Council Agenda - September 5, 2024
26529.00000\42588333.2
City of Indian Wells
Ordinance No. ___
visiting golf courses and other tourist -oriented locations in Indian Wells and the surrounding Coachella Valley; and
WHEREAS, this high-impact use, combined with the frequent turnover and commercial management of these properties is not consistent with the residential districts in which they are located. It is commercial in nature, in that these time-share uses are structured as a short-term, tourist-oriented, visitor-serving use of the subject properties. The use of these properties as time- shares adds excessive noise and traffic to residential districts by using these properties for high- impact tourist-oriented uses more appropriately located in commercial districts of the City; and
WHEREAS, expanded use of residential properties for time-share uses will further reduce the availability of housing stock for long-term residential use, and create a new demand for time- share uses of residential properties; and
WHEREAS, this encroachment of tourist -oriented, visitor -serving uses in residential neighborhoods will not only compromise the residential character of these areas, but will also further increase the costs for housing in the City, undermining the City’s efforts to provide a balance of housing for all income levels in the City; and
WHEREAS, the City’s authority to enact zoning ordinances is based on the powers accorded cities and counties under the state constitution to make and enforce police regulations.
This police power grants the City broad authority to regulate the development and use of real property within its jurisdiction to promote the public welfare; and
WHEREAS, in accordance with this authority, the City Council desires to reaffirm its restrictions on time -share uses in residential areas, and to update the language of the Zoning Code to provide consistency with the terminology used to define time-share uses in state law; and
WHEREAS, the Planning Commission of the City of Indian Wells held a duly noticed public hearing on August 29, 2024, as required by law to consider all the information presented by staff, and public testimony presented in writing and at the meeting; and WHEREAS, on August 29, 2024, the Planning Commission of the City of Indian Wells held a duly noticed public hearing , as required by law , to consider all the information presented by staff, and public testimony presented in writing and recommended the City Council approve this Ordinance amending the Municipal Code as described herein; and WHEREAS, on September 5, 2024, the City Council held a duly noticed public hearing, accepted testimony from the public, considered the Planning Commission’s recommendation, and discussed the proposed amendments and staff’s recommended approval of this ordinance; and
WHEREAS, the proposed zoning amendments are consistent with the General Plan goals, policies and implementation programs as the ordinance will continue to preserve the small-scale residential-resort character of the City of Indian Wells; will preserve the City’s residential districts for residential uses; and will help to preserve the City’s existing housing stock for long -term
Council Agenda - September 5, 2024
26529.00000\42588333.2
City of Indian Wells
Ordinance No. ___
residential uses to avoid further exacerbating the existing impacts on the City’s housing supply ; and
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF INDIAN WELLS DOES HEREBY ORDAIN AS FOLLOWS:
SECTION 1. The above recitals are hereby incorporated as though set forth in this section.
SECTION 2. Chapter 21.32 is hereby added to Title 21 of the Indian Wells Municipal Code, to read in its entirety as follows:
“Chapter 21.32 TIME-SHARE USES
21.32.010 Purpose and Findings
21.32.020 Definitions
21.32.030 Time-share Uses Restricted
21.32.040 Violations, Enforcement and Civil Penalties
21.32.010 Purpose and Findings
A. There is a critical shortage of permanent, long-term housing in the City of Indian Wells.
B. A limited supply of suitable vacant land, land values, and market demand for land for other uses have limited the construction of additional housing in the City.
C. The City is a popular tourist destination known for its scenic Coachella Valley location, exceptional resorts, and small-town character.
D. The City stands out in the Coachella Valley for its ability to attract visitors while also supporting the needs of its resident population. Maintaining the balance between the quality of life for residents and those who work in the City and the visitors who help to sustain the City’s tourist economy is key to maintaining a sustainable community and a stable economy.
E. Time-share uses are not an appropriate land use in the City’s residential districts due to the multiple transitory occupancy of time-share properties, the short-term tourist-oriented use of such property, and commercial management of time-share facilities, all of which create increased traffic generation, excessive noise, disruption to residential communities through commercial - level maintenance of the time -share facilities, and therefore are appropriately confined to commercial zoning districts.
F. Conversion of permanent housing to time-share facilities removes existing housing units from the City’s existing stock and exacerbates an already severe housing shortage.
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City of Indian Wells
Ordinance No. ___
G. It is therefore in the public interest to prohibit conversions of existing housing units into time-share facilities, as to do so eliminates needed housing stock by diverting those units to tourist-oriented, commercial use.
21.32.020 Definitions
For purposes of this Chapter, the following words and phrases have the meaning respectively ascribed to them by this Section:
“Accommodation” means any dwelling unit, apartment, condominium, condominium hotel or hotel unit, hotel or motel room, or other structure constructed for residential use and occupancy, including but not limited to a single -family dwelling, or unit within a multifamily dwelling, all as defined in Chapter 21.08.
