Desert Hot Springs City Council
April 21, 2026

1.2.2 Local Plans and Policies
Reviewing locally adopted plans and policy documents provides important context regarding prior planning efforts, existing policy direction, and previously identified bicycle and pedestrian needs within Desert Hot Springs and the surrounding region. The ATP builds upon these efforts by aligning with and building upon established goals, policies, and infrastructure recommendations.

The document review promotes feasible implementation strategies and helps ensure connectivity with existing and planned infrastructure in adjacent jurisdictions. The following documents were reviewed as part of this effort:
► City of Desert Hot Springs Safe Routes to School Plan (2008) ► City of Desert Hot Springs Bicycle & Pedestrian Master Plan (2016) ► City of Desert Hot Springs General Plan Mobility and Infrastructure Element (2020)
► Caltrans’ Strategic Plan (2020-2024)
► California Transportation Plan 2050 (2021)
► California State Bicycle and Pedestrian Plan (2017)
► SCAG’s Regional Transportation Plan/Sustainable Communities Strategy (2024)
► CVAG Active Transportation Plan (2016)
► Desert Recreation District Regional Trails Corridor Study (2009) ► Riverside County Circulation Element (2020)
The document review is provided as part of Appendix A, the Existing Conditions Report.

Recent planning policies increasingly call for transportation networks that support multimodal transportation options, placing greater priority on pedestrian and bicycle use. This shift reflects growing recognition of the health, economic, and environmental benefits associated with active
transportation.

Communities with higher rates of walking and bicycling often experience improved public health outcomes, reduced
traffic congestion, lower pollution levels, and stronger local economies. Figure 1.1 on the following page highlights key findings from recent studies that document the wide-ranging benefits of walking and bicycling.

1.3 BENEFITS OF ACTIVE

TRANSPORTATION
19 Desert Hot Springs Item Number: 2. Page 2140 of 2902 Improve Quality of Life
Bicycling improves cognitive functions, selfesteem, positive mood, and focus while promoting healthy aging and increasing well-being.1
Supports Public Health
► Increased walking and biking trips can help
reduce premature death, chronic diseases, and
deaths associated with air pollution.4
► Active transportation can reduce noise pollution.4
► Limiting your environmental footprint can help
lower carbon emissions between 3% to 14%.5
Supports the Economy
► Active transportation improvements increase
property value of the surrounding area.6
► Retail sales increase with active bike and
pedestrian traffic.6
Supports Community
► Walking and cycling can improve access for populations who cannot afford or are unable to use a personal vehicle, including lower-income groups, children, and older adults.4 ► Creates connections to community resources such as
schools, parks, and civic centers.

BENEFITS OF BICYCLING AND WALKING
Enhance Health
► Walking and biking can lower risk factors for
obesity, heart disease, and high blood pressure.2
► People who ride a bike 3 times per week have
an average of 20% fewer risk factors for heart
disease and diabetes.3
Figure 1.1Benefits of Bicycling and Walking
1 Andersen, L. B., et al. (2019). Health benefits of cycling: a systematic review. Frontiers in Public Health, 7, 64. https://pmc.ncbi.nlm.nih.gov/articles/PMC6388745/ 2 Institute for Transportation and Development Policy. (n.d.). Benefits of walking & cycling. https://nmttoolkit.itdp.org/guide/introduction/benefits-of-walking-cycling/ 3 Oja, P., et al. (2017). Associations of cycling with risk factors for cardiovascular disease and diabetes: findings from the Active Transportation and Health (ATH) Study. American Journal of Health Promotion, 31(4), 274–282. https://journals.sagepub.com/doi/10.1177/0890117117710735 4 World Health Organization. (2022). Walking and cycling: Latest evidence to support policymaking and practice. World Health Organization Regional Office for Europe. https://unece.org/ sites/default/files/2023-03/WHO%20publication%20on%20walking%20and%20cycling-eng.pdf 5 Maizlish, N. (2016). Increasing walking, cycling, and transit: Improving Californians’ health, saving costs, and reducing greenhouse gases (Technical Report, Office of Health Equity, California Department of Public Health). https://www.cdph.ca.gov/Programs/OHE/CDPH%20 Document%20Library/Maizlish-2016-Increasing-Walking-Cycling-Transit-Technical-Report-rev8- 17-ADA.pdf
6 PeopleForBikes. (n.d.). Retailer Guide: How to promote cycling as an economic driver. https://prismic-io.s3.amazonaws.com/peopleforbikes/3c15cb07-87f4-44de-b622-84c92fce8638_ PFB-0454-Retailer-Guide-v05.pdf
Active Transportation Plan 20
Item Number: 2.

1.4 PLAN DEVELOPMENT PROCESS
The ATP was developed through a collaborative process that integrated research and data collection, technical analysis, and community engagement. City staff expertise and on-the-ground experience played a critical role throughout the process and helped guide key decisions.

Plan development included assembling and analyzing existing conditions data, identifying mobility needs and opportunities, and developing goals and project recommendations informed by previous City plans and policies including the 2020 General Plan Mobility and Infrastructure Element and 2016 Bicycle and Pedestrian Master Plan. Draft recommendations were refined based on feedback from residents, stakeholders, and City staff.

The final plan reflects the outcomes of this collaborative process.

Figure 1.2 displays the process undertaken for the ATP.

Figure 1.2 Desert Hot Springs Active Transportation Plan Development Process
► Infrastructure
► Demographics
► Travel Data
► Accessibility/Connectivity
► Demand
► Safety

RESEARCH & DATA COLLECTION

EXISTING CONDITIONS

IMPLEMENTATION

ACTIVE TRANSPORTATION PLAN
► Land Uses
► Local and Regional
Plans/Studies
► Environment/Quality
► Transit Connections
► Pedestrian Infrastructure
► Intersection & Access
Improvements
► Project Sheets
► Funding Sources
► Maintenance
Considerations
► City Council Adoption
► Goals & Policies
► Bicycle Facilities
► Supporting Programs
► Prioritization
► Conceptual Design
► Costing
► Draft Plan

COMMUNITY ENGAGEMENT

RECOMMENDATIONS
▼ Phase 1 Pop-Up Workshop Event at Little League Opening Day at Wardman Park
21 Desert Hot Springs Item Number: 2. Page 2142 of 2902

1.5 COMMUNITY AND STAKEHOLDER ENGAGEMENT
Community engagement was a key component to the process undertaken in the development of the ATP. Community members and representatives from local agencies participated throughout the planning process to share their perspectives, identify challenges, and help shape priorities for improving walking and bicycling conditions.

The engagement approach was designed to reach residents through a variety of methods and meeting formats. Outreach activities helped the project team connect with residents in settings they regularly attend and gather real-time feedback about transportation needs and priorities. Engagement
activities were organized into three phases aligned with the plan development schedule.

PHASE 1:

Existing Conditions
The first engagement phase focused on
introducing the ATP to the community
and gathering input on existing
transportation needs. Outreach
materials shared the project overview,
timeline, website, and opportunities for
participation. Community members
were invited to identify locations where
walking and bicycling felt unsafe or
uncomfortable and to highlight areas
where improvements are needed.

PHASE 3:

Recommendations and
Improvements
The final phase invited community
members to review the recommended
walking and bicycling networks, access
improvements, supporting programs,
and prioritization results. Input received
during this phase helped confirm
community priorities and ensure the
final ATP reflects local needs and
perspectives.

PHASE 2:

Draft Recommendations and Priorities
The second engagement phase
served to present draft pedestrian and
bicycle network concepts and gather
feedback on supporting program topics
and community priorities. Community
input during this phase helped refine
the proposed network and supporting
program recommendations, and inform the
prioritization of infrastructure projects.
▲ Phase 1 Pop-Up Workshop Event at Little
League Opening Day at Wardman Park
▲ Phase 2 Pop-Up Event at American Youth
Soccer Organization at Desert Hot Springs
Soccer Park
▲ Desert Hot Springs Open House event
Active Transportation Plan 22
Item Number: 2.

1.5.1 Engagement Activities
Engagement activities included fact sheets, a project website, social media updates, online surveys with interactive mapping activities, popup events at community gatherings, Stakeholder Working Group (SWG) meetings, and a community open house workshop. Descriptions of the activities are provided below, while event summaries are provided as Appendix B, Community Engagement Event Summaries.

Stakeholder Working Group
Meeting #1 June 2025 | Meeting #2 November 2025
A Stakeholder Working Group (SWG) was convened to guide critical decisions and coordinate the development of the ATP. The SWG included representatives from City departments, the Desert Hot Springs Police Department, Palm Springs Unified School District, Caltrans, Coachella Valley Association of Governments, and the Riverside County Transportation Department. The SWG meetings were convened during the existing conditions phase to learn about priorities from various agency perspectives and planned improvements. An additional meeting was held to share and discuss the draft network concepts and strategize on opportunities to collaborate for implementation.

Social Media
Spring 2025 - Fall 2025
The City’s social media
accounts were leveraged
to share updates, promote
engagement opportunities,
and notify the community when
draft materials were available
for review. Digital outreach
helped expand awareness and
encourage participation.

Public Surveys
Spring 2025 - Fall 2025
Surveys were distributed during the existing
conditions and draft recommendations
and priorities phases to mirror the in-person
activities and provide an alternative
opportunity for people to review materials
and share their input. Questions focused on
travel habits, safety concerns, mobility needs,
and preferences for potential improvements.

Survey responses helped identify priorities
and guide recommendations.
23 Desert Hot Springs Item Number: 2. Page 2144 of 2902 Open House Workshop
February 2026
The community open house workshop was the final public engagement event. The open house served to document the development and outcomes of key project deliverables, including existing conditions, community outreach process and input received, goals and policies, bicycle and pedestrian network development, intersection and access improvements, the prioritization process, and next steps. The open house format gave participants the opportunity to view display boards and hold in depth discussions with project representatives.

Public Pop-Up Events
Phase #1 March 2025 | Phase #2 October 2025
Pop-up events were held at standing community
events and gatherings to meet residents at activities
they normally participate in. This approach enabled
the project team to connect with a broad audience
and gather valuable, real-time feedback from
community members. The pop-ups were also a
great opportunity for community members to
discuss the project and draft materials in detail.

Project Website
Spring 2025 - Fall 2025
A dedicated project webpage
was created on the City website
to provide ongoing access to
information about the ATP. The site
included the project overview,
schedule, event announcements,
draft documents, and ways for
community members to stay
involved and submit feedback.

Active Transportation Plan 24
Item Number: 2.

Figure 1.3 highlights priorities for
the ATP identified by community
members during the community
outreach events. The input was
used to shape the understanding
of community needs and the
topics to focus on during the
prioritization process.

Recurring themes across all
engagement activities included:
► Sidewalk infill, especially near
schools and parks
► Increase visibility (striping &
signals/stops) and frequency
(especially on Palm Drive) of
crossings and crosswalks
► Lighting to increase driver
awareness
► Increase the number and
comfort of bicycle facilities
► Safety from drivers speeding
or not stopping on main and
residential streets
► Connectivity to destinations
and neighborhoods
Figure 1.3 Community Identified Priorities
WHAT ARE YOUR TOP 3 PRIORITIES?
60 50
40 30
20 10
0 54
45 31
26 22 22 20 16 13 12 8 8
Safety
Parks and Recreation
Arts and Culture
Employment
Commercial and Services
Transit
Housing
Schools
Neighboring Communities
Comfort
Grant Competitiveness
Ease of Implementation
25 Desert Hot Springs Item Number: 2. Page 2146 of 2902

1.6 PLAN ORGANIZATION
The remainder of this document is organized into the following chapters:

Community profile provides an overview of population,
land use, equity considerations, and community
characteristics to understand the people and built
environment in Desert Hot Springs.

Recommendations outlines the goals and policies
of the ATP while introducing the proposed citywide
bicycle and pedestrian networks, safety and access
improvement types, and recommended supporting
programs.

Needs summarizes the active transportation demand,
safety, and network quality analysis findings performed for existing conditions.

Prioritization and Implementation explains the project
prioritization methodology and results, presents
project sheets for the ten highest-ranked projects, and implementation considerations, including funding,
maintenance, and monitoring.

Ch. 2 Ch. 4
Ch. 3 Ch. 5
Active Transportation Plan 26
Item Number: 2.

02 Community Profile
27 Desert Hot Springs Item Number: 2. Page 2148 of 2902

2.1 OVERVIEW
Desert Hot Springs covers approximately 30 square miles in the Coachella Valley region of Riverside County. The city is bordered primarily by unincorporated Riverside County, with limited boundaries shared with the Cities of Palm Springs and Cathedral City. The unincorporated Desert Edge community is located to the east. These neighboring communities influence regional travel patterns and land use dynamics, while also offering opportunities for coordination on future bicycle infrastructure and multimodal planning.

Interstate 10 (I-10) runs along the city’s southern edge, while State Route 62 (SR-62) passes through the western portion of Desert Hot Springs. Figure 2.1 illustrates the city’s geographic setting, highlighting its physical boundaries, topographic features, and major transportation routes that traverse the valley.

The city’s dry climate, relatively flat terrain, compact urban core, and grid-based street network create favorable conditions for walking and bicycling. These characteristics provide a strong foundation for expanding the city’s active transportation network.

Figure 2.2 presents land use designations within Desert Hot Springs, showing the distribution of residential neighborhoods, commercial centers, parks, schools, and open space. Much of the city’s land use is residential and open space, with commercial and mixed use designations concentrated along its major corridors such as Palm Drive, Pierson Boulevard, and Hacienda Avenue. Industrial uses surround Little Morongo Road. Key destinations for active transportation—including community facilities, schools, parks, trails, and cultural sites—are primarily located along Palm Drive and Pierson Boulevard, as illustrated in Figure 2.3.

Although portions of the city remain undeveloped, the Desert Hot Springs General Plan anticipates substantial population growth by 2040. Future development is expected to occur through both infill development and expansion into previously undeveloped lands, which will influence the city’s built environment and future transportation needs.

Active Transportation Plan 28
Item Number: 2.

Figure 2.1
Geographical Setting and Topography
Source: SCAG, CVAG, CR Associates (2025)
29 Desert Hot Springs Item Number: 2. Page 2150 of 2902 Figure 2.2
Land Use Designations
Source: City of Desert Hot Springs (2025)
0 ²
1 Mile
Dillon Rd
§¨¦10
·}62
·}111
Palm Springs
Cathedral
City
Unincorporated
Riverside County
Unincorporated
Riverside County
Indian Canyon Dr
Pierson Bl
Palm Dr
Hacienda Av
Mountain View Rd
Long Canyon Rd
Mission Lakes Bl
20th Av
Varner Rd
Worsley Rd
Karen Av
15th Av
Little Morongo Rd
Two Bunch Palms Trail
Existing Land Uses
C-BP: BUSINESS PARK
C-D: DOWNTOWN

COMMERCIAL
C-G: GENERAL

COMMERCIAL
C-H: HIGHWAY

COMMERCIAL
C-N:

NEIGHBORHOOD

COMMERCIAL
I-E: INDUSTRIAL -
ENERGY

PRODUCTION
I-L: LIGHT

INDUSTRIAL
MU-C: MIXED-USE

CORRIDOR
MU-N: MIXED-USE

NEIGHBORHOOD
OS-C: OPEN SPACE -

CONSERVATION
OS-P: OPEN SPACE -

PRIVATE
OS-R: OPEN SPACE -

RECREATION
P: PUBLIC/

INSTITUTIONAL
R-H: RESIDENTIAL
HIGH
R-L: RESIDENTIAL
LOW
R-M: RESIDENTIAL
MEDIUM
R-RD: RESIDENTIAL

RURAL DESERT
SP: SPECIFIC PLAN
VS-C: VISITOR

SERVING

COMMERCIAL
VS-M: VISITOR

SERVING MIXED
Desert Hot Springs
Active Transportation Plan 30
Item Number: 2.

21 22
15 16
17 18
19 20
8 9
10 13
14 11 12 1
2 3
4 5
6 7
0 1 Mile
Dillon Rd
10 62
111
Palm Springs
Cathedral
City
Unincorporated
Riverside County
Unincorporated
Riverside County
Indian Canyon Dr
Pierson Bl
Palm Dr
Hacienda Av
Mountain View Rd
Long Canyon Rd
Mission Lakes Bl
20th Av
Varner Rd
Karen Av
Worsley Rd
15th Av
Little Morongo Rd
Two Bunch Palms Trail
Sources: City of Desert Hot Springs
Desert Hot Springs
Key Destinations for
Active Transportation
Desert Hot Springs Public Works
Cabot's Pablo Museum
Desert Hot Springs Library
Desert Hot Springs Recreation
Riverside County Department
of Public Social Services
Carl May Community Center
City of Desert Hot Springs
1 2
3 4
5 6
7 Civic Uses
Edward L. Wentzlaff
Elementary
Cabot Yerxa Elementary
Julius Corsini Elementary
Two Bunch Palms Elementary
Desert Hot Springs
Alternative Center
Desert Springs Middle
Painted Hills Middle &
Bella Vista Elementary
8 9
10 11
12 13
14 Schools
Hot Springs Park
Corsini Coyote Park
People's Park
Wardman Park
Arroyo Park
15 Missions Springs Park
16 17
18 19
20 Parks
Big Morongo Trailhead South
21 Long Canyon Trailhead
22 Trailheads
Figure 2.3Key Destinations for Active Transportation
Source: CR Associates (2025)
31 Desert Hot Springs Item Number: 2. Page 2152 of 2902

2.2 POPULATION CHARACTERISTICS
Understanding population characteristics helps identify potential users of active transportation and areas where improvements may be most beneficial. Knowing where people live and how different age groups are distributed can help identify areas with greater potential for walking and bicycling activity and ensure that proposed improvements align with the community’s travel patterns and needs.

This section summarizes demographic trends in Desert Hot Springs, including population and employment density, age distribution, and vehicle ownership. Data presented in this section is based on the U.S. Census American Community Survey (ACS) 5-Year Estimates (2019–2023) and the 2022 Longitudinal EmployerHousehold Dynamics (LEHD) data. Note, some Census Block Groups in Desert Hot Springs include a mix of developed land and large areas of open space which influences the level of population density and employment density depicted in those areas. Additionally, the employment data accounts for people that work-from-home, resulting in low levels of employment density appearing in some residential neighborhoods.

POPULATION DENSITY
Residential and employment concentrations influence travel patterns, as many walking and bicycling trips begin at home and end at workplaces and other key destinations. Areas with higher population densities typically generate more active transportation trips.

Figure 2.4 shows the distribution of residential population density by Census Block Group across Desert Hot Springs. Higher-density areas are concentrated around the city’s downtown area.

The highest densities occur near the intersection of Palm Drive and Hacienda Avenue, with additional concentrations along Palm Drive to the north and south. These areas are close to key destinations, including the Hacienda Palms Shopping Center.

Active Transportation Plan 32
Item Number: 2.

33 Desert Hot Springs
Figure 2.4Population Density
Source: US Census 2019-2023 American Community Survey 5-Year Estimates (2025) Item Number: 2.

YOUTH AND SENIOR POPULATIONS
Certain populations rely more heavily on active transportation for daily mobility. Youth (ages 5–17) and seniors (age 65 and older) often have fewer mobility options and may depend more on walking, bicycling, and transit. Understanding the distribution of these populations can help identify areas where improvements such as sidewalks, crossings, traffic calming, and Safe Routes to School infrastructure may be particularly important. Figure 2.5 demonstrates relatively high populations of youth and seniors in Desert Hot Springs.

ZERO HOUSEHOLD VEHICLES
Households without access to a vehicle are more likely to rely on walking, bicycling, or transit for daily travel. Table 2.1 provides a comparison of household vehicle availability between Desert Hot Springs and Riverside County.

The table shows that the percentage of households without access to a vehicle in Desert Hot Springs is nearly twice the countywide rate, indicating a greater reliance on non-automobile travel options. Figure 2.6 illustrates the proportion of households without access to a vehicle. Greater concentrations of zero-vehicle households without a vehicle are located near the intersection of Palm Drive and Pierson Boulevard, and to the southeast of the Palm Drive and Two Bunch Palms intersection. Residents in these areas are more likely to depend on walking and bicycling infrastructure and transit services for daily travel.

Table 2.1Zero Vehicle Availability by Household
Zero Vehicle
Households
Total
Households
% Zero Vehicle
Households
Desert Hot
Springs 996 11,432 8.7%
Riverside County 37,996 791,757 4.8%
Source: US Census 2019-2023 American Community Survey 5-Year Estimates (2025) Active Transportation Plan 34

26.8% 12.2%
of the population is
under 18 years old.
of the population is
65 years and over.

Figure 2.5Desert Hot Springs Demographics by Age and Sex Source: US Census 2019-2023 American Community Survey
5-Year Estimates (2026)
80 and over
70 to 79
60 to 69
50 to 59
40 to 49
30 to 39
20 to 29
10 to 19
9 and under
0 1,000 2,000 3,000 4,000 5,000 6,000
Male Female
Item Number: 2.

35 Desert Hot Springs
Source: US Census 2019-2023 American Community Survey 5-Year Estimates (2025) Figure 2.6Zero-Vehicle Households
Item Number: 2.

2.3 EQUITY CONSIDERATIONS
A well-designed multimodal transportation network should serve the needs of all users, regardless of age, ability, or socioeconomic background. In transportation planning, communities of concern refer to population groups that experience social, economic, or environmental disadvantages. These communities may face greater transportation burdens and often rely more heavily on walking, bicycling, transit, and other alternative modes for daily travel. These communities have historically been underrepresented in transportation decision-making and may face barriers to safe and reliable mobility. Prioritizing investments in these areas helps ensure that improvements support residents who are most likely to benefit from enhanced walking and bicycling infrastructure.

Equity-based metrics are also commonly used to determine grant eligibility and competitiveness, particularly for state and federal active transportation funding programs. This section identifies two tools that depict favorable results for Desert Hot Springs, in terms of grant competitiveness.

HEALTHY PLACES INDEX
The Public Health Alliance of Southern California Healthy Places Index (HPI) is a spatial data platform designed to advance health equity by providing open-access data on social conditions that influence community health. These conditions include factors such as education, economic opportunity, housing conditions, clean air and water, and neighborhood resources.

The HPI assigns a composite score to each census tract in California based on 25 community indicators. Higher scores indicate healthier community conditions. These scores are then converted into statewide percentiles, allowing communities to be compared relative to others across California. Census tracts with scores in the 25th percentile or lower are considered disadvantaged communities. HPI results are one indicator that can be used in Caltrans Active Transportation Program grant applications to demonstrate a project is located within a disadvantaged community.

HPI Version 3.0 results, shown in Figure 2.7, indicate that nearly all census tracts in Desert Hot Springs fall within the disadvantaged community category, with all but one tract scoring at or below the 25th percentile statewide. This indicates that much of the city experiences conditions associated with health and socioeconomic disparities, underscoring the importance of investing in safe and accessible active transportation infrastructure.

Active Transportation Plan 36
Item Number: 2.

Source: Healthy Places Index v3.0 using 2010 Census Tracts (2026) Figure 2.7Healthy Places Index v3.0
37 Desert Hot Springs Item Number: 2. Page 2158 of 2902

CALTRANS EQUITY INDEX
The Transportation Equity Index (EQI) is a spatial screening tool developed by Caltrans to identify transportation-based priority populations at the census block level. The EQI combines transportation and socioeconomic indicators to highlight areas where residents may experience greater transportation burdens or barriers to mobility.

The tool evaluates communities across three primary indicators: ► Transportation-Based Priority Populations: Communities where residents experience higher transportation burdens and receive fewer transportation system benefits.
► Traffic Exposure: Communities with higher exposure to traffic volumes, crashes, and associated safety risks.
► Access to Destinations: Communities with greater gaps in multimodal access to jobs, services, schools, and other essential destinations.

The EQI results, shown in Figure 2.8, indicate that priority populations based on the Access to Destinations criteria cover much of Desert Hot Springs, extending through the city’s urbanized core and into surrounding areas to the west and south.

Areas identified as Transportation-Based Priority Populations are concentrated throughout the central portion of the city, particularly along the Palm Drive corridor and in areas near I-10.

Active Transportation Plan 38
Item Number: 2.

Source: Caltrans (2025)
Figure 2.8Caltrans Equity Index (EQI)
39 Desert Hot Springs Item Number: 2. Page 2160 of 2902

2.4 COMMUTE CHARACTERISTICS
Commuting patterns help identify key corridors and destinations that may benefit from improved bicycle connectivity.

Understanding how residents travel to work provides insight into existing travel behavior and potential opportunities to shift trips toward walking, bicycling, and transit.

Figure 2.9 shows employment density by Census Block Group.

Higher concentrations of employment are shown surrounding Palm Drive, north of Dillon Road, near dense residential neighborhoods.

This proximity between housing and job concentrations increases the potential for walking and bicycling trips, particularly where supportive infrastructure exists. The highest employment concentration is located near the intersection of Palm Drive and Hacienda Avenue, corresponding with the Hacienda Palms
Shopping Center.

Figure 2.10 illustrates the work locations of people who live in Desert Hot Springs using 2022 LEHD data. Nearly half of the City’s working population is employed within 10 miles of their home Census Block.

Shorter commute distances—especially for residents who both live and work within the city—suggest opportunities to shift trips away from personal vehicles. Realizing this potential depends on the presence of comfortable, well-connected infrastructure as well as education and encouragement programs that support active travel.

Commute mode share comparisons between Desert Hot Springs and Riverside County are shown in Table 2.2. Driving alone and carpooling dominate commute trips in both geographies, accounting for 91% of Desert Hot Springs commute trips and 84% Countywide. Active transportation commute rates remain low in both areas, although higher in Riverside County. Public transit use in Desert Hot Springs is higher than the County average, walking and bicycling commute rates are lower than those reported Countywide.

Table 2.2Commute Mode Share
Means of
Transportation
Desert Hot Springs Riverside County
Commuters Mode Share Commuters Mode Share
Drove Alone 10,765 75.4% 814,361 71.9%
Carpooled 2,268 15.9% 132,339 11.7%
Public Transportation 248 1.7% 7,327 0.6%
Bicycle 0 0.0% 4,260 0.4%
Walked 105 0.7% 15,863 1.4%
Other Means 42 0.3% 14,493 1.3%
Worked from Home 846 5.9% 144,439 12.7%
Total 14,274 - 1,133,082 -
Source: US Census, 2019-2023
American Community Survey 5-Year
Estimate (2025)
Active Transportation Plan 40
Item Number: 2.

Figure 2.9
Employment Density
Source: US Census Longitudinal Employer-Household Dynamics (2022) 41 Desert Hot Springs Item Number: 2. Page 2162 of 2902 Figure 2.10
Where Desert Hot Springs Residents Work
Source: US Census Longitudinal Employer-Household Dynamics (2022) Active Transportation Plan 42
Item Number: 2.

03 Needs
43 Desert Hot Springs Item Number: 2. Page 2164 of 2902

3.1 NETWORK CONNECTIVITY
Effective bicycle and pedestrian networks provide comfortable, safe, and connected facilities that link key destinations and accommodate riders and walkers of all ages and abilities. This chapter summarizes findings from the Existing Conditions Report, provided as Appendix A, touching on assessments related to connectivity, demand, safety, network quality and access.

The information highlights areas where improvements may be beneficial to better meet community travel needs and demand while enhancing safety and overall network quality. These findings inform the development of recommended bicycle and pedestrian improvements presented in Chapter 4.

Understanding the structure and condition of Desert Hot Springs’ transportation network is critical to identifying where bicycle and pedestrian travel is currently feasible and where gaps exist. Figure

3.1 presents the existing roadway network and posted speed limits, demonstrating the developed portions of Desert Hot Springs are largely comprised of a gridded street network with short block spacing which maximizes parallel connections and shortens travel distances.

This section describes the current conditions of the city’s bicycle and pedestrian infrastructure, its integration with the regional transit system, and the availability of supporting facilities that make active transportation more viable for both everyday travel and recreational use. Building on the 2008 Safe Routes to School Plan, this analysis evaluates the types of bicycle facilities that exist today and identifies opportunities to improve connectivity, safety, and accessibility in support of the goals of this Active Transportation Plan.

