HomeMy WebLinkAboutRes 2025-083RESOLUTION NO. 2025-083
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PALM
DESERT, CALIFORNIA, APPROVING AN ADDENDUM TO THE CITY
GENERAL PLAN ENVIRONMENTAL IMPACT REPORT AND
APPROVING A GENERAL PLAN AMENDMENT UPDATING THE
MOBILITY (CIRCULATION) ELEMENT OF THE GENERAL PLAN
CASE NOS. GPA25-0002
WHEREAS, Government Code Section 65800 et seq. provides for the
amendment of any and all adopted City of Palm Desert (“City”) zoning laws, ordinances,
rules and regulations; and
WHEREAS, the City Council of Palm Desert adopted its General Plan on
November 10, 2016 via CC Resolution 2016-87; and
WHEREAS, the City Council of Palm Desert adopted General Plan Amendment
GPA19-0001 on September 16, 2019 via CC Resolution 2019-76a to amend the Mobility
Element to reclassify “Painters Path”; and
WHEREAS, the City Council of Palm Desert on July 11, 2024 initiated a contract
to prepare a comprehensive amendment to Chapter 4 – Mobility (Circulation) Element of
the Palm Desert General Plan and updated Transportation Study Guidelines; and
WHEREAS, the General Plan Amendment 25-0002 is the second General Plan
Amendment processed for 2025; and
WHEREAS, the proposed General Plan Amendment would replace in its entirety
the Chapter 4 - Mobility Element of the General Plan previously approved via CC
Resolution 2016-87; and
WHEREAS, the proposed Amendment is internally consistent with the other
elements of the General Plan; and
WHEREAS, pursuant to the requirements of the CEQA, the State Guidelines for
Implementation of CEQA (State CEQA Guidelines), and the City of Palm Desert CEQA
Implementation Requirements, the City of Palm Desert Development Services
Department prepared an Addendum to the City’s 2016 certified Environmental Impact
Report (EIR) (SCH #2015081020) adopted via City Council Resolution No. 2016-86 that
determined there is no substantial evidence that the project would result in significant
environmental impacts not previously studied in the EIR and accordingly, the project
would not result in any conditions listed identified in CEQA Guidelines, Section 15162;
and
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Resolution No. 2025-083 Page 2
WHEREAS, the Planning Commission of the City of Palm Desert, California, did
on the 18th day of November 2025, hold a duly noticed public hearing for approval of the
above-noted Project request and adopted Planning Commission Resolution 2908
recommending the City Council approve of the Project; and
WHEREAS, the City Council of the City of Palm Desert, California, did on the 11th
day of December 2025, hold a duly noticed public hearing for approval of the above-noted
Project request; and
WHEREAS, at the said public hearing, upon hearing and considering all testimony
and arguments, if any, of all interested persons desiring to be heard, the City Council did
find the following facts and reasons, which are outlined in the staff report, exist to justify
approval of said request:
NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Palm
Desert, California, as follows:
SECTION 1. Recitals. The City Council hereby finds that the foregoing recitals are
true and correct and are incorporated herein as substantive findings of this Resolution.
SECTION 2. General Plan Amendment. As required by Palm Desert Municipal Code
“PDMC” Section 25.78.070, the following findings to approve a General Plan Amendment:
Pursuant to Section 25.78.070(E), the proposed amendment is in the public interest.
There is a substantial public benefit to be derived from the amendment, and the General
Plan, as amended, will remain internally consistent. Furthermore, the proposed amendment
furthers the goals and objectives of the General Plan.
The proposed General Plan Amendment updates the City’s Mobility (Circulation) Element
to ensure consistency with current state laws and regulations, correct internal
inconsistencies, and plan for future development within the City of Palm Desert. This
update provides substantial public benefit by enhancing safety, mobility, and overall
quality of life for residents, while establishing the policies, programs, and goals that guide
the City’s transportation planning efforts.
SECTION 3. CEQA Determination. The City Council finds that the CEQA
Addendum to the City’s certified General Plan Environmental Impact Report is complete
and adequate for consideration, as presented in Exhibit “A” attached hereto.
SECTION 4. Project Recommendations. The City Council hereby approves the
amendment to the Mobility (Circulation) Element, as presented in Exhibit “B” attached
hereto; and
SECTION 5. Based upon the foregoing findings and facts incorporated herein, the
City Council hereby approves GPA25-0002.
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Resolution No. 2025-083 Page 3
ADOPTED ON DECEMBER 11, 2025.
____________________________
EVAN TRUBEE
MAYOR
ATTEST:
__________________________
ANTHONY J. MEJIA
CITY CLERK
I, Anthony J. Mejia, City Clerk of the City of Palm Desert, hereby certify that
Resolution No. 2025-083 is a full, true, and correct copy, and was duly adopted at a
regular meeting of the City Council of the City of Palm Desert on December 11, 2025, by
the following vote:
AYES: HARNIK, NESTANDE, PRADETTO, QUINTANILLA, AND TRUBEE
NOES: NONE
ABSENT: NONE
ABSTAIN: NONE
RECUSED: NONE
IN WITNESS WHEREOF, I have hereunto set my hand and affixed the official seal of the
City of Palm Desert, California, on ___________________.
__________________________
ANTHONY J. MEJIA
CITY CLERK
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12/22/2025
November 2025 |
ADDENDUM TO THE GENERAL PLAN EIR
SCH No. 2015081020
FOR THE
Circulation Element Update
City of Palm Desert
Prepared for:
City of Palm Desert
Contact: Carlos Flores
Deputy Director of Development Services
Palm Desert City Hall
73510 Fred Waring Drive
Palm Desert CA 92260
760.346.0611 x478
cflores@palmdesert.gov
Prepared by:
PlaceWorks
Contact: Mark Teague, AICP
3 MacArthur Place, Suite 1100
Santa Ana, CA 92707
info@placeworks.com
www.placeworks.com
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Table of Contents
November 2025 Page i
Section Page
1. ADDENDUM TO THE ADOPTED GENERAL PLAN EIR FOR UPDATE TO THE MOBILITY
ELEMENT ........................................................................................................................................ 2
1.1 Background And Overview .................................................................................................................................. 2
1.2 Proposed Project ..................................................................................................................................................... 2
1.3 Certified EIR ........................................................................................................................................................... 3
1.4 Purpose of an EIR Addendum ............................................................................................................................ 4
2. CEQA ANALYSIS ............................................................................................................................ 7
2.1 Environmental Analysis ......................................................................................................................................... 7
2.2 Findings .................................................................................................................................................................... 7
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Table of Contents
November 2025 Page 2
1. Addendum to the Adopted General Plan EIR for
Update to the Mobility Element
1.1 BACKGROUND AND OVERVIEW
This document is an Addendum to the previously certified Environmental Impact Report (EIR) (State
Clearinghouse [SCH] No. 2015081020) for the Palm Desert General Plan, which was certified on
November 10, 2016 (referred to as the “existing General Plan”). The purpose of this Addendum is to
evaluate whether the proposed update to the Mobility Element (“Proposed Project”) would modify
the existing General Plan in such a way as to result in new environmental impacts or a substantial
increase in the severity of previously identified significant effects or would otherwise trigger a need
for subsequent environmental review.
This document serves as the environmental documentation for the City’s Mobility Element Update.
This addendum to the Certified EIR demonstrates that the analysis in that EIR adequately addresses
the potential physical impacts associated with the implementation of the proposed project and that
the proposed project would not trigger any of the conditions described in CEQA Guidelines Section
15162 that call for further environmental review.
1.2 PROPOSED PROJECT
The City of Palm Desert has prepared an update to its existing Mobility Element within the City’s
General Plan, which was last updated in 2016. The update focused on enhancing the City’s multi-
modal transportation system to improve connectivity, roadway safety, and travel option availability.
The updated Mobility Element included goals, policies, and actions to guide changes to the City’s
transportation network over the next 15 years.
Since the last General Plan Update, several state policies and regulations have been put in place
addressing vehicle miles of travel (VMT), roadway safety, goods movement/truck routes, and roadway
right-of-way (ROW) preservation for new developments, among others. The City also intends to clarify
transportation goals and address inconsistencies between the existing Mobility Element and other
specific and area plans adopted by the City.