“Building” shall have the meaning ascribed to it by Chapter 21.08. “Dwelling unit” shall have the meaning ascribed to it by Chapter 21.08. “Managing entity” means the person who undertakes the duties, responsibilities and obligations of the management of a time-share plan.
“Person” means a natural person, corporation, limited liability company, partnership, joint venture, association, estate, trust, or other legal entity, or any combination thereof. “Time-share instrument” means one or more documents, by what ever name denominated, creating or governing the operation of a time-share plan and includes the declaration dedicating accommodations to the time-share plan.
“Time-share interest” means the right to exclusively occupy a time-share property for a period of time on a recurring basis pursuant to a time-share plan, regardless of whether or not such right is coupled with a property interest in the time-share property or a specified portion thereof. “Time-share plan” means any arrangement, plan, scheme, or similar device, whether by membership agreement, bylaws, shareholder agreement, partnership agreement, sale, lease, deed, license, right to use agreement, or by any other means, whereby a purchaser, in exchange for consideration, receives the right to exclusive use of an accommodation or accommodations, whether through the granting of ownership rights, possessory rights or otherwise, for a period of time less than a full year during any given year, on a recurring basis for more than one year, but not necessarily for consecutive years.
“Time-share property” means one or more accommodations subject to the same time-share plan, together with any other property or rights to property appurtenant to those accommodations. “Time-share use” means the use of one or more accommodations or any part thereof, as a time- share property pursuant to a time-share plan.
Council Agenda - September 5, 2024
26529.00000\42588333.2
City of Indian Wells
Ordinance No. ___
21.32.030 Time-share Uses Restricted
Except as hereinafter provided, t ime-share uses are prohibited in all zones within the City. The following two time-share uses (previously referred to as time share projects) , which were in existence as of October 16, 1980, shall be permitted subject to the following limitations:
A. Sweetwater Condoshare . The forty -four (44) condominium units designated in a document filed with the City Clerk's office as Palm Springs Condoshare Project I; and B. Worldwide Vacations. The forty -eight (48) hotel rooms are currently in existence and located at 75-188 Highway 111.
21.32.040 Violations, Enforcement, and Civil Penalties
A. Any responsible person, including but not limited to an owner of a time -share interest, management entity, agent, or broker who uses, or allows the use of, or advertises or causes to be printed, published, advertised or disseminated in any way and through any medium , the availability for sale or use of an accommodation in violation of this chapter is guilty of a misdemeanor for each day in which such accommodation is used, allowed to be used, or advertised for sale or use in violation of this chapter. Such violation punishable in accordance with Chapter 1.16.
B. Time-share use or advertisement for time-share use of an accommodation in violation of this chapter is a threat to public health, safety, or welfare and is thus declared to be unlawful and a public nuisance. Any such nuisance may be abated or restored by the enforcement official and also may be abated in accordance with Chapter 1.16, except that the civil penalty for a violation is $1,000.00 for each offence. Each day the violation occurs constitutes a separate offense.
C. Any responsible person who violates this chapter is liable and responsible for a civil penalty of $1,000.00 per violation per day that such violation occurs. The City may recover such civil penalty by either civil action or administrative citation. Such penalty is in addition to all other costs incurred by the City, including without limitation the City’s staff time, investigation expenses, and attorney’s fees.
1. When the City proceeds by civil action, the court has discretion to reduce the civil penalty based on evidence presented by the responsible person that such a reduction is warranted by mitigating factors including, without limitation, lack of culpability or inability to pay. Provided, however, that in exercising its discretion the court should consider the purpose of this chapter to prevent and deter violations and whether the reduction of civil penalties will frustrate that purpose by resulting in the responsible person’s enrichment or profit as a result of the violation of this chapter. In any such civil action the City also may abate or enjoin any violation of this chapter.
2. When the City proceeds by administrative citation, Chapter 1.20 governs.
D. Any violation of this chapter may also be abated or restored by the enforcement official and also may be abated in accordance with Chapter 1.16, except that the civil penalty under Chapter 1.16 for a violation is $1,000.00.
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City of Indian Wells
Ordinance No. ___
E. Each day the violation of this chapter occurs constitutes a separate offense.
F. The remedies under this chapter are cumulative and in addition to any and all other remedies available at law and equity.”
SECTION 3: Deletion of Section 21.04.090. Section 21.04.090 is hereby deleted in its entirety.
SECTION 4: CEQA. This ordinance was assessed in accordance with the authority and criteria contained in the California Environmental Quality Act ( “CEQA”), the State CEQA Guidelines (the “Guidelines”), and the environmental regulations of the City. T he City Council hereby finds that this ordinance is not subject to CEQA because the adoption of this ordinance is not a “project” under Sections 15060(c)(2) and 15060(c)(3) of Title 14 of the California Code of Regulations.