Active Transportation Plan 44
Item Number: 2.

Figure 3.1
Existing Road Network and Posted Speed Limits
Source: City of Desert Hot Springs (2018)
45 Desert Hot Springs Item Number: 2. Page 2166 of 2902

3.1.1 Pedestrian Environment
The main pedestrian facilities consist of sidewalks, curb ramps, and crosswalks. These features were inventoried along all public streets in Desert Hot Springs, excluding roadways within gated communities or private roads.

The location of existing and missing sidewalks are documented in Figure 3.2. The current network includes approximately 58 miles of existing sidewalks and 123 miles where sidewalks are missing along public roadways. Sidewalks are present along sections of commercial corridors with active uses, near most school frontages, and select residential neighborhoods, however many streets lack sidewalks along one or both sides. Inadequate sidewalk coverage can discourage walking and limit access to everyday destinations.

The curb ramp and marked crosswalk inventories are documented and described in Appendix A.

The absence of pedestrian infrastructure in many residential areas, particularly near schools, creates connectivity challenges and reduces the feasibility of walking for daily trips. This inventory will help the city prioritize sidewalk and curb ramp improvements based on need and coordination with future capital projects.

3.1.2 Bicycle Facilities
Figure 3.3 identifies the four bicycle facility classifications recognized by Caltrans, including Class I bike paths, Class II bicycle lanes, Class III bicycle routes, and Class IV cycle tracks. These terms will be used throughout this chapter.

Active Transportation Plan 46
Item Number: 2.

Figure 3.2
Sidewalk Inventory
Source: Google Maps, NearMap, CR Associates (2025)
47 Desert Hot Springs Item Number: 2. Page 2168 of 2902 Also referred to as a multi-use
path or shared-use path, Class
I facilities provide a completely
separated right-of-way designed
for the exclusive use of bicycles
and pedestrians with crossflows
by motorists minimized. Some
bike paths, such as the CV Link,
also accommodate golf carts or
Neighborhood Electric Vehicles
(NEVs). Bike paths can provide
connections where roadways are
non-existent or unable to support
bicycle travel. The minimum
paved width for a two-way
bike path is eight-feet (ten-feet
preferred), with a two-foot-wide
graded areas adjacent to each
side of the pavement.

Bike routes provide shared use
of traffic lanes with cyclists and
motor vehicles, identified by
signage and/or street markings
such as “sharrows”. Sharrows can
also be used to identify preferred
lateral roadway positioning for
bicyclists, especially when onstreet parking is present. Bike routes are best suited for lowspeed, low-volume roadways.

As of 2025, new bike routes are
limited to roadways with a posted
speed limit of less than 35 miles
per hour. Bike routes provide
network continuity or designate
preferred routes through corridors
with high demand.

Bike lanes provide a striped lane
designated for the exclusive or
semi-exclusive use of bicycles
with through-travel by motor
vehicles or pedestrians prohibited.

Bike lanes are one-way facilities
located on either side of a
roadway. Pedestrian and
motorist crossflows are permitted.

Additional enhancements such
as painted buffers, green paint,
and signage may be applied. The
minimum bike lane width is fivefeet when adjacent to on-street parking, or six-feet when posted
speeds are greater than 40 miles
per hour.

Also referred to as a separated
bikeway, cycle tracks provide
a right-of-way designated
exclusively for bicycle travel
within the roadway and physically
protected from vehicular traffic.

Cycle tracks can provide oneway or two-way travel. Types of separation include, but are not
limited to, grade separation,
flexible posts, or on-street parking.

CLASS I - BIKE PATH CLASS II - BIKE LANE CLASS III - BIKE ROUTE CLASS IV - CYCLE TRACK Figure 3.3Bicycle Facility Design Classification
Active Transportation Plan 48
Item Number: 2.

Bicycle planning considers a range of rider
comfort levels and abilities, recognizing that
cyclists may choose routes and facilities
based on where they feel most safe. Riders
are commonly grouped into four categories
based on comfort, skill, and interest in
bicycling, as described in Four Types of
Cyclists (Dill et al., 2013). These categories are
summarized in Table 3.1.

The effectiveness of a bicycle network
depends on its weakest elements. Gaps in
facilities—such as discontinuous bike lanes
at intersections—or the absence of secure
bicycle parking can discourage people from
riding. Facility selection must account for
factors such as available right-of-way, traffic
volumes and speeds, lane configurations,
on-street parking, surrounding land uses,
and overall network connectivity. These
considerations inform the development of
recommended bicycle improvements.

Existing bicycle facilities in Desert Hot Springs
are shown in Figure 3.4 and consist of Class
II bike lanes and Class III bike routes. The
network includes facilities along north–south
corridors such as Palm Drive and West Drive,
with east–west connections along portions of
Mission Lakes Boulevard, Pierson Boulevard,
Desert View Avenue, Hacienda Avenue, and
Two Bunch Palms Trail.

Table 3.1The Four Types of Cyclists
Image Description
The “Strong and the Fearless” represents fewer than half of a percent of the population. These are the people
who will ride regardless of roadway conditions. They tend to self-identify as “cyclists”, and riding is a strong part of their identity. They are generally undeterred by roadway conditions.

The “Enthused and Confident” are those who have
been attracted to cycling and are comfortable sharing
the roadway with automotive traffic but prefer to ride in a separate bicycle lane/space. They are attracted to
riding where streets have been redesigned to make them
work well for bicycling. They appreciate bicycle lanes
and bicycle boulevards. This demographic comprises
approximately seven percent of the population.

The vast majority of people are the “Interested but
Concerned”. They like riding a bicycle and would like
to ride more. However, they are cautious toward most
riding conditions and are uncomfortable with riding
in mixed traffic. Very few regularly ride bicycles, and particularly not along arterials, or to major commercial and employment destinations. This group represents
approximately 60 percent of the population. They would
ride if they felt safer on the roadways — if cars were
slower and less frequent or were physically separated
from cars.

Approximately one third of the population falls into the last category - the “No Way, No How” group that is
currently not interested in bicycling at all, for reasons of topography, inability, or simply a lack of interest.

Source: Dill, et al (2013)
49 Desert Hot Springs Item Number: 2. Page 2170 of 2902 Figure 3.4
Existing Bicycle Facilities
Source: City of Desert Hot Springs, CR Associates (2025) Active Transportation Plan 50
Item Number: 2.

The 2016 Bicycle & Pedestrian Master Plan identified a series of projects aimed at expanding and improving the bicycle and pedestrian network. These included upgrades to existing facilities and the addition of new facilities across multiple classifications, including Class I paths, Class IV cycle tracks, and neighborhood greenways designed to prioritize walking and bicycling on lowspeed, low-volume streets.

Existing bicycle mileage is summarized by facility classification in Table 3.2, which shows that Desert Hot Springs currently has approximately 15 miles of bicycle facilities, with most consisting of Class II bike lanes and the remainder Class III routes.

Table 3.2Existing Facility Mileage by Classification
Classification Mileage
Class II - Bike Lane 8.0
Class II - Buffered Bike Lane 2.5
Class III - Bike Route 4.8
Total 15.3
Source: City of Desert Hot Springs (2023), CR Associates (2025)

3.1.3 Transit Service
Existing SunLine bus routes and stops and Palm Springs Unified School District (PSUSD) bus stops are shown in Figure 3.5. Desert Hot Springs is currently served by SunLine Routes 2, 3, and 5, which primarily provide north–south coverage along Palm Drive. Route 2 travels north–south through the city and continues south to Palm Springs and Cathedral City, Route 3 serves the central area and connects east to Desert Edge via Hacienda Avenue, and Route 5 also runs north–south and connects east to Palm Desert via I-10.

PSUSD provides student transportation to and from all elementary, middle, and high schools within Desert Hot Springs. Eight school bus routes currently serve Desert Hot Springs schools, with stops distributed throughout the city’s residential neighborhoods with additional stops in the adjacent unincorporated communities.

While transit service provides strong north–south connectivity and some eastward access, the western portion of the city is not currently served. Although this area remains largely undeveloped, new development has recently occurred. SunLine routes do not directly serve the Palm Springs Amtrak Station; however, Route 2 connects to Downtown Palm Springs and Palm Springs International Airport, where Amtrak Thruway Bus service provides connections to regional rail services. All SunLine buses are equipped with bicycle racks, allowing bikes to be carried on transit vehicles.

This Active Transportation Plan updates the earlier
plan by evaluating the feasibility of implementing
bicycle facilities along higher-speed and highervolume corridors to improve safety and encourage increased ridership.
51 Desert Hot Springs Item Number: 2. Page 2172 of 2902 Figure 3.5
Existing Public Transit Routes
Source: SunLine (2025), Palm Springs Unified School District (2026) Active Transportation Plan 52
Item Number: 2.

3.2 DEMAND
Latent demand for walking and bicycling – or the relative likelihood a person may make a walk or bike trip – can be evaluated by analyzing population and land use characteristics using an active transportation propensity model. This model estimates the likelihood of walking or bicycling trips by combining trip generators—such as population, employment, income, age, and existing walk, bike, and transit commuting patterns—with trip attractors, including schools, retail areas, parks, recreational facilities, civic destinations, and trails. Together, these factors help identify areas of higher potential demand for active transportation throughout Desert Hot Springs.

Figure 3.6 displays the propensity model results, highlighting the downtown and surrounding areas as exhibiting the greatest potential for active transportation trips, which corresponds with relatively higher levels of population and employment density and a mix of commercial, recreational, and civic destinations. The Existing Conditions Report provided in Appendix A documents the Active Transportation Propensity Model methodology, including the trip generator and trip attractor submodels.

Big data was used to assess travel by transportation mode using models that analyze activity on the roadway network.

For this report, two sources were evaluated: Replica,a highfidelity activity-based travel model that simulates weekday and weekend movements of residents, visitors, and commercial vehicles, and Strava, an app-based platform that tracks recreational walking and cycling activity but may underrepresent some demographic groups.
53 Desert Hot Springs Item Number: 2. Page 2174 of 2902 Figure 3.6
Active Transportation Propensity Model
Source: Replica (2024), CR Associates (2025)
Active Transportation Plan 54
Item Number: 2.

3.2.1 Pedestrian Activity
Figure 3.7 presents the Replica results for pedestrian activity while Figure 3.8 displays the Strava results. Both datasets show relatively higher pedestrian activity along Palm Drive in downtown Desert Hot Springs and along Hacienda Avenue. The Replica model highlights everyday trips on streets around downtown, in higherdensity neighborhoods, and near schools, while the Strava data shows stronger patterns of recreational activity in several neighborhoods, particularly along the City’s northern border where trail heads can be accessed.

3.2.2 Bicycle Activity
The Replica and Strava datasets show higher bicycle activity along major corridors, including north–south routes such as Little Morongo Road and Palm Drive, and east–west routes such as Mission Lakes Boulevard and Hacienda Avenue. The Replica model shown in Figure 3.9 highlights streets used more frequently for daily travel including Two Bunch Palms Trail, 20th Avenue, and Mountain View Road, while the Strava model shown in Figure 3.10 indicate higher recreational cycling activity along routes like Worsley Road, Indian Canyon Drive, Pierson Boulevard, and Dillon Road.

3.2.3 Transit Ridership
There are currently 48 SunLine bus stops within Desert Hot Springs.

Daily ridership is illustrated by stop in Figure 3.11. The highest daily ridership is shown at the bust stop located near the West Drive and Pierson Boulevard intersection, averaging 165 total boardings and alightings each day. This bus stop ranks fourth across the entire SunLine transit network, in terms of average ridership. This stop serves as a key transfer location where all three routes serving Desert Hot Springs (2, 3, and 5) converge. It is also situated near several important community destinations, including the Desert Hot Springs Recreation Center, the Carl May Community Center, and the Riverside County Department of Public Social Services. 55 Desert Hot Springs Item Number: 2. Page 2176 of 2902 Figure 3.7
Pedestrian Activity (Replica)
Source: Replica (2024), CR Associates (2025)
Active Transportation Plan 56
Item Number: 2.

Figure 3.8
Pedestrian Activity (Strava)
Source: Strava (2024), CR Associates (2025)
57 Desert Hot Springs Item Number: 2. Page 2178 of 2902 Figure 3.9
Bicycle Activity (Replica)
Source: Replica (2024), CR Associates (2025)
Active Transportation Plan 58
Item Number: 2.

Figure 3.10
Bicycle Activity (Strava)
Source: Strava (2024), CR Associates (2025)
59 Desert Hot Springs Item Number: 2. Page 2180 of 2902 Figure 3.11
Average Daily Boardings + Alighting by Stop
Source: SunLine (2025)
Active Transportation Plan 60
Item Number: 2.

3.3 SAFETY

3.3.1 Pedestrian Safety

CALIFORNIA OFFICE OF TRAFFIC SAFETY RANKINGS
Table 3.3 displays the OTS rankings for Desert Hot Springs and along with three Coachella Valley cities that fall within the same population size group. The value provided for each category reports the respective cities’ ranking in that category out of the 90 cities statewide with similar population size. A ranking of 1 represents the worst performance, while 90 represents the best performance.

For pedestrian categories, Desert Hot Springs was reported within the worst-performing third for all pedestrian related categories, including pedestrians younger than 15, pedestrians age 65 and older, and all pedestrians. Desert Hot Springs was generally found to rank worse than peer cities in the region in terms of fatal and injury collisions as well as pedestrian safety, except for Palms Springs, which ranked worse in three categories. This signifies potential for improvement, with the possibility of addressing these issues through a combination of engineering, education, and enforcement-related measures.

Collision data provides valuable insight into potential safety deficiencies within the transportation network. Reviewing crash records can help identify locations with higher collision concentrations, indicate areas with active bicycle and pedestrian travel, and highlight common unsafe behaviors that may benefit from targeted education or enforcement efforts. The collision review draws from five years of data (January 2019 – December 2023) obtained from the California Statewide Integrated Traffic Records System (SWITRS).

Additional data was obtained from the California Office of Traffic Safety’s (OTS) Traffic Safety Comparison Tool. The OTS data provides comparisons of traffic safety statistics between cities, using populations to categorize cities into similar sized groups. This data can help build an understanding of which areas a city is performing well in or may need improvement in.

The most recent year of OTS data is for 2022. With an estimated population of 32,786 in 2023, the City of Desert Hot Springs falls within Group D, which includes 90 cities with a population size between 25,001 and 50,000. Aside from collision records, the rankings also consider influential data such as the cities’ population and estimated vehicle miles traveled. Additional information related to the OTS comparison methodology is documented in Appendix A.

I have seen cars go around school buses that
have the stop as they are dropping students.”
61 Desert Hot Springs Item Number: 2. Page 2182 of 2902

PEDESTRIAN-INVOLVED COLLISION DATA
The SWITRS data was analyzed to identify trends in collision locations, causes, and injury severity and to help inform infrastructure improvements and safety programs. During the five-year data period, 54 pedestrian-involved collisions were reported in Desert Hot Springs. Figure 3.12 displays the location and frequency of pedestrian involved collisions, demonstrating concentrations along Palm Drive. It is worth noting that Palm Drive has experienced several pedestrian and bicycle improvements during the five-year data period, starting in 2021 and gradually continuing until 2024. Pedestrian improvements mostly include the enhancement of crosswalks at intersections.

The most common collision causes were pedestrian violations, followed by motorists failing to yield and unsafe vehicle speeds.

The most frequent violation code was pedestrian failure to yield when crossing outside of a crosswalk (CVC 21954(a)), most of which occurred along Palm Drive followed by unsafe vehicle speed (CVC 22350).

Table 3.3OTS Pedestrian Ranking Comparison (2022)
Crash Category
Number of Victims
Killed & Injured
OTS Ranking out of 90
1 (Worst) to 90 (Best)
Desert Hot Springs Palm Springs Coachella La Quinta
Total Fatal and Injury 166 36 ■ 17 ▼ 43 ■ 61 ▲
Pedestrians 15 15 ▼ 4 ▼ 77 ▲ 65 ▲
Pedestrians <15 2 14 ▼ 82 ▲ 47 ■ 70 ▲
Pedestrians 65+ 2 26 ▼ 2▼ 52 ■ 49 ■
Source: California Office of Traffic Safety (2022); CR Associates (2025) Key: ▼ = Worst-Performing Third (1-30) ■ = Middle-Performing Third (31-60) ▲ = Best-Performing Third (61-90) Active Transportation Plan 62
Item Number: 2.

Figure 3.12
Pedestrian Collisions by Frequency
Source: California Statewide Integrated Traffic Records System (2019-2023) 63 Desert Hot Springs Item Number: 2. Page 2184 of 2902 Table 3.4
OTS Bicycle Ranking Comparison (2022)

3.3.2 Bicycle Safety

CALIFORNIA OFFICE OF TRAFFIC SAFETY RANKINGS
Table 3.4 presents bicycle safety rankings for Desert Hot Springs and similar-sized cities in Coachella Valley. Desert Hot Springs ranked favorably for bicycle collisions overall yet demonstrates room for improvement for young bicyclists. This finding indicates the City may benefit from educational programs targeted at younger bicyclists.

BICYCLE-INVOLVED COLLISION DATA
A total of 14 bicycle-involved collisions were reported in Desert Hot Springs from 2019 – 2023. Bicycle collisions are displayed in Figure 3.13, demonstrating concentrations along Palm Drive and within the city core. Buffered bike lanes and green conflict paint were gradually implemented along Palm Drive throughout the five-year data period, providing bicyclists with dedicated space and helping to raise driver awareness to anticipate bicyclists at locations where travel may intersect.

The most common bicycle collision causes were reported as vehicle right-of-way violations and unsafe speeds, with additional collisions related to traffic signal or sign violations. The most frequent violation codes included drivers failing to yield when entering a roadway (CVC 21804(a)), unsafe vehicle speed (CVC 22350), and failure to yield at an intersection (CVC 21800(a)).

3.3.3 Transit Safety
Many transit users reach bus stops by walking or bicycling, making safe active transportation access around transit facilities critical. Identifying collision hotspots near transit stops helps guide safety improvements, policy development, and project prioritization. Figure 3.14 shows pedestrian and bicycle involved collisions occurring within 500 feet of transit stops. The highest concentrations are located near bus stops at the intersections of Palm Drive and Hacienda Avenue and Palm Drive and Two Bunch Palms Trail.

Crash Category
Victims Killed &
Injured
OTS Ranking out of 90
1 (Worst) to 90 (Best)
Desert Hot Springs Palm Springs Coachella La Quinta
Total Fatal and Injury 166 36 ■ 17 ▼ 43 ■ 61 ▲
Bicycle 2 83 ▲ 44 ■ 65 ▲ 51 ■
Bicyclist < 15 1 37 ■ 81 ▲ 47 ■ 72 ▲
Source: California Office of Traffic Safety (2022); CR Associates (2025) Key: ▼ = Worst-Performing Third (1-30) ■ = Middle-Performing Third (31-60) ▲ = Best-Performing Third (61-90) Active Transportation Plan 64
Item Number: 2.

Figure 3.13
Bicycle Collisions by Frequency
Source: California Statewide Integrated Traffic Records System (2019-2023) 65 Desert Hot Springs Item Number: 2. Page 2186 of 2902 Figure 3.14
Bicycle and Pedestrian Collisions with 500’ of a Transit Stop Source: California Statewide Integrated Traffic Records System (2019-2023), CR Associates (2025) Active Transportation Plan 66
Item Number: 2.

3.4 NETWORK QUALITY

3.4.1 Pedestrian Environmental Score
The quality of the existing roadway environment was evaluated for pedestrians using the Pedestrian Environmental Score (PES), which assesses the level of pedestrian comfort along all roadways and marked crosswalk locations.

PES assigns sidewalk segments and marked crosswalks a
score ranging from high to very low based on factors related to pedestrian safety, comfort, and overall walkability. The methodology considers the number of travel lanes, posted speed limit, traffic control, sidewalk and street lighting presence, and crosswalk type, along with supportive features including sidewalk width, buffers from traffic, traffic calming measures, landscaping and tree canopy, and pedestrian-scale lighting. The methodology is further detailed in Appendix A.

Figure 3.15 presents the sidewalk segment PES analysis results, demonstrating Medium and High scoring segments along Palm Drive within the core of the city, while the surrounding area is generally Low to Medium scoring. The lack of sidewalks along most city streets contributes to the majority of segments receiving Very Low scores.

Of the 212 marked crosswalk legs evaluated, approximately half were scored as Medium or High-quality. The remaining Low and Very Low scoring crosswalks represent opportunities for targeted improvements to enhance pedestrian safety and overall crossing conditions through high visibility crosswalks with additional features such as advance stop bars, accessible curb ramps and lighting. 67 Desert Hot Springs Item Number: 2. Page 2188 of 2902 Figure 3.15
Pedestrian Environment Score (PES)
Source: CVAG, SCAG, CR Associates (2025)
Active Transportation Plan 68
Item Number: 2.

3.4.2 Bicycle Level of Traffic Stress
The quality of the bicycle network was evaluated using the Level of Traffic Stress (LTS) methodology developed by Mekuria et al. (2012), which assesses cyclist comfort based on factors such as traffic speed, number of lanes, separation from vehicles, and intersection conditions and assigns a score of LTS 1 – 4, with LTS 1 reflecting optimal conditions and little stress for bicyclists and LTS 4 exhibiting the most stressful conditions. Table 3.5 expands on the scoring approach, including a description of the environment relative to each score.

Figure 3.16 displays the bicycle LTS results for all public roadways.

Most roadways with existing bicycle facilities exhibit higher-stress conditions (LTS 3–4) due to higher posted speed limits and the bike facilities lacking physical separation. Similarly, outside of the bicycle network, most major arterials are LTS 4 environments due to high traffic volumes, high posted speed limits, and the presence of right-turn only lanes.

Approximately 77% of the roadway network was scored as LTS 1 or 2, however, these roadways are largely internal to neighborhoods without the ability to make inter-neighborhood connections without using LTS 4 roadways. The LTS 1 or 2 environments are generally characterized as having one lane in each direction while providing adequate width for cyclists and vehicles, low posted speed limits, and low traffic volumes. The findings indicate a need for providing comfortable facilities along roadways connecting neighborhoods to destinations to increase access to daily needs.
69 Desert Hot Springs Item Number: 2. Page 2190 of 2902 Table 3.5
Level of Traffic Stress Classifications and Descriptions LTS
Category LTS Description Description of Environment Comfort Level LTS 1
Presenting little traffic
stress and demanding little
attention from bicyclists;
suitable for almost all
bicyclists, including children
trained to safely cross
intersections.
> Facility that is physically separated from traffic or an exclusive cycling zone next to a slow traffic stream with no more than one lane per direction > A shared roadway where bicyclists only interact with the occasional motor vehicle with a low-speed differential
> Ample space for bicyclist when alongside a parking lane > Intersections are easy to approach and cross
Interested but
Concerned – Vulnerable
Populations
LTS 2
Presenting little traffic stress
but demanding more
attention than might be
expected
from children.
> Facility that is physically separated from traffic or an exclusive cycling zone next to a well-confined traffic stream with adequate clearance from parking lanes
> A shared roadway where bicyclists only interact with the occasional motor vehicle (as opposed to a stream of traffic) with a low-speed differential > Unambiguous priority to the bicyclist where cars must cross bike lanes (e.g., at dedicated right-turn lanes); design speed for right-turn lanes comparable to bicycling speeds
> Crossings not difficult for most adults
Interested but
Concerned –
Mainstream Adult
Populations
LTS 3
Presenting enough
traffic stress to deter the
Interested but Concerned
demographic
> An exclusive cycling zone (lane) next to moderate-speed vehicular traffic > A shared roadway that is not multi-lane and has moderately low automobile travel speeds
> Crossings may be longer or across higher-speed roadways than allowed by LTS 2, but are still considered acceptably safe to most adult bicyclists Enthused & Confident
LTS 4
Presenting enough traffic
stress to deter all but
the Strong & Fearless
demographic
> An exclusive cycling zone (lane) next to high-speed and multi-lane vehicular traffic
> A shared roadway with multiple lanes per direction with high traffic speeds > Bicyclist must maneuver through dedicated right-turn lanes containing no dedicated bicycling space and designed for turning speeds faster than bicycling speeds
Strong & Fearless
Source: Mekuria, et al., (2012)
Active Transportation Plan 70
Item Number: 2.

Figure 3.16
Bicycle Level of Traffic Stress
Source: CR Associates (2025)
71 Desert Hot Springs Item Number: 2. Page 2192 of 2902

3.4.3 Quality Transit Connections
To evaluate access to transit, pedestrian and bicycle connectivity ratios were calculated using a half-mile network analysis from each transit stop. This approach compares the potential service area based on the street network with an adjusted network that accounts for the quality and comfort of travel conditions. For pedestrians, the analysis incorporated PES values by restricting routing on very low-quality segments and increasing travel distances on lower-quality segments to reflect reduced comfort. For bicyclists, LTS scores were used to adjust travel distances, allowing the analysis to better represent how roadway conditions affect the practical reach of transit stops for people walking and biking.

Figure 3.17 and Figure 3.18 present pedestrian and bicycle connectivity ratios from transit stops using a half-mile network analysis that accounts for PES and LTS. When network quality and comfort are considered, the adjusted connectivity areas are generally smaller than the potential access areas, indicating that existing conditions limit comfortable access to transit. Connectivity is strongest in the northern portion of Desert Hot Springs, while areas south of Two Bunch Palms Trail and Dillon Road show more limited pedestrian and bicycle access due to gaps in the street network, lack of sidewalks, and higher-stress cycling conditions.

There is optimism about downtown being
“up and coming,” paired with a desire to see
improvements citywide.

Active Transportation Plan 72
Item Number: 2.

Figure 3.17
Pedestrian Connectivity Ratio from Transit Stops
Source: CR Associates (2025)
73 Desert Hot Springs Item Number: 2. Page 2194 of 2902 Figure 3.18
Bicycle Connectivity Ratio from Transit Stops
Source: City of Desert Hot Springs (2023), CR Associates (2025) Active Transportation Plan 74
Item Number: 2.

Chapter 3 introduced key characteristics of Desert Hot Springs’ bicycle and pedestrian environment, including network
conditions, potential demand, safety considerations, and the overall quality of the active transportation experience. Together, these factors help identify where gaps, barriers, or limitations prevent the network from fully serving residents and visitors. Major themes identified include:

3.5 SUMMARY OF NEEDS & OPPORTUNITIES

RETROFIT EXISTING ROADWAYS WITH

CONTEXT APPROPRIATE ACTIVE

TRANSPORTATION ENHANCEMENTS
As Desert Hot Springs grows, the need for a more complete multimodal transportation network is increasing. Many roadways lack continuous sidewalks, accessible curb ramps, dedicated bicycle facilities, and marked crosswalks, while some existing facilities are not well suited to their roadway environments.

Continued improvements, such as the recent upgrades along Palm Drive, will help expand safe and viable transportation options for residents and visitors and improve access to destinations.

LEVERAGE UNDEVELOPED AREAS AS

OPPORTUNITIES AND BUILD UPON

ADOPTED PLANNING EFFORTS
Most land in Desert Hot Springs remains undeveloped. The City’s General Plan (2020) provides a framework for future growth and transportation improvements. These undeveloped areas present opportunities to plan for safe, comfortable, and well-connected active transportation facilities. Implementing features such as wide sidewalks, enhanced crossings, separated bike facilities, accessible transit stops, and traffic-calmed neighborhood streets will help support a more inviting and functional network for community members.