Key Project elements include:
• Updating the City’s roadway cross sections and classifications to align with existing conditions,
improve consistency with specific/area plans, and support ROW preservation for new
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developments. This process adds complete street measures enabling all forms of
transportation, not just automobiles.
• Reclassifying Country Club Drive from a vehicle-oriented arterial with six planned lanes (three
in each direction) to a balanced arterial with four travel lanes (two in each direction) and
improved bicycle facilities.
• Enhancing the City’s bicycle and pedestrian network and ensuring consistency with recently
completed and planned improvements.
• Refining the City’s truck route network to improve freight connectivity and remove exposure
of trucks to sensitive receptors and areas of high pedestrian activity consistent with AB 98
requirements.
• Incorporating recommendations from the City’s Vision Zero Action Plan, Active
Transportation Plan, and City Center Area Plan.
• Clarifying policies and actions within the General Plan to align with state regulations and
improve consistency.
• Adopting updated Transportation Study Guidelines: CEQA Vehicle Miles Traveled (VMT) and Level
of Service (LOS) Safety and Multimodal Operations Assessment.
1.3 CERTIFIED EIR
The General Plan EIR discusses mitigation measures to be implemented by the City to reduce
potential adverse environmental impacts to a level that is considered less than significant. Such
mitigation measures are noted in the EIR, and in the associated mitigation and monitoring program
(MMRP) are discussed and presented in the following sections: Biological Resources, Cultural
Resources, Public Services and Utilities and Transportation.
However, even with the application of feasible mitigation measures, some environmental impacts
could not be reduced to less-than-significant levels. The significant and unavoidable impacts are
identified below.
Significant and Unavoidable Impacts
Greenhouse Gas Emissions
Impact 4.4-1 Generate greenhouse gas emissions that may have a significant impact on the environment
and inhibit the goals of Assembly Bill 32. Adoption and implementation of the proposed General
Plan would result in new development and redevelopment of property throughout the planning area,
which would result in GHG emissions from construction activities that would contribute to the
cumulative effect of climate change.
Transportation
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Impact 4.15-2 Conflict with Caltrans Performance Standards. Adoption and implementation of the
General Plan update would not result in unacceptable performance at the single Caltrans intersection
in Palm Desert, but would contribute to unacceptable performance along six freeway segments.
Impact 4.15-10 Cumulative Conflict with Caltrans Performance Standards. Adoption and
implementation of the General Plan update would not result in unacceptable performance at the single
Caltrans intersection in Palm Desert, but would contribute to unacceptable performance along six
freeway segments.
1.4 PURPOSE OF AN EIR ADDENDUM
According to CEQA Guidelines Section 15164(a), an addendum shall be prepared if some changes
or additions to a previously adopted EIR are necessary, but none of the conditions enumerated in
CEQA Guidelines Sections 15162(a)(1)– (3) calling for the preparation of a subsequent EIR have
occurred. As stated in CEQA Guidelines Section 15162 (Subsequent EIRs and Negative
Declarations):
Section 15162
When an EIR has been certified or negative declaration adopted for a project, no subsequent EIR shall be
prepared for that project unless the lead agency determines, on the basis of substantial evidence in the light
of the whole record, one or more of the following:
(1) Substantial changes are proposed in the project which will require major revisions of the
previous EIR or negative declaration due to the involvement of new significant environmental
effects or a substantial increase in the severity of previously identified significant effects;
(2) Substantial changes occur with respect to the circumstances under which the project is
undertaken which will require major revisions of the previous EIR or negative declaration due
to the involvement of new significant environmental effects or a substantial increase in the
severity of previously identified significant effects; or
(3) New information of substantial importance, which was not known and could not have been
known with the exercise of reasonable diligence at the time the previous EIR was certified as
complete or negative declaration was adopted, shows any of the following:
(a) The project will have one or more significant effects not discussed in the previous EIR or
negative declaration;
(b) Significant effects previously examined will be substantially more severe than shown in the
previous EIR;
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(c) Mitigation Programs or alternatives previously found not to be feasible would in fact be
feasible and would substantially reduce one or more significant effects of the project, but
the project proponents decline to adopt the mitigation Program or alternative; or
(d) Mitigation Programs or alternatives which are considerably different from those analyzed in
the previous EIR would substantially reduce one or more significant effects on the
environment, but the project proponents decline to adopt the mitigation Program or
alternative.
Rationale for Preparing an EIR Addendum
As stated in CEQA Guidelines Section 15164 (Addendum to an EIR):
(a) The lead agency or responsible agency shall prepare an addendum to a previously certified EIR if
some changes or additions are necessary but none of the conditions described in Section 15162
calling for preparation of a subsequent EIR have occurred.
(b) An addendum to an adopted negative declaration may be prepared if only minor technical changes
or additions are necessary or none of the conditions described in Section 15162 calling for the
preparation of a subsequent EIR or negative declaration have occurred.
(c) An addendum need not be circulated for public review but can be included in or attached to the
final EIR or adopted negative declaration.
(d) The decision-making body shall consider the addendum with the final EIR or adopted negative
declaration prior to making a decision on the project.
(e) A brief explanation of the decision not to prepare a subsequent EIR pursuant to Section 15162
should be included in an addendum to an EIR, the lead agency’s findings on the project, or
elsewhere in the record. The explanation must be supported by substantial evidence.
The proposed project would update the Mobility Element Update with minor modifications to the
existing and proposed street network. As part of the implementation of the Mobility Element the
City will adopt Transportation Study Guidelines: CEQA Vehicle Miles Traveled (VMT) and Level of Service
(LOS) Safety and Multimodal Operations Assessment. The Traffic Study Guidelines (TSG) establish
procedures for determining when a VMT analysis is required, and what level of change in VMT
warrants further study. The intent of the TSG is to help streamline those projects that fall within the
screening criteria shown in Section 4.2 of the TSG. The screening criteria allow for some land use and
transportation projects to move forward without VMT analysis as they are known to have little to no
increase in VMT. In general land uses such as parks, schools and daycare centers are expected to serve
the local population to encourage walking or at least shorter vehicle trips than regional commercial or
industrial centers. Similarly, transportation projects that add safety, pedestrian amenities, and allow for
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new transit options are expected to reduce VMT and as such are also relieved of the need for further
study.
Rather than a specific number for VMT reduction the TSG includes Table 1: City of Palm Desert
“Project Generated” VMT Thresholds of Significance. As shown in Table 1, VMT analysis is
comparative to Riverside County as a whole so the level of significance will change over time.
Table 1: City of Palm Desert “Project Generated” VMT Thresholds of Significance
Residential Home Based VMT per
Resident
-Residential
1
county-average
city-wide
Source: City of Palm Desert Transportation Study Guidelines (TSG)
1 “Mixed use” is defined as a project on a single site with two or more distinct land uses.
The TSG requires mitigation for those projects that do not screen, or demonstrate impact below the
thresholds in Table 1. Mitigation options, discussed in Section 4.4 Mitigation of the TSG include:
1. Modify the project description to reduce VMT generated by the project. This could include
higher residential density, additional mixture of land uses, or a reduction in added lane miles.
2. Implement transportation demand management (TDM) measures to reduce VMT generated
by the project.
3. Participate in a VMT fee program and/or VMT mitigation exchange (if they exist) to reduce
VMT from the project.
The mitigation measures would need to be fully described and included in the TSG analysis before
consideration of the development project.
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A copy of this addendum, and all supporting documentation, may be reviewed or obtained at the City
of Palm Desert, Palm Desert City Hall, 73510 Fred Waring Drive, Palm Desert CA 92260, Monday
through Friday, 8:00 am to 5:00 pm.
2. CEQA Analysis
2.1 ENVIRONMENTAL ANALYSIS
The air quality mitigation measures in the Certified EIR would help reduce impacts with the proposed
changes, including setbacks and buffer zones between sensitive receptors. However as noted above,
the air quality impacts are significant and unavoidable. While the Mobility Element would expand
transportation options including transit, cycling, and walking, the reductions in vehicle trips would
likely not be sufficient to reduce air quality impacts to less than significant.
