub, bike libraries also create a captive audience for education and safety courses and materials to support SRTS goals. The bike library should offer a variety of bikes, such as e-bikes, cargo bikes, and tricycles, to provide options for people to use during different trip purposes, abilities, and seasons. To accommodate riders with the highest need, rental fees should be subsidized or free based on social services eligibility or for students. Bike libraries can be City-operated or managed in partnership with local bike shops and advocacy groups that can provide and maintain the bikes. The City can pursue grant opportunities to fund the bike library through the Active Transportation Program and Regional Early Action Planning (REAP) programs and leverage California Air Resources Board rebate programs for e-bike purchases to facilitate a bike-to-own model.  Car-Free Streets near Schools Car-free street events promote health and community connection by creating a safe and attractive space for physical activity and social contact. These events temporarily close streets near a school to motor vehicles, creating a safe and welcoming environment not only for students but for people of all ages to engage in walking, bicycling, dining, dancing, and other activities. These events are cost-effective compared to building new parks for the same purpose. The events have many names: Ciclovías (originating in South America), Open Streets, Summer Streets, Sunday Streets, and Sunday Parkways. Car-free events have been very successful internationally and are rapidly becoming popular throughout California and the US. Events can be regularly scheduled or one-time occasions. The perception of temporary road closures and parking loss can cause initial opposition from local residents and businesses. To mitigate these concerns, a small-scale, pilot event is recommended where a block or two is restricted from car traffic. Following a successful pilot, the event’s scope can expand as people experience car-free streets and become more receptive to larger events. Resource: Open Streets Project, The Movement for Open Streets   Group Walking and Biking Events Similar to Walking School Buses, group walking events can encourage students to walk more regularly in a supportive setting. The City might consider partnering with Palm Desert schools and the DSUSD to facilitate these walking events. Each walk is led by volunteer safety professionals who instruct students on proper walking techniques and the benefits of walking to school. These discussions can inspire students to adopt healthier habits in their daily lives. Beyond the physical benefits, group walking events foster community connection, allowing students to learn from one another and celebrate their diverse backgrounds. Similarly, group bicycle rides offer older students the opportunity to practice biking and build confidence, guided by City or DSUSD staff. The City may consider partnering with local biking nonprofit organizations, such as the Desert Bicycle Club, to lead bicycle-related events and educational programs. Additionally, the City could collaborate with local bike rental shops to offer free bike or e-bike experiences for participants who do not own a bicycle. Before rides begin, facilitators can also provide education so that every participant has basic knowledge about the rules of the road, bicyclist laws and rights, and bike safety.  Transit Outings and Ambassadors Transit outings offer older students the opportunity to practice taking transit, walk safely and comfortably, and gain confidence, guided by City staff or the DSUSD. These outings may be particularly valuable for DSUSD students in grades 9 through 12 who are not eligible for school bus service and who may lack reliable transportation between home and school. Additionally, the SunLine Transit Ambassador Program (TAP) offers comprehensive training sessions that address crucial topics and everyday scenarios in public transportation service. Transit Ambassadors, who have completed this program, can assist passengers with their trip planning and provide support until passengers feel confident in navigating the SunLine system independently. The City could consider partnering with SunLine Transit Agency to leverage the TAP, encouraging older students to use transit regularly, fostering independence and increasing transit use within the community. Students who participate in TAP could also serve as advocates at schools, encouraging fellow students to consider active transportation modes. Furthermore, the TAP could facilitate the formation of travel buddy relationships, enhancing social connections while providing “safety in numbers.” Pairing these outings with seasonal activities, such as outdoor concerts, or key destinations like schools, parks, and libraries, could further encourage participation and make the experience more enjoyable and meaningful. Resource: Travel Training Program, SunLine Transit Agency   Chapter 6. Implementing Safe Routes to School in Palm Desert Funding Funding for SRTS programs and projects may come from a variety of sources including matching grants, sales tax or other taxes, bond measures, or public/private partnerships. Funding streams are increasingly becoming more