ENHANCE BUS STOP ACCESS
Desert Hot Springs has a relatively high share of residents without access to a personal vehicle and a strong reliance on public transit. The bus stop at West Drive and Pierson Boulevard has the fourth highest ridership in the Coachella Valley, with about 166 daily boardings and alightings, and the share of residents commuting by transit is roughly three times the Riverside County average. These factors highlight the importance of providing safe and convenient access to bus stops.
75 Desert Hot Springs Item Number: 2. Page 2196 of 2902

CONNECTIONS TO REGIONAL

FACILITIES, ADJACENT JURISDICTIONS,

AND DESTINATIONS
Desert Hot Springs has opportunities to strengthen connections to regional transportation and recreation networks, including the CV Link, Dillon Road regional trail corridor, and nearby hiking trail systems. Improving access to these facilities as well as to the Amtrak station in North Palm Springs, would expand travel and recreation options for residents and visitors. Investments in safer, better-connected routes and wayfinding can help overcome current access barriers and support both everyday travel and recreational mobility.

ADDRESS LEADING COLLISION

LOCATIONS AND CAUSES
Recent data indicates that many pedestrian and bicycle collisions in Desert Hot Springs occur along major corridors such as Palm Drive, where wide roadways, high speeds, and limited crossing infrastructure increase safety risks. Implementing improvements such as traffic calming, high-visibility crosswalks, and other safetyfocused design strategies can help reduce the likelihood and severity of crashes. Complementary education and enforcement efforts can also address common crash causes and support safer conditions for all road users.

Active Transportation Plan 76
Item Number: 2.

04 Recommendations
77 Desert Hot Springs Item Number: 2. Page 2198 of 2902 This chapter presents the recommended goals and policies, networks, treatments, and supporting programs. The
recommendations are based on findings from the existing conditions analysis, discussions with community members and agency stakeholder, and best practices. Together, they establish a comprehensive and coordinated strategy to enhance walking and bicycling throughout the city.

Recommendations are organized within the following framework:
► Goals and Policies provide the foundation for the Active Transportation Plan recommendations, identifying the long-term outcome the plan seeks to achieve and the steps the City will take to get there.
► The Pedestrian Route Type Network characterizes key corridors to focus pedestrian improvements, based on pedestrian demand and the desired environment and features.
► The Bicycle Network identifies a series of connected bicycle facilities to strengthen local and regional bicycle mobility. ► Intersection & Access Improvements provide infrastructure, signage, and pavement marking strategies to enhance the pedestrian and bicyclist environment at intersections, along corridors, and near schools and transit stops.
► Supporting Programs highlight education, encouragement, and outreach initiatives the City may consider pursuing to promote walking and bicycling and improve the
user experience.

Active Transportation Plan 78
Item Number: 2.

A multimodal mobility system that seamlessly
integrates active transportation users with
convenient connections to schools, parks and
recreational spaces, transit, commercial areas,
and other community resources.

Integrated & Connected
Goal 1

4.1 GOALS AND POLICIES
Goals provide the long-term vision of the ATP. They are broad statements that describe the desired outcomes, establish the plan’s overall direction, and set context for more specific policies and recommendations. Policies translate these
goals into actionable guidance by connecting the vision to implementation, helping shape and inform the development of specific recommendations.

The resulting framework includes four goals, each with
supporting policies.
79 Desert Hot Springs Item Number: 2. Page 2200 of 2902 Policy 1.1
Pedestrian Network
Provide a continuous pedestrian network that is connected to transit stops and key destinations through the implementation of designated Pedestrian Route Types (Figure 4.1), the construction of missing sidewalks, accessible curb ramps, and enhanced street crossings.

Policy 1.2
Bicycle Network
Provide a continuous bicycle network with context appropriate facilities, connecting residential neighborhoods to destinations within Desert Hot Springs and beyond, by implementing the planned bicycle network (Figure 4.2).

Policy 1.3
Coordinated Improvements
Coordinate active transportation improvements with roadway, utility, transit, and development projects to reduce costs, maximize efficiency, and minimize community disruption. Review all capital projects within the public right-of-way to identify opportunities to incorporate planned, or improve existing, active transportation infrastructure.

Policy 1.4
Regional Connections
Provide seamless bicycle and pedestrian connections to nearby regional destinations and facilities such as CV Link, Big Morongo Wash Trail, Mission Creek Preserve, Amtrak Station, Desert Edge community, Palm Springs, and Cathedral City.

Policy 1.5
CV Link Coordination
Coordinate with CVAG, Caltrans, and other relevant agencies to plan, design, and implement an extension of the CV Link into Desert Hot Springs.

Policy 1.6
Rights-of-Ways
Use available public rights-of-ways to provide wider sidewalks, bicycle facilities, trail facilities, and transit amenities.

Policy 1.7
New Developments
New developments and major redevelopment projects shall support active transportation connectivity by providing continuous sidewalks, ADA-compliant curb ramps, and bicycle facilities along their frontage and influence area to aid in implementation of the planned networks and gap closures. Improvements shall be integrated into project design and consistent with City standards and best practices.

Active Transportation Plan 80
Item Number: 2.

Facilities that are comfortable, accessible,
and ADA-compliant for active transportation
users of all ages and abilities.

Inclusive & Accessible
Goal 2
81 Desert Hot Springs Item Number: 2. Page 2202 of 2902 Policy 2.1
Complete Streets
Plan, design, implement, operate, and maintain transportation facilities as Complete Streets that safely and comfortably accommodate people of all ages, abilities, and travel modes, including pedestrians, bicyclists, transit users, motorists, freight, seniors, children, and people with disabilities. Implementation shall be context-sensitive and balance the mobility and access needs of all users.

Policy 2.2
Accessibility
Evaluate capital projects to identify and implement improvements that enhance accessibility and ensure ADA compliance.

Policy 2.3
Pedestrian Street Design
Incorporate enhanced pedestrian design elements into transportation projects, including but not limited to, enhanced crosswalks, pedestrian countdown signal heads and operational improvements, traffic calming measures, reduced crossing lengths, wider sidewalks, specialty paving, pedestrian-scaled street lighting, wayfinding, street trees, and other context appropriate amenities.

Policy 2.4
Bicycle Amenities
Incorporate bicycle amenities and support facilities, such as short- and long-term bicycle parking and storage, repair stations, wayfinding, and end-of-trip facilities into public projects.

Policy 2.5
Transit and Bicycle Use
Support and promote combined bicycle and transit trips by planning and implementing infrastructure and programs that improve access to transit by bicycle. Coordinate with SunLine Transit Agency maintain bicycle racks on buses and integrate new parking options and support features into future transit hubs.

Policy 2.6
Context Sensitive Improvements
Pursue context-sensitive Complete Streets strategies that recognize the City’s various neighborhood characteristics and roadway environments.

Policy 2.7
Commercial Buildings
Commercial and retail building entrances should prioritize pedestrian access by facing the street with clear and unobstructed connections to sidewalks and the public space. Vehicle parking should be located behind, adjacent to, or underneath buildings to minimize conflicts with pedestrians and enhance the streetscape.

Policy 2.8
Community Engagement
Involve the community in major transportation planning and project design decisions, to ensure public input shapes network improvements.

Active Transportation Plan 82
Item Number: 2.

Infrastructure and behaviors that support
safe travel via walking, bicycling and other
forms of active transportation.

Safe
Goal 3
83 Desert Hot Springs Item Number: 2. Page 2204 of 2902 Policy 3.1
Prioritize Safety
Prioritize the safety of all users in the planning, design, operation, and maintenance of transportation facilities.

Eliminate or minimize conflicts between modes and incorporate proven safety measures with an emphasis on protecting the most vulnerable roadway users.

Policy 3.2
Intersections Safety
As part of all capital improvement projects, intersections shall be evaluated and designed to enhance multimodal safety by minimizing user conflicts, promoting predictable movements, providing clear sight lines, managing vehicular speeds, and reducing crossing distances.

Policy 3.3
Traffic Calming
Use infrastructure, signing and striping, and operational measures to facilitate vehicle compliance with posted speed limits. Improvements may include neighborhood traffic circles, curb extensions, lane width reductions, radar speed feedback signs, speed humps, medians, pedestrian signals, high visibility crosswalks, clearly marked bicycle facilities, and other context-sensitive physical improvements.

Policy 3.4
Maintained Facilities
Enhance active transportation safety by maintaining the street system in good to excellent condition and through routine sweeping, repairing/repaving of surfaces, restriping, and replacing signs.

Policy 3.5
Driveways
Reduce conflicts between drivers and active transportation users by limiting new driveways and reducing existing driveways, as appropriate, in areas with higher pedestrian and bicycle activity, such as downtown.

Policy 3.6
Pedestrian Connections
through Parking Lots
Require parking lots to include clearly defined paths for pedestrians’ safe and convenient access from building entrances and to adjoining public sidewalks.

Policy 3.7
Safe Routes to School Work with the school district and schools to develop and implement safe routes to school plans and safety programs.

Policy 3.8
Safety Education
Coordinate with law enforcement, school districts, and regional entities to develop informational and educational efforts that encourage safe motorist, pedestrian, and bicyclist behaviors.

Policy 3.9
Enforcement
Coordinate with law enforcement and community members to identify safety concerns and locations that may benefit from increased enforcement.

Policy 3.10
Collision Records
Review bicycle and pedestrian involved collision records annually to identify safety trends and high-incident locations. Use the findings to inform the identification and prioritization of safety improvement projects and programmatic efforts.

Active Transportation Plan 84
Item Number: 2.

Active transportation is a viable and
sustainable travel option, supported
by innovative and context appropriate
facilities, technologies, and programs.

Viable & Sustainable
Goal 4
85 Desert Hot Springs Item Number: 2. Page 2206 of 2902 Policy 4.1
Reduce Vehicle Miles Traveled
Encourage active transportation trips as a means to reduce per capita Vehicle Miles Traveled (VMT), improve transportation network efficiency, and maintaining desired service levels for all modes of transportation.

Policy 4.2
Sustainable Transportation and
Land Use Strategies
Implement sustainable transportation and land use strategies that can effectively reduce vehicle miles traveled. Consider using vehicle daily trips as the benchmark demand for determining potential levels of parking and vehicular congestion.

Policy 4.3
Prioritize Walking
Recognize walking as a component of every trip and ensure high quality pedestrian access in all site planning and public right-of-way modifications to provide a safe and comfortable walking environment.

Policy 4.4
Bicycle Usage Monitoring
Encourage SunLine Transit to monitor bicycle utilization on transit buses to ensure that adequate capacity is available for users.

Policy 4.5
Commercial Districts
Pedestrian and bicycle activity should be prioritized in denser commercial districts and residential areas to foster a more walkable and bikeable environment.

Policy 4.6
Resilient Infrastructure
Ensure a strong, connected, and resilient active transportation network, that adapts to weather conditions and emergencies.

Policy 4.7
Pilot Projects
Consider installing temporary, low-cost materials to test street improvement ideas prior to incorporating permanent designs, when relevant.

Policy 4.8
Expand Funding
Prioritize funding to improve the built environment for people who walk, bike, take transit, and for other vulnerable roadway users.

Policy 4.9
Funding Sources
Seek funding for pedestrian and bicycle projects through current regional, state, and federal funding programs.

Policy 4.10
Intelligent Transportation Systems
Implement intelligent transportation systems strategies—such as adaptive signal controls, fiber optic communication equipment, closed circuit television cameras, real-time transit information, and real- time parking availability information—to reduce traffic delays, lower greenhouse gas emissions, improve travel times, and enhance safety for drivers, pedestrians, and cyclists.

Active Transportation Plan 86
Item Number: 2.

4.2 PEDESTRIAN ROUTE TYPES

DISTRICT
The District route type is used to designate streets which have, or are anticipated to have, the highest pedestrian activity in the city. The District designation is reserved for streets adjacent to significant pedestrian attractors, such as retail areas, entertainment venues, places of civic importance, and mixed use/activity areas which generate pedestrian activity throughout the day.

The sidewalks should be wider than the citywide minimum (at least 8’, however 10’ or more preferred) and include space for landscaping and street furniture between the roadway and the walkway (at least 4’, however 6’ or more preferred). Districts should also have pedestrian scale lighting in addition to standard roadway lighting. Street crossings should be equipped with treatments which prioritize pedestrian circulation and safety.

CORRIDOR
The Corridor route type is used to designate streets which have, or are anticipated to have, moderate to high pedestrian activity in the city. The Corridor designation is limited to streets fronting pedestrianattracting land uses, typically commercial, but can also be civic land uses, major parks, or schools.

The sidewalks should be wider than the citywide minimum (at least 8’ when feasible) and include space for landscaping or street furniture between the roadway and the walkway, if additional rightof-way space is available. Corridors should also have pedestrian scale lighting in addition to standard roadway lighting. Signalized street crossings should be equipped with treatments which prioritize pedestrian circulation and safety.
intended characteristics, while others may require retrofitting or redevelopment to realize the assigned route type environment.

Five pedestrian route types are recommended for Desert Hot Springs: District, Corridor, Connector, Neighborhood, and Ancillary.

An overview of each route type is provided below.

The pedestrian route types serve to designate each public street in Desert Hot Springs based on the anticipated level of pedestrian activity. The route type designations reflect longrange planning conditions and identify the desired pedestrian environment and features. Some streets may already exhibit the 87 Desert Hot Springs Item Number: 2. Page 2208 of 2902

CONNECTOR
The Connector route type is used to designate streets with moderate anticipated pedestrian activity in the city. These streets provide connectivity between upper hierarchy classifications (Districts and Corridors) and Neighborhood routes. The Connector designation is applicable to streets classified above Local in the General Plan Mobility and Infrastructure Element, which does not prioritize pedestrian activity or any classification which does not have continuous commercial land uses.

Sidewalks should be present on both sides of the roadway and have a minimum width of 5’, or 6’ where feasible.

Roadway lighting should be provided in accordance with City standards. A landscaped buffer between the roadway and the walkway is optional, if right-of-way space is available. Basic treatments at street crossings should be included, such as accessible curb ramps and high visibility crosswalks at signalized intersections where crossings are permitted.

NEIGHBORHOOD
The Neighborhood route type is used to designate streets which are classified as local in the General Plan Mobility and Infrastructure Element. Where feasible and right of way exists, sidewalks with a minimum 5’ width should be present on at least one side of streets. Sidewalks should be considered along both sides of the street when adjacent to a bus stop, a school, or if the street is a part of a school access route. Some neighborhoods were planned without consideration for sidewalks and retrofitting may be infeasible. Roadway lighting should be provided in accordance with City standards.

ANCILLARY
The Ancillary route type is used to designate paved public walkways which are not always along streets but function as a part of the pedestrian and bicycle circulation system. Within Desert Hot Springs, the Ancillary facilities consist of Class I Bike Paths, also referred to as multi-use or shared-use paths. As new Ancillary facilities are implemented, their design should provide natural surveillance and be ADA accessible (at access point locations, walkway width and walkway slope). Context sensitive lighting should be provided where feasible.

Street crossings should be highly visible, designed to reduce the crossing distance, and include supplemental crossing features, as necessary.

Figure 4.1 introduces the pedestrian route type network. Appendix C documents the pedestrian route type development process.

Active Transportation Plan 88
Item Number: 2.

Figure 4.1
Pedestrian Route Type Network
Source: CR Associates (2025)
0 ²
1 Mile
Dillon Rd
§¨¦10
·}62
·}111
Palm Springs
Cathedral
City
Unincorporated
Riverside County
Unincorporated
Riverside County
Indian Canyon Dr
Pierson Bl
Palm Dr
Hacienda Av
Mountain View Rd
Long Canyon Rd
Mission Lakes Bl
20th Av
Varner Rd
Worsley Rd
Karen Av
15th Av
Little Morongo Rd
Two Bunch Palms Trail
Pedestrian Route Types
District
Corridor
Connector
Neighborhood
Ancillary
School
Park
Desert Hot Springs
Ironwood Dr
Flora Av
Desert
View Av
4th St
8th St
12th St
Verbena
Dr
Miracle
Hill Rd
West
Dr
Sonora
Dr
Mesquite Av
Cactus
Dr
89 Desert Hot Springs Item Number: 2. Page 2210 of 2902

4.3 BICYCLE NETWORK
Consistent with the goals and policies described in the previous section, the recommended bicycle facilities are intended to create a connected bicycle network of varying classifications that serves the travel needs of residents, employees, and visitors while increasing access to schools, parks, transit stops, civic facilities and commercial areas.

The network reflects long-term planning conditions and may be implemented incrementally, with some facilities dependent on adjacent development or roadway improvements. Bicycle facility recommendations were developed based on existing conditions, anticipated future growth and development patterns, stakeholder and community input, applicable policies and legislation, established best practices, and previous planning efforts.

Appendix D documents the bicycle network development process and identifies the various approaches proposed to implement the planned facilities.

Caltrans classifies bicycle facilities into four categories to guide bikeway selection and design (as shown in Figure 3.3). The California Streets and Highways Code Section 890.4 provides the following definitions:
► Bike paths or shared use paths, also referred to as “Class I bikeways,” which provide a completely separated right-of-way designated for the exclusive use of bicycles and pedestrians with crossflows by motorists minimized.
► Bike lanes, also referred to as “Class II bikeways,” which provide a restricted right-of-way designated for the exclusive or semi exclusive use of bicycles with through travel by motor vehicles or pedestrians prohibited, but with vehicle parking and crossflows by pedestrians and motorists permitted.
► Bike routes, also referred to as “Class III bikeways,” which provide a right-of-way on-street or off-street, designated by signs or permanent markings and shared with pedestrians and motorists. ► Cycle tracks or separated bikeways, also referred to as “Class IV bikeways,” which promote active transportation and provide a right-of-way designated exclusively for bicycle travel adjacent to a roadway and which are separated from vehicular traffic. Types of separation include, but are not limited to, grade separation, flexible posts, inflexible physical barriers, or on-street parking.

Figure 4.2 presents the proposed bicycle network. Table 4.1 presents centerline mileage for existing bicycle facilities, planned facilities, and buildout of the network. Note, some existing facilities are proposed to transition from one classification to another, such as Class II bike lanes along Palm Drive to Class IV cycle tracks.

Table 4.1Planned Bicycle Facility Miles
Classification Existing Planned Buildout
Class I - Bike Path 0.0 14.9 14.9
Class II - Bike Lane 8.0 8.4 9.1
Class II - Buffered Bike Lane 2.5 5.4 6.1
Class III - Bike Route 4.8 17.9 19.4
Class IV - Cycle Track 0.0 28.5 28.5
Total 15.3 75.1 78.0
Source: City of Desert Hot Springs (2023), CR Associates (2025) Active Transportation Plan 90
Item Number: 2.

91 Desert Hot Springs
Figure 4.2Proposed Bicycle Network
Source: CR Associates (2025)
0 ²
1 Mile
Dillon Rd
§¨¦10
·}62
·}111
Palm Springs
Cathedral
City
Unincorporated
Riverside County
Unincorporated
Riverside County
Indian Canyon Dr
Pierson Bl
Palm Dr
Hacienda Av
Mountain View Rd
Long Canyon Rd
Mission Lakes Bl
20th Av
Varner Rd
Worsley Rd
Karen Av
15th Av
Little Morongo Rd
Two Bunch Palms Trail
Bicycle Facilities
Class I - Bike Path
Class II - Bike Lane
Class II - Buffered Bike Lane
Class III - Bike Route
Class IV - Cycle Track
School
Park
Desert Hot Springs
Ironwood Dr
Flora Av
Desert
View Av
4th St
8th St
12th St
Verbena
Dr
Miracle
Hill Rd
West
Dr
Sonora
Dr
Mesquite Av
Cactus
Dr
Item Number: 2.

4.4 INTERSECTION & ACCESS

IMPROVEMENTS
Intersections and street crossings are critical locations in the transportation network as they facilitate connections to and through multiple roadways. They also exhibit the greatest potential for conflicts between users. Further, intersections are some of the more constrained locations as they provide for additional movements (e.g., turn pockets). This section identifies treatments that may be used citywide to improve user safety and comfort at intersections and near relevant destinations, such as schools and transit stops.

The intent of these treatments is to complement the existing and planned sidewalks, crosswalks, and bicycle facilities. Treatments will be tailored to the specific context of each location, taking into account factors such as cost, feasibility of construction, operational considerations, sight distance, and other projectspecific conditions. Because each location presents unique characteristics, a context-sensitive approach is necessary. Key factors that may influence the selection of improvements include, but are not limited to, posted speed limits, number of travel lanes, traffic volumes, proximity to intersections, type of crossing (intersection versus mid-block), and surrounding land uses.

Active Transportation Plan 92
Item Number: 2.

Feature Description
Pedestrian Crossing / Traffic Calming
High Visibility Crosswalk & Advanced Stop Bar
The combination of advanced stop bars and high visibility crosswalks can create a more comfortable and safer crossing space for pedestrians. High Visibility crosswalks are marked with reflective paint and provide increased visibility to areas where pedestrians cross.

Advanced stop bars increase the distance between a car’s stopping point and designated pedestrian crossing points. This can reduce cars’ encroachment onto crosswalks. Stop bars should be reflective, solid white, and have a width between 12 and 24 inches.

ADA Compliant Curb Ramps
Curb Ramps are flared curb cuts that grade slope from the sidewalk towards the street providing a smooth continuous path. This allows people using mobility devices, strollers, or scooters to cross the street without having to find a different path or risk the sidewalk drop. ADA accessible curb ramps have a detectable warning surface (DWS), or truncated domes, which can provide people with visual impairments with a warning when they are approaching the street. Curb ramps can be individually placed at each corner or on both sides of the ramp. Placement and grading of curb ramps should take into consideration drainage to prevent the flooding of ramps.

Median Refuge
Median Refuges provide pedestrians a place to wait and safely stand mid-intersection when a light change is not long enough to cross. Instead of rushing or risking cars not seeing them when they are halfway, the median refuge gives them sufficient space to stand and wait until the next signal cycle. Median refuges can be placed at midblock crossings or multi-lane intersections and can be used in roadways with more than four lanes, high speeds, or high volumes.

Median refuges are raised and should be a minimum of 6 feet wide or 8 to 10 feet if possible.

Truncated domes should be placed on both sides of the island. 93 Desert Hot Springs Item Number: 2. Page 2214 of 2902 Feature Description
Curb Extensions
Curb extensions, often called bulb outs, provide two functions: to reduce the distance in which pedestrians cross traffic and to slow traffic down. The ramps extend into the roadway and reduce the space vehicles can use, causing them to slow down. In streets with existing parking, they should extend the width of the parking lane. Additional considerations include existing bike lanes and drainage, in which the design of the extension can accommodate. Curb extensions can be combined with additional landscape elements to create a more pedestrian friendly environment.

Raised Crosswalk
Raised crosswalks provide two benefits. By being the height of the sidewalk, raised crosswalks act like speed bumps and encourage drivers to slow down. Their increased height compared to traditional crosswalks also makes pedestrians more visible.

Speed Humps or Cushions
Speed bumps can be used to reduce the speed of cars where high speeds are a safety hazard to pedestrians. Implementing these cushions at set intervals signal to drivers to maintain a slow speed throughout the street segment. Speed humps are typically placed in residential streets and should be avoided in main streets.

Active Transportation Plan 94
Item Number: 2.

Feature Description
Signal Improvements
Rapid Rectangular Flashing Beacon (RRFB)
Rectangular Rapid Flashing Beacons (RRFBs) provide a designated flashing that alerts cars that a pedestrian is crossing or waiting to cross at unsignalized crossing points. The flashing lights are part of a pedestrian crossing sign and typically a high visibility crosswalk. They are placed on both sides of the crossing point and have a button for pedestrians or cyclists to activate the flashing lights.

Pedestrian Signal
Pedestrian specific signals prioritize pedestrians at midblock locations and provide sufficient time for crossing. Signal buttons can provide auditory information on when or when not to cross.

Pedestrian Countdown Signal Heads
A pedestrian interval countdown display may be added to a pedestrian signal head in order to inform pedestrians of the number of seconds remaining in the pedestrian change interval. The countdown pedestrian signal is located adjacent to the associated upraised hand (symbolizing DON’T WALK) pedestrian signal head indication. If used, the display of the number of remaining seconds shall begin only at the beginning of the pedestrian change interval and remain dark until the beginning of the next countdown.
95 Desert Hot Springs Item Number: 2. Page 2216 of 2902 Feature Description
High Intensity Activated Crosswalk Beacon (HAWK)
A HAWK is a traffic control device used to stop road traffic and allow pedestrians to cross safely.

It has a group of three lights, two above and one beneath. When a pedestrian or cyclist pushes the button, it activates the system and the single yellow light begins to flash, prior to turning a steady yellow to alert motorists. Next, the two red beacons light up to signal cars to stop, and pedestrians are given the OK to cross. When the countdown for crossing pedestrians has ended, the red lights flash alternately to notify cars that the signal cycle is almost complete. The beacon then goes dark and remains that way until activated again by another pedestrian.

Leading Pedestrian Intervals (LPI)
LPIs give pedestrians a 3-7 second head start to begin their crossing before the parallel green light, allowing them to enter the crosswalk before turning vehicles begin to move, reinforcing their right-of-way and priority over vehicles. By doing this, LPIs decrease the likelihood of a conflict or crash between pedestrians and vehicles. Agencies will often consider restricting Right Turns on Red (RTOR) in association with LPIs to better control for these conflicts.

Protected Left Turn
Protected left turn phases eliminate conflicts between crossing pedestrians and drivers making left-turns, by not allowing motorists to turn left while the through traffic has a green light. This gives the left hand turn its own phase which does not conflict with pedestrians crossing.

Active Transportation Plan 96
Item Number: 2.

Feature Description
No “Right on Red”
No “Right on Red” prohibitions are useful for intersections in areas with high walking and bicycling levels. Other applications include at signalized intersections where a designated school crosswalk and school crossing guard are present, or locations with unusual pedestrian movements or geometrics. These can be time restricted.

Bicycle Signal Detection and Bicycle Signal Heads
Sensors are commonly used to detect activity at traffic signals and initiate signal cycle progression. There are a variety of sensors that can be configured to detect bicycles, enabling a person on a bicycle to “trigger” a green light instead of waiting for a motor vehicle to actuate the traffic signal. Four types of bicycle signal detection are commonly used: loop, video, push-button, and microwave.
97 Desert Hot Springs Item Number: 2. Page 2218 of 2902 Feature Description
Intersection Enhancements
Green Conflict Paint
Colored pavement within a bicycle lane increases the visibility of the facility, identifies areas of conflict and reinforces priority to bicyclists in conflict areas. It can be used to enhance intersection crossings, helping to guide bicyclists through an intersection and raise driver awareness to anticipate people on bicycles.

Protected Intersection
A setback bikeway crossing design using physical separation within the intersection to define the turning paths of motor vehicles, slow motor-vehicle turning speed, promote yielding to bicyclists and offer comfort for bicyclists waiting within the intersection at a red signal.

Protected intersections include many of the features included in this toolbox, such as high visibility crosswalks, signal improvements, green conflict paint, and others, plus a corner island.

Designing signal phasing and timing, as well as intersections to minimize interactions between drivers and people biking can create facilities that are comfortable for a wide array of people.

Bike Boxes
Paint treatments can also be used to create bike boxes at the front of intersection approaches before the limit line, giving priority idling spaces for bicyclists. This treatment can provide bicyclists a dedicated space at intersections in instances where a bike lane needs to be dropped on the approach to provide space for a right-turn only lane.

Active Transportation Plan 98
Item Number: 2.

Feature Description
Intersection Daylighting
The Intersection Daylighting Law (California Assembly Bill 413) makes it illegal to park within 20 feet of the approach of any marked or unmarked crosswalk, even if there are no signs or curb markings or 15 feet of any crosswalk where a curb extension is present. Removing the obstruction of parked vehicles allows drivers to have a clear view of pedestrians waiting to cross the street while at the same time allowing pedestrians to see approaching cars without having to step into the intersection to see past a parked vehicle.

Signage
Advisory Signage
Advisory signage calls attention to roadway conditions and increases drivers’ awareness of a potential change in situations. Potential signs include speed limits, speed reminders, pedestrian crossings, and school zones. Placement can vary between permanent, seasonal, or temporary.

Signage should adhere to its respective design guidelines based on the intended advisory.

Wayfinding
Wayfinding signage can make routes more accessible and enjoyable by providing information on the route, access points, and destinations. It can make people feel less lost or encourage them to take a new route. Information depicted can include maps, time to destination, or distance. Signage should be easy to read, cohesive, and clear in its directions. While specific design can vary, it should avoid using colors already designated for traffic control signage.