The revised roadway configurations with right of way standards and additional improvements for
connectivity, walking, cycling, and transit will provide more mobility options for the public. The new
roadway configurations are a refinement of those found in the existing Mobility Element and have
more engineering detail that will aid in communicating expectations with developers and property
owners when designing projects. The refined roadway sections are not substantially different from the
existing standards. Development of future roadways consistent with the new Mobility Element will
either require their own environmental analysis or be part of adjacent projects and included in the
project-specific environmental analysis.
The adoption of the TSG will ensure that VMT is evaluated for new projects. First for screening to
allow streamlining if the project fits within the appropriate thresholds, and if not to guide the study
of project VMT. Thresholds included in the TSG will determine the level of project-specific analysis
that is required (i.e. negative declaration, mitigated negative declaration, or environmental impact
report). The proposed project is a refinement of the existing Mobility Element and nothing in the
proposed Mobility Element or TSG would increase impacts beyond those evaluated in the General
Plan EIR.
2.2 FINDINGS
For the reasons explained in this addendum, the project would not cause any new significant
environmental impacts or substantially increase the severity of significant environmental impacts
disclosed in the Certified EIR. Thus, the proposed project does not trigger any of the conditions in
CEQA Guidelines Section 15162, requiring the preparation of a subsequent EIR, and the appropriate
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environmental document as authorized by CEQA Guidelines Section 15164(b) is an addendum. The
following identifies the standards set forth in Section 15162 of the CEQA Guidelines as they relate
to the proposed project.
1. No substantial changes are proposed in the project which would require major revisions of the
EIR due to the involvement of new significant environmental effects or a substantial increase in
the severity of previously identified significant effects.
The proposed Mobility Element is a refinement of the existing Mobility Element with minor
modifications to reflect changes in state law (AB 98, SB 932) and to improve connectivity for all types
of travel. As such, there are no new significant environmental impacts that have been identified
beyond those already assessed in the General Plan EIR. While future projects developed consistent
with the Mobility Element may result in physical impacts from construction, the analysis and
mitigation measures from the General Plan EIR will still apply. In addition, future projects will also
be required to conduct their own environmental analysis that will ensure compliance with existing city
and regional regulations. For example, as disclosed on page 4.4-20 of the Draft EIR, “Implementation of
programs and policies, derived largely from the General Plan, will further reduce potential GHG related impacts as it is impossible,
due to limitations in the modeling software, to quantify the effectiveness of every General Plan policy provision. Individual
development projects will be required to undergo project-specific environmental review, and mitigation measures will be identified at
that time to reduce any significant impacts.” All projects must meet the requirements of the South Coast Air Quality Management
District (SCAQMD) 2022 Air Quality management plan (AQMP)
Despite application of existing policy and mitigation measures, the development of the General Plan
will contribute to cumulative greenhouse gas emissions and regionally. The proposed Mobility
Element provides the ability to reduce the amount of traffic and therefore reduce the amount of
greenhouse gas emissions, however there is no certainty that the reductions will be realized, and if
realized, measurable within the City. In the context of this finding, the proposed project would not
result in new significant environmental effects or a substantial increase in the severity of the
greenhouse gas impacts disclosed in the General Plan EIR.
The City also evaluated impacts to roadway Level of Service (LOS) to ensure that the changes would
not negatively impact circulation patterns. The analysis indicates that segment LOS under the
proposed project remains consistent with segment LOS under the existing General Plan and does not
create new, or exacerbate previously identified, deficiencies in the roadway network. With the passage
of SB 743, LOS impacts are no longer considered significant under CEQA. LOS is included here as
it was part of the General Plan EIR.
All other impacts and mitigation measures outlined in the General Plan EIR will remain applicable.
2. No new information of substantial importance, which was not known and could not have been
known with the exercise of reasonable diligence at the time the EIR was certified shows:
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a. The project will have one or more significant effects not discussed in the previous EIR.
The General Plan EIR did not evaluate VMT specifically since it was not required at the time,
so the project team modeled VMT using the Riverside County travel demand model
(RIVCOM 4.0.1. The land use Socioeconomic Data (SED) assumptions for each model year are
summarized in Table 1 of the November 6, 2025 Fehr and Peers VMT and LOS results memo.
RIVCOM uses a 2018 base year and 2045 future year. Existing Conditions (2025) and Horizon
(2040) years were estimated by interpolating between the base and future year models.
Housing unit and employment inputs were updated for the City and adjacent Coachella Valley
region based on information provided by the City and CVAG (Measure A housing units). This
ensured that all housing units, including seasonal/vacation homes, were accounted for in the model.
Demographics were also updated to reflect the typical populations of seasonal homes (older
households and households without employment). Pending and approved development projects
were also reviewed for consistency within the model. Projects not already accounted for by the
growth in the General Plan were added to the model.
The proposed land use changes as part of the University Neighborhood Specific Plan (UNSP)
update effort currently underway were incorporated into the land use inputs for modeling, dated
November 4, 2025.
VMT Modeling
In evaluating VMT, Fehr & Peers used three different methods:
1. Origin-Destination (OD). The OD Method is used to calculate VMT generated by a City for
transportation impact analysis. This method evaluates 100 percent of the trip length with one
or both trips ending within a jurisdiction (also known as the Full Accounting Method). This
method aggregates passenger vehicles and trucks into one VMT forecast.
2. Production-Attraction (PA). The PA Method isolates VMT by trip purpose. This method
does not account for trips that extend beyond the model boundary and does not include truck
VMT. This methodology may be appropriate for projects with a single use and with relatively
low levels of visitor/external trips.
3. Boundary Method. The Boundary Method multiplies the volume on each roadway segment
by the segment length within a specified geographic boundary. This method includes trips on
the roadway within that boundary, without discriminating where the trip began or ended. The
boundary method is used to understand the VMT effect throughout the City, which is inclusive
of trips within the boundary that may take longer routes due to congestion along corridors. The
boundary utilized in the assessment is the City of Palm Desert boundary.
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Table 2 provides a summary of the results of the VMT calculations using the above
methodologies. As shown in Table 2, the change in VMT reported in all three methods are minor
and in two of the three methods the proposed Mobility Element reduces VMT when compared
to the existing Mobility Element.
Table 2: VMT Change Summary for OD, PA, and Boundary Method
2025 Mobility
Element
(2040)
Mobility
Element
(2040)
in
VMT
Origin-Destination (OD) 33.8 32.4 32.0 -0.4
-Attraction (PA) 29.4 28.6 29.1 0.5
8.7 8.5 8.2 -0.3
Source: Fehr & Peers, 2025
Level of Service
The City also evaluated impacts to roadway Level of Service (LOS) to ensure that the changes
would not negatively impact circulation patterns. The analysis indicates that segment LOS
under the proposed project remains consistent with segment LOS under the existing General
Plan and does not create new, or exacerbate previously identified, deficiencies in the roadway
network.
As shown above, while VMT was not evaluated in the General Plan EIR, the new calculations
demonstrate that the proposed Mobility Element would result in a slight reduction from the
calculations associated with the existing element. As such, the proposed project would not
result in new or more significant impacts than were discussed in the General Plan EIR.
b. Significant effects previously examined will be substantially more severe than shown in the
previous EIR.
The General Plan EIR identifies significant and unavoidable impacts to greenhouse gas and
traffic. While the proposed project may result in physical impacts from future transportation
improvements, the analysis and mitigation measures from the General Plan EIR will still apply.
No significant effects previously examined will be substantially more severe than shown in the
Certified EIR.
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c. Mitigation measures or alternatives previously found not to be feasible would in fact be
feasible and would substantially reduce one or more significant effects of the project, but
the project proponents decline to adopt the mitigation measure or alternative.
The mitigation measures outlined in the General Plan EIR would remain applicable ensuring
that future projects address previously identified environmental impacts.
d. Mitigation measures or alternatives which are considerably different from those analyzed
in the previous EIR would substantially reduce one or more significant effects on the
environment, but the project proponents decline to adopt the mitigation measure or
alternative.