Moreover, under Section 15061(b)(3) of the State CEQA Guidelines, this ordinance is exempt from the requirements of CEQA because it can be seen with certainty that the provisions contained herein would not have the potential for causing a significant effect on the environment.
SECTION 5: Effective Date. This ordinance takes effect 30 days after adoption.
SECTION 6: Custodian of Records. The documents and materials that constitute the record of proceedings on which this Ordinance is based are located at the City Clerk’s office located at 44950 Eldorado Drive, Indian Wells, CA 92210. The custodian of these records is the City Clerk.
SECTION 7: Severability. If any section, sentence, clause, or phrase of this ordinance or the application thereof to any entity, person or circumstance is held for any reason to be invalid or unconstitutional, such invalidity or unconstitutionality does not affect other provisions or applications of this ordinance that can be given effect without the invalid provision or application, and to this end the provisions of this ordinance are severable. The City Council hereby declares that it would have adopted this ordinance and each section, sentence, clause, or phrase thereof, irrespective of the fact that any one or more section, subsections, sentences, clauses, or phrases be declared invalid or unconstitutional.
SECTION 8: Publication. The City Clerk is hereby directed to certify the adoption of this ordinance. Not later than 15 days following the passage of this ordinance, the ordinance, or a summary thereof, along with the names of the City Council members voting for and against the ordinance, must be published in a newspaper of general circulation in the City of Indian Wells.
PASSED, APPROVED AND ADOPTED by the City Council of the City of Indian Wells, California, at a regular meeting held on the ___ day of ________, 2024.
______________________________
GREG SANDERS
MAYOR
Council Agenda - September 5, 2024
26529.00000\42588333.2
City of Indian Wells
Ordinance No. ___
STATE OF CALIFORNIA )
COUNTY OF RIVERSIDE ) ss.
CITY OF INDIAN WELLS )
CERTIFICATION FOR ORDINANCE NO. ____
I, Angelica Avila, City Clerk of the City Council of the City of Indian Wells, California, DO HEREBY CERTIFY that Ordinance No. ___, having been regularly introduced at the meeting of September 5, 2024, was again introduced, the reading in full thereof unanimously waived, and duly passed and adopted at a regular meeting of the City Council held on the ___of ______, 2024 said ordinance was passed and adopted by the following stated vote, to wit:
and was thereafter on said day signed by the Mayor of the City of Indian Wells.
AYES:
NOES:
ATTEST: APPROVED AS TO FORM:
_____________________________ ____________________________
ANGELICA AVILA TODD LEISHMAN FOR
CITY CLERK BEST BEST & KRIEGER LLP
CITY ATTORNEY
Council Agenda - September 5, 2024
RESOTUTTON NO. PC 2024-06
A RESOLUTION OF THE PLANNING COMMISSION OF THE CITY OF
INDIAN WELLS, CALIFORNIA, RECOMMENDING THAT THE CITY
COUNCIL ADOPT AN ORDINANCE OF THE CITY COUNCTL OF THE CITY oF TNDTAN WELLS, CALTFORNTA, ADDTNG CHAPTER 21.32 *TrME- SHARE USES'TO TITLE 21 OF THE INDIAN WELLS MUNICIPAL CODE; DELETING SECTION 21.04.090; AND FINDING THE ACTION TO BE
EXEMPT FROM CEQA UNDER CEQA GUTDELTNES SECTTONS
1s060(c)(2), 1s060(cX3), AND 1s061(bx3)
WHEREAS, the City of Indian Wells is a popular tourist destination, known for its world- class resofts and small town residential-resort character; and WHEREAS, preseruing the quality and character of the City has been a focal point of the City's land use planning for decades; and
WHEREAS, the City stands out in the Coachella Valley for its ability to attract visitors while also supporting the needs of its resident population. Maintaining the balance between the quality of life for residents and those who work in the City and the visitors who help to sustain the City's tourist economy is key to maintaining a sustainable community and a stable economy; and
WHEREAS, the City values and welcomes all visitors to the City and recognizes their contributions to the City's economy, but finds that in order to maintain the City's long-term viability as a community where people not only come to visit, but also live, work and contribute to the long-term betterment of the community through pafticipation in the City's schools, local community groups, civic government and local serving businesses, the City must maintain a balance between residential land uses and visitor-serving uses; and WHEREAS, the City's existing housing stock is significantly impacted, with demand outweighing supply, resulting in extremely high housing prices as detailed in the accompanying staff report. A limited supply of suitable vacant land, exorbitantly high land costs, and limitations in the City's existing infrastructure, among other factors, can constrain the construction of additional housing in the City; and
WHEREAS, as noted in the Housing Element of the City's General Plan, which was ceftified in July 2024, the City is actively seeking to address the City's housing challenges and facilitate the development of affordable housing; and
WHEREAS, these efforts have highlighted the challenge of providing sufficient housing to meet demand, particularly at more affordable levels, due to the significant costs of acquiring housing or land for the development of housing in the City and the limited supply of such land; and
WHEREAS, the conversion of existing residential units to uses other than long-term residential use will further reduce the City's existing long-term housing supply, causing fufther imbalance between the demand for housing in the City and the existing supply, not only altering 26s29.00000\42s 8869 4.2