Signage should also be posted at pedestrian level and be easy to find along the route. Visually, the information should be easy to read and maintain consistent icons throughout the length of the route.
99 Desert Hot Springs Item Number: 2. Page 2220 of 2902 Feature Description
Amenities
Enhanced Lighting
Installing lighting can help create a safer environment that encourages walking. Lighting increases visibility for pedestrians as well as drivers, as they can more easily see pedestrians along the route. Pedestrian scale lighting that is closer to pedestrian height provides direct light compared to the overhead lighting. This can help pedestrians identify and navigate any obstructions or challenges along the route. For naturally darker and less-populated areas, dark sky protection is an important opportunity to decrease light pollution by shielding light fixtures, installing only the amount of light that is needed, and using a warmer spectrum of light.

Bicycle Parking
Providing safe and secure bicycle parking helps encourage cycling by making it more convenient. People are more inclined to ride their bicycle if they know their bicycle will be safe once they reach their destination. Different needs are served by short-term and long-term bicycle parking. Short-term parking is used for approximately two hours or less. This type of bicycle parking should be convenient and easy to access. It consists of standard bicycle racks where people are able to secure their bicycle with a personal lock. Long-term parking is used for two hours or more and requires higher levels of security and shelter from weather.

Active Transportation Plan 100
Item Number: 2.

4.4.1 Safe Routes to School
The planned pedestrian route types and bicycle network were developed to enhance mobility and improve access to key community destinations, including schools. These networks complement and build upon the City’s existing Safe Routes to School efforts, including the Safe Routes to School Plan (2008), by identifying infrastructure improvements that support safer and more convenient walking and bicycling trips for students and their families.

To evaluate access to schools, the proposed pedestrian and bicycle networks were overlaid with quarter-mile travelsheds developed for each school and school bus stop (Figure 4.3 and Figure 4.4).

This analysis helps identify whether students have direct and safe connections to planned facilities and highlights areas where additional improvements may be needed. Results indicate that all travelsheds within the city boundary intersect with both a planned pedestrian route type and a planned bicycle facility, demonstrating broad coverage and access. The highest concentration of connectivity occurs within the City’s downtown area, where the planned networks support a more robust
multimodal environment.

By integrating travelshed analysis into network development, the plan ensures that recommended improvements are strategically aligned with school access needs, supporting safer routes for students and advancing the City’s goals for active transportation, safety, and equity.

Planned pedestrian and bicycle facilities by school bus quartermile travelsheds can be found in Appendix E.

Travelsheds represent the
geographic area that can be
reached within a reasonable
walking distance—in this case,
approximately a five-minute walk or
quarter-mile—and are commonly
used to assess accessibility,
connectivity, and gaps in active
transportation networks.
101 Desert Hot Springs Item Number: 2. Page 2222 of 2902 Figure 4.3
Planned Pedestrian Route Types and Quarter-mile Travelshed from School and School Bus Stops Source: CR Associates (2026)
0 ²
1 Mile
Dillon Rd
§¨¦10
·}62
·}111
Palm Springs
Cathedral
City
Unincorporated
Riverside County
Unincorporated
Riverside County
Indian Canyon Dr
Pierson Bl
Palm Dr
Hacienda Av
Mountain View Rd
Long Canyon Rd
Mission Lakes Bl
20th Av
Varner Rd
Worsley Rd
Karen Av
15th Av
Little Morongo Rd
Two Bunch Palms Trail
Pedestrian Route
Types
District
Corridor
Connector
Neighborhood
Ancillary
School Bus Stop
Quartermile
Travelshed from
School and each
School Bus Stop
Park
School
Desert Hot Springs
Active Transportation Plan 102
Item Number: 2.

Figure 4.4
Planned Bicycle Network and Quarter-mile Travelshed from School and School Bus Stops Source: CR Associates (2026)
0 ²
1 Mile
Dillon Rd
§¨¦10
·}62
·}111
Palm Springs
Cathedral
City
Unincorporated
Riverside County
Unincorporated
Riverside County
Indian Canyon Dr
Pierson Bl
Palm Dr
Hacienda Av
Mountain View Rd
Long Canyon Rd
Mission Lakes Bl
20th Av
Varner Rd
Worsley Rd
Karen Av
15th Av
Little Morongo Rd
Two Bunch Palms Trail
Bike Network
Recommendation
Class I - Bike Path
Class II - Bike Lane
Class II - Buffered
Bike Lane
Class III - Bike
Route
Class IV - Cycle
Track
School Bus Stop
Quartermile
Travelshed from
School and each
School Bus Stop
Park
School
Desert Hot Springs
103 Desert Hot Springs Item Number: 2. Page 2224 of 2902

4.4.2 Transit Access
The planned pedestrian route types and bicycle network were developed to increase mobility options and improve access to transit throughout the City, recognizing that walking and bicycling often serve as the mode of travel for the critical first- and lastmile connections. Safe, comfortable, and connected active transportation facilities enable residents, employees, and visitors to access transit stops and destinations more easily, improving overall system usability and supporting a shift toward more sustainable travel behavior.

To evaluate transit accessibility, the planned networks were overlaid with quarter-mile travelsheds developed for each transit stop (Figure 4.5 and Figure 4.6). Similar to the previous section, the travelsheds are based on the existing roadway network and represent geographic coverage. This analysis demonstrates that all travelsheds intersect with both a planned pedestrian route type and a planned bicycle facility, indicating comprehensive coverage. The highest concentration of connectivity occurs within the City’s downtown area and along Hacienda Avenue, where transit service is the most robust.

The planned pedestrian and bicycle networks support reliable and convenient first-/last-mile connections, making it easier for people to walk or bike to transit. This approach enhances overall accessibility, expands travel choices, and strengthens the role of transit within the City’s multimodal transportation system.

Planned pedestrian and bicycle facilities by transit stop quartermile travelsheds can be found in Appendix E.

Active Transportation Plan 104
Item Number: 2.

Figure 4.5
Planned Pedestrian Route Types and Quarter-mile Travelshed from Transit Stop Source: CR Associates (2026)
0 ²
1 Mile
Dillon Rd
§¨¦10
·}62
·}111
Palm Springs
Cathedral
City
Unincorporated
Riverside County
Unincorporated
Riverside County
Indian Canyon Dr
Pierson Bl
Palm Dr
Hacienda Av
Mountain View Rd
Long Canyon Rd
Mission Lakes Bl
20th Av
Varner Rd
Worsley Rd
Karen Av
15th Av
Little Morongo Rd
Two Bunch Palms Trail
Pedestrian Route
Types
District
Corridor
Connector
Neighborhood
Ancillary
Transit Stop
Quartermile
Travelshed from
Transit Stop
Park
School
Desert Hot Springs
105 Desert Hot Springs Item Number: 2. Page 2226 of 2902 Figure 4.6
Planned Bicycle Network and Quarter-mile Travelshed from Transit Stops Source: CR Associates (2026)
0 ²
1 Mile
Dillon Rd
§¨¦10
·}62
·}111
Palm Springs
Cathedral
City
Unincorporated
Riverside County
Unincorporated
Riverside County
Indian Canyon Dr
Pierson Bl
Palm Dr
Hacienda Av
Mountain View Rd
Long Canyon Rd
Mission Lakes Bl
20th Av
Varner Rd
Worsley Rd
Karen Av
15th Av
Little Morongo Rd
Two Bunch Palms Trail
Bike Network
Recommendation
Class I - Bike Path
Class II - Bike Lane
Class II - Buffered
Bike Lane
Class III - Bike
Route
Class IV - Cycle
Track
Transit Stop
Quartermile
Travelshed from
Transit Stop
Park
School
Desert Hot Springs
Active Transportation Plan 106
Item Number: 2.

4.5 SUPPORTING PROGRAMS
The following supporting program recommendations are intended to supplement pedestrian and bicycle infrastructure and advance the ATP goals. Successful implementation will require coordination among City departments, local schools and the district, community organizations, and regional partners. The City can initiate early actions through quick-start efforts, such as safety education campaigns and Safe Routes to School programs, while identifying longer-term opportunities for funding, partnerships, and program expansion.

Table 4.2 documents community input on the potential supporting program topics, as collected through two pop-up workshops and a survey during the second phase of public outreach. Participating community members demonstrated broad interest in all topics, with relatively greater support indicated for programs intended to encourage walking and bicycling trips through community events and targeted safety campaigns for specific populations.

Transportation planning and traffic safety initiatives often rely on strategies grouped around the six “E’s”: engineering, education, enforcement, encouragement, evaluation, and equity.

Engineering focuses on designing and implementing infrastructure that is both safe and accessible. Equity is incorporated through planning processes that ensure decisions and outcomes reflect the needs of all community members, particularly underserved groups. Evaluation includes reviewing data and activities to measure how well plans, policies, infrastructure improvements, and related programs achieve their intended goals. The remaining E’s (education, enforcement, and encouragement) are largely addressed through supporting programs.

Supporting programs can help educate people on safe behaviors, encourage people to ride bikes or walk, deter risky behaviors, and support future active transportation projects. A variety of potential supporting program topics and categories were shared with community members to better understand needs. The programs were organized into the following four-interrelated categories:
► Safe Routes Programs
► Encouragement Programs
I strongly encourage the addition of sidewalks
to improve pedestrian safety as residents and
visitors currently have to walk on the road or dirt.”
► Education Programs
► Enforcement Programs
107 Desert Hot Springs Item Number: 2. Page 2228 of 2902 Table 4.2
Community Input on Supporting Program Topics
Priority Categories Program Topic Total
Safe Routes Program
Schools and Students 29
Transit 21
Seniors 15
Total 65
Encouragement and
Promotions
Community Events 30
Bike to Work Day/Month 7
Bicycle/Accessory Giveaways 8
Total 45
Education
Safe Riding Practices 12
E-bike Safety 9
Changeable Message Signs 8
Total 29
Enforcement
Posted Speed Limits 18
Improper Crossing
Enforcement 14
Kids Wearing Helmets 10
Total 42

4.5.1 Safe Routes Programs
Safe Routes to School (SRTS) is a national movement that aims to make it safer and easier for students to walk and bike to school, and to incorporate physical activity into students’ daily routines.

SRTS programs typically include educational, encouragement, and engineering related components.
► Education activities are intended to teach students, teachers, and families about safe walking and biking behaviors, and the health benefits associated with these forms of physical activity. ► Encouragement activities serve to get more students to travel via walking or bicycling to/from school. They are intended to be fun activities that engage a variety of audiences and can vary in scale, complexity, location, and duration.
► Engineering or policy actions can supplement the education and encouragement activities to improve safety through
infrastructure enhancements around schools.

The Safe Routes to School National Partnership provides resources for planning and conducting Safe Routes to School programs.

Program planning and development should consider and
involve the entities that will play a role in implementation, such as the school district, schools, parent teacher associations, City departments, advocacy groups, and law enforcement.

Active Transportation Plan 108
Item Number: 2.

4.5.2 Encouragement Programs
Encouragement programs serve to inspire more people to walk or bike through fun and inviting activities. Programs typically encourage walking and bicycling within a specific time period/ location or help reduce barriers. The Encouragement and Promotions program category received the second highest amount of community support, largely focused on Community Events, the most widely supported individual program topic.

COMMUNITY EVENTS
The City should explore opportunities to host more community events such as guided neighborhood tours, bike trail community rides, and open street events like Desert Nights on the Blvd. events should be advertised well in advance to maximize visibility. Sponsors should be considered to help fund and further publicize activities.

Guided community bike rides or walks provide opportunities for community members to socialize and exercise together.

Open street events are hosted by closing designated sections of roadways to cars for a set number of hours and opens the streets up to people walking and riding bicycles, scooters, wheelchairs and other active transportation modes.

BIKE TO WORK DAY/MONTH
The Bike to Work Day/Month event received relatively low support, however, it is an example of a community event that is prevalent throughout the nation and Southern California with demonstrated success at increasing bicycling, even if for just one day. Bike to Work Day and National Bike Month are nationally recognized annual events that are hosted locally to promote bicycling as an option for commuting to work, school, and for other daily trips.

This is a good opportunity to raise the visibility of cycling, give away safety equipment, and partner with local community groups and businesses to foster bicycling as a form of transportation.

Businesses or groups can sponsor “pit stops” where participants can stop for refreshments and other giveaways, helping to make participation more of an event.

BICYCLE/ACCESS GIVE-AWAYS
While give-away programs also received relatively low community support individually, they are referenced here as options to publicize and encourage participation in programmed community events which had broad support. Bicycle and accessory giveaway programs are an effective way to expand access to safe and reliable transportation, particularly for community members who may not have the resources to purchase their own equipment.

These programs can include the distribution of helmets, lights, reflective gear, and locks, helping ensure that riders are wellequipped for safe travel. Giveaways may be coordinated through community events, schools, or local organizations.
109 Desert Hot Springs Item Number: 2. Page 2230 of 2902

E-BIKE SAFETY
Electric bikes have grown in popularity in recent years, enabling bicyclists of all ages and abilities to ride further and faster, while overcoming terrain and distance barriers. With this growth, promoting e-bike safety has become an essential part of ensuring safe and responsible riding within the community. E-bikes create new safety concerns due to their higher speeds, fast acceleration, and heavier weight which can degrade handling.

4.5.4 Enforcement Programs
Enforcement programs often include participation from local law enforcement with a focus on targeted enforcement of traffic safety laws like speed limits, parking regulations, and safe roadway behavior from all users. Enforcement can also come in the form of education and awareness in lieu of citations. As resources permit, the City should coordinate with the Desert Hot Springs Police Department and Riverside County Sheriff’s Department to conduct enforcement efforts related to:
► Pedestrian Crossing Behavior
► Motorist Behavior
► Safe Walking, Riding, and Driving in School Zones
► Riding Against Traffic
► Failure to Yield at Crosswalks

4.5.3 Education Programs
Education programs are intended to improve safety for all roadway users by providing information on how to use facilities correctly and predictably, the rules of the road, and benefits associated with walking and biking. Programs can cover a wide variety of topics to address community interests and needs, pressing safety concerns, and infrastructure changes.

CHANGEABLE MESSAGE SIGNS
Changeable message signs can be used to deliver messages that encourage safe behavior and raise awareness. The sign placement and message topics can target location-specific issues and pressing safety concerns, reinforce standard rules of the road, or raise awareness. Topics may be coordinated with first responders, schools and the school district, transit operators, and various City departments.

SAFE RIDING PRACTICES
Promoting safe riding practices is a key strategy for improving roadway safety. Educational campaigns can teach cyclists about proper helmet use, signaling turns, how to stay visible, adherence to traffic laws, and how to ride predictably. These initiatives may be implemented through community workshops, school programs, and outreach events, encouraging both new and experienced riders to adopt safer habits. Promoting consistent, informed riding behaviors is a proven technique to help reduce crashes and improve safety for all roadway users.

We need bike facilities in areas where there
is less traffic and high speeds or that connect
smaller areas like parks instead of main streets.”
Active Transportation Plan 110
Item Number: 2.

05 Prioritization &
Implementation
111 Desert Hot Springs Item Number: 2. Page 2232 of 2902 Implementation refers to the process of turning the recommendations from the previous chapter into actions. This concluding chapter discusses the process used to rank network segments to inform potential project phasing, provides project sheets for the highest ranking segments, identifies funding sources to consider, and resources to aid in project design. To support post-implementation phases, information related to infrastructure maintenance and monitoring is also provided.

Active Transportation Plan 112
Item Number: 2.

5.1 PRIORITIZATION PROCESS
Community input informed the prioritization methodology. Draft prioritization inputs were shared with community members for consideration through an interactive board activity at popup events held at the October 4, 2025, American Youth Soccer Organization (AYSO) Opening Day and the October 25, 2025, Desert Nights on the BLVD event. Community members were provided with a list of topics and asked to identify their top three priorities when considering future active transportation projects. Figure 5.1 summarizes the public engagement results, with the Safety, Parks & Recreation, and Arts & Culture receiving the most support.

A prioritization process was developed to guide implementation of the planned pedestrian and bicycle networks. The process involved separating network recommendations into project segments and conducting a series of technical assessments to identify where improvements may provide the greatest benefits to active transportation users, due to collision history, connections to key land uses, potential demand, and the need for enhanced comfort. The intent was to identify projects that will provide the greatest benefits for people walking and bicycling, while also aligning with common competitive grant funding opportunities. Programmatic recommendations were excluded from prioritization.
113 Desert Hot Springs Item Number: 2. Page 2234 of 2902 WHAT ARE YOUR TOP 3 PRIORITIES?
60 50
40 30
20 10
0 54
45 31
26 22 22 20 16 13 12 8 8
Safety
Parks and Recreation
Arts and Culture
Employment
Commercial and Services
Transit
Housing
Schools
Neighboring Communities
Comfort
Grant Competitiveness
Ease of Implementation
Figure 5.1Community Ranking of Prioritization Inputs
Table 5.1, on the following
pages, presents the proposed
prioritization inputs, including brief
descriptions and the proposed
approach to operationalize and
score each input. The associated
ranges for the individual input
point values were influenced
by the feedback received from
community members.

Active Transportation Plan 114
Item Number: 2.

Table 5.1
Proposed Prioritization Inputs and Point Values
Prioritization Input Point Value
Safety (Collisions): This criterion assigns a point value between zero and nine, based on five years of bicycle and pedestrian collision data (January 2019 – December 2023). The score reflects both the collision frequency and severity, with more points awarded to locations with reported severe or fatal collisions and/or higher collisions per mile. > One or more severe or fatal collisions reported along the segment = 9 points > 2.29 – 12.0 collisions/mile = 6 points
> 0.67 – 2.0 collisions/mile = 3 points
> No collisions = 0 points
0 – 9
Parks and Recreation: The number of parks and recreation centers located within a quarter mile of each segment were identified. The more parks and recreation centers present within the segment vicinity, the more points were awarded. > 3 parks and/or recreation centers present = 6 points
> 2 parks and/or recreation centers present = 4 points
> 1 park or recreation center present = 2 points
> No parks and recreation centers present = 0 points
0 – 6
Arts, Culture, and Civic Facilities: The number of arts, culture, and civic facilities located within a quarter mile of the segment were identified. These include City of Desert Hot Springs, Carl May Community Center, Riverside County Department of Public Services, Desert Hot Springs Library, and Cabot’s Pablo Museum. The more facilities present within the segment vicinity, the more points were awarded.
> 3 facilities present = 6 points
> 2 facilities present = 4 points
> 1 facility present = 2 points
> No facilities present = 0 points
0 – 6
Employment: This criterion assigns a point value ranging from zero to six, based on the employment density within the vicinity of each segment. More points are awarded for areas with higher employment density. > Highest average employment density range (0.313 – 0.579 jobs/acre) = 3 points > Second highest average employment density range (0.195 – 0.311 jobs/acre) = 2 points > Third highest average employment density range (0.055 – 0.179 jobs/acre) = 1 point > Lowest average employment density range (0.001 – 0.031 jobs/acre) = 0 points 0 – 3
115 Desert Hot Springs Item Number: 2. Page 2236 of 2902 Prioritization Input Point Value
Commercial and Retail Services: This criterion measures the number of commercial/retail jobs located within a quarter mile of each segment. The number of retail trade sector jobs (NAICS 44–45) was derived from LEHD OnTheMap data. Segments with greater retail job concentrations are awarded higher scores, reflecting relatively greater availability of commercial and retail services.

Projects are categorized into four tiers based on the estimated number of retail trade jobs:
> Highest retail job concentration (70 - 272 jobs) = 3 points > Medium retail job concentration (12 - 62 jobs) = 2 points > Low retail job concentration (1 – 11 jobs) = 1 point
> No retail trade jobs = 0 points
0 – 3
Transit: The number of SunLine bus stops and school bus stops located within a quarter mile of each segment were identified.

The more bus stops present, the more points were awarded. > 6 – 9 bus stops present = 3 points
> 3 – 5 bus stops present = 2 points
> 1 – 2 bus stops present = 1 point
> No bus stops present = 0 points
0 – 3
Population: This criterion assigns a point value ranging from zero to three, based on the number of the surrounding population density. Areas with higher population density are awarded more points. > Highest average population density (8.52 – 15.6 persons/acre) = 3 points > Second highest average population density (4.79 – 8.50 persons/acre) = 2 points > Third highest average population density (1.41 – 4.36 persons/acre) = 1 point > Lowest average population density (0.043 – 0.903 persons/acre) = 0 points 0 – 3
Schools: The number of schools located within a quarter mile of each segment were identified. The more schools present, the more points were awarded.
> 2 schools present = 3 points
> 1 school present = 2 points
> No school present = 0 points
0 – 3
Active Transportation Plan 116
Item Number: 2.

Prioritization Input Point Value
Comfort (Posted Speed): This criterion assigns a point value ranging from zero to three, based on the roadway’s posted speed limit. More points are assigned for higher posted speeds with the intent of emphasizing segments where comfort is relatively lower for bicyclists and pedestrians.
> Greater than 35 mph = 3 points
> 35 mph = 2 points
> 30 mph = 1 point
> Less than or equal to 25 mph = 0 points
Note: For Class I projects, the posted speed limit of the parallel street was used to determine the values. 0 – 3
Staff Input: City of Desert Hot Springs staff have unique knowledge of community needs, infrastructure, growth patterns, and direction from City Council. This input enables City staff to award points based on projects/segments that best align with City goals and objectives.
> Staff input points = 4
> No staff input points = 0
0 – 4
TOTAL POINTS AVAILABLE: 43
117 Desert Hot Springs Item Number: 2. Page 2238 of 2902

NETWORK SEGMENT IDENTIFICATION
All roadways with facilities identified in the planned pedestrian and bicycle networks were identified and separated into segments, generally using intersecting Mobility Element roadways to define limits. This approach resulted in 116 segments, each approximately one-half mile to one mile in length. Figure 5.2 identifies the limits of the prioritization segments. Each segment was then scored for each prioritization input and then summed together, resulting in a final prioritization score for each segment.

SIDEWALK INFILL AREA IDENTIFICATION
Sidewalk infill areas were identified to systematically locate and address gaps in the pedestrian network, focusing on areas with missing sidewalks. The missing sidewalks form the basis for identifying sidewalk infill needs within each area. Sidewalk infill areas were delineated as polygons representing geographic areas with missing sidewalk infrastructure.

Area boundaries were defined by using the bicycle and
pedestrian network prioritization segments as borders of the polygons. Additional considerations used to define project area extents included physical features and barriers, such as flood control channels as well as major roadways that create logical boundaries between areas. As a result, most project areas are rectangular in nature and are generally between approximately one-half mile to one mile in length and width.

Figure 5.3 identifies the sidewalk infill areas utilized in the prioritization process. Each area was then scored for each prioritization inputs in Table 5.1 and then summed together, resulting in a final prioritization score for each sidewalk infill area. While the prioritization inputs and associated point ranges remain unchanged from the segment prioritization, the category breaks and scoring thresholds were adjusted to reflect the areabased nature of sidewalk infill projects rather than linear network segments. Specifically, category breaks and scoring thresholds were recalibrated to reflect project areas rather than individual roadway segments. The breaks in input point values were determined with the intent of creating four categories made up of roughly the same number of project areas.

Active Transportation Plan 118
Item Number: 2.

Figure 5.2
Prioritization Project Segments
Source: CR Associates (2026)
7 1 2
8 3
9 30
33 73
48 4
38 35
37 36
32 39
5 40
75 72
43 6
47 49
115
66 31
42 74
52 10
98 11
83 96
26 18
25 34
53 65
90 116
29 23
91 82
89 28
92 88
63 24
45 44 46
57 13
94 17
15 69
85 56
77 62
27 41
70 59
54 67
81 61
71 99
80 21
100
84 86
51 22
55 12
76 58
95 68
14 50
16 97
110
103
113
109
105
101
106
108
104
102
79 114
111
87 93
107
78 112
²
0 1 Mile
Dillon Rd
§¨¦10
·}62
·}111
Palm Springs
Cathedral
City
Unincorporated
Riverside County
Unincorporated
Riverside County
Indian Canyon Dr
Pierson Bl
Palm Dr
Hacienda Av
Mountain View Rd
Long Canyon Rd
Mission Lakes Bl
20th Av
Varner Rd
Worsley Rd
Karen Av
15th Av
Little Morongo Rd
Two Bunch Palms Trail
Prioritization Project
Segments
Desert Hot Springs
64 Ironwood Dr
Flora Av
Desert
View Av
4th St
8th St
12th St
Verbena
Dr
Miracle
Hill Rd
West
Dr
Sonora
Dr
Mesquite Av
Cactus
Dr
119 Desert Hot Springs Item Number: 2. Page 2240 of 2902 Figure 5.3
Sidewalk Infill Project Areas
Source: CR Associates (2026)
1 2
8 38
9 40
37 19
4 10
34 36
30 25
3 7
20 27
11 31
5 24
39 6
26 16
23 21
28 29
15 22
33 17
13 14
32 18
35 12
12 ²
0 1 Mile
Dillon Rd
§¨¦10
·}62
·}111
Palm Springs
Cathedral
City
Unincorporated
Riverside County
Unincorporated
Riverside County
Indian Canyon Dr
Pierson Bl
Palm Dr
Hacienda Av
Mountain View Rd
Long Canyon Rd
Mission Lakes Bl
20th Av
Varner Rd
Worsley Rd
Karen Av
15th Av
Little Morongo Rd
Two Bunch Palms Trail
Sidewalk Infill Project Areas
Desert Hot Springs
Active Transportation Plan 120
Item Number: 2.

5.2 PRIORITIZATION RESULTS 5.3 PRIORITY PROJECT SHEETS
Figure 5.4 presents the prioritization results for each segment, while Figure 5.5 presents the prioritization results for each sidewalk infill area. Table 5.2 identifies the bicycle projects and pedestrian route types aligning with each of the ten highest scoring segments.

In some instances, more than one bicycle project and/or more than one pedestrian route type project fall within the prioritized segment extents.

Appendix E documents the individual prioritization score inputs and results for all segments and sidewalk infill areas.

The prioritization results are intended to guide implementation efforts and funding pursuits. The prioritization results represent a snapshot in time, reflecting the most current data available during the development of the Plan. While the prioritization results are intended to guide selection of which projects to implement, the actual determination of which project(s) to bring through design and construction will also be influenced by several other factors, including, but not limited to, new data (e.g., collisions), available budget, grant schedules and scoring criteria, direction from City Council, and consistency or alignment with other projects (e.g., roadway resurfacing).

Project sheets were developed for the ten highest scoring segments shown in Table 5.2. The project sheets are presented in the following pages, each consisting of a brief project narrative, map depicting project location within the City, conceptual image, and cost estimate. Cost estimates are provided as Appendix F. The cost estimates provide a breakdown of components for bicycle improvements, pedestrian improvements, and roadway modifications to bring each segment to its respective Mobility Element classification buildout conditions. The cost estimates also include a cost per linear foot to aid in estimating project lengths that extend beyond the segments.

The information presented in the project sheets is intended to serve as inspiration and reference for potential design options.