There are no mitigation measures or alternatives significantly different from those analyzed in
the General Plan EIR. The proposed project is expected to have similar significant impacts to
those outlined in the General Plan EIR, and all associated policies and mitigation measures
identified to address physical environmental effects will apply to future development,
maintaining their mitigating effect. As noted earlier, the project primarily proposes refinements
to align with the latest legal requirements and updates policies and best practices for mobility,
without altering the underlying land uses or increasing environmental impacts compared to
the existing General Plan. Since no new significant impacts are anticipated from the adoption
of the Mobility Element, no additional mitigation measures or alternatives are required for the
proposed project.
References
City of Palm Desert Mobility Element Update Final VMT and LOS Results, (Fehr&Peers,
2025) November 6, 2025.
Docusign Envelope ID: 64A651A7-1391-4916-B2E5-C1582B4B1B5C
General Plan
Mobility Element
Prepared By:
Submitted on:
October 2025
Fehr & Peers
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Overview
The Palm Desert Mobility Element establishes a framework for creating a safe, efficient, and
sustainable transportation system that serves residents, businesses, and visitors. As the city continues
to grow, mobility plays a central role in preserving a high quality of life, supporting economic activity,
and providing connection to opportunity. This element addresses how people and goods move
through the community—whether by car, transit, walking, bicycling, or freight—and seeks to balance
convenience, accessibility, and sustainability. By planning for a multimodal system, the City aims to
provide travel options while supporting sustainability goals and accommodating future growth.
Goals and policies in this element emphasize creating livable streets that accommodate all users,
reducing traffic-related fatalities and injuries, and expanding multimodal options for pedestrians,
bicyclists, and transit riders. At the same time, policies encourage efficient goods movement, actively
managed parking, and support for sustainable transportation practices such as reducing vehicle
miles traveled (VMT), planning for emergencies, and investing in resilient infrastructure. The City is
also committed to an interconnected regional transportation system that links the Coachella Valley
and prioritizes new connections.
Statutory Requirements
ASSEMBLY BILL 1358 (CALIFORNIA COMPLETE STREETS ACT)
Assembly Bill 1358 (AB 1358), also known as the California Complete Streets Act, was signed into law
in 2008. Since 2011, AB 1358 requires that all cities and counties revising the circulation element of
their general plan to include complete streets policies. The Act states that cities must adopt a
“multimodal transportation network that meets the needs of all users of streets, roads, and highways”.
The adoption of complete street policies seeks to create a multi-user friendly network for motorists,
pedestrians, bicyclists, public transportation users, children, seniors, and the disabled.
SENATE BILL 375 (SUSTAINABLE COMMUNITIES AND CLIMATE PROTECTION ACT)
Senate Bill 375 (SB 375) was approved in 2008 in response to Assembly Bill 32 (AB 32) as
California’s comprehensive approach to reducing greenhouse gas emissions. SB 375 requires the
California Air Resources Board (CARB) to set regional greenhouse gas reduction targets by requiring
cities and counties to develop and implement reduction targets. Cities are encouraged to reduce
greenhouse gas emissions from automobiles and light trucks by greater integration of transportation,
land use, housing, and environmental planning aimed at reducing travel times.
Mobility Vision Statement: Palm Desert envisions a safe, regionally connected,
and multimodal transportation system that enhances daily life for residents,
encourages economic development, and supports the movement of visitors. The
City will foster innovative transportation solutions in safety, sustainability, and
mobility choices that support community needs and regional networks.
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SENATE BILL 743
Senate Bill 743 (SB 743) was adopted in 2013 and changes the metric for which transportation
impact analyses are measured for new development and transportation projects. Previously under the
California Environmental Quality Act (CEQA), transportation impact analyses were measured based
on auto delay, level of service (LOS), and other vehicle-based measures of capacity or traffic
congestion. Project are now assessed for their transportation impacts with vehicle miles traveled
(VMT). This change in measurement was made to promote multi-modal transportation networks,
reduce greenhouse gas emissions, and encourage mixed-use and infill development.
While CEQA no longer requires LOS analysis, the City will continue to analyze it to assist in street and
intersection design.
SENATE BILL 932 (THE PLAN FOR THE FUTURE BILL)
Senate Bill 932 (SB 932) was signed into law in September 2022 and requires that counties and cities
identify high-injury streets and intersections in its General Plan. This bill was passed to improve the
safety of all road users, including bicyclists, pedestrians, and other active transportation users. The
identification of these high-injury intersections and streets should be followed by safety
improvements that must be implemented starting within two years after the adoption of the new
circulation element.
The City adopted the Palm Desert Vision Zero Strategy in Summer 2025 to support implementation
of new policies, programs, and capital improvement projects that increase safety for all road users. A
particular focus was placed on supporting Safe Routes to Schools and Safe Routes for Older Adults.
The Mobility Element incorporates these policies and notes potential safety countermeasures to
consider for the high injury network.
SENATE BILL 330 (THE HOUSING CRISIS ACT)
Senate Bill 330 (SB 330) was adopted in 2019 and prohibits local jurisdictions from enacting any new
laws that would result in the reduction or delay of the legal limit of new housing within their
jurisdiction. This bill was passed to reduce administrative delays in housing development and to
increase the housing supply throughout the state. To streamline the housing approval process
without impacting the City’s circulation network, the Mobility Element includes maximum cross
section widths for each roadway classification to ensure adequate right-of-way is reserved for future
roadway improvements.
ASSEMBLY BILL 98 (PLANNING AND ZONING: LOGISTIC USE – TRUCK ROUTES)
Assembly Bill 98 (AB 98) was adopted in 2024 and calls for a statewide standardization in the
approval of new or expanded logistic and industrial use. Specifically, it requires cities and counties to
update their circulation elements to include designated truck routes that avoid residential areas and
other sensitive receptors. The law also requires clear signage for truck routes, parking specifications
for trucks, and public facing maps of designated truck routes.
ASSEMBLY BILL 3177 (MITIGATION FEE ACT: LAND DEDICATIONS, MITIGATING VEHICULAR
TRAFFIC IMPACTS)
This law was adopted in 2024 and updates requirements for traffic mitigation fees and land
dedication for housing developments. Specifically, cities must set lower traffic impact fees for select
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housing developments within transit priority areas. The law also prohibits requiring housing
developments to dedicate land for road widening if the purpose is to mitigate traffic impacts, meet
level of service (LOS) standards, or achieve a desired roadway width. Exceptions to this policy exist
for housing developments outside of transit priority areas and for traffic safety improvements.
Context
Palm Desert’s transportation system supports the city’s role as a hub for residential, commercial, and
tourist activity in the Coachella Valley. The City is well connected by major regional highways,
including I-10, Highway 111, and State Route 74, and serves as both a destination and a job center.
With a higher ratio of jobs to resident workers, Palm Desert attracts significant commuting from
throughout the Valley and beyond. Travel is dominated by the private automobile, though shorter
commute times and relatively high levels of local employment highlight opportunities to expand
sustainable and convenient alternatives.
The City has made progress in
advancing multimodal
mobility. Investments in
sidewalks, shade, and lighting
have improved pedestrian
comfort, while local bikeways
and the regional CV Link
pathway have expanded
opportunities for cycling, golf
cart travel, and low-speed
electric vehicles. Public
transportation is provided by
SunLine Transit, which
operates fixed-route,
paratransit, and microtransit
services within the city.
Initiatives including CV Rail are
exploring future regional
transit connections.
Safety, resiliency, and goods movement are key issues shaping mobility in Palm Desert:
Recent data highlights concentrations of crashes along major roadways including Highway 111,
Monterey Avenue, Cook Street, and Washington Street. The City is advancing a Vision Zero
strategy to reduce injuries and fatalities, particularly for pedestrians and bicyclists.
The City is also focused on strengthening infrastructure for extreme weather events and
better prepare the community for emergencies.
Freight activity along the I-10 corridor and new state legislation warrant updates to the truck
route network to safely and efficiently support goods movement in and through the City.
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Circulation Network
The City’s circulation network includes the roadway network and associated roadway classifications,
the bicycle and golf cart network, and the truck route network. Figure 4.1 shows the proposed
roadway network for the City. Figure 4.11 and Figure 4.12 show the proposed bicycle and golf cart
network, respectively. Figure 4.13 illustrates the truck route network through Palm Desert.