competitive, requiring justifications that focus on equity, feasibility, and greenhouse gas emission reduction goals. This section identifies sources of funding for design, implementation, and maintenance of SRTS projects. The descriptions are intended to provide an overview of available options and do not represent a comprehensive list. It should be noted that this section reflects the funding available at the time of writing. The funding amounts, fund cycles, and even the programs themselves are susceptible to change without notice. Active Transportation Infrastructure Investment Program (ATIIP) ATIIP is a federal initiative designed to enhance infrastructure for bicyclists and pedestrians. Administered by the Federal Highway Administration, the program provides funding to state and local governments for projects that improve facilities for non-motorized users. These projects may include constructing or upgrading bike lanes, sidewalks, crosswalks, and other amenities that support walking and cycling. More information: https://www.fhwa.dot.gov/environment/bicycle_pedestrian/atiip/ Better Utilizing Investments to Leverage Development Grant Program (BUILD) The BUILD Grant Program enables the Department of Transportation to invest in road, rail, transit, and port projects that have a significant local or regional impact. Eligible projects include recreational trails, road diets, separated bike lanes, shared use paths, sidewalks, signal improvements, signed pedestrian or bicycle routes, traffic calming, trailside and trailhead facilities, bicycle parking, racks, repair stations, storage, and bike share programs. More information: https://www.transportation.gov/BUILDgrants Caltrans Active Transportation Program (ATP) The ATP consolidated existing federal programs including Bicycle Transportation Account, the Safe Routes to Schools Program, and the Recreational Trails Program, into a single program. The purpose of this grant is to fund active transportation projects. Eligible pedestrian and Safe Routes to School projects include infrastructure projects (planning, design, and construction), education, encouragement, and planning activities. The California Transportation Commission writes guidelines and allocates funds for the ATP, while the ATP will be administered by the Caltrans Division of Local Assistance. More information: https://dot.ca.gov/programs/local-assistance/fed-and-state-programs/active-transportation-program Caltrans Highway Safety Improvement Program (HSIP) HSIP is a data-driven funding program, and eligible projects must be identified through analysis of crash experience, crash potential, crash rate, or other similar metrics. Infrastructure and non-infrastructure projects are eligible for HSIP funds. Bicycle and pedestrian safety improvements, enforcement activities, traffic calming projects, and crossing treatments for active transportation users in school zones are examples of eligible projects. All HSIP projects must be consistent with the state’s Strategic Highway Safety Plan. In California, HSIP is administered by Caltrans. More information: https://dot.ca.gov/programs/local-assistance/fed-and-state-programs/highway-safety-improvement-program Caltrans Transportation Development Act (TDA) TDA provides funding from State Transit Assistance and Local Transportation Fund. This program funds a variety of transportation programs including those for pedestrians, bicyclists, and people accessing transit facilities. The amount of funding is based on sales tax collected in each county. This fund is administered by Caltrans. More information: https://www.sco.ca.gov/aud_transportation_development_act.html City of Palm Desert Measure G Approved in 2024, Measure G is a 1% sales tax that funds general city services. These funds may be used to construct public infrastructure, including new bicycle and pedestrian facilities. Measure G also provides funding for the maintenance of streets, community centers, parks, trails, and other facilities used by students and families. More information: https://www.palmdesert.gov/connect/sales-tax-measure Congestion Mitigation and Air Quality Improvement Program (CMAQ) CMAQ is a federal initiative that provides funding to state and local governments for transportation projects aimed at reducing congestion and improving air quality in areas that do not meet the National Ambient Air Quality Standards for ozone, carbon monoxide, and particulate matter. Eligible projects include the development of public transportation systems, implementation of traffic flow improvements, and promotion of alternative transportation modes such as biking and walking. More information: https://www.fhwa.dot.gov/environment/air_quality/cmaq/ Riverside County Transportation Commission Measure A First approved in 1988, Measure A is a half-cent sales tax that funds transportation improvements through 2039. Funds go back to each of the three geographic areas within Riverside County: Coachella Valley, Western Riverside County, and Palo Verde Valley, in proportion to the sales taxes they contribute. In Coachella Valley, 50% of funds go to highway and regional arterials, 35% to local streets and roads, and 15% to public transit. More information: https://www.rctc.org/funding-and-planning/ Safe Streets and Roads for All Grant Program (SS4A) Established through the Infrastructure Investment and Jobs Act, SS4A will provide $5 billion in funding from 2022 to 2026 to support local, regional, and tribal initiatives aimed at reducing roadway deaths and serious injuries. SS4A offers grants for planning, demonstration, and implementation projects, with a focus on pedestrian, bicyclist, and transit safety. More information: https://www.transportation.gov/grants/SS4A Southern California Association of Governments (SCAG) – Sustainable Communities Program (SCP) SCP funds projects that support active transportation and the development of sustainable, equitable, and economically vibrant communities across the state. Through this program, SCAG offers financial resources to local and regional planning agencies to implement projects that reduce greenhouse gas emissions, enhance transportation systems, and promote environmental justice. This funding opportunity can help improve pedestrian infrastructure for students by supporting projects that make walking safer and more accessible. More information: https://scag.ca.gov/sustainable-communities-program Surface Transportation Block Grant Program (STBG) STBG provides states with flexible funds that may be used for a variety of highway, road, bridge, and transit projects. Bicycle and pedestrian improvements are eligible, including trails, sidewalks, bike lanes, crosswalks, pedestrian signals, and other ancillary facilities. The grant-funded pedestrian and bicycle facilities may be located on local roads that are not part of the Federal-aid Highway System. Funds are funneled through Caltrans to Metropolitan Planning Organizations to administer the grant. More information: https://www.fhwa.dot.gov/specialfunding/stp/ SRTS School Prioritization This SRTS school prioritization process ranks the eight schools within the DSUSD against one another, using data collected from national, city, school district, and community sources. The schools are prioritized rather than individual projects as the recommendations work together to enhance overall safety at each school and support effective grant writing. The outcome is a ranked list that informs school prioritization for grant or other funding. This SRTS prioritization process considers several data sources, with an emphasis on safety, equity, and other relevant scoring criteria for Safe Streets and Roads for All (SS4A) and Caltrans Active Transportation Program (ATP) grant funding. These data sources include: Pedestrian and bicycle collisions (2013–2022) Student population eligible for the FRPM Program USDOT ETC High injury network School density Student population density Age of students Households with access to an automobile Area population density Local support from the Advisory Committee, school and district staff, and community members The complete SRTS school prioritization methodology and scoring criteria is included in Appendix G. Note: The results of the prioritization process are not included in the SRTS Plan but have been provided to the City of Palm Desert to inform future decision-making. Cost Estimates The Project Team created planning-level cost estimates for the recommendations included in the SRTS Plan, based on 2024 construction costs for similar projects in California. These costs estimates do not account for required design and engineering phases, which will increase the total cost for implementation. However, some costs can be lowered when implemented in conjunction with other roadway improvements. Similar active transportation cost estimates in California have estimated 5% of the construction cost for environmental, 10% of construction costs for design, and 12.5% of construction costs for construction administration. However, design and engineering costs will vary based on the project and project location, thus the cost estimates produced only include construction estimates. Additionally, costs may also vary due to factors including inflation and the means of installation (contractor versus local forces). Future studies will determine more accurate cost estimates prior to each project’s implementation Note: Cost estimates are not included in the SRTS Plan but have been provided to the City of Palm Desert to inform future decision-making. Appendices Appendix A – Complete Existing Conditions Report [Creative Services to attach in formatted Plan] Appendix B – Complete Outreach and Engagement Report [Creative Services to attach in formatted Plan] Appendix C – Crossing Guard Promotional Social Media Posts in English and Spanish [Creative Services to attach in formatted Plan] Appendix D – Please Pull Forward Signage in English and Spanish [Creative Services to attach in formatted Plan] Appendix E – Safe Routes to School Banner in English and Spanish [Creative Services to attach in formatted Plan] Appendix F – Suggested Routes to School Maps for Palm Desert Schools [Creative Services to attach in formatted Plan] Appendix G – SRTS Prioritization Methodology [Creative Services to attach in formatted Plan] Appendix H – Sample Student Tally Survey [Creative Services to attach in formatted Plan] Appendix I – Sample Parent/Caregiver Survey [Creative Services to attach in formatted Plan]