Should implementation be pursued, specific features will be determined at the project level and may require subsequent study. For example, conducting traffic analyses of anticipated future conditions that account for foreseeable future development projects will provide the best understanding of forecast roadway and intersection operational needs. Additionally, project specific public engagement may be considered to provide community members the opportunity to view and comment on design
components. Conducting project level analysis and engagement will aid in the development of improvements that maintain vehicular operations, improve multimodal mobility, and have the support of the community.
121 Desert Hot Springs Item Number: 2. Page 2242 of 2902 Figure 5.4
Prioritization Results – Segments
Source: CR Associates (2025)
7 1 2
8 3
9 30
33 73
48 4
38 35
37 36
32 39
5 40
75 72
43 6
47 49
115
66 31
42 74
52 10
98 11
83 96
26 18
25 34
53 65
90 116
29 23
91 82
89 28
92 88
63 24
45 44 46
57 13
94 17
15 69
85 56
77 62
27 41
70 59
54 67
81 61
71 99
80 21
100
84 86
51 22
55 12
76 58
95 68
14 50
16 97
110
103
113
109
105
101
106
108
104
102
79 114
111
87 93
107
78 112
²
0 1 Mile
Dillon Rd
§¨¦10
·}62
·}111
Palm Springs
Cathedral
City
Unincorporated
Riverside County
Unincorporated
Riverside County
Indian Canyon Dr
Pierson Bl
Palm Dr
Hacienda Av
Mountain View Rd
Long Canyon Rd
Mission Lakes Bl
20th Av
Varner Rd
Worsley Rd
Karen Av
15th Av
Little Morongo Rd
Two Bunch Palms Trail
Prioritization Results
23 - 27 (Ranks 1-10)
18 - 22 (Ranks 11-22)
13 - 17 (Ranks 22-48)
6 - 12 (Ranks 48-78)
0 - 5 (Ranks 78-110)
Desert Hot Springs
64 Ironwood Dr
Flora Av
Desert
View Av
4th St
8th St
12th St
Verbena
Dr
Miracle
Hill Rd
West
Dr
Sonora
Dr
Mesquite Av
Cactus
Dr
Active Transportation Plan 122
Item Number: 2.

Table 5.2
Planned Bicycle Facility & Pedestrian Route Types within the Top 10 Prioritized Segments Rank Total Points Segment ID & Extents Mode Bicycle Classification(s)/ Pedestrian Route Type(s) Bicycle Facility & Pedestrian Route Extents 1 27 ID 11: Pierson Blvd from
Cholla Dr to Palm Dr
Bicycle
Bicycle
Pedestrian
Pedestrian
Class IV Cycle Track
Class II Bike Lane
Corridor
District
Pierson Boulevard from Sierra Boulevard to West Drive
Pierson Boulevard from West Drive to Verbena Drive
Pierson Boulevard from Golden Eagle Way to West Drive
Pierson Boulevard from West Drive to Verbena Drive
2 24 ID 15: 8th St from West
Drive to Palm Dr
Bicycle
Pedestrian
Class III Bike Route
Corridor
8th Street from Cholla Drive to Verbena Drive
8th Street from West Drive to Palm Drive
3 24
ID 67: Palm Dr from
Mission Lakes Blvd to
8th St
Bicycle
Pedestrian
Class IV Cycle Track
Corridor
Palm Drive from Mission Lakes Boulevard to Pierson Boulevard Palm Drive from Mission Lakes Boulevard to 8th Street
4 24
ID 69: Palm Dr from
Pierson Blvd to
Hacienda Avenue
Bicycle
Pedestrian
Class II – Buffered Bike Lane
District
Palm Drive from Pierson Boulevard to Ironwood Drive
Palm Drive from 8th Street to Hacienda Avenue
5 23
ID 64: Flood Channel
(Santa Cruz Road) from
Mission Lakes Blvd to
West Dr
Bicycle
Pedestrian
Class I Bike Path
Ancillary
Flood Channel, parallel to Santa Cruz Road, from Mission Lakes Boulevard to West Drive
6 23 ID 101: Ironwood Dr from
Palm Dr to Verbena Dr
Bicycle
Pedestrian
Class III Bike Route
Neighborhood
Ironwood Drive from Cholla Drive to Verbena Drive
Ironwood Drive from Palm Drive to Verbena Drive
7 23 ID 107: Ocotillo Rd from
Palm Dr to 8th St
Bicycle
Pedestrian
Class III Bike Route
Neighborhood
Ocotillo Road from Palm Drive to Two Bunch Palms Trail
Ocotillo Road from Palm Drive to 8th Street
8 23 ID 5: Mission Lakes Blvd
from West Dr to Palm Dr
Bicycle
Pedestrian
Class IV Cycle Track
Connector
Mission Lakes Boulevard from Worsley Road to Verbena Drive Mission Lakes Boulevard from SR-62 to Valencia Drive
9 23
ID 26: Two Bunch Palms
Trail from Cholla Dr to
Palm Dr
Bicycle
Pedestrian
Pedestrian
Class IV Cycle Track
Connector
Corridor
Two Bunch Palms Trail from Little Morongo Road to Miracle Hill Road
Two Bunch Palms Trail from Little Morongo Road to West Drive Two Bunch Palms Trail from West Drive to Miracle Hill Road 10 23 ID 94: 12th St
from West Dr to Palm Dr
Bicycle
Pedestrian
Class III Bike Route
Corridor
12th Street from Avalon Place to Verbena Drive
12th Street from West Drive to Palm Drive
123 Desert Hot Springs Item Number: 2. Page 2244 of 2902 Figure 5.5
Prioritization Results – Sidewalk Infill Areas
Source: CR Associates (2025)
1 2
8 38
9 40
37 19
4 10
34 36
30 25
3 7
20 27
11 31
5 24
39 6
26 16
23 21
28 29
15 22
33 17
13 14
32 18
35 12
12 ²
0 1 Mile
Dillon Rd
§¨¦10
·}62
·}111
Palm Springs
Cathedral
City
Unincorporated
Riverside County
Unincorporated
Riverside County
Indian Canyon Dr
Pierson Bl
Palm Dr
Hacienda Av
Mountain View Rd
Long Canyon Rd
Mission Lakes Bl
20th Av
Varner Rd
Worsley Rd
Karen Av
15th Av
Little Morongo Rd
Two Bunch Palms Trail
Sidewalk Infill Project Area
Prioritization Results
25 - 30
18 - 24
11 - 17
7 - 10
3 - 6
Desert Hot Springs
Active Transportation Plan 124
Item Number: 2.

Segment 11: Pierson Boulevard
The segment extents are along Pierson Boulevard from Cholla Drive to Palm Drive. The following planned facilities are within this segment:

Class IV cycle tracks from Sierra Boulevard to West Drive Class II bike lanes and district pedestrian route type from West Drive to Verbena Drive
Corridor pedestrian route type from Golden Eagle Way/
Atlantic Avenue to West Drive
This segment of Pierson Boulevard is an east-west corridor fronted by City Hall, Desert Hot Spring High School, and commercial uses in the downtown area. Pierson Boulevard is classified as a Primary II road from the western city boundary to Palm Drive. Multiple planned bicycle facilities connect to this segment including planned Class IV cycle tracks along Palm Drive. Bus routes 2, 3 and 5 run along this segment.

The existing street will be widened by approximately 10’ according to the General Plan classification with 110’ right of way to implement 22’ raised median (including 11’ turn pockets), 12’ travel lanes, 5’ bike lanes and 3’ buffer with physical separation. Existing sidewalk, curb, and gutter will be replaced with an 8’ sidewalk with curb, gutter, and 4’ landscape buffer, where not yet implemented. An alternative approach to implementing the facilities within the existing 100’ right of way could be to maintain the existing 11’ raised median, rather than widening to the 22’ width as identified in the General Plan Primary II classification standard.

TYPICAL CROSS-SECTION
125 Desert Hot Springs Item Number: 2. Page 2246 of 2902

PIERSON BLVD PROPOSED R/W R/W

RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS
12'
12'
22'
12'
12'
3' 5'
5' 3'
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

EXISTING R/W

PROPOSED R/W
110'

PIERSON BLVD
11'

EXISTING R/W

PROPOSED R/W

RAISED MEDIAN RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
8'
4'
8'
4'
9'

EXISTING R/W

PROPOSED R/W

BUS STOP

PIERSON BLVD
3/20/2026
Sheet 1 of 1 N MATCHLINE

SEE BELOW LEFT

MATCHLINE

SEE ABOVE RIGHT
ID11

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

PIERSON BLVD
R/W
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

PROPOSED R/W

PIERSON BLVD

PROPOSED R/W

RAISED MEDIAN R

LANDSCAPE BUFF

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'

EXISTING R/W

PROPOSED R/W

MATCHLINE

SEE ABOVE RIGHT

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

PIERSON BLVD PROPOSED R/W R/W

RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS
12'
12'
22'
12'
12'
3' 5'
5' 3'
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

EXISTING R/W

PROPOSED R/W
110'

PIERSON BLVD
11'

EXISTING R/W

PROPOSED R/W

RAISED MEDIAN RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
9'

TING R/W

PROPOSED R/W

BUS STOP

PIERSON BLVD
3/20/2026
Sheet 1 of 1 N MATCHLINE

SEE BELOW LEFT
ID11

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

CONCEPTUAL PLAN VIEW
Active Transportation Plan 126
Item Number: 2.

Segment 15: 8th Street
The segment extents are along 8th Street from West Drive to Palm Drive. The following planned facilities are within this segment:

Class III bike route from Cholla Drive to Verbena Drive Corridor pedestrian route type from West Drive to Palm
Drive
8th Street connects local residential neighborhoods to Wardman Park and commercial and retail destinations at Palm Drive. 8th Street is classified as Collector road. Multiple planned bicycle facilities connect to this segment including the planned Class I bike path along the channel parallel to Santa Cruz Road and Class IV cycle tracks along Palm Drive. This segment also connects to bus route 2 on each end.

To achieve the General Plan buildout classification, the existing street will be widened to the south by approximately 14’ to match existing width near Palm Drive and implement 12’ shared lane, 12’ center left turn lane, and 8’ on-street parking. No additional right of way needs to be acquired. The existing 6’ sidewalk, curb, and gutter on the north side of 8th Street between Cactus Drive and Palm Drive are assumed to be retained outside of curb extensions. New 6’ sidewalk will be added where not existing. Wider sidewalks may be considered at the project level consistent with the Corridor classification. As an interim improvement, the Class III bike route may be implemented within the existing roadway without widening; however, this would not match the adjacent segment width. TYPICAL CROSS-SECTION
127 Desert Hot Springs Item Number: 2. Page 2248 of 2902

PIERSON BLVD
R/W
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

PROPOSED R/W

PIERSON BLVD

PROPOSED R/W

RAISED MEDIAN R

LANDSCAPE BUFF

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'

EXISTING R/W

PROPOSED R/W

MATCHLINE

SEE ABOVE RIGHT

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

PIERSON BLVD PROPOSED R/W R/W

RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS
12'
12'
22'
12'
12'
3' 5'
5' 3'
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

EXISTING R/W

PROPOSED R/W
110'

PIERSON BLVD
11'

EXISTING R/W

PROPOSED R/W

RAISED MEDIAN RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
9'

TING R/W

PROPOSED R/W

BUS STOP

PIERSON BLVD
3/20/2026
Sheet 1 of 1 N MATCHLINE

SEE BELOW LEFT
ID11

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

CONCEPTUAL PLAN VIEW
8'
12'
12'
12'
8'
6'
(6') 6'
8'
12'
12'
12'
8'
6'
6'
8'
12'
12'
12'
8'
6'
R/W
R/W

R/W R/W
R/W

CLASS III BIKE ROUTE

ON-STREET PARKING
8TH ST

CURB EXTENSIONS
(6')
80'
80'

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS
8'
12'
12'
12'
8'
R/W
R/W

CLASS III BIKE ROUTE

ON-STREET PARKING
6'
(6')
(6')
20'
12'
12'
12'
8'
6'
R/W 8TH ST
DWY
84'
80'
R/W

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS
8TH ST
3/23/2026
Sheet 1 of 1 N MATCHLINE

SEE BELOW LEFT

MATCHLINE

SEE ABOVE RIGHT
ID15 0' 40' 80'
SCALE 1" = 40'

CACTUS DR

MIGUEL RD

PABLO RD
SAN
SAN
Active Transportation Plan 128
Item Number: 2.

Segment 67: Palm Drive
The segment extents are along Palm Drive from Mission Lakes Boulevard to 8th Street. The following planned facilities are within this segment:

Class IV cycle tracks from Mission Lakes Boulevard to
Pierson Boulevard and Ironwood Drive to I-10
Corridor pedestrian route type from Mission Lakes
Boulevard to 8th Street and Hacienda Avenue to I-10
Palm Drive is one of the primary access points into Desert Hot Springs.

It is a north-south commercial corridor with several key destinations, offering connections to community facilities, schools, parks, trails, and cultural sites. This segment of Palm Drive is classified as a Secondary II road. Multiple planned bicycle facilities connect to this segment including planned Class IV cycle tracks along Mission Lakes Boulevard.

Bus route 2 runs along this segment.

Existing travel lanes will be narrowed to 10.5’ to implement 10’ center left turn lane, 5’ bike lane and 3’ buffer with physical separation. No additional right of way needs to be acquired. Existing 8’ on-street parking will be retained between the bike facility and travel lane.

Existing 5’ to 6’ sidewalk, curb, and gutter are assumed to be retained outside of curb extensions. Wider sidewalks may be considered at the project level consistent with the Corridor classification.

TYPICAL CROSS-SECTION
129 Desert Hot Springs Item Number: 2. Page 2250 of 2902

PIERSON BLVD
R/W
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

PROPOSED R/W

PIERSON BLVD

PROPOSED R/W

RAISED MEDIAN R

LANDSCAPE BUFF

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'

EXISTING R/W

PROPOSED R/W

MATCHLINE

SEE ABOVE RIGHT

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

EXISTING R/W

RAISED MEDIAN

FLEXIBLE BOLLARDS

STRIPED BUFFER AND

CLASS IV BIKE LANES WITH
12'12'
22'
12 3' 5'
8'
4'

PROPOSED R/W

PIERSON BLVD
3/20/2026
Sheet 1 of 1 N
ID11

VIA REAL
0' 40' 80'
SCALE 1" = 40'

CONCEPTUAL PLAN VIEW

PALM DR
100'

GREEN CONFLICT

R/W PAINT AT DRIVEWAYS R/W
R/W
R/W
R/W
R/W

PARKING PROTECTED

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS

10.5'
8'
5'
10'

10.5'
8'
5'
3'
3'

10.5'
8'
5'
10'

10.5'
8'
5'
3'
3'

10.5'
8'
5'
10'

10.5'
8'
5'
3'
3'

ON-STREET

PARKING
100'
(6') (5') (6')
(7')
(5')
(6') (6')

PALM DR
100'
100'

10.5'
8'
5'
10'
(7')
(6')

10.5'
8'
5'
3'
(8')
(6')
3'

10.5'
8'
5'
10'

10.5'
8'
5' 3'
3'
R/W

PARKING PROTECTED

CLASS IV BIKE LANES

WITH STRIPED BUFFER

AND FLEXIBLE BOLLARDS
R/W

R/W R/W R/W

ON-STREET BUS STOP

PARKING

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

GREEN CONFLICT AT INTERSECTIONS

PAINT AT DRIVEWAYS
(6')
(7')
(5')
11'
5'
3/27/2026
Sheet 1 of 1
N

MATCHLINE

SEE BELOW LEFT

MATCHLINE

SEE ABOVE RIGHT
0' 40' 80'
SCALE 1" = 40'

PALM DR
ID67
12TH ST

SAN DIEGO
DR

SAN MARCUS
RD
SAN

JUAN RD

OCOTILLO RD
DWY
Active Transportation Plan 130
Item Number: 2.

Segment 69: Palm Drive
The segment extents are along Palm Drive from Pierson
Boulevard to Hacienda Avenue. The following planned
facilities are within this segment:

Class II buffered bike lanes from Pierson Boulevard to
Ironwood Drive
District pedestrian route type from 8th Street to Hacienda Avenue
Palm Drive is a major north-south commercial corridor for the city with several key destinations along this corridor, including community facilities, schools, parks, trails, cultural sites, and Desert Hot Springs City Hall. This segment of Palm Drive is classified as a Secondary I road. Bus routes 2, 3, and 5 run along this segment.

A 10’ raised median will be added where not existing. No additional right of way needs to be acquired. The inside travel lanes will be narrowed to 10.5’ and the outside travel lanes will be narrowed to 11’ to implement 5’ bike lane with 3’ painted buffer. The reduced travel lane width may help facilitate slower vehicular speeds, while the widened buffer will increase separation between bicycles and vehicles. Existing 15’ sidewalk, curb, and gutter are assumed to be retained outside of curb extensions and modifications at bus stops.

An alternative approach to the corridor could be to implement curb extensions, intersection improvements, and raised medians while maintaining the existing bike facilities and lane widths.

TYPICAL CROSS-SECTION
131 Desert Hot Springs Item Number: 2. Page 2252 of 2902

PIERSON BLVD
R/W
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

PROPOSED R/W

PIERSON BLVD

PROPOSED R/W

RAISED MEDIAN R

LANDSCAPE BUFF

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'

EXISTING R/W

PROPOSED R/W

MATCHLINE

SEE ABOVE RIGHT

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

EXISTING R/W

RAISED MEDIAN

FLEXIBLE BOLLARDS

STRIPED BUFFER AND

CLASS IV BIKE LANES WITH
12'12'
22'
12 3' 5'
8'
4'

PROPOSED R/W

PIERSON BLVD
3/20/2026
Sheet 1 of 1 N
ID11

VIA REAL
0' 40' 80'
SCALE 1" = 40'

CONCEPTUAL PLAN VIEW

PALM DR
100'
100'
5' 3'
(15')

RAISED MEDIAN

CLASS II BIKE LANES

WITH STRIPED BUFFER

BUS STOP

GREEN CONFLICT PAINT

AT DRIVEWAYS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS
R/W
TS
8'
(15')
(15')

R/W R/W
(10')
(5')
11'

10.5'
10'
11'
11'
15'

10.5'
11'

10.5'
10'
11'

10.5'
3'
5'
10'
11'

10.5'
8'
R/W
R/W
5' 3'
(15')
100'
100'

RAISED MEDIAN

CLASS II BIKE LANES

BUS STOP WITH STRIPED BUFFER

GREEN CONFLICT PAINT

AT DRIVEWAYS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS
R/W

BUS STOP
R/W
R/W
5' 3'
(15')
(15')
11'

10.5'
10'
11'
12'

10.5'
11'
11'
12'
11'

10.5'
10'
11'

10.5'
3'
5'
R/W
8'

PALM DR
3/31/2026
Sheet 1 of 1
N

MATCHLINE

SEE BELOW LEFT

MATCHLINE

SEE ABOVE RIGHT
ID69 0' 40' 80'
SCALE 1" = 40'
DESERT

VIEW AVE

CAHUILLA

VISTA AVE
BUENA
AVE

ESTRELLA
AVE
Active Transportation Plan 132
Item Number: 2.

Segment 64: Flood Channel
The segment is along the existing flood channel parallel to Santa Cruz Road from Mission Lakes Boulevard to West Drive.

A Class I bike path will be added along the west side of the flood control channel.

This segment connects residential neighborhoods, Veterans Park, and Wardman Park. This segment is completely separated from vehicular traffic and connects to multiple planned bicycle facilities including Class IV tracks along Mission Lakes Boulevard and Class I paths along the adjoining flood channel that parallels Mission Lakes Boulevard and Yucca Drive to the east.

The Class I bike path is proposed to be 12’ wide with a minimum of 2’ wide shoulders on either side and fencing or other barrier between the path and channel. Crossing enhancements are proposed where the path intersects with 12th Street and Mission Lakes Boulevard. Signage should be considered to raise awareness of the path access points and direct users. This project will require coordination with the Riverside County Flood Control and Water Conservation District.

TYPICAL CROSS-SECTION
133 Desert Hot Springs Item Number: 2. Page 2254 of 2902

PIERSON BLVD
R/W
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

PROPOSED R/W

PIERSON BLVD

PROPOSED R/W

RAISED MEDIAN R

LANDSCAPE BUFF

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'

EXISTING R/W

PROPOSED R/W

MATCHLINE

SEE ABOVE RIGHT

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

PIERSON BLVD PROPOSED R/W R/W

RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS
12'
12'
22'
12'
12'
3' 5'
5' 3'
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

EXISTING R/W

PROPOSED R/W
110'

PIERSON BLVD
11'

EXISTING R/W

PROPOSED R/W

RAISED MEDIAN RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
9'

TING R/W

PROPOSED R/W

BUS STOP

PIERSON BLVD
3/20/2026
Sheet 1 of 1 N MATCHLINE

SEE BELOW LEFT
ID11

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

CONCEPTUAL PLAN VIEW
8TH ST

WEST DR
R/W
6'

CLASS I BIKE PATH
R/W

R/W R/W
6'
6'
2'
12TH ST SANTA

CRUZ RD
R/W
R/W
R/W
80'
8'
8'
17'
17'
8'
8'
R/W
R/W
8'
8'
17'
17'
8'
8'

MIDBLOCK CROSSING

WITH RRFB

CLASS I BIKE PATH

CLASS I BIKE PATH
28'
6' 6'
2'
2'
2' 6' 6' 2'

FLOOD CHANNEL
3/31/2026
Sheet 1 of 1 N
ID64 0' 40' 80'
SCALE 1" = 40'
DR
CACTUS
Active Transportation Plan 134
Item Number: 2.

Segment 101: Ironwood Drive
The segment extents are along Ironwood Drive from Palm
Drive to Verbena Drive. The following planned facilities are within this segment:

Class III bike route from Cholla Drive to Verbena Drive Neighborhood pedestrian route type from Palm Drive to
Verbena Drive
Ironwood Drive is a local east-west street that connects residential neighborhoods to mixed-use developments, retail, and commercial destinations. Multiple planned bicycle facilities connect to this segment including planned Class IV cycle tracks along Palm Drive. This segment also provides access to bus routes 2, 3, and 5 at Palm Drive.

The existing street will be widened by approximately 9’ to implement

17.5’ shared lanes and match the existing width east of Mesquite Avenue. No additional right of way needs to be acquired. Existing 8’ on-street parking will be retained. Existing 6’ sidewalk, curb, and gutter are assumed to be retained. New 6’ sidewalk, curb, and gutter will be added where not existing. An alternative approach could be to implement the Class III bike route without widening; however, this would not match the adjacent segment width. An additional consideration with widening could be to stripe the travel lanes at 11.5’ and provide 6’ bike lanes.

TYPICAL CROSS-SECTION
135 Desert Hot Springs Item Number: 2. Page 2256 of 2902

PIERSON BLVD
R/W
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

PROPOSED R/W

PIERSON BLVD

PROPOSED R/W

RAISED MEDIAN R

LANDSCAPE BUFF

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'

EXISTING R/W

PROPOSED R/W

MATCHLINE

SEE ABOVE RIGHT

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

PIERSON BLVD PROPOSED R/W R/W

RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS
12'
12'
22'
12'
12'
3' 5'
5' 3'
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

EXISTING R/W

PROPOSED R/W
110'

PIERSON BLVD
11'

EXISTING R/W

PROPOSED R/W

RAISED MEDIAN RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
9'

TING R/W

PROPOSED R/W

BUS STOP

PIERSON BLVD
3/20/2026
Sheet 1 of 1 N MATCHLINE

SEE BELOW LEFT
ID11

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

CONCEPTUAL PLAN VIEW

IRONWOOD DR
80'
6'
8'

17.5'

17.5'
8'
6'
R/W

ON-STREET PARKING

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

R/W R/W

R/W R/W
(6')
(6')
8'

17.5'

17.5'
8'
80'

CLASS III BIKE ROUTE
80'
6'
8'

17.5'

17.5'
8'
6'
R/W

CLASS III BIKE ROUTE
6'
8'

17.5'

17.5'
8'
6'
80'

ON-STREET PARKING
R/W
R/W
(6')

IRONWOOD DR
3/26/2026
Sheet 1 of 1 N MATCHLINE

SEE BELOW LEFT

MATCHLINE

SEE ABOVE RIGHT
ID101 0' 40' 80'
SCALE 1" = 40'

SARITA DR

OCOTILLO RD

MESQUITE AVE
Active Transportation Plan 136
Item Number: 2.

Segment 107: Ocotillo Road
The segment extents are along Ocotillo Road from Palm Drive to 8th Street. The following planned facilities are within this segment:

Class III bike route from Palm Drive to Two Bunch Palms Trail
Neighborhood pedestrian route type from Palm Drive to
8th Street
Ocotillo Road is a local street that connects residential neighborhoods to retail and commercial destinations. Multiple planned bicycle facilities connect to this segment including planned Class IV cycle tracks along Palm Drive.

The existing street will be widened by approximately 6’ to implement 12’ shared lanes and match the existing width south of 6th Street, where sidewalks, curb, and gutter are present along both sides. No additional right of way needs to be acquired. Existing 8’ on-street parking will be retained. New 6’ sidewalk, curb, and gutter will be added. As an interim improvement, the Class III bike route may be implemented within the existing roadway without widening; however, this would not match the segment width to the south.

TYPICAL CROSS-SECTION
137 Desert Hot Springs Item Number: 2. Page 2258 of 2902

PIERSON BLVD
R/W
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

PROPOSED R/W

PIERSON BLVD

PROPOSED R/W

RAISED MEDIAN R

LANDSCAPE BUFF

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'

EXISTING R/W

PROPOSED R/W

MATCHLINE

SEE ABOVE RIGHT

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

EXISTING R/W

RAISED MEDIAN

FLEXIBLE BOLLARDS

STRIPED BUFFER AND

CLASS IV BIKE LANES WITH
12'12'
22'
12 3' 5'
8'
4'

PROPOSED R/W

PIERSON BLVD
3/20/2026
Sheet 1 of 1 N
ID11

VIA REAL
0' 40' 80'
SCALE 1" = 40'

CONCEPTUAL PLAN VIEW

OCOTILLO RD
60'

R/W CLASS III BIKE ROUTE
6'
12'
6'
60'
6'
6'
6'
6'
R/W

R/W ON-STREET

PARKING
8'
12'
8'
12'
8'
12'
8'
12'
8'
12'
8'

OCOTILLO RD
12TH ST
60'
60'

CLASS III BIKE ROUTE R/W
6'
6'

R/W R/W
6'
6'
R/W
R/W
6'
6'

ON-STREET

PARKING

ON-STREET

PARKING
12'
8'
12'
8'
12'
8'
12'
8'
20'
8'
12'
8'
3/27/2026
Sheet 1 of 1
N

MATCHLINE

SEE BELOW LEFT

MATCHLINE

SEE ABOVE RIGHT

SAN LUIS RD
0' 40' 80'
SCALE 1" = 40'

OCOTILLO RD
ID107

SAN DIEGO DR
Active Transportation Plan 138
Item Number: 2.

Segment 5: Mission Lakes Boulevard
The segment extents are along Mission Lakes Boulevard from West Drive to Palm Drive. The following planned facilities are within this segment:

Class IV cycle tracks from Worsley Road to Verbena Drive Connector pedestrian route type from SR-62 to Valencia
Drive
This segment is an east-west corridor that connects residential neighborhoods to Veterans Park and commercial/retail destinations along Palm Drive. Mission Lakes Boulevard is classified as Collector road. Multiple planned bicycle facilities connect to this segment including planned Class IV cycle tracks along Palm Drive and a Class I bike path along the flood channels. Bus route 2 also runs along this segment.

West of Santa Cruz Road, the street will be restriped to implement 5’ bike lanes and 3’ buffers with physical separation. No additional right of way needs to be acquired. Existing 8’ on-street parking will be retained for parcels fronting Mission Lakes Boulevard. The on-street parking will be relocated between the bike facility and travel lane.

New 6’ sidewalk, curb, and gutter will be added along the south side, where not present. New 6’ sidewalk will be added along the north side while retaining existing curb and gutter, where needed.