Roadway Classifications
Roadway classifications are used to describe the ultimate buildout of specific roadways within the
City and include general design standards for complete street improvements. Cross sections, modal
priorities, and descriptions for each classification are provided in Figures 4.2 through 4.10.
Enhanced Arterial (Highway 111)
Highway 111 functions as an enhanced arterial, serving as the major east-west connection to places in
Palm Desert. This classification balances the movement of all modes of traffic: vehicles, bicycles,
pedestrians, and transit. Business access is provided via adjacent frontage roads that include on-
street parking. Safety of all road users is prioritized with enhanced pedestrian crossings, narrower
lanes, and coordinated traffic signals. Enhanced landscaping, shade trees, public art, and sidewalk
activation opportunities help create a sense of place.
The general cross-section consists of a six-lane divided roadway, including a wide median with trees
and landscaping. This facility may provide dedicated left turn lanes as well as a right turn lane where
warranted. An Enhanced Arterial is designed to accommodate approximately 48,600 vehicles at
Level of Service (LOS) D.
Enhanced arterials include improved bicycle and pedestrian infrastructure such as widened
sidewalks, Class IV separated bike lanes, or Class II bike lanes along the frontage road. The City will
continue to explore complete street improvements for this roadway.
Vehicle Oriented Arterials
Vehicular oriented arterials prioritize the movement of automobiles. Bicycle and pedestrian facilities
are provided wherever possible but are not emphasized. Driveway spacing is limited and controlled
to reduce conflicts with through traffic.
The general cross-section consists of a six-lane divided roadway, including a median with trees and
landscaping. This facility may consist of dedicated left turn lanes as well as a right turn lane where
warranted. A Vehicular Oriented Arterial is designed to accommodate approximately 48,600 vehicles
at Level of Service (LOS) D. Bicycle and pedestrian facilities include shared sidewalks and buffered
Class II bike lanes.
Balanced Arterials
Balanced arterials support all transportation modes, with a focus on creating dedicated spaces for
vehicles, bicyclists/golf carts, and pedestrians. Improved bicycle and pedestrian facilities are typically
provided including meandering sidewalks and buffered Class II bike lanes.
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The general cross-section consists of a four-lane divided roadway, including either a median or a
two-way left turn lane. This facility may consist of dedicated left turn lanes as well as right turn lanes
where warranted. A Balanced Arterial is designed to accommodate approximately 33,500 vehicles at
Level of Service (LOS) D.
Enhanced Secondary Roadways
Enhanced secondary roadways provide high levels of bicycle and pedestrian amenities, similar to
enhanced arterials. Vehicular circulation is accommodated but not emphasized. Pedestrian facilities
include sidewalks with shade trees. Bicycle facilities include Class IV separated bike lanes, which can
operate as one-way or two-way. Typically, only one vehicle lane is provided in each direction.
This facility typically includes a raised median with dedicated left turn lanes (and right turn lanes if
warranted). An Enhanced Secondary Roadway is designed to accommodate approximately 16,800
vehicles at Level of Service (LOS) D.
Secondary Roadways
Secondary roadways provide a balance between vehicular circulation, property access, and non-
automotive modes. They typically provide a striped two-way left turn median and Class II or Class II
buffered bike lanes along with sidewalks and shade trees.
Secondary roadways can be further divided into two classifications:
Secondary (2 Lane) – one travel lane in each direction, with additional space reserved for
enhanced bicycle facilities and/or on-street parking
Secondary (4 Lane) – two travel lanes in each direction without on-street parking
The number of vehicle lanes provided varies based on traffic volumes and adjacent land use context.
These roadways are designed to accommodate between 16,800 and 28,200 vehicles at Level of
Service (LOS) D.
Downtown Collector Streets
Downtown collector streets prioritize multimodal travel between downtown Palm Desert and adjacent
neighborhoods. The general cross section of a downtown collector street consists of a two-lane
undivided roadway. Bicycle movement is accommodated through Class III shared bike route, while
sidewalks with pedestrian scale lighting support walking to and from downtown. These streets
typically provide parallel on-street parking. A collector street is designed to accommodate
approximately 16,800 vehicles at Level of Service (LOS) D.
Collector Streets
Collector streets link neighborhoods to other roadways in the City’s transportation network. Lower
traffic volumes allow for the shared use of space between vehicles and bicyclists. On-street parallel
parking and sidewalks are also typically provided. Along select collector streets, a marked Class III
bike route may be provided. A collector street is designed to accommodate approximately 16,800
vehicles at Level of Service (LOS) D.
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El Paseo
El Paseo is a key commercial roadway for the city. This roadway prioritizes property access and
includes a very high level of pedestrian amenities. The cross section of El Paseo consists of four
vehicle travel lanes (two in each direction), parallel parking, and a wide median with trees and
landscaping. The roadway also includes Class III shared bicycle facilities.
Specific Plan Roadways
These roadways are contained within a specific plan. The ultimate buildout and cross section design
is provided in the respective specific plan.
Docusign Envelope ID: 64A651A7-1391-4916-B2E5-C1582B4B1B5C
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Palm Desert Roadway Classifications
FIGURE 4.1
0 1 2
Miles
Enhanced Arterial
Vehicular Oriented Arterial
Balanced Arterial
Enhanced Secondary Roadway
Secondary Street (2 Lanes)
Secondary Street (4 Lanes)
Downtown Collector
Collector Street
El Paseo
Specific Plan Roadways
Local Streets
Portola Interchange (Proposed)
City Boundary
Docusign Envelope ID: 64A651A7-1391-4916-B2E5-C1582B4B1B5C
City of Palm Desert
Mobility Element Figure 4.2
212’Max ROW
Parallel frontage
roads
Access
Management
Three in each
direction
(11’-12’)
Travel Lanes
Raised (20’)Median
Class IV bike lanes
(6’ + 4’ buffer) or
Class II bike lanes on
frontage road (5’)
Bicycle Facilities
Use Frontage RoadGolf Cart
Facilities
Sidewalk (10’+) with
business frontage
Pedestrian
Facilities
Allowed (on frontage
road)Parking
Enhanced Arterial (Highway 111)
PedestrianBike/
Golf Cart
FreightTransitAuto
PrioritizedPrioritizedRestricted1N/AAllowed
Class IV Bikeway Variation
Frontage Road Bikeway Variation
Docusign Envelope ID: 64A651A7-1391-4916-B2E5-C1582B4B1B5C
City of Palm Desert
Mobility Element Figure 4.3
PedestrianBike/
Golf Cart
FreightTransitAuto
AllowedAllowedPrioritizedAllowedPrioritized
160’Max ROW
Encourage driveway
consolidation and
manage turns
Access
Management
Three in each
direction (11’)Travel Lanes
Raised
(w/ turn lanes)
(14’ typical)
Median
Class II Buffered Bike
Lanes (6’ + 3’ buffer)
and/or
Shared Sidewalk (10’)
Bicycle Facilities
Meandering Sidewalk
(20’ total width)
Golf Cart
Facilities
Meandering Sidewalk
(20’ total width)
Pedestrian
Facilities
Not AllowedParking
Vehicle Oriented Arterial
Docusign Envelope ID: 64A651A7-1391-4916-B2E5-C1582B4B1B5C
City of Palm Desert
Mobility Element Figure 4.4
140’Max ROW
Encourage driveway
consolidation and
manage turns
Access
Management
Two in each
direction (11’)Travel Lanes
Raised
(w/ turn lanes)
(14’ typical)
Median
Buffered Class II Bike
Lanes (6’ + 4’ buffer)Bicycle Facilities
Use Bike LanesGolf Cart
Facilities
Meandering Sidewalk
(20’ total width)
Pedestrian
Facilities
Not AllowedParking
Balanced Arterial
PedestrianBike/
Golf Cart
FreightTransitAuto
AllowedPrioritizedRestricted1AllowedPrioritized
1Truck traffic is permitted on designated truck routes
or for local deliveries.