TYPICAL CROSS-SECTION
139 Desert Hot Springs Item Number: 2. Page 2260 of 2902

PIERSON BLVD
R/W
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

PROPOSED R/W

PIERSON BLVD

PROPOSED R/W

RAISED MEDIAN R

LANDSCAPE BUFF

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'

EXISTING R/W

PROPOSED R/W

MATCHLINE

SEE ABOVE RIGHT

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

PIERSON BLVD PROPOSED R/W R/W

RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS
12'
12'
22'
12'
12'
3' 5'
5' 3'
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

EXISTING R/W

PROPOSED R/W
110'

PIERSON BLVD
11'

EXISTING R/W

PROPOSED R/W

RAISED MEDIAN RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
9'

TING R/W

PROPOSED R/W

BUS STOP

PIERSON BLVD
3/20/2026
Sheet 1 of 1 N MATCHLINE

SEE BELOW LEFT
ID11

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

CONCEPTUAL PLAN VIEW
7'
12'
12'
3' 5'
5'
6'
6'

MISSION LAKES BLVD
2'
3'
2' 6' 6' 2'
6'
6'
3'
8'
12'
12'
3' 5'
6'
5' 3'
6'
8'
2'
2' 6' 6' 2'
6' 2'
6' (6') (6')
6'
8'
3'
7'
7'
12'
12'
5'

PARKING PROTECTED

CLASS IV BIKE LANE

WITH STRIPED

BUFFER AND

FLEXIBLE BOLLARDS
R/W
R/W
R/W
R/W

R/W R/W

CLASS IV BIKE LANE

WITH STRIPED

BUFFER AND

FLEXIBLE BOLLARDS CLASS I BIKE PATH

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS CLASS I BIKE PATH ON-STREET

PARKING
12'
90'
90'

MISSION LAKES BLVD
8'
12'
6'
6' 2'
6'
6' 2'
2'
10'
12'
5' 3'
3'
7'
8'
5' 3'
3'
7'
12'
10'
12'
8' 8'
14'
11'
8'
3'
7'
7'
12'
12'
5'
(6') 6' 6'
7'

R/W R/W R/W

R/W R/W

PARKING PROTECTED

CLASS IV BIKE LANES

WITH STRIPED BUFFER

AND FLEXIBLE BOLLARDS
7'

CLASS I BIKE PATH ON-STREET PARKING
(6')

BUS STOP

EXISTING CURB
90'
7'
90'

MISSION LAKES BLVD
3/31/2026
Sheet 1 of 1 N MATCHLINE

SEE BELOW LEFT

MATCHLINE

SEE ABOVE RIGHT
ID5 0' 40' 80'
SCALE 1" = 40'
SANTA

CRUZ RD
VISTA

DEL VALLE

EL MIRADOR
BLVD
Active Transportation Plan 140
Item Number: 2.

Segment 26: Two Bunch Palms Trail
The segment extents are along Two Bunch Palms Trail from Cholla Drive to Palm Drive. The following planned facilities are within this segment:

Class IV cycle tracks from Little Morongo Road to Miracle Hill Road
Connector pedestrian route type from Little Morongo
Road to West Drive
Corridor pedestrian route type from West Drive to Miracle Hill Road
Two Bunch Palms Trail is an east-west corridor with several key destinations, including Two Bunch Palms Elementary School, the Post Office, and major commercial/retail centers at Palm Drive. This segment is classified as a Secondary II road. Multiple planned bicycle facilities connect to this segment including planned Class IV cycle tracks along Palm Drive. Bus route 3 runs along this segment.

The existing roadway width is sufficient to implement 5’ bike lanes and 3’ buffers with physical separation, and 12’ travel lanes. An 11’ raised median with left turn pockets will be added where not existing.

No additional right of way needs to be acquired. Existing sidewalk, curb, and gutter are assumed to be retained outside of curb ramp improvements and modifications at bus stops.

TYPICAL CROSS-SECTION
141 Desert Hot Springs Item Number: 2. Page 2262 of 2902

PIERSON BLVD
R/W
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

PROPOSED R/W

PIERSON BLVD

PROPOSED R/W

RAISED MEDIAN R

LANDSCAPE BUFF

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'

EXISTING R/W

PROPOSED R/W

MATCHLINE

SEE ABOVE RIGHT

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

PIERSON BLVD PROPOSED R/W R/W

RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS
12'
12'
22'
12'
12'
3' 5'
5' 3'
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

EXISTING R/W

PROPOSED R/W
110'

PIERSON BLVD
11'

EXISTING R/W

PROPOSED R/W

RAISED MEDIAN RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
9'

TING R/W

PROPOSED R/W

BUS STOP

PIERSON BLVD
3/20/2026
Sheet 1 of 1 N MATCHLINE

SEE BELOW LEFT
ID11

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

CONCEPTUAL PLAN VIEW

TWO BUNCH PALMS TRAIL
100'
5'
12'
12'
11'
12'
12'
3'
5'
(5.5')
(9')

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS

RAISED MEDIAN

GREEN CONFLICT PAINT

AT INTERSECTIONS R/W
R/W
100'
5'
12'
12'
11'
12'
12'
3'
5'
(5')
3'
(9')
R/W
R/W

TWO BUNCH PALMS TRAIL
100'
12'
12'
11'
12'
12'
3'
5'
(5.5')
(9')

RAISED MEDIAN RAISED MEDIAN

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

GREEN CONFLICT PAINT

AT INTERSECTIONS
100'
11' 3' 5'
12'
12'
11'
12'
12'
3'
5'
3'
(6')
(6')
5'
12'
12'
11'
12'
12'
3'
5'
3'
(5')
(9')
R/W
R/W
R/W
5'
8'

BUS STOP

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS
R/W

TWO BUNCH PALMS TR
3/26/2026
Sheet 1 of 1 N MATCHLINE

SEE BELOW LEFT

MATCHLINE

SEE ABOVE RIGHT
ID26 0' 40' 80'
SCALE 1" = 40'

RAMONA DR

CUYAMACA DR

JULIAN DR

CACTUS DR
Active Transportation Plan 142
Item Number: 2.

Segment 94: 12th Street
The segment extents are along 12th Street from West Drive to Palm Drive. The following planned facilities are within this segment:

Class III bike route from Avalon Place to Verbena Drive Corridor pedestrian route type from West Drive to Palm
Drive
12th Street is a local east-west street that connects residential neighborhoods to retail and commercial destinations on Palm Drive.

Multiple planned bicycle facilities connect to this segment including planned Class IV cycle tracks along Palm Drive and a Class I bike path along the flood channel.

The existing street will be widened by approximately 12’ to implement 17’ shared lanes and match existing width east of San Miguel Road.

No additional right of way needs to be acquired. Existing 8’ on-street parking will be retained. Existing 6’ sidewalk, curb, and gutter are assumed to be retained outside of curb extensions. New 6’ sidewalk, curb, and gutter will be added where not existing. An alternative approach could be to implement the Class III bike route without widening; however, this would not match the adjacent segment width.

An additional consideration with widening could be to stripe the travel lanes at 11’ and provide 6’ bike lanes.

TYPICAL CROSS-SECTION
143 Desert Hot Springs Item Number: 2. Page 2264 of 2902

PIERSON BLVD
R/W
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

PROPOSED R/W

PIERSON BLVD

PROPOSED R/W

RAISED MEDIAN R

LANDSCAPE BUFF

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'

EXISTING R/W

PROPOSED R/W

MATCHLINE

SEE ABOVE RIGHT

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

PIERSON BLVD PROPOSED R/W R/W

RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS
12'
12'
22'
12'
12'
3' 5'
5' 3'
12'
12'
11'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
8'
4'
8'
4'
TS

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS

EXISTING R/W

PROPOSED R/W
110'

PIERSON BLVD
11'

EXISTING R/W

PROPOSED R/W

RAISED MEDIAN RAISED MEDIAN

LANDSCAPE BUFFER

CLASS IV BIKE LANES WITH

STRIPED BUFFER AND

FLEXIBLE BOLLARDS

GREEN CONFLICT

PAINT AT DRIVEWAYS
12'
12'
22'
12'
12'
3' 5'
5' 3'
8'
4'
8'
4'
9'

TING R/W

PROPOSED R/W

BUS STOP

PIERSON BLVD
3/20/2026
Sheet 1 of 1 N MATCHLINE

SEE BELOW LEFT
ID11

VIA REAL

CHOLLA DR
0' 40' 80'
SCALE 1" = 40'

CONCEPTUAL PLAN VIEW
12TH ST
R/W
80'80'
8'
8'
17'
17'
8'
8'
8'
8'
17'
17'
8'
8'
8'
17'
17'
8'
8'

CLASS III BIKE ROUTE

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS
R/W
R/W
R/W
R/W
8'

ON-STREET PARKING
12TH ST
80'
80'
8'
8'
17'
17'
8'
8'
8'
8'
17'
17'
8'
(7')
(6')
8'
17'
17'
8'
(7')
6'

ON-STREET PARKING CLASS III BIKE ROUTE

CONTINENTAL CROSSWALKS

AND ADVANCED LIMIT LINES

AT INTERSECTIONS
R/W
R/W
R/W
12TH ST
3/31/2026
Sheet 1 of 1 N MATCHLINE

SEE BELOW LEFT

MATCHLINE

SEE ABOVE RIGHT
ID94 0' 40' 80'
SCALE 1" = 40'

SAN MIGUEL
RD

SAN PABLO
RD

CACTUS DR
Active Transportation Plan 144
Item Number: 2.

5.4 FACILITY DESIGN RESOURCES
Transportation design standards and guidance are continually advancing as new research, data, and innovations inform evolving best practices. To support a safe and comfortable transportation network for all users, City staff should remain informed of evolving trends, best practices, and approvals for use of new infrastructure and techniques for improving safety and mobility. While designing projects, the City should utilize current standards and proactively apply the most up-to-date guidance in project planning and design.

Key reference materials include, but are not limited to, the following:
► The California Manual on Uniform Traffic Control Devices (CA MUTCD) is the official state manual that establishes standards and guidance for the application of traffic signs, signals, pavement markings, and other traffic control devices on public roadways in California.
► The Caltrans Highway Design Manual (HDM) provides policies, standards, and criteria governing the geometric design of transportation facilities throughout the state.
► Caltrans Design Information Bulletins (DIBs) offer supplemental design direction and interim updates that may refine or supersede guidance in the HDM.
► National Association of City Transportation Officials (NACTO) publishes widely used, regularly updated guidance on
multimodal street design and best practices, including resources such as the Bikeway Design Guide.

5.5 FUNDING OPPORTUNITIES
The ATP identifies a comprehensive set of pedestrian and bicycle recommendations, including both infrastructure improvements and supporting programs; however, it does not allocate funding for implementation. Advancing these projects will require the City to pursue a combination of funding sources, including local funds, development-related contributions, and external grants.

Projects included in adopted plans such as this ATP are often more competitive for grant funding compared to stand-alone efforts.

Local funding for active transportation improvements can be allocated from the General Fund through the annual budget process, demonstrating a jurisdiction’s commitment to creating safe, accessible, and multimodal transportation options for the community.

Active transportation projects can also be integrated into private development projects. Large-scale developments may be
required to construct or fund bicycle and pedestrian facilities as a condition of their project approval, while smaller developments can contribute through development impact fees. This approach ensures that new growth directly supports a connected and complete active transportation network.

Federal, state, and regional grant programs offer external funding opportunities. These sources are often essential for delivering higher-cost or transformative active transportation projects, such as separated bikeways, trail connections, and safety enhancements that may not be feasible with local funding alone. 145 Desert Hot Springs Item Number: 2. Page 2266 of 2902 Multiple funding sources are available to support all active transportation project phases, including planning, design, engineering, construction, and long-term maintenance. While grant funding plays a vital role, it is highly competitive, typically requires a local match, and demand consistently exceeds the available funding. As a result, establishing reliable local funding sources and integrating active transportation into standard development and capital planning processes is key to delivering projects in a timely and equitable manner. Cost-effective implementation strategies should also be leveraged where feasible. For example, bicycle facilities such as Class II and Class III bikeways can be incorporated into routine roadway resurfacing or restriping projects, allowing the City to advance the network incrementally at a lower cost.

Appendix F summarizes the most applicable funding opportunities available from regional, state, federal, and non-profit/other sources at the time of this ATP’s preparation. It includes a brief description and relevant eligible projects for each funding opportunity.

Funding program availability and details often change between cycles, emphasizing the need for City staff to regularly monitor available funding opportunities and associated requirements.

Active Transportation Plan 146
Item Number: 2.

5.6 MAINTENANCE CONSIDERATIONS
► Routine lighting inspections: Consider performing monthly routine lighting inspections to identify outages, damaged fixtures, or vandalism along sidewalks and bicycle facilities. Establish a regular schedule to clean fixtures, replace bulbs, and check wiring, especially in high-use corridors and at intersections and crossings.
► Standardize striping: Implement consistent, high-visibility striping standards for crosswalks and bicycle infrastructure as part of the Desert Hot Springs Public Works Standard Plans and Specifications.
► Maintain visibility of facilities: Establish a routine inspection and re-striping schedule for crosswalks and bike facilities citywide to ensure markings remain visible. Consider using high-durability, heat-resistant materials for pavement markings and signage to delay fading and deterioration of striping and signage for active transportation facilities.
► Expand maintenance reporting: Add bicycle facility
maintenance as an Issue Type to the Public Works Report an Issue Form. This would help identify hazardous conditions and locations with recurring debris accumulation that may warrant more frequent sweeping or targeted maintenance.

Well-maintained streets, sidewalks, and bicycle facilities are essential for the safety, comfort, and mobility of bicyclists and pedestrians. Potholes, cracks, uneven pavement, loose gravel, sand, and standing water can create hazards and limit access.

Compared to motor vehicles, bicyclists and pedestrians are typically more vulnerable to maintenance issues because they have less physical protection and rely directly on the quality and continuity of surfaces to avoid trips and falls. Routine maintenance activities, such as street sweeping, re-striping, crosswalk upkeep, sidewalk repairs, and timely removal of large debris, are essential to preserving the safety, accessibility, and usability of the facilities identified in the ATP.

MAINTENANCE STRATEGIES
The Desert Hot Springs Public Works Department currently conducts weekly trash removal and monthly street sweeping by City zone. As the City expands its active transportation network, maintenance practices should also incorporate sidewalks, additional bicycle facilities, and street crossings to ensure these facilities remain safe, clean, and accessible. Recommended strategies include:
► Address post-storm debris: Wind and storm events can quickly deposit sand and gravel onto sidewalks, bike lanes, and shoulders. Implement supplemental street sweeping following heavy rain or high-wind events, particularly along streets without curbs or with open gutters. Inspect and clear drainage inlets and culverts. Consider erosion control measures, such as stabilized gravel shoulders, to reduce debris runoff in uncurbed areas. ► Reduce sidewalk litter: Install trash receptacles at strategic locations along sidewalks and implement a regular servicing and litter removal program to maintain cleanliness and accessibility. 147 Desert Hot Springs Item Number: 2. Page 2268 of 2902

SEPARATED FACILITY MAINTENANCE
Class I bike paths and Class IV cycle tracks can require more specialized maintenance than traditional bike lanes or streets due to their physical separation from the roadway and unique design features. Cycle tracks are typically too narrow to accommodate standard street sweeping vehicles, yet they can still collect roadway and landscaping debris. Similarly, street sweeping vehicles may be unable to access bike paths, yet these facilities still have maintenance needs. Sweeping of bike paths and cycle tracks can be provided by specialized street sweepers that are narrower and designed for constrained environments.

Alternatively, various sweeping attachments exist that can be towed or mounted to other small maintenance vehicles that may be suitable for these environments.

CROSS-COLLABORATION MAINTENANCE OPPORTUNITIES
Several roadway segments and a flood control channel within Desert Hot Springs fall under multiple jurisdictions, including the Cities of Palm Springs and Cathedral City and Riverside County, creating opportunities for coordinated maintenance efforts.

Neighboring agencies already conduct a range of roadway maintenance activities, such as street sweeping, curb and sidewalk repair, roadway striping, pothole repairs, storm drain maintenance, traffic signal servicing, and litter removal. Collaborating with these agencies could help support consistent maintenance practices across jurisdictional boundaries.

Additional coordination opportunities may also exist with the Coachella Valley Association of Governments (CVAG) for
extensions of the CV Link into Desert Hot Springs, including shared responsibilities for debris removal, graffiti abatement, vegetation management, dust control, surface sweeping, signage replacement, and landscaping upkeep.

5.1 MONITORING
Monitoring performance measures will help the City of Desert Hot Springs evaluate the effectiveness of active transportation investments and identify future needs. Ongoing monitoring will strengthen City staff’s understanding of changes in active transportation demand, travel patterns, user behavior, and safety effectiveness associated with new facilities and programs. Sharing monitoring results with the public can also help demonstrate progress and outcomes, support data-driven decisions, and build support for future active transportation investments. Performance data can also be used to strengthen grant applications by documenting local outcomes that justify the need for planned projects and their anticipated benefits.

Table 5.3 summarizes recommended performance measures and data sources that can be tracked within a specified timeframe.

These metrics can be used to inform future ATP updates and guide ongoing implementation and investment decisions.

Active Transportation Plan 148
Item Number: 2.

Table 5.3
Performance Measures to Monitor
Performance
Measure Purpose Potential Data Source(s) Frequency
Safety: Collision Data
Understand changes in collision frequency,
severity, high collision locations, and
patterns; identify primary collision causes
and victim demographics to inform the
need for infrastructure or programmatic
interventions.

Desert Hot Springs Police
Department, SWITRS, UC
Berkeley TIMS.

Annually
Active Transportation
Demand
Identify higher demand areas and
understand changes in overall active
transportation activity. Inform prioritization
of future investments.

Temporary counters,
Big Data sources (e.g.,
Replica and Strava),
school travel mode
share, bike parking
utilization.

Every 3-5 years
Pre- and Post-Project
Counts and Surveys
Measure how well infrastructure, education,
encouragement, and enforcement
initiatives are performing over time in terms
of volumes and user perceptions.

Surveys, temporary
counters, Big Data
sources (e.g., Replica
and Strava).

Pre- and post-implementation (approximately 1-year
following completion)
Community and
Stakeholder
Pedestrian and
Bicycle Safety Issues
Enhance collision data by incorporating
specific concerns raised by the people
who use, manage, and maintain the
transportation network. Identify shifts in
issues voiced and understand successes
and shortcomings of previous interventions.

Communication with
agency stakeholders,
City departments and
commissions, school
district representatives;
establish an Active
Transportation
Liaison; create an
online input form for
community members
to submit questions and
comments.

Ongoing
Infrastructure
Changes
Document when and where infrastructure
improvements/ changes were
implemented. Assess the effectiveness
of these investments through the other
measures.

Capital improvement
project records,
maintenance project
records.

As projects are completed or annually
149 Desert Hot Springs Item Number: 2. Page 2270 of 2902 Performance
Measure Purpose Potential Data Source(s) Frequency
Enforcement Efforts
Analyze enforcement data and frequency
alongside collision data and community
concerns, to better understand safety
needs and inform future education,
engineering, and enforcement strategies.

Citations and discussions
with Desert Hot Springs
Police Department
and California Highway
Patrol
Quarterly
Community Outreach
and Education
Understand program effectiveness by
monitoring the number of participants and
intended audiences and comparing them
to other measures (e.g., demand, collision
data).

Programs offered,
number of participants,
participant
demographics
As programs are implemented
Facility Quality
Document changes in the quality of
pedestrian and bicycle network resulting
from infrastructure improvements.

Bicycle Level of Traffic
Stress (LTS), Pedestrian
Environment Score (PES)
Every 3-5 years
Destination
Accessibility
Understand how access to key destinations
(schools, civic uses, parks, and trailheads)
is improved by changes in bicycle and
pedestrian infrastructure.

Compare pre- and
post-project travelshed
analysis using high
quality facilities (LTS
score 1-2; PES score
medium and high)
Following project completion
Active Transportation Plan 150
Item Number: 2.

Item Number: 2.

A
Existing Conditions Report
Desert Hot Springs Active Transportation Plan Draft
Item Number: 2.

Prepard For: Prepared By:

City of Desert Hot Springs
11999 Palm Drive,
Desert Hot Springs, CA 92240
CR Associates
3900 Fifth Avenue, Suite 310
San Diego, CA 92103

DESERT HOT SPRINGS

ACTIVE TRANSPORTATION PLAN
JULY 2025
Revised
Existing Conditions Report
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report
Page i
Table of Contents

1.0 Introduction ................................................................................................................................... 4 Purpose / Background .............................................................................................................................. 4 Organization of Report............................................................................................................................... 5 Legislative Framework............................................................................................................................... 5 Document Review...................................................................................................................................... 6

2.0 Demographics / Community Profile .............................................................................................. 8 Overview..................................................................................................................................................... 8 Demographic Summary...........................................................................................................................13 Commuter Profile.....................................................................................................................................18 Demand....................................................................................................................................................22 Transportation Demand Management ...................................................................................................31

3.0 Pedestrian Mobility .................................................................................................................... 33 Network Connectivity ...............................................................................................................................33 Network Quality........................................................................................................................................40 Safety........................................................................................................................................................43

4.0 Bicycle Mobility .......................................................................................................................... 48 Network Connectivity ...............................................................................................................................48 Network Quality........................................................................................................................................52 Safety........................................................................................................................................................60

5.0 Public Transportation Mobility ................................................................................................... 64 Network Connectivity ...............................................................................................................................64 Transit Stop & Network Quality ...............................................................................................................68 Safety........................................................................................................................................................72

6.0 Conclusion / Key Findings ......................................................................................................... 78

Appendices
Appendix A – Literature Review
Appendix B – Pedestrian Environment Score Inputs
List of Figures
Figure 2.1 - Desert Hot Springs within the Region.....................................................................................9 Figure 2.2 - Existing Land Uses................................................................................................................ 10 Figure 2.3 - Key Destinations for Active Transportation......................................................................... 11 Figure 2.4 - Posted Speed Limits............................................................................................................. 12 Figure 2.5 - Population Density................................................................................................................ 14 Figure 2.6 - Youth Population................................................................................................................... 15 Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report
Page ii
Figure 2.7 - Senior Population.................................................................................................................. 16 Figure 2.8 - Zero-Vehicle Households...................................................................................................... 17 Figure 2.9 - Employment Density............................................................................................................. 19 Figure 2.10 - Where Employees in Desert Hot Springs Live................................................................... 20 Figure 2.11 - Where Desert Hot Springs Residents Work ...................................................................... 21 Figure 2.12 - Active Transportation Trip Generator Submodel .............................................................. 24 Figure 2.13 - Active Transportation Trip Attractor Submodel................................................................. 26 Figure 2.14 - Active Transportation Propensity Model ........................................................................... 27 Figure 2.15 - CalEnviroScreen 4.0........................................................................................................... 29 Figure 2.16 - USDOT Equitable Transportation Community (ETC) Explorer .......................................... 30 Figure 2.17 - Caltrans Equity Index (EQI)................................................................................................. 32 Figure 3.1 - Sidewalk Inventory................................................................................................................ 34 Figure 3.2 - Curb Ramp Inventory ............................................................................................................ 35 Figure 3.3 - Marked Crosswalk Inventory................................................................................................ 36 Figure 3.4 - High Pedestrian Activity Areas (Replica).............................................................................. 38 Figure 3.5 - High Pedestrian Activity Areas (Strava) ............................................................................... 39 Figure 3.6 - Pedestrian Environment Score (PES) .................................................................................. 41 Figure 3.7 - Pedestrian Collisions by Frequency ..................................................................................... 45 Figure 3.8 - Pedestrian Collisions by Injury Severity............................................................................... 46 Figure 4.1 - Existing Bicycle Facilities...................................................................................................... 51 Figure 4.2 - High Bicycle Activity Areas (Replica).................................................................................... 53 Figure 4.3 - High Bicycle Activity Areas (Strava)...................................................................................... 54 Figure 4.4 - Bicycle Level of Traffic Stress (LTS)..................................................................................... 57 Figure 4.5 - Destinations within Half-Mile of Populated Census Blocks ............................................... 58 Figure 4.6 - Low Stress Connections to Key Destinations...................................................................... 59 Figure 4.7 - Bicycle Collisions by Frequency ........................................................................................... 61 Figure 4.8 - Bicycle Collisions by Injury Severity ..................................................................................... 62 Figure 5.1 - Existing Public Transit Routes.............................................................................................. 65 Figure 5.2 - Average Daily Boardings and Alightings .............................................................................. 66 Figure 5.3 - First/Last Mile Sidewalk Gaps ............................................................................................. 73 Figure 5.4 - Pedestrian Connectivity Ratio from Transit Stops .............................................................. 74 Figure 5.5 - First/Last Mile High Bicycle Level of Traffic Stress Locations ........................................... 75 Figure 5.6 - Bicycle Connectivity Ratio from Transit Stops..................................................................... 76 Figure 5.7 - Bicycle and Pedestrian Collisions with 500’ of a Transit Stop........................................... 77 Figure 6.1 - Opportunities and Constraints ............................................................................................. 80

List of Tables
Table 2.1 - Vehicle Availability by Household.......................................................................................... 13 Table 2.2 - Commute Mode Share........................................................................................................... 18 Table 2.3 - Active Transportation Trip Generator Submodel Inputs ...................................................... 22 Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report
Page iii
Table 2.4 - Active Transportation Trip Attractor Submodel Inputs......................................................... 25 Table 3.1 - Base-Level PES Methodology for Segments......................................................................... 40 Table 3.2 - Sidewalk Inventory PES Rating.............................................................................................. 42 Table 3.3 - Base-Level PES Methodology for Marked Crosswalk Locations ......................................... 42 Table 3.4 - Marked Crosswalk Locations by PES Rating ........................................................................ 42 Table 3.5 - OTS Ranking Comparison...................................................................................................... 43 Table 3.6 - Leading Pedestrian Collision Causes.................................................................................... 44 Table 3.7 - Leading Pedestrian Collision Violation Codes ...................................................................... 47 Table 4.1 - Bicycle Facility Design Classification .................................................................................... 48 Table 4.2 - The Four Types of Cyclists ..................................................................................................... 49 Table 4.3 - Existing Facility Mileage by Classification............................................................................. 50 Table 4.4 - Level of Traffic Stress Classifications and Descriptions...................................................... 55 Table 4.5 - Mileage by LTS Score............................................................................................................. 56 Table 4.6 - CA Office of Traffic Safety Bicycle Rankings......................................................................... 60 Table 4.7 - Leading Bicycle Collision Causes .......................................................................................... 63 Table 4.8 - Leading Bicycle Collision Violation Codes ............................................................................ 63 Table 5.1 - Desert Hot Springs Transit Stops and Ridership.................................................................. 67 Table 5.2 - Recommended Amenities by Daily Boardings...................................................................... 68 Table 5.3 - Transit Stop Amenities........................................................................................................... 69 Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

1.0 Introduction
The Desert Hot Springs Active Transportation Plan (ATP) is an update of the City of Desert Hot Springs Bicycle & Pedestrian Master Plan, adopted in 2016. The update builds on the foundation of the 2016 plan and elements of the City’s 2008 Safe Routes to School Plan while responding to evolving community needs and priorities involving safety, connectivity, and equity needs—particularly for a community that has grown since the previous plan was adopted. The update will also ensure recommendations are consistent with recent legislation and design guidelines.

The ATP will serve as a framework to guide infrastructure implementation and programmatic recommendations that provide safe, efficient, and enjoyable environments for active mobility throughout the city.

The ATP will play a vital role in improving the viability of walking and bicycling to destinations in Desert Hot Springs (DHS) by identifying, vetting, and expediting the implementation of transformative bicycle and pedestrian infrastructure essential for increasing transportation options among people of different ages and abilities.

Enhancing the city’s bicycle and pedestrian environments will support the recently adopted General Plan Update of the Land Use Element. In particular, the planned intensification of land uses, which, when built out, will improve access to daily necessities within a smaller area, reducing the distance some people are required to travel and broadening the feasibility of various travel options. The General Plan supports the reduction of pervasive driving in Desert Hot Springs, which reinforces regional and statewide climate action, a broadly recognized priority for public agencies everywhere.

Purpose / Background
The DHS ATP will address connectivity challenges, safety issues, and establish a prioritized project list. Once adopted, the document will serve as an instrument for facilitating the timely implementation of transformative bicycle and pedestrian-focused improvements citywide.

Recommendations will be tailored to the current and anticipated needs of the residents, employees, and visitors to the City.

The DHS ATP seeks to address connectivity challenges for residents, employees, and visitors citywide, with an emphasis on disadvantaged communities. These challenges – expanded upon in Sections 3 through 6 – frequently result from a dearth of infrastructure, such as sidewalks, curb ramps, or bicycle facilities, alongside high-speed roads, which results in discomfort or collisions for those traveling outside a vehicle. The city seeks to increase access to schools, parks, transit stops, and retail and commercial centers, while improving comfort and safety for a wide range of potential pedestrians and cyclists. The ATP will further facilitate enhanced regional connectivity to the nearby communities of Palm Springs, Cathedral City, and the Greater Coachella Valley, all of whom may serve as future project partners during implementation.

Implementation of the ATP will serve to aid the city in providing:
 Safer street designs
 Access to a greater range of alternative mobility choices  Establishment of a more sustainable, resilient, and equitable community  Improvements to mobility and connectivity
 Reductions in greenhouse gas emissions
 Improvements to air quality and public health and safety Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

This Existing Conditions Report is one of the initial steps in the planning process. It serves to document the current state of active transportation within Desert Hot Springs by examining the physical infrastructure, the quality of pedestrian, bicycle and transit facilities in relation to the surrounding roadway environment, user safety, and the potential for demand.

This document will be supplemented with a series of public outreach activities that provide an opportunity to learn from the community about their issues and opportunities related to walking and riding a bike. The information and findings from this initial stage will inform the development of ATP recommendations.

Organization of Report
Following this introductory chapter, which also includes a description of the legislative framework and overview of the document review, the Existing Conditions Report is organized into the following chapters:
 Demographics / Community Profile gives an overview of the existing land uses and roadway network, Desert Hot Springs’ demographics and the commuter characteristics of residents and employees.
 Pedestrian Mobility describes the existing pedestrian environment in terms of network connectivity, quality of the infrastructure, and safety.  Bicycle Mobility describes the existing bicycle environment in terms of network connectivity, quality of the infrastructure, and safety.
 Public Transportation Mobility describes the existing transit environment in terms of network connectivity, quality of the infrastructure, and safety.  Conclusion / Key Findings summarizes the key opportunities and constraints identified throughout the document.

Legislative Framework
Several key planning efforts and legislative actions have redefined the way community transportation planning is carried out, including Assembly Bill 1358: The Complete Streets Act, Senate Bill 375: The Sustainable Communities and Climate Protection Act, and Assembly Bill 32: The Global Warming Solutions Act. A unifying theme among these documents is to achieve a more balanced, multimodal transportation system that increases travel mode options for all users, with an emphasis on active transportation and public transportation.

Assembly Bill 32: The Global Warming Solutions Act was adopted in 2006 and updated by Senate Bill 32 in 2016. It codified California’s pursuit of a low-carbon, sustainable future. The updated Bill enacted a mandate to reduce California’s greenhouse gas emissions to 1990 levels by 2020, which would constitute a 15 percent overall reduction relative to baseline conditions. The updated bill directed a reduction to 40% below 1990 levels by 2030. Assembly Bill 1279: The California Climate Crisis Act, adopted in 2022, mandates that California further reduce greenhouse gas emissions to 85% below 1990 levels by 2045.

In 2008, Senate Bill 375: The Sustainable Communities and Climate Protection Act was adopted, requiring California Metropolitan Planning Organizations (MPOs) to formulate a “sustainable communities strategy” (SCS) as part of their regional transportation plans, specifically identifying Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

how the region will achieve targeted reductions in greenhouse gas emissions (GHG) from automobiles and light trucks.

Assembly Bill 1358: The Complete Streets Act went into effect in California in 2011, requiring the legislative body of a city or a county to plan for a balanced, multimodal transportation network that meets the needs of all roadway users, defined to include motorists, pedestrians, bicyclists, children, persons with disabilities, seniors, movers of commercial goods, and users of public transportation, in a manner that is suitable to the rural, suburban, or urban context of the general plan.

A statewide Active Transportation Program was created in 2013 by Senate Bill 99 and Assembly Bill 101 to encourage the increased use of active transportation modes. Funds from this program are competitively awarded through statewide grant cycle periods led by Caltrans.

The importance of planning for active transportation is also evident in local policy. The Desert Hot Springs General Plan Mobility & Infrastructure Element (2020) emphasizes improving existing bicycle and pedestrian facilities as well as providing multimodal infrastructure when developing new roadways. This is highlighted within the following goals:
 Goal MI-1: An inclusive mobility framework that safely and efficiently moves and connects people, destinations, vehicles, and goods
 Goal MI-2: Streets that are designed and managed to enable safe access for all users:
pedestrians, equestrians, bicyclists, motorists, and transit riders of all ages and abilities  Goal MI-3: Streets and sidewalks that prioritize safety  Goal MI-4: Connected pedestrian and bicycle network
 Goal MI-5: Reduction in total vehicle miles traveled to help improve local air quality and reduce greenhouse gas emissions
Document Review
This section summarizes the intent of the document and policy review and identifies the documents included. The full document review can be found in Appendix A.

Reviewing adopted documents establishes a basis to guide policies and infrastructure recommendations. The ATP is intended to complement and enhance previous efforts by building on and aligning with previously identified recommendations, goals, and policies.

The review informs the understanding of existing conditions, as several planning efforts identify needs and issues related to active transportation. The review will also be heavily utilized in the development of infrastructural recommendations, helping to ensure feasibility and consistency with adopted guiding documents and connectivity to infrastructure in adjacent jurisdictions.

The following documents are included in the review:
 City of Desert Hot Springs Safe Routes to School Plan (2008)  City of Desert Hot Springs Bicycle & Pedestrian Master Plan (2016)  City of Desert Hot Springs General Plan Mobility and Infrastructure Element (2020)  Caltrans’ Strategic Plan (2020-2024)
 California Transportation Plan 2050 (2021)
 California State Bicycle and Pedestrian Plan (2017)
 SCAG’s Regional Transportation Plan/Sustainable Communities Strategy (2024) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

 CVAG Active Transportation Plan
 Desert Recreation District Regional Trails Corridor Study (2009)  Riverside County Circulation Element (2020)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

2.0 Demographics / Community Profile
This chapter provides an overview of the City of Desert Hot Springs, including its locational setting in the region, built environment characteristics, demographics, and commuter information. The chapter concludes by identifying concentrations of disadvantaged populations within the City.

Overview
The City of Desert Hot Springs is located in northern Riverside County, California, within the Coachella Valley. It is approximately 60 miles east of the City of Riverside and approximately 30 miles northwest of the City of Coachella. Desert Hot Springs is bordered almost in entirety by unincorporated Riverside County, with a small portion to the south bordering the City of Palm Springs and the City of Cathedral City. Interstate 10 (I-10) borders the City on the south and State Route 62 (SR-62) traverses the City in a north-south direction in the west portion of Desert Hot Springs. Desert Hot Springs’ location within the region can be seen in Figure 2.1.

There are several factors which make Desert Hot Springs an ideal location for walking and riding bicycles, including the dry and sunny Southern California climate, flat terrain, and a relatively condensed urbanized center. The existing roadway network is organized in a grid pattern, making it easy to navigate while providing numerous alternative routes, characteristics that support pedestrian and bicycle mobility while also providing a strong foundation to build future facilities.

The existing land uses are displayed in Figure 2.2. Like most cities in the region, Desert Hot Springs is largely comprised of residential land uses and open space, with commercial and industrial uses concentrated along select corridors, such as Palm Drive, Pierson Boulevard, and Hacienda Avenue; light industrial is mostly concentrated on the southwestern portion of the City. Open space and conservation land uses are prominent in the west portion of the City, as well as a portion going from north to south along the urbanized concentrated area.

Common attractors for active transportation trips within the City include Desert Hot Springs Recreation, Carl May Community Center, the City Hall, Cabot’s Pueblo Museum, and the City’s library, as well as schools, trails, and neighborhood parks. As can be seen in Figure 2.3, these key destinations are located mainly along Pierson Boulevard and Palm Drive.

The City is largely undeveloped, however, according to the City of Desert Hot Springs General Plan, it is forecasted that, by 2040, the City will nearly triple in population from its current size. Adapting to that growth will undoubtedly result in changes to the City’s built environment and connecting streets.

The General Plan allows for new developments on both the urban fringe and infill locations.

Figure 2.4 identifies posted speed limits. Many of the arterial roadways comprising the citywide street grid are 40 to 55 MPH. These higher-speed arterials, which are often uncomfortable or unsafe for those on foot or bike, are the backbone of the roadway network and are often the only option to make connections between neighborhoods and across major infrastructure features such as SR-62 and I-10 to adjacent jurisdictions.

Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.1 - Desert Hot Springs within the Region
Source: SCAG, CVAG, CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.2 - Existing Land Uses
Source: City of Desert Hot Springs (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.3 - Key Destinations for Active Transportation Source: CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.4 - Posted Speed Limits
Source: City of Desert Hot Springs (2018)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Demographic Summary
Demographic information is used to understand the people who live and work in Desert Hot Springs today. Population and employment density, age groups, and vehicle ownership are described in this section. Data was obtained from the US Census American Community Survey (ACS) 5-Year Estimates 2019-2023 and 2022 US Census Longitudinal Employer-Household Dynamics (LEHD).

Population and Employment Density
Residential and employment concentrations, or locations where people live and work, are important considerations in the planning process. Everyday active transportation trips frequently originate from residences and commonly end at places of employment, schools, or commercial/services. Identifying higher concentrations of these land uses can help build an understanding of travel patterns.

Figure 2.5 displays residential population density by Census Block Group within Desert Hot Springs.

Areas with higher densities tend to generate more trips. Residential population densities are concentrated in the urbanized area of the City, around downtown. Areas with the highest densities can be found surrounding the intersection of Palm Drive and Hacienda Avenue, with additional concentrations to the east and west of Palm Drive continuing north. These areas are in close proximity to the key destinations for active transportation previously identified, including the Hacienda Palms Shopping Center, located at Palm Drive and Hacienda Avenue.

Youth and Senior Populations
Youth (ages 5 – 17) and senior (age 65 and older) populations have more limited mobility options than the general adult population, making them more vulnerable and reliant on alternative transportation modes and infrastructure, therefore requiring additional consideration when planning transportation networks.

Figure 2.6 shows the percentage of the population that are youths by Census Block Group, while Figure 2.7 presents the distribution of seniors. These trends tend to shift over time as neighborhoods age, with youths frequently having relatively higher representation in newer developments. Census data estimates that youth comprised approximately 27 percent of the population in Desert Hot Springs and seniors accounted for 12 percent. Youths are spread throughout the City, with the highest concentration in the City center, and seniors are more concentrated in the northern periphery.

Zero Household Vehicles
As shown in Figure 2.8, Census Blocks with more than 10% of households without a vehicle are predominantly located near downtown and a small concentration is to the north along Indian Canyon Drive. These areas are likely to have a relatively greater reliance on walking, bicycling, and/or transit for daily trips. Table 2.1 shows a comparison in vehicle availability by household between the City of Desert Hot Springs and Riverside County. As shown, the percentage of households with zero vehicle availability in the City is nearly double the percentage Countywide.

Table 2.1 - Vehicle Availability by Household
Zero Vehicle Households Total Households % Zero Vehicle Households
Desert Hot Springs 996 11,432 8.7%
Riverside County 37,996 791,757 4.8%
Source: US Census American Community Survey (ACS) 5-Year Estimates 2019-2023 Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.5 - Population Density
Source: US Census 2019-2023 American Community Survey 5-Year Estimates (2025) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.6 - Youth Population
Source: US Census 2019-2023 American Community Survey 5-Year Estimates (2025) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.7 - Senior Population
Source: US Census 2019-2023 American Community Survey 5-Year Estimates (2025) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.8 - Zero-Vehicle Households
Source: US Census 2019-2023 American Community Survey 5-Year Estimates (2025) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Commuter Profile
Examining the existing commuter patterns of residents and employees provides a deeper understanding of how people travel, and in turn, will inform the potential level of active transportation, also referred to as latent demand.

Figure 2.9 presents employment density by Census Block Group. As shown, areas of higher employment density are concentrated in the central part of the City, in close proximity to the higher residential population concentrations. This provides the City with greater potential for active transportation trips for commute purposes when supporting infrastructure is present. The Census Block Group with the highest concentration of employment is at the intersection of Palm Drive and Hacienda Avenue, corresponding to the location of the Hacienda Palms Shopping Center.

Figure 2.10 displays where people employed in Desert Hot Springs live by Census Tract. Desert Hot Springs employees are most concentrated in Census Tracts located within the City of Desert Hot Springs and nearby cities to the south, specifically adjacent to I-10. Approximately 25% of people employed in Desert Hot Springs also live within the City.

Figure 2.11 depicts a heat map of where residents of Desert Hot Springs work, drawing from year 2022 LEHD data. Approximately 49% of the Desert Hot Springs working population is employed within 10 miles of their home Census Block, with the greatest concentrations located in City’s urbanized center.

Short commute distances, particularly for those who both live and work within Desert Hot Springs, indicate potential for increased commutes by means other than personal automobile. However, people must feel comfortable with the environment and confident in their abilities and/or available services. These can be achieved through context appropriate infrastructure and educational and encouragement programs that teach and facilitate safe behaviors.

Table 2.2 compares commute mode shares for the City of Desert Hot Springs and Riverside County. “Drove alone” and “Carpooled” had the highest rates, together accounting for 91% in the City and 84% in the County. Active transportation commute trips are very low in both geographies. Although public transportation ridership in Desert Hot Springs is double that the County’s, walking/bicycling commutes in Desert Hot Springs are lower than that reported for the County.

Table 2.2 - Commute Mode Share
Means of
Transportation
Desert Hot Springs Riverside County
Commuters Mode Share Commuters Mode Share
Drove Alone 10,765 75.4% 814,361 71.9%
Carpooled 2,268 15.9% 132,339 11.7%
Public Transportation 248 1.7% 7,327 0.6%
Bicycle 0 0.0% 4,260 0.4%
Walked 105 0.7% 15,863 1.4%
Other Means 42 0.3% 14,493 1.3%
Worked from Home 846 5.9% 144,439 12.7%
Total 14,274 - 1,133,082 -
Source: US Census, 2019-2023 American Community Survey 5-Year Estimate (2025) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.9 - Employment Density
Source: US Census Longitudinal Employer-Household Dynamics (2022) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.10 - Where Employees in Desert Hot Springs Live Source: US Census Longitudinal Employer-Household Dynamics (2022) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.11 - Where Desert Hot Springs Residents Work
Source: US Census Longitudinal Employer-Household Dynamics (2022) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Demand
An established analysis technique used to understand latent demand for cycling and walking – or the likelihood to make a walk or bike trip – is through an assessment of population and land use characteristics. This latent demand is depicted in an active transportation propensity model. The propensity model combines walk and bike trip generator inputs – population, employment, income, age, pedestrian commuters, bicycle commuters, and transit commuters – with walk and bike trip attractors – schools, retail, parks, recreational spaces, civic uses and trails. When combined, the active transportation generators and attractors provide a foundation for understanding active transportation demand across the City of Desert Hot Springs.

Active Transportation Trip Generators and Attractors
Table 2.3 displays the inputs, thresholds, and multiplier values used to create the active transportation trip generator submodel. Generator input values are designated as “High”, “Medium”, “Low”, and “Very Low”. Each designation represents a quartile – or a quarter of the studied population – within Desert Hot Springs. Generator input values listed as “High” reflect conditions with a greater likelihood of generating an active transportation trip. Generator input values in the “Low” range are understood to generate relatively fewer trips. Higher population and employment densities are associated with potentially higher levels of active transportation trip generation.

Bicycle, pedestrian and transit commute rates, as well lower incomes and disadvantaged populations, are also contributing factors to trip generation propensity.

Table 2.3 - Active Transportation Trip Generator Submodel Inputs Generator Inputs1
Input
Weight
Point Values
High Medium Low Very Low
3 2 1 0
Population Density
(persons per acre) 3 >8.36 3.27 – 8.36 0.82 – 3.26 ≤0.81 Employment Density
(jobs per acre) 3 >0.296 0.149 – 0.296 0.032 – 0.148 ≤0.031 Pedestrian Commuters
(percent of commuters) 2 >4.22% 1.6% - 4.22% 0.1% - 1.59% 0% Transit Commuters
(percent of commuters) 2 >3.83% 2.41% - 3.83% 0.01% - 2.4% 0% Median Annual Household
Income 1 ≤$36,000 $36,001 - $50,000
$50,001 -
$66,000
$66,001 –
$88,000
Youth Population
(percent of population) 1 >29.3% 23.5% - 29.3% 17.1% - 23.4% ≤17% Senior Population
(percent of population) 1 >16.3% 13.3% - 16.3% 7.91% - 13.2% ≤7.9% Source: CR Associates (2025)
1 Bicycle Commuters were considered, however, all Census Block Groups within the City of Desert Hot Springs were found to have 0.0% bicycle commuters and were thus excluded from the assessment.

Figure 2.12 displays the Active Transportation Trip Generator Submodel results. As shown, a higher concentration of active transportation trip generators can be found radiating the City’s urbanized center, especially along Palm Drive and Hacienda Avenue. This is consistent with the findings of the Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

previous subsections, whereby these areas are also noted for higher rates of population and employment density.

Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.12 - Active Transportation Trip Generator Submodel Source: CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

The Active Transportation Trip Attractor Submodel was developed using the input variables displayed in Table 2.4. Each attractor is buffered by a series of quarter-mile buffers, up to one-mile. The distance contributes to multipliers that decrease every quarter mile interval away from the trip attractor – meaning that an attractor has more weight closer to its location. A point value is calculated by multiplying the distance multiplier by the weight assigned to each attractor. Particular types of attractors garner progressively lower weights in terms of their ability to attract active transportation trips as the distance required to travel along the roadway network to reach them increases.

Table 2.4 - Active Transportation Trip Attractor Submodel Inputs Attractor Inputs Input Weight
Distance Multipliers
Within ¼
mile
Between ¼
and ½ mile
Between ½
and ¾ mile
Between ¾
mile and 1
mile

1.5 1 0.75 0.5
High Schools 4 6 4 3 2
Middle & Elementary Schools 3 4.5 3 2.25 1.5
Retail Centers1 3 4.5 3 2.25 1.5
Parks 3 4.5 3 2.25 1.5
Community Center &
Recreation Centers2 3 4.5 3 2.25 1.5
Transit Stops 2 3 2 1.5 1
Hiking Trailheads 2 3 2 1.5 1
Retail Land Uses 2 3 2 1.5 1
Civic Land Uses3 2 1.5 1 0.75 0.5
Source: CR Associates (2025)
1 Commercial/Retail land use areas greater than 7-acres, (e.g., Desert Hot Springs Town Center, Hacienda Palms Shopping Center, Mission Lakes Marketplace)
2 Carl May Community Center, Desert Hot Springs Recreation & Aquatics Center 3 Desert Hot Springs Library, City Hall
Figure 2.13 displays the Active Transportation Trip Attractor Submodel. The greatest concentration of trip attractors is in central Desert Hot Springs, in and around the downtown area, particularly along Pierson Boulevard. Other smaller concentrations of trip attractors can be found to the south along Palm Drive and to the east along Hacienda Avenue.

The Active Transportation Propensity Model, displayed as Figure 2.14, was created by combining the trip generator and trip attractor submodels with equal weighting. Higher propensity is indicative of areas with increased potential for active transportation due to relatively higher levels of trip attractors and trip generators. However, these areas may also have increased barriers related to active transportation, including higher posted speed limits and traffic volumes, more bicycle and pedestrian collisions, and more travel lanes.

As the generators and attractors are in close proximity, the results shown closely mirror those presented in their respective submodels. The greatest propensity identified is in the central portion of Desert Hot Springs along Palm Drive and Pierson Boulevard.

Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.13 - Active Transportation Trip Attractor Submodel Source: CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.14 - Active Transportation Propensity Model
Source: CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Communities of Concern
A well-considered multimodal mobility network serves the needs of all users, regardless of age, ability, and socio-economic class. Communities of concern are population groups that are disadvantaged in a socio-economic and/or environmental way. These groups may have greater burdens and may also have a greater reliance on alternative transportation modes for everyday trips.

Therefore, it is important to identify them and include them in decision-making processes, especially because they may have historically been underrepresented in the planning process. The metrics included in this section are often used to determine grant eligibility or competitiveness.

CalEnviroScreen
CalEnviroScreen 4.0 is a California Environmental Protection Agency mapping tool that helps identify California communities that are most affected by pollution, and where people are often especially vulnerable to pollution’s effects. It uses environmental, health, and socioeconomic information to produce scores for every census tract in the state. An area with a high score is one that experiences a much higher pollution burden than areas with low scores.

CalEnviroScreen scores within Desert Hot Springs are shown in Figure 2.15. Overall, the City scored lower than 40, which is relatively low for pollution burden when compared to Census Block Groups across California. The areas with the lowest scores – or lowest pollution burdens – are mostly located on the northeast. This means that, overall, the City is not experiencing a pollution burden, which is a positive factor for the health of active transportation users.

US DOT Equitable Transportation Community (ETC) Explorer The US DOT ETC Explorer is an interactive web application that helps users understand how transportation underinvestment affects communities. The tool uses 2020 census tract data to calculate five disadvantaged components:
 Transportation Insecurity
 Health Vulnerability
 Environmental Burden
 Social Vulnerability
 Climate and Disaster Risk Burden
The US DOT considers a census tract to be disadvantaged if the overall index score is in the 65th percentile (or higher) of all US census tracts. The 65% cutoff was chosen to be consistent with Climate and Economic Justice Screening Tool (CEJST), which prioritizes tracts at the 65th percentile or above for CEJST’s low-income indicator.

As shown in Figure 2.16, the majority of the census tracts within the City are considered disadvantaged, except for the northeast portion of the City. All five disadvantage components (Transportation Insecurity, Health Vulnerability, Environmental Burden, Social Vulnerability, Climate and Disaster Risk Burden) are exhibited within Desert Hot Springs.

Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.15 - CalEnviroScreen 4.0
Source: California Office of Environmental Health Hazard Assessment, CalEnviroScreen (2025) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.16 - USDOT Equitable Transportation Community (ETC) Explorer Source: USDOT Equitable Transportation Community (2020) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Caltrans Equity Index
The Transportation Equity Index (EQI) is a spatial screening tool designed by Caltrans to identify transportation-based priority populations at the census block level. The EQI integrates transportation and socioeconomic indicators into three filters, including:
 Transportation-Based Priority Populations: Communities that are most burdened by the transportation system and receive the fewest benefits.
 Traffic Exposure: Communities that are the most burdened through high exposure to traffic and crashes.
 Access to Destinations: Communities that have the greatest gaps in multimodal access to destinations.

The EQI results are depicted in Figure 2.17. Priority populations based on the Access to Destinations criteria cover most of the City’s census blocks, extending through the urbanized center and open space to the west and south. Transportation-Based Priority Populations are spread across the central area of Desert Hot Springs, especially along Palm Drive, including two larger portions on the south, adjacent to I-10.

SB 535 Disadvantaged Communities
As part of this Existing Conditions Report, SB 535-designated disadvantaged communities data was reviewed, however, no designated census tracts were found within, or adjacent to, Desert Hot Springs.

Transportation Demand Management
Transportation Demand Management (TDM) refers to methods, operational strategies, and incentives used to reduce vehicle miles traveled (VMT), examples include encouraging carpooling and promoting active transportation. This is a vital strategy to reduce VMT and support healthy and sustainable transportation options that the City’s existing policies currently promote.

The City of Desert Hot Springs has a full chapter (Ch 10.56) under the Municipal Code dedicated to Transportation Demand Management Requirements. Its purpose is to “…protect the public health, welfare and safety by reducing air pollution caused by vehicle trips and vehicle miles traveled. This chapter shall do this by meeting requirements of AB1791, California Government Code Section 65089(b)(3) which requires development of a trip reduction and travel demand element to the congestion management plan (CMP), and California Government Code Section 65089.3(b) which requires adoption and implementation of trip reduction and travel demand ordinances.” In addition, the City prioritizes future investments and implementation related to TDM in current local plans. The City’s General Plan’s (2020) measure C-9 Multimodal Mobility Plan includes the following implementation strategy:
“Provide the framework for updating the City’s existing TDM requirements contained in Chapter

10.56 of the City’s Municipal Code so it applies to additional, residential and non-residential development in the City. The revised TDM program shall specify what percent of vehicle miles traveled must be reduced by the land use, compared to default rates.” The DHS ATP can build on these existing policies and strategies to support active transportation.

Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 2.17 - Caltrans Equity Index (EQI)
Source: Caltrans (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

3.0 Pedestrian Mobility
This chapter provides an overview of pedestrian facilities and describes the state of the existing pedestrian environment as it relates to connectivity, quality, and safety. The information presented includes the presence of sidewalks, crosswalks, and curb ramps, and identification of high activity pedestrian areas. A Pedestrian Environment Score was utilized to assess the network quality, and lastly, pedestrian-involved collisions were analyzed to understand pedestrian safety.

Network Connectivity
The existing pedestrian infrastructure will be the framework upon which future improvements will be built. The presence of sidewalks, curb ramps, and crosswalks were assessed along all public streets within DHS. Streets within gated or private communities were excluded.

Figure 3.1 displays the location of existing and missing sidewalks along public roadways, totaling approximately 58 miles of existing and 123 miles of missing sidewalks. Roads in gated and private communities were not inventoried. Sidewalks may be missing along one or both sides of the identified roadways. As can be seen, most public roadways are missing sidewalks on one or both sides of the road and are spread throughout the City. These gaps may discourage or prevent people from walking to destinations.

Figure 3.2 identifies the locations of existing curb ramps, distinguishing between with and without a detectable warning surface, which aids vision-impaired individuals in detecting street crossing locations. Intersection locations where sidewalks are present, yet lacking curb ramps are also identified in the figure. Most existing curb ramps along Palm Drive exhibit detectable warning surfaces, whereas most of the curb ramps on Pierson Boulevard do not.

Figure 3.3 identifies locations with marked, high-visibility, and decorative crosswalks. As can be seen, marked crosswalks are mostly located along Palm Drive and Pierson Boulevard.

The lack of pedestrian infrastructure in most residential areas, especially around schools, translates into a challengingly connected network and prevents people from taking everyday trips by walking.

The City will use this inventory to prioritize curb ramp and sidewalk construction based on location need and consistency with future capital projects.
3 Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 3.1 - Sidewalk Inventory
Source: Google Maps, NearMap, CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 3.2 - Curb Ramp Inventory
Source: Google Maps, NearMap, CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 3.3 - Marked Crosswalk Inventory
Source: Google Maps, NearMap, CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Big Data: Replica and Strava
Big data can be used to assess travel by stated or inferred transportation mode. For this report, the project team assessed two separate big data models that take into account the existing public roadway network.

Replica's seasonal mobility model is a high-fidelity activity-based travel model with network-link level granularity. Each model is a synthetically generated representation of the activities and movements of residents, visitors, and commercial vehicles on a typical weekday and typical weekend day for a given location and season. Replica makes a series of assumptions—for example, it assumes that pedestrians are choosing the shortest possible path to travel between origins and destinations, regardless of whether each street has a high posted speed limit or available pedestrian infrastructure. It often translates to more estimated activity along major roads, rather than residential and local roads, as they may be circuitous or contain more cul-de-sacs. Figure 3.4 illustrates the Replica model for a typical Thursday in Spring 2024.

Strava is an app-based platform for tracking physical exercise and sharing routes and performance.

The data collected can aid in the comparison of pedestrian and bicycle activity levels across a study area, however, it should be noted the data is not intended to be representative of all people and may underrepresent certain demographic groups such as youth, women, and lower socioeconomic populations. Figure 3.5 illustrates the Strava model for January 1 through December 31, 2024.

The data depicted in these two figures both show relatively higher rates of pedestrian activity on Palm Drive in downtown DHS and on Hacienda Avenue. The Replica model, which tends to show more everyday trips, also exhibits higher rates of activity on streets surrounding downtown and on neighborhood streets in higher-density residential areas and near schools. The Strava data indicates that there are higher frequencies of recreational uses in several neighborhoods, particularly those on the northern border of the City.

Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 3.4 - High Pedestrian Activity Areas (Replica)
Source: Replica (2024), CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 3.5 - High Pedestrian Activity Areas (Strava)
Source: Strava (2024), CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Network Quality
The quality of the existing roadway environment for pedestrians is measured with the Pedestrian Environmental Score (PES), which assesses the level of pedestrian comfort along all roadways and marked crosswalk locations.