Note: The following roadway segments may include an additional travel lane
in each direction, with a maximum ROW of 162':
•Portola Avenue (I-10 to Frank Sinatra Drive)
•Frank Sinatra Drive (Cook Street to Portola Avenue)
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City of Palm Desert
Mobility Element Figure 4.5
112’Max ROW
Encourage driveway
consolidation and
manage turns
Access
Management
One in each
direction (11’)Travel Lanes
Raised
(w/ turn lanes)
(14’ typical)
Median
Class IV Bike Lanes
(8’ + 4-6’ buffer)Bicycle Facilities
Use Bike LanesGolf Cart
Facilities
Sidewalk (10’) with
buffer zone or
Meandering Sidewalk
(20’ total width)
Pedestrian
Facilities
Not AllowedParking
Enhanced Secondary Roadway
PedestrianBike/
Golf Cart
FreightTransitAuto
AllowedAllowedAllowedPrioritizedPrioritized
One-Way Bikeway Variation
Two-Way Bikeway Variation
Docusign Envelope ID: 64A651A7-1391-4916-B2E5-C1582B4B1B5C
City of Palm Desert
Mobility Element Figure 4.6
108’Max ROW
Direct driveway
access allowed
Access
Management
One in each
direction (11’)Travel Lanes
Two-Way Left Turn
Lane or Raised
(14’ typical)2
Median
Buffered Class II Bike
Lanes (6’ + 3’ buffer)Bicycle Facilities
Use Bike LanesGolf Cart
Facilities
Sidewalk (10’)Pedestrian
Facilities
AllowedParking
Secondary Roadway (2 Lane)
1Truck traffic is permitted on designated truck routes
or for local deliveries.
PedestrianBike/
Golf Cart
FreightTransitAuto
AllowedPrioritizedRestricted1N/APrioritized
Docusign Envelope ID: 64A651A7-1391-4916-B2E5-C1582B4B1B5C
City of Palm Desert
Mobility Element Figure 4.7
108’Max ROW
Direct driveway
access allowed
Access
Management
Two in each
direction (11’)Travel Lanes
Two-Way Left Turn
Lane or Striped2Median
Class II Bike Lanes
(6’)Bicycle Facilities
Use Bike LanesGolf Cart
Facilities
Sidewalk (6’) or
Meandering Sidewalk
(20’ total width)
Pedestrian
Facilities
Not AllowedParking
Secondary Roadway (4 Lane)
1Truck traffic is permitted on designated truck routes
or for local deliveries.
PedestrianBike/
Golf Cart
FreightTransitAuto
AllowedAllowedRestricted1N/APrioritized
Docusign Envelope ID: 64A651A7-1391-4916-B2E5-C1582B4B1B5C
City of Palm Desert
Mobility Element Figure 4.8
62’Max ROW
Direct driveway
access allowed
Access
Management
One in each
direction (11’ -12’)Travel Lanes
N/AMedian
Class II Bike Lanes
(5’) or Shared
Roadway
Bicycle Facilities
Use Bike Lanes or
Shared Roadway
Golf Cart
Facilities
Sidewalk (5’-8’)Pedestrian
Facilities
AllowedParking
Downtown Collector
1Truck traffic is permitted on designated truck routes
or for local deliveries.
PedestrianBike/
Golf Cart
FreightTransitAuto
PrioritizedPrioritizedRestricted1N/AAllowed
Docusign Envelope ID: 64A651A7-1391-4916-B2E5-C1582B4B1B5C
City of Palm Desert
Mobility Element Figure 4.9
62’Max ROW
Direct driveway
access allowed
Access
Management
One in each
direction (12’)Travel Lanes
N/AMedian
Shared RoadwayBicycle Facilities
Use Shared
Roadway
Golf Cart
Facilities
Sidewalk (5’-8’)Pedestrian
Facilities
AllowedParking
Collector
1Truck traffic is permitted on designated truck routes
or for local deliveries.
PedestrianBike/
Golf Cart
FreightTransitAuto
AllowedAllowedRestricted1N/AAllowed
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City of Palm Desert
Mobility Element Figure 4.10
100’-108’Max ROW
Street-facing
businesses
Access
Management
Two in each
direction (12’)Travel Lanes
Raised (16’ typical)Median
Shared RoadwayBicycle Facilities
Use Shared
Roadway
Golf Cart
Facilities
Sidewalk (6’-14’)Pedestrian
Facilities
Allowed (Parallel)Parking
El Paseo
1Truck traffic is permitted on designated truck routes
or for local deliveries.
PedestrianBike/
Golf Cart
FreightTransitAuto
PrioritizedPrioritizedRestricted1N/AAllowed
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Bicycle and Golf Cart Circulation
Figure 4.11 documents the bicycle network within Palm Desert and Figure 4.12 notes roadways and
facilities that can be used by golf carts and neighborhood electric vehicles (NEVs). These routes are
for use by bicycles and slow speed vehicles. Key facility types shown on these maps are described
below.
Classification Description
CV Link A regional off-street facility for NEV’s, bicyclists, and pedestrians. This
facility will be overseen and maintained by CVAG.
CV Link Connector
These facilities would provide additional connections to the CV Link
Facility through signage, crossing treatments, or separate facilities that
provide connections from the city to the CV Link Facility
Class I These are off-street facilities, which can be shared between golf carts,
bicyclists, and pedestrians.
Class II
These are on-street facilities, which can be used by either bicycles only or
as joint use facilities used by golf carts and bicycles. These facilities can
include striped buffers to provide additional separation.
Class III These are on-street facilities designated through signage and shared lane
markings that do not provide a separate space.
Class IV
These are on-street facilities, which can be used by either bicycles only or
as joint use facilities used by golf carts and bicycles. These facilities
include physical vertical separation on the roadway, such as with bollards,
a raised curb, or parked cars.
Shared Sidewalk Sidewalks with additional space for bicyclists and golf carts to use.
Truck Routes and Goods Movement
Figure 4.13 shows the designated truck routes within Palm Desert. Truck routes are intended to
facilitate the through movement of trucks within the City while avoiding sensitive receptors and
critical land uses (e.g. schools, parks, residential areas). Truck routes prioritize connections to
commercial and industrial areas and regional highways.
Consistent with AB 98, the City will make truck route information available online and enforce
commercial vehicle restrictions on non-truck route designated roadways through posted weight
restrictions.
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Palm Desert Bicycle Network
FIGURE 4.11
0 1 2
Miles
Class I Separared Path
Class II Striped Lane
Class III Permitted on Local Road
Class IV Separated Bike Lane
Proposed Bike Corridor - Final Design TBD
CV Link
CV Connectors
Portola Interchange (Proposed)
Public Schools
College Campuses
City Boundary
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FIGURE 4.12
0 1 2
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Class I Separated Path
Class II Striped Lane
Class III Local Road
Shared Sidewalk
CV Link
CV Connectors
Portola Interchange (Proposed)
Public Schools
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FIGURE 4.13
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Existing
Proposed
Connecting Truck Routes
Portola Interchange (Proposed)
Public Schools
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Truck routes are intended to facilitate through traffic. Consistent with the California Vehicle Code, trucks may utilize any roadway to complete deliveries/pick-ups.
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Regional Transportation Improvements
Portola Avenue Freeway Interchange
The Mobility Element includes the proposed I-10 freeway interchange at Portola Avenue in North
Palm Desert. The City is committed to improving access and relieving congestion along the I-10
corridor and will work with regional, state, and federal partners to facilitate this major project.
The interchange provides several benefits for Palm Desert including:
Congestion relief at the adjacent Monterey Avenue and Cook Street interchanges
Reduced vehicle miles traveled (VMT) as the interchange provides a more direct path of
travel for motorists
Supporting development and growth in North Palm Desert
Consistency with state goals and regional transportation plans
CV Rail
The Coachella Valley Rail (CV Rail) project, also known as the Coachella Valley–San Gorgonio Pass
Corridor, is a proposed intercity passenger rail service that will connect downtown Los Angeles with
the Coachella Valley, providing an alternative to Interstate 10 for regional travel. The route would span
approximately 144 miles, with a potential stop in Palm Desert. The project is being led by the
Riverside County Transportation Commission (RCTC) in partnership with Caltrans, Amtrak, and the
Federal Railroad Administration (FRA).
The City supports this project as it aligns closely with Palm Desert’s mobility goals to reduce vehicle
miles traveled (VMT), expand sustainable transportation options, and strengthen regional
coordination. Additionally, the project provides opportunities for walkable, mixed-use transit-
oriented development (TOD) around the potential station area. Palm Desert will continue
collaborating with RCTC and partner agencies to ensure that future rail service is seamlessly
integrated into the city’s transportation system.
Source: Riverside County Transportation Commission
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Transportation Performance Metrics
Vehicle Miles Traveled (VMT)
The Mobility Element promotes efficiency and sustainability in the transportation system. Several
policies address VMT efficiency and encourage strategies including transportation demand
management (TDM), low-VMT development patterns, and multimodal travel options. The City’s
transportation study guidelines also lay out approaches to evaluating VMT for development projects,
balancing development with sustainability.
What is VMT?
Vehicle Miles Traveled (VMT) measures the total number of miles driven by all vehicles
attributed to a specific project or within a specific area. It’s often evaluated on a per person
basis to understand the efficiency of the transportation system. VMT is an important tool
that helps inform Palm Desert about land use and transportation network relationships that
influence travel demand, emissions, and travel choices.
The State of California now requires cities to evaluate transportation impacts using VMT
under the California Environmental Quality Act (CEQA), shifting focus from how quickly
cars move to how efficiently people can access destinations.
Level of Service (LOS)
To support local planning decisions and manage congestion, Palm Desert will continue to analyze
traffic conditions at intersections and along roadways using Level of Service (LOS). LOS is a measure
of how efficiently streets and intersections move vehicle traffic, assigning a letter grade from A (free-
flowing conditions) to F (congested conditions) based on average vehicle delay.
While no longer required for CEQA, LOS analysis is still included in the City’s transportation study
guidelines for local development projects. The City strives to maintain LOS D or better conditions
during peak hours across most of the City. In the City Center, a lower LOS E threshold is allowed due
to right-of-way constraints and a desire to support multimodal travel.
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Safety
Palm Desert is committed to improving roadway safety and aims to eliminate traffic-related deaths
and serious injuries. Building on the City’s Vision Zero Action Plan, the Mobility Element advances
comprehensive goals, policies, and actions that address roadway safety holistically.
High Injury Network
The High Injury Network (HIN) is a subset of the
City’s street system with a higher concentration
of fatal and serious injury crashes, whether by
driving, walking, bicycling, or riding a
motorcycle. The HIN network is shown on
Figure 4.14. 83 percent of all serious and fatal
crashes occurred on the HIN (8 percent of Palm
Desert roadways).
Priority Safety Improvements
The Mobility Element includes policies that
prioritize safety improvements along the HIN,
with the goal of implementing safety
improvements along all HIN roadways by 2050.
These include the improvements presented in
the City’s Vision Zero Action Plan.
Safety Countermeasures
Palm Desert promotes the use of proven safety
countermeasures to improve road safety for all
users. Key safety countermeasures include:
Separated and buffered bicycle facilities
Curb extensions and ADA curb ramp
improvements
High visibility crosswalks
Sidewalk gap closures
Leading pedestrian interval (LPI)
Pedestrian scale lighting
Rectangular Rapid Flashing Beacons
(RRFB)
Advance yield and stop markings
Traffic calming medians
Roundabouts
Narrowed travel lanes
Safe System Approach A Vision Zero
The Safe System Approach is a transportation
safety philosophy that adapts road design to
anticipate human error and reduce the chances
of serious injuries or fatalities. It incorporates
the following principles:
Humans Make Mistakes: The
transportation system should
accommodate variations in behaviors
and decisions.
Humans Are Vulnerable: The
transportation system should protect
human vulnerabilities, particularly users
without the protection of a vehicle.
Responsibility is Shared: Governments,
industry, non-profits, and the public
must work together to address safety.
Safety is Proactive: Solutions should be
applied systemically and in advance of
crash history when possible.
Redundancy is Crucial: Reducing risks
requires a layered approach to safety.
Solutions focus on a complete approach to
safety through improved driver behavior, road
design, vehicles, speed management, and post-
crash care.
Vision Zero builds on the Safe System Approach
with a clear goal of zero traffic deaths or serious
injuries on roadways.
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Palm Desert High Injury Network
FIGURE 4.14
0 1 2
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HIN Network
College Campuses
Public Schools
Portola Interchange (Proposed)
City Boundary
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Source: Vision Zero Action Plan.
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Goals and Policies
Goal 1: Livable Streets. A balanced transportation system that accommodates all
modes of travel safely and efficiently.
Policy
Number Policy
1.1
Complete Streets. Consider all modes of travel in planning, design, and
construction of all transportation projects to create safe, livable, and inviting
environments for pedestrians, bicyclists, motorists and public transit users of all
ages and capabilities.
1.2
Transportation System Impacts. Evaluate transportation and development projects
in a manner that addresses the impacts of all travel modes through the best
available practices and City standards. Verify consistency with the goals and
policies in the General Plan prior to approving funding for those projects.
1.3
Vehicle Miles Traveled (VMT). Evaluate transportation impacts under CEQA using
VMT consistent with State guidance and the City’s adopted thresholds of
significance. Promote transportation demand management (TDM) strategies, low-
VMT development patterns, and multimodal travel options.
1.4
Facility Service Levels. Determine appropriate service levels for all modes of
transportation and develop guidelines to evaluate impacts to these modes for all
related public and private projects. Provide flexibility for lower vehicle level of
service in the City Center, high pedestrian activity zones, and other areas where
widening is not feasible.
1.5
Roadway Design Standards. Implement transportation design standards that guide
the planning, design, and construction of infrastructure projects. Prioritize
improvements for non-auto modes of travel and innovative street and intersection
designs over adding roadway capacity.
1.6 Emergency Vehicle Access. Evaluate the impacts of transportation network
changes on emergency vehicle access and response times.
1.7
System Efficiency. Prioritize transportation systems management (TSM) strategies
such as signal coordination, signal retiming, and other applicable techniques to
limit unnecessary delay and congestion for vehicles.
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Goal 2: Safe Transportation System. A transportation system that maximizes the
safety of all modes of travel, with a focus on reducing traffic-related injuries and
fatalities.
Policy
Number Policy
2.1
Safe System Approach. Adopt the Safe System Approach and align with the goals
of Vision Zero, evaluating roadway safety holistically to account for human
behavior, vulnerable road users, and infrastructure design.
2.2
Safety Improvement Implementation. Prioritize safety improvements along
roadways with higher crash rates and in areas with higher numbers of vulnerable
road users, including near schools and older-adult concentration areas, building off
the citywide Vision Zero Action Plan recommendations. Begin implementation
within two years and regularly monitor progress, with the goal of implementing
safety countermeasures on all safety corridors within 25 years.
2.3 Safe Roadway Design. Implement proven safety countermeasures such as
narrowed lanes, roundabouts, separated bicycle facilities, and raised crosswalks.
2.4
Safe Roadway Speeds. Regularly review speed limits along roadways and set speed
limits to align with roadway land use context and design features. Leverage
provisions of AB 43 to consider lower speed limits within safety corridors.
2.5
Neighborhood Traffic Calming. Support the design and implementation of traffic
calming measures for motorized travel on local streets where non-motorized travel
is prioritized.
2.6
Safety Education. Establish programs that promote traffic safety awareness,
provide education on road-sharing etiquette for cyclists, pedestrians, and
motorists, and enhance enforcement of speed limits in safety corridors.
2.7
Safety Review. Continue to coordinate with law enforcement agencies to identify
major crash locations including those affecting vehicles, bicyclists, and
pedestrians. Regularly publish reports regarding traffic safety conditions in the city.
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Goal 3: Pedestrian Facilities. Integrated pedestrian pathways that connect residents,
businesses, and educational and community uses.
Policy
Number Policy
3.1
Pedestrian Network. Provide a safe and convenient circulation system for
pedestrians that include sidewalks, crosswalks, places to sit and gather,
appropriate street lighting, buffers from moving vehicles, shading, and amenities
for people of all ages.