Segment Evaluation
The PES methodology assigns each network segment a score from high (best) to very low (worst) as documented in the segment base-level PES methodology, Table 3.1. The methodology further assesses pedestrian infrastructure based on factors such as safety and user experience, providing an understanding of walkability within the study area. The results highlight areas where infrastructure improvements can enhance pedestrian mobility and safety and encourage more walking trips. Roadways with four or more travel lanes receive a PES score for each side of the street, while roadways with three or fewer travel lanes receive a single centerline score.

Table 3.1 - Base-Level PES Methodology for Segments
2-Lanes
4-Lanes with
Raised
Median or 2-
Lanes
w/Center Left
Turn Lane
3-Lanes or 4-Lanes
Undivided
5-Lanes
or More
Posted Speed
Limit
25 mph High Medium Medium Low
30 mph Medium Medium Low Low
35 mph Low Low Low Low
40 mph Very Low Very Low Very Low Very Low
Source: CR Associates (2025)
Following the base score, two essential criteria (sidewalk and regular street lighting) are inventoried; if either feature is not present along a segment, the score is lowered. Following the inventory of essential infrastructure, each segment is inventoried for the additional amenities or attributes influential to the pedestrian environment and generate the segment’s final PES score. These features include:
 Sidewalk width of 8’ or greater
 Horizontal separation from the outside travel lane of 14’ greater  Traffic calming infrastructure in the roadway (horizontal deflection, speed bumps, etc.)  Landscaping with or along the right-of-way that provides a tree canopy  Pedestrian scale lighting
Figure 3.6 shows the PES scores along paved public roadway segments. Segment results are quantified in Table 3.2. The scores and associated input factors are listed by segment in Appendix B.

Within the City Center, especially on Palm Drive, most of the pedestrian environment is of Medium or High quality. Radiating from this central area are streets with a Medium or Low PES score. Beyond this, most streets are rated as Very Low with several pockets in the north and west of the City having scores between Low and High. Several of these pockets coincide with areas that have higher recreational activity, based on the Strava model (Figure 3.5).

Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 3.6 - Pedestrian Environment Score (PES)
Source: CVAG, SCAG, CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Table 3.2 - Sidewalk Inventory PES Rating
PES Score Mileage
High (best) 2.2
Medium 9.5
Low 32.6
Very Low (worst) 96.9
Total 141.2
Source: CR Associates (2025)
Marked Crosswalk Evaluation
Marked crosswalk locations throughout DHS were also assessed using PES methodology. The marked crosswalk location base-level methodology is shown in Table 3.3, which considers number of travel lanes, median presence and posted speed limit. Following the base assessment, additional inputs are factored in, such as a present and clear sidewalk, street lighting, and additional factors that may influence user comfort.

Table 3.3 - Base-Level PES Methodology for Marked Crosswalk Locations Traffic Control 2-Lanes 3-Lanes 4- to 5-Lanes 6-Lanes or More
Protected Phase Medium Medium Low Very Low
Stop Control Medium Low Very Low Very Low
Permissive Phase Medium Low Very Low Very Low
Roundabout / Yield Medium Low Very Low Very Low
Free / Uncontrolled Low Very Low Very Low Very Low
Source: CR Associates (2025)
The number of marked crosswalks are quantified by PES rating in Table 3.4 below. As shown, half of the 212 marked crossing legs fall into the Medium or High-quality scoring ranges. The Low and Very Low scoring marked crosswalks are opportunities to
Table 3.4 - Marked Crosswalk Locations by PES Rating
PES Score # of Crossing Legs
High (best) 13
Medium 93
Low 71
Very Low (worst) 35
Total 212
Source: CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Safety
California Office of Traffic Safety Rankings
The California Office of Traffic Safety (OTS) provides comparisons of traffic safety statistics between cities, using populations to categorize cities into similar sized groups. This data can help build an understanding of which areas a city is performing well in or may need improvement in. The most recent year of OTS data is for 2022. With an estimated population of 32,786 in 2023, the City of DHS falls within Group D, which includes 90 cities with a population size between 25,001 and 50,000.

Table 3.5 displays the OTS rankings for DHS. The rankings depict two numbers: the first number is the city’s ranking in that category, while the second number is the total number of cities within that Group. Number 1 in the rankings is the worst, while 90 would be the best for Group D. OTS provides the following description as to how the rankings are determined:
“Crash rankings are based on the Empirical Bayesian Ranking Method, which adds weights to different statistical categories including observed crash counts, population and vehicle miles traveled. The crash counts reflect the aggregated impacts of all influential factors containing even the unrecognized or unmeasurable ones (e.g. level of enforcement), and the population and vehicle miles traveled represent the important traffic exposure factors that affect crash occurrence. The weights are assigned to the three components in a way that maximizes the precision of estimated Bayesian crash counts.”
DHS was ranked among the top third portion of cities alike for all pedestrian components, including pedestrians under 15 and over 65 years of age. It was generally found to rank worse than peer cities in the region in terms of fatal and injury collisions as well as pedestrian safety, except for Palms Springs, which ranked worse in three categories. This signifies potential for improvement, with the possibility of addressing these issues through a combination of engineering, education, and enforcement-related measures.

Table 3.5 - OTS Ranking Comparison
Crash Category
Victims
Killed & Injured
OTS Ranking out of 90
1 (Worst) to 90 (Best)
DHS Palm
Springs Coachella La Quinta
Total Fatal and Injury 166 36 ■ 17 ▼ 43 ■ 61 ▲
Pedestrians 15 15 ▼ 4 ▼ 77 ▲ 65 ▲
Pedestrians < 15 2 14 ▼ 82 ▲ 47 ■ 70 ▲
Pedestrians 65+ 2 26 ▼ 2▼ 52 ■ 49 ■
Key: ▼= worst-performing third (1-30) ■ = middle-performing third (31-60) ▲= best-performing third (61-90) Source: California Office of Traffic Safety (2022); CR Associates (2025) Pedestrian-Involved Collision Data
Collision data can be used to identify potential deficiencies and behavioral issues related to pedestrian safety. The collision review draws from five years of data (January 2019 – December 2023) obtained from the California Statewide Integrated Traffic Records System (SWITRS). The Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

analysis was used to identify trends and patterns related to collision locations, causes and injury severity. Ultimately, this information will help inform the identification of potential pedestrian infrastructure improvements and programmatic recommendations.

A total of 54 pedestrian-involved collisions were reported in DHS during the five-year period. Figure

3.7 identifies where pedestrian collisions were reported. Collisions were largely concentrated within central DHS, mostly along Palm Drive, where more pedestrian activity can be observed. Locations with a history of frequent collisions include:
 Two Bunch Palms Trail and Palm Drive
 Hacienda Avenue and Palm Drive
 8th Street and Palm Drive
It is worth noting that Palm Drive has experienced several pedestrian and bicycle improvements in the 5-year data period, starting in 2021 and gradually continuing until 2024. Pedestrian improvements mostly include the enhancement of crosswalks at intersections. However, the data shows that several pedestrian collisions at these high collision locations were reported in 2022. This may indicate that the improvements, along with new developments in the area, promoted more pedestrian activity at these locations, therefore more collisions happened.

Figure 3.8 identifies where severe/fatal pedestrian collisions were reported. Of the 54 collisions, 46% were classified as severe or fatal, including 12 fatal collisions. As can be seen, Palm Drive was also found to be the roadway with the biggest number of records for this category. From the 12 fatal collisions, 9 were reported along Palm Drive, with highest concentrations between Pierson Boulevard and Two Bunch Palms Trail, coinciding with higher pedestrian movements, as well as south of 18th Avenue, where there is undeveloped land.

Table 3.6 lists the primary collision causes for the 54 pedestrian-involved collisions. The most frequent primary cause was pedestrian violation with 48% of the reported collisions. The second most frequent collision cause was motorists violating the pedestrian’s right-of-way, accounting for 17% of the collisions. Vehicles moving at unsafe speed was the third most common cause, constituting 15% of the collisions.

Table 3.6 - Leading Pedestrian Collision Causes
Cause Frequency Percent of Total
Pedestrian Violation 26 48.1%
Pedestrian Right of Way 9 16.7%
Unsafe Speed 8 14.8%
Driving or Bicycling Under the Influence of
Alcohol or Drug
4 7.4%
Improper Turning 2 3.7%
Automobile Right of Way 2 3.7%
Traffic Signals and Signs 2 3.7%
Unknown / Not Stated 1 1.9%
Total 54 100%
Source: California Statewide Integrated Traffic Records System (2019-2023) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 3.7 - Pedestrian Collisions by Frequency
Source: California Statewide Integrated Traffic Records System (2019-2023) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 3.8 - Pedestrian Collisions by Injury Severity
Source: California Statewide Integrated Traffic Records System (2019-2023) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Table 3.7 presents the leading pedestrian collision violation codes. The most frequent code reported was 21954(a), pedestrian failure to yield upon roadway outside of crosswalk, accounting for 45% (20/54) of all pedestrian-involved collisions. Of these 20 collisions, 13 were reported along Palm Drive. The second most frequent violation code reported was 22350, vehicles driving at unsafe speed, with 12% of pedestrian collisions attributed.

Table 3.7 - Leading Pedestrian Collision Violation Codes Violation Code & Definition Frequency Percent of
Total
21954(a) Every pedestrian upon a roadway at any point other than within a marked crosswalk or within an unmarked
crosswalk at an intersection shall yield the right-of-way to all vehicles upon the roadway so near as to
constitute an immediate hazard.
20 45.1%
22350 No person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent having
due regard for weather, visibility, the traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safety of persons or
property.
7 12.1%
21954(b) The provisions of this section shall not relieve the driver of a vehicle from the duty to exercise due care
for the safety of any pedestrian upon a roadway.
4 11.0%
21950(a) The driver of a vehicle shall yield the right-of-way to a pedestrian crossing the roadway within any marked
crosswalk or within any unmarked crosswalk at an
intersection, except as otherwise provided.
4 4.4%
21950(b) No pedestrian may suddenly leave a curb or other place of safety and walk or run into the path of a
vehicle that is so close as to constitute an immediate
hazard. No pedestrian may unnecessarily stop or delay
traffic while in a marked or unmarked crosswalk.
4 4.4%
23152(a) It is unlawful for a person who is under the influence of any alcoholic beverage to drive a vehicle.
2 3.3%
22107 No person shall turn a vehicle from a direct course or move right or left upon a roadway until such
movement can be made with reasonable safety…
2 12.1%
22450(a) The driver of any vehicle approaching a stop sign at the entrance to, or within, an intersection shall stop at a limit line, if marked, otherwise before entering the
crosswalk on the near side of the intersection.
2 3.7%
Other 9 16.7%
Total 54 100%
Source: California Statewide Integrated Traffic Records System (2019-2023) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

4.0 Bicycle Mobility
This chapter provides an overview of bicycle facilities and describes the state of the existing bicycle environment as it relates to connectivity, quality, and safety. The information presented includes the presence of bicycle facilities and their classifications, how they relate to existing transit stops, and the identification of high activity bicycle areas. The quality of the bicycle network was assessed using Level of Traffic Stress and Los Stress Connections to Key Destinations. Lastly, bicycle-involved collisions were analyzed to determine bicycle safety.

Network Connectivity
Table 4.1 identifies the four bicycle facility classifications recognized by Caltrans, including Class I bike paths, Class II bicycle lanes, Class III bicycle routes, and Class IV cycle tracks. These terms will be used throughout this chapter.

Table 4.1 - Bicycle Facility Design Classification
Image Description
Class I Bike Path – Also referred to as a multi-use path or shared-use path, Class I facilities provide a completely separated right-of-way designed for the exclusive use of bicycles and pedestrians with crossflows by motorists minimized. Bike paths can provide connections where roadways are non-existent or unable to support bicycle travel. The minimum paved width for a two-way bike path is eight-feet (ten-feet preferred), with a two-foot-wide graded area adjacent to each side of the pavement.
(CV Link, Cathedral City pictured)
Class II Bike Lane – Provides a striped lane designated for the exclusive or semi-exclusive use of bicycles with through travel by motor vehicles or pedestrians prohibited. Bike lanes are one-way facilities located on either side of a roadway. Pedestrian and motorist crossflows are permitted.

Additional enhancements such as painted buffers, green paint, and signage may be applied. The minimum bike lane width is five-feet when adjacent to on-street parking, or six-feet when posted speeds are greater than 40 miles per hour.
(Palm Drive pictured)
Class III Bike Route – Provides shared use of traffic lanes with cyclists and motor vehicles, identified by signage and/or street markings such as “sharrows”. Bike routes are best suited for low-speed, low-volume roadways. Bike routes provide network continuity or designate preferred routes through corridors with high demand.
(First Street pictured)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Image Description
Class IV Cycle Track – Also referred to as a separated or protected bikeway, cycle tracks provide a right-of-way designated exclusively for bicycle travel within the roadway and physically protected from vehicular traffic. Cycle tracks can provide one-way or two-way travel. Types of separation include, but are not limited to, grade separation, flexible posts, or on-street parking.
(CV Link, Palm Desert pictured)
Source: Caltrans, Highway Design Manual (2016); CR Associates (2025) Generally, when planning for bicycle facilities, various levels of bicyclist abilities are considered in relation to the community and environment in which they live and cycle. A cyclist’s skill level is an indication of what facility they feel the most comfortable or where they will ride. Cyclists have been generally categorized as belonging to one of four types, based upon their comfort, skill level and interest in cycling (Dill, et al; Four Types of Cyclists: Examination of Typology for Better Understanding of Bicycling Behavior and Potential, Portland State University, 2013). Table 4.2 provides a description of the four types of cyclists.

Importantly, bicycle facilities are only as comfortable as their weakest link or weakest feature. Gaps in facilities – such as dropping a bike lane at an intersection approach – may cause bicyclists to not feel comfortable riding and thus avoid the route. Similarly, a lack of secure bike parking at a destination may also discourage trips by bike. Many factors are considered when determining bicycle facilities, such as available right-of-way, traffic volumes, number of vehicular lanes, speeds, on-street parking presence, adjacent land uses, and network connections. These topics will be considered throughout the recommendation development stage when seeking to improve the network.

Table 4.2 - The Four Types of Cyclists
Image Description
The “Strong and the Fearless” represents fewer than half of a percent of the population. These are the people who will ride regardless of roadway conditions. They tend to self-identify as “cyclists”, and riding is a strong part of their identity. They are generally undeterred by roadway conditions.

The “Enthused and Confident” are those who have been
attracted to cycling and are comfortable sharing the roadway with automotive traffic but prefer to ride in a separate bicycle lane/space. They are attracted to riding where streets have been redesigned to make them work well for bicycling. They appreciate bicycle lanes and bicycle boulevards. This demographic
comprises approximately seven percent of the population.

Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Image Description
The vast majority of people are the “Interested but Concerned”.

They like riding a bicycle and would like to ride more. However, they are cautious toward most riding conditions and are uncomfortable with riding in mixed traffic. Very few regularly ride bicycles, and particularly not along arterials, or to major commercial and employment destinations. This group represents approximately 60 percent of the population. They would ride if they felt safer on the roadways — if cars were slower and less frequent or were physically separated from cars.

Approximately one third of the population falls into the last category - the “No Way, No How” group that is currently not interested in bicycling at all, for reasons of topography, inability, or simply a lack of interest.

Source: Dill, et al (2013)
Existing bicycle facilities are displayed in Figure 4.1. The network is comprised of Class II and Class III facilities, located primarily in the City Center. These facilities extend through Palm Drive and West Drive in the north-south direction, and along some portions of Mission Lakes Boulevard, Pierson Boulevard, Desert View Avenue, Hacienda Avenue, and Two Bunch Palms Trail in the east-west direction.

The City of Desert Hot Springs Bicycle & Pedestrian Master Plan (2016) includes a list of proposed projects that was developed with the goal of improving connectivity and generally expanding the dedicated bicycle and pedestrian network. The projects consist of upgrades to the existing bicycle facilities, as well as the installation of new facilities from all different classifications. In addition to Class II and Class III, the plan includes Class I bike paths, Class IV cycle tracks, and “neighborhood greenways”, which are low-traffic and low-speed streets where priority is given to people walking and bicycling.

This ATP will serve as an update to the previous bicycle and pedestrian plan and will examine the feasibility of implementing the proposed facilities along higher volume and higher speed arterials as a mechanism to improve safety and increase ridership.

Existing bicycle network centerline mileage is summarized by facility type in Table 4.3. As shown,

16.6 miles are currently built in DHS, with 61% being Class II bike lanes and the rest being Class III bike routes.

Table 4.3 - Existing Facility Mileage by Classification Classification Mileage
Class II - Bike Lane 11.5
Class III - Bike Route 6.2
Total 17.7
Source: City of Desert Hot Springs (2023), CR Associates (2025) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 4.1 - Existing Bicycle Facilities
Source: City of Desert Hot Springs, CR Associates (2025) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Big Data: Replica and Strava
Similar to pedestrian mobility, Replica and Strava were also used to assess high activity areas for bicycles around the City. For more information on what Replica and Strava are, refer to section 3.1, Pedestrian Mobility – Network Connectivity.

The data depicted in Figures 4.2 and 4.3 show the bicycle activity results from Replica and Strava models respectively. As shown in these two figures, bicycle activity for both daily and recreational trips is higher on major streets, including those running north-south (Little Morongo Road, Palm Drive) and east-west (Mission Lakes Boulevard and Hacienda Avenue).

Several major streets were more prominently used for daily use, as shown in the Replica model in Figure 4.2: Two Bunch Palms Trail, 20th Avenue, and Mountain View Road. Several showed up more prominently for recreational use, as shown in the Strava model (Figure 4.3): Worsley Road, Indian Canyon Drive, Pierson Boulevard, and Dillon Road.

Network Quality
The quality of the bicycle network was assessed using the bicycle Level of Traffic Stress (LTS) methodology for characterizing cycling environments, as developed by Mekuria, et al. (2012) of the Mineta Transportation Institute and reported in Low-Stress Bicycling and Network Connectivity. LTS classifies the street network into categories according to the level of stress it causes cyclists, taking into consideration a cyclist’s physical separation from vehicular traffic, vehicular traffic speeds along the roadway segment, number of travel lanes, and factors related to intersection approaches with dedicated right-turn lanes and unsignalized crossings.

Table 4.4 identifies the four LTS categories and provides a description of the traffic stress experienced by the cyclist and the environmental characteristics consistent with the category. LTS scores range from 1 (lowest stress) to 4 (highest stress) and correspond to roadways that different populations may find suitable for riding on, considering their stress tolerance.

Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 4.2 - High Bicycle Activity Areas (Replica)
Source: Replica (2024), CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 4.3 - High Bicycle Activity Areas (Strava)
Source: Strava (2024), CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Table 4.4 - Level of Traffic Stress Classifications and Descriptions LTS
Category LTS Description Description of Environment Comfort Level LTS 1
Presenting little traffic
stress and demanding
little attention from
cyclists; suitable for
almost all cyclists,
including children
trained to safely cross
intersections.
• Facility that is physically separated from
traffic or an exclusive cycling zone next to a
slow traffic stream with no more than one
lane per direction
• A shared roadway where cyclists only
interact with the occasional motor vehicle
with a low-speed differential
• Ample space for cyclists alongside a parking
lane
• Intersections are easy to approach and
cross
Interested
but
Concerned –
Vulnerable
Populations
LTS 2
Presenting little traffic
stress but demanding
more attention that
might be expected from
children.
• Facility that is physically separated from
traffic or an exclusive cycling zone next to a
well-confined traffic stream with adequate
clearance from parking lanes
• A shared roadway where cyclists only
interact with the occasional motor vehicle
(as opposed to a stream of traffic) with a
low-speed differential
• Unambiguous priority for cyclists where cars
must cross bike lanes (e.g. at dedicated
right-turn lanes); design speed for right-turn
lanes comparable to bicycling speeds
• Crossings not difficult for most adults
Interested
but
Concerned –
Mainstream
Adult
Populations
LTS 3
Presenting enough
traffic stress to deter
the Interested but
Concerned
demographic
• An exclusive cycling zone (lane) next to
moderate-speed vehicular traffic
• A shared roadway that is not multilane and
has moderately low automobile travel
speeds
• Crossings may be longer or across higherspeed roadways than allowed by LTS 2, but are still considered acceptably safe to most
adult pedestrians
Enthused &
Confident
LTS 4
Presenting enough
traffic stress to deter
all but the Strong &
Fearless demographic
• An exclusive cycling zone (lane) next to highspeed and multilane vehicular traffic • A shared roadway with multiple lanes per
direction with high traffic speeds
• Cyclists must maneuver through dedicated
right-turn lanes containing no dedicated
bicycling space and designed for turning
speeds faster than bicycling speeds
Strong &
Fearless
Source: Mekuria, et al., (2012)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 4.4 displays the bicycle LTS results for all roadways and paths in DHS. Most roadways with existing bicycle facilities exhibit LTS 4 or LTS 3 conditions. The only existing bicycle facilities with LTS 1-2 are West Drive from Mission Lakes Boulevard to 5th Street (Class II), and Desert View Avenue from West Drive to Verbena Drive (Class III). Palm Drive shows LTS 3 north of Two Bunch Palms Trail, where there is more bicycle activity, and LTS 4 south of Two Bunch Palms Trail, where there is more undeveloped land, though it leads to more regional connections.

Outside of the bicycle network, most major arterials are LTS 4 environments due to high traffic volumes, high posted speed limits, and the presence of right-turn only lanes. Roadways with an LTS 1 or 2 environment are generally residential streets and collectors, characterized as having one lane in each direction while providing adequate width for cyclists and vehicles, low posted speed limits, and low traffic volumes.

Table 4.5 presents the LTS score results by mileage. About 20% of all roadways are LTS 4, including all major streets within the network. It is worth noting that, while most assessed roadways are LTS 1- 2, these roadways are largely internal to neighborhoods without the ability to make interneighborhood or regional connections without using LTS 4 roadways.

Table 4.5 - Mileage by LTS Score
LTS Score Mileage
LTS 1-2 115.2
LTS 3 3.0
LTS 4 30.8
Total 149.0
CR Associates (2025)
Figure 4.5 displays the number of key destinations (identified in Figure 2.3) that can be accessed via a three-quarter-mile bike ride from the centroid, or center, of each Census Block Group. Where Census Block Groups are divided by the City boundary, each sub-section of the Census Block Group above 10 acres was assigned a separate point. Census Block Groups without existing, paved roads were excluded from the assessment.

The three-quarter-mile bikeshed was then adjusted to account for bicycling conditions using LTS, as shown in Figure 4.6 The number of destinations accessible to residents living in the City via bike is the highest in the central portion of the city in the four census blocks that meet at the intersection of Palm Drive and Pierson Boulevard.

Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 4.4 - Bicycle Level of Traffic Stress (LTS)
Source: CR Associates (2025)
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 4.5 - Destinations within Half-Mile of Populated Census Blocks Source: US Census (2023), CVAG, SCAG, CR Associates (2025) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 4.6 - Low Stress Connections to Key Destinations Source: US Census (2023), CVAG, SCAG, CR Associates (2025) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Safety
California Office of Traffic Safety Rankings
The California OTS also provides comparisons of traffic safety related to bicycles. As mentioned in the pedestrian section, DHS falls within Group D, which includes 90 cities with a population size between 25,001 and 50,000. For more information about what OTS Safety Ranking are and how these rankings are calculated, see section 3.3 Pedestrian Mobility – Safety.

Table 4.6 displays the OTS bicycle rankings for DHS and similar-sized cities. Number 1 in the rankings is the worst, while 90 would be the best for Group D.

DHS was ranked the best among other regional peer cities in the “Bicycle” category, with 2 victims killed or injured. However, it ranked the worst of all cities for bicyclists under 15 years of age. This signifies potential for improvement with special attention for vulnerable populations.

Table 4.6 - CA Office of Traffic Safety Bicycle Rankings Key: ▼= worst-performing third (1-30) ■ = middle-performing third (31-60) ▲= best-performing third (61-90) Source: California Office of Traffic Safety (2022); CR Associates (2025) Bicycle-Involved Collision Data
Collision data can be an indicator of potential deficiencies and barriers related to bicycle travel. Just like the pedestrian collision data, bicycle collision data draws from a five-year period (January 2019 – December 2023) obtained from SWITRS. The analysis was used to identify trends and patterns related to collision locations, causes, and violation codes.

A total of 14 bicycle-involved collisions were reported during the five-year period. Bicycle-involved collision locations are displayed in Figure 4.7. Collisions were most concentrated in the central area of DHS. Of the 14 collisions, 6 were reported along Palm Drive, with the rest being located mostly on local streets or collectors. A higher concentration of collisions can be seen around the intersection of Palm Drive and 8th Street.

It is worth noting that bicycle improvements have been gradually made along Plam Drive since 2020.

The segment north of Pierson Boulevard, including the intersection with 8th Street, was not improved until 2024, which is later than the 5-year data review period. This may be a factor that contributes to reducing collision rates around this location.

Of the 14 bicycle-involved collisions, one resulted in a fatality, and one resulted in a severe injury.

Figure 4.8 shows fatal and severe collision locations. The fatality was reported on Two Bunch Palms Trail, west of Colla Drive, and the severe injury collision happened on Miracle Hill Road, north of Desert View Avenue.

Crash Category Victims Killed & Injured
OTS Ranking out of 90
1 (Worst) to 90 (Best)
DHS Palm
Springs Coachella La Quinta
Total Fatal and Injury 166 36 ■ 17 ▼ 43 ■ 61 ▲
Bicycle 2 83 ▲ 44 ■ 65 ▲ 51 ■
Bicyclist < 15 1 37 ■ 81 ▲ 47 ■ 72 ▲
Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 4.7 - Bicycle Collisions by Frequency
Source: California Statewide Integrated Traffic Records System (2019-2023) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Figure 4.8 - Bicycle Collisions by Injury Severity
Source: California Statewide Integrated Traffic Records System (2019-2023) Item Number: 2.

Desert Hot Springs Active Transportation Plan
Existing Conditions Report

Table 4.7 lists the primary collision causes for the 14 bicycle-involved collisions. The most frequent cause was vehicle right-of-way violations (50%), followed by unsafe speed (21%). Violations related to traffic signals and signs were the cause of 14% (2) of the collisions.

Table 4.7 - Leading Bicycle Collision Causes
Cause Frequency Percent of Total
Automobile Right of Way Violation 7 50.0%
Unsafe Speed 3 21.4%
Traffic Signals and Signs 2 14.3%
Wrong Side of Road 1 7.1%
Improper Turning 1 7.1%
Total 14 100%
Source: California Statewide Integrated Traffic Records System (2019-2023)

Table 4.8 presents the leading bicycle collision violation codes. The most frequent codes were 21804(a), a driver failing to yield the right-of-way to all traffic while approaching a highway from a driveway, and 22350, vehicles failing to drive at a reasonable speed, representing 21% (3) of collision records each. The third most frequent code was 21800(a), a vehicle failing to yield at an intersection, with 2 records assigned (14%). The remaining 6 collisions were assigned with different violation codes each.

Table 4.8 - Leading Bicycle Collision Violation Codes
Violation Code & Definition Frequency Percent of
Total
21804(a) The driver of any vehicle about to enter or cross a highway from any public or private property, or from an alley, shall yield the rightof-way to all traffic, as defined in Section 620, approaching on the highway close enough to constitute an immediate hazard, and shall continue to yield the right-of-way to that traffic until he or she can proceed with reasonable safety.
3 21.4%
22350 No person shall drive a vehicle upon a highway at a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and the surface and width of, the highway, and in no event at a speed which endangers the safety of persons or property.
3 21.4%
21800(a) The driver of a vehicle approaching an intersection shall yield the right-of-way to any vehicle which has entered the intersection from a different highway.
2 14.3%
Other 6 42.9%
Total 14 100.0%
Source: California Department of Motor Vehicles (2024)
Item Number: 2.