3.2
Prioritized Improvements. Prioritize pedestrian improvements in the City Center/El
Paseo area, areas of the city with community and/or education facilities, supportive
land use patterns, expressed community interest in better pedestrian
infrastructure, and non-automotive connections such as multi-use trails and transit
stops.
3.3 Roadway Sidewalks. Where feasible, provide adequate sidewalks along all public
roadways.
3.4
Access to Development. Require that all new development projects or
redevelopment projects provide connections from the site to the external
pedestrian network.
3.5 Safe Pedestrian Routes to School. Consider school pedestrian access as a priority
over vehicular movements when any such conflicts occur.
3.6
Safe Pedestrian Routes for Older Adults. Consider pedestrian access and safety as
a priority over vehicular movements when any such conflicts occur in older adult
priority areas (senior centers, older adult housing properties, etc.)
Goal 4: Bicycle Networks. Well-connected bicycle network that facilitates bicycling
for commuting, school, shopping, and recreational trips.
Policy
Number Policy
4.1 Bicycle Networks. Provide bicycle facilities where shown on Figure 4.11 to
implement the proposed network of facilities outlined in the General Plan.
4.2
Prioritized Improvements. Prioritize and capitalize on opportunities to provide
bicycle facilities that close gaps in the bicycle network and connect to regional
bicycle routes, community facilities, supportive land use patterns, pedestrian
routes, and transit stations.
4.3
Bicycle Amenities. Require public and private development to provide sufficient
bicycle parking. Promote installation of full-service end-of-trip bicycle facilities,
bicycle wayfinding signage, and bicycle parking at special events.
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Goal 5: Transit Facilities. An integrated transportation system that supports
opportunities to use public and private transit systems.
Policy
Number Policy
5.1
Transit Service. Promote public transit service in areas of the City with appropriate
levels of density, mix of residential and employment uses, and connections to
bicycle and pedestrian networks.
5.2
Support Regional Transit. Regularly review bus stop locations, transit services,
routing, and frequencies in conjunction with Sunline Transit to ensure that bus
stops and service levels reflect current land use and community needs.
5.3 Older Adult Transit. Encourage existing para transit services in the City to provide
transit access for seniors and persons with disabilities.
5.4 Private Development Access to Transit. Review development proposals to limit
impacts on existing or proposed transit facilities.
5.5 Safe Routes to Transit. Regularly review transit stop locations to maintain safe
access for pedestrians and bicyclists.
Goal 6: Goods Movement. A transportation system that facilitates the movement of
freight to commercial areas, industrial areas, and along major roadways while
minimizing traffic-related conflicts and environmental impacts.
Policy
Number Policy
6.1
Truck Routes. Establish clearly defined truck routes that prioritize safety,
efficiency, and minimize conflicts with sensitive areas like residential zones,
schools, and non-motorized travel paths. Ensure truck routes are clearly marked
with signage.
6.2
Sustainable Goods Movement. Promote the use of sustainable and environmentally
friendly practices in freight transportation to improve air quality and reduce the
environmental impact of heavy-duty vehicles.
6.3
Truck Parking Facilities. Identify and designate specific locations for truck parking
and rest areas near major freight corridors and industrial zones. Equip truck
parking areas with electric power hookups to allow trucks to power auxiliary
systems without idling.
6.4
Designated Loading and Delivery Zones: Create dedicated loading and delivery
zones near local businesses to provide safe and efficient spaces for drop-offs and
pick-ups without blocking traffic, bike lanes, or pedestrian pathways.
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Goal 7: Parking. An actively managed system of public and private parking facilities
that supports future developments.
Policy
Number Policy
7.1
Public Parking Facilities. Provide new public parking facilities only after applying
appropriate techniques to manage parking demand and ensure efficient use of all
public and private parking facilities.
7.2
Parking Management. Actively manage public parking facilities and implement
appropriate strategies to maximize the use and cost effectiveness of public
parking facilities.
7.3
Public/Private Partnerships. Promote the use of joint public and private approaches
to parking which might include leasing of private parking lots for short-term or
long-term use, using public parking for temporary private functions, or the
construction of joint-use facilities.
7.4
Innovative Parking Approaches. Allow the use of innovative parking supply and
demand strategies such as shared parking, unbundling parking, and other related
items.
7.5
Pick-up and Drop-off Zones. Encourage parking lots and downtown roadways to
be designed with pick-up and drop-off zones to accommodate the trend towards
increased use of autonomous vehicles and shared vehicle services.
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Goal 8: Sustainable Transportation. A resilient and functional transportation network
that can be built, operated, and maintained within the City’s resource limitations.
Policy
Number Policy
8.1
Fair Share Costs. Require that new development pay for its fair share of
construction costs related to new and/or upgraded infrastructure needed to
accommodate the development.
8.2
Multi-Modal Impacts. Develop and apply funding mechanisms that require fair
share contributions for impacts to all modes of transportation associated with
development or redevelopment.
8.3
Operations and Maintenance Costs. Evaluate potential changes in Citywide
operations and maintenance costs for transportation facilities prior to the
construction of any new facilities.
8.4
Development Contribution to Operations and Maintenance Costs.
Consider funding strategies that require private development to contribute to the
ongoing operations and maintenance of transportation infrastructure within the
City.
8.5
State and Federal Transportation Funds. Take advantage of funds from the State
and Federal grant programs to apply to projects and programs in the City, when
possible.
8.6
Emergency Evacuation Preparation. Ensure residents, employees, and visitors of
Palm Desert have access to safe evacuation routes in the event of an emergency.
Identify and publicize evacuation routes for residents and visitors, ensuring that
they are clearly marked and accessible. Consider populations without vehicle
access when developing emergency plans.
8.7
Extreme Weather and Heat Resiliency. Plan, implement, and maintain
transportation infrastructure that is resilient to extreme heat, flooding, and other
hazards to ensure long-term functionality. Consider strategies such as cool
pavement, shade structures/trees, upgraded culverts, and new road construction
techniques.
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Goal 9: Transportation Innovation. A transportation system that leverages emerging
technologies to improve mobility for residents, employees, and visitors.
Policy
Number Policy
9.1
Innovative Vehicle Technologies. Regularly monitor and evaluate new vehicle
technologies such as autonomous and connected vehicles for use by City Staff.
Evaluate and implement potential required changes to infrastructure as
autonomous and connected vehicles become pervasive.
9.2
Emerging Mobility Strategies. Encourage the deployment of emerging
transportation approaches such as transportation network companies, mobility
hubs and comprehensive mobility providers by private vendors.
9.3 Big Data. Regularly evaluate new data sources including but not limited to real time
traffic and parking information for use by City Staff and residents.
9.4
Analysis Tools. Regularly evaluate state of the practice transportation analysis tools
and procedures to determine their utility in the analysis of existing and future
transportation conditions.
9.5
Electric Vehicles. Encourage the use of electric vehicles (EV), including golf carts
and Neighborhood Electric Vehicles (NEV) by supporting the use of EVs and
encouraging NEV charging stations to be powered with renewable resources.
Goal 10: Regional Coordination. The City transportation system operates as an
integral element of the larger regional system.
Policy
Number Policy
10.1
Regional Vehicular Traffic. Be mindful of local impacts from regional “through”
traffic. Consider but don’t prioritize the movement of through vehicles through
Palm Desert roadways.
10.2
Regional Roadways. Coordinate with Caltrans, RCTC, CVAG, and other agencies
on the planning, design, and construction of regional roadways to provide an
appropriate level of regional connectivity.
10.3
Regional Bicycle and Pedestrian Facilities. Coordinate with CVAG and other
agencies on the planning, design, and construction of regional non- motorized
routes such as CV Link.
10.4
Regional Transit. Collaborate with RCTC, CVAG, and Sunline Transit in the
planning, design, and construction of regional transportation facilities, including
the construction of an Amtrak Coachella Valley-San Gorgonio Line station in Palm
Desert.
10.5
Regional Priorities. Identify and prioritize desired regional roadway, transit, and
non-motorized improvements to focus the City’s outreach with agencies such as
Caltrans, CVAG, RCTC, and elected officials.
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