ATTACHMENT #2
Council Agenda - September 5, 2024
City of Indian Wells
Resolution No. PC 2024-06
the character of the City's residential neighborhoods, but also presenting further challenges to the City's efforts to provide affordable housing within the community; and WHEREAS, the City additionally has, for many years, worked to preserue its existing housing stock for long-term residential use, both to maintain the character of its residential neighborhoods and prevent residential districts from becoming visitor and tourist-serving districts, and to ensure that the housing stock would not be convefted to uses other than long-term residential uses; and
WHEREAS, to this end, in 1996, the City adopted Ordinance No. 387, which prohibited the creation of time-share projects as a use within any zone of the City, with only two exceptions for legacy projects. The City imposes this restriction because (a) the use of land and the conversion of residential dwelling units to time-share projects would reduce the availability of residential dwelling units that would othenruise be available for long-term occupancies and (b) time-share projects are inappropriate in residential areas because those uses have the same character as commercial hotels, motels, and other transient-occupancy uses and would result in increased traffic generation and multiple occupancies disturbing the peace and quiet of residential neighborhoods; and
WHEREAS, the City has historically not received complaints about time-sharing uses in residential neighborhoods (because they are clearly prohibited). In recent years, however, the City began receiving complaints regarding single-family homes in the City that were being marketed and sold as "fractional ownership" or "co-ownership" homes, wherein each buyer may acquire a one-eighth interest in a limited liability company that owns the home. Under the structure through which these dwelling units are marketed and sold, each owner gets a one- eighth share along with the right to use the home for one-eighth of each year indefinitely. During each owner's usage period, that owner has exclusive use of the entire house. All rentals are prohibited; only owners and their guests are permitted to use the house. Each owner pays regular assessments to fund the operating costs of the home and maintenance reserues; and WHEREAS, this arrangement which provides that each purchaser is entitled to exclusive use of the property for a fixed number of days each year, is a "time-share plan" as defined in Business and Professions Code section tL2I2, and a "time share project" as defined in Section 2L.08.462 and a t'time share program" as defined in Section 3.L2.020 of the City's Municipal Code; and
WHEREAS, the City is aware of numerous complaints regarding these propefties in the City and elsewhere, including parking impacts from large numbers of people staying at these properties; excessive noise late into the evening due to frequent outdoor pafties; traffic due to frequent visitor turnover; traffic, noise and parking concerns due to frequent visits from cleaning, landscape maintenance and pool cleaning seruices that come to the properties in between each stay to prepare the home for the next guest; and an inability to maintain lines of communication to set community expectations with the users of the unit, as visitors only frequent the homes for shoft term stays of 2to t4 days; and
WHEREAS, the complaints received by the City and other jurisdictions are reflective of the reasons that the City prohibited time-share projects within residential areas of the City. The time-share uses provide a short-term, high-impact, vacation-oriented use of propefty, where those that buy into the time-share use the home for enteftaining and short-term stays while 26529.00000\42588694.2 2
:*r
Council Agenda - September 5, 2024
City of Indian Wells
Resolution No. PC 2024-06
visiting golf courses and other tourist-oriented locations in Indian Wells and the surrounding Coachella Valley; and
WHEREAS, this high-impact use, combined with the frequent turnover and commercial management of these propefties is not consistent with the residential districts in which they are located. It is commercial in nature, in that these time-share uses are structured as a shott-term, tourist-oriented, visitor-seruing use of the subject properties. The use of these properties as time- shares adds excessive noise and traffic to residential districts by using these propefties for high- impact tourist-oriented uses more appropriately located in commercial districts of the City; and WHEREAS, expanded use of residential properties for time-share uses will further reduce the availability of housing stock for long-term residential use, and create a new demand for time- share uses of residential properties; and
WHEREAS, this encroachment of tourist-oriented, visitor-seruing uses in residential neighborhoods will not only compromise the residential character of these areas, but will also further increase the costs for housing in the City, undermining the City's efforts to provide a balance of housing for all income levels in the City; and WHEREAS, the City's authority to enact zoning ordinances is based on the powers accorded cities and counties under the state constitution to make and enforce police regulations.
This police power grants the City broad authority to regulate the development and use of real property within its jurisdiction to promote the public welfare; and WHEREAS, in accordance with this authority, the City Council desires to reaffirm its restrictions on time-share uses in residential areas, and to update the language of the Zoning Code to provide consistency with the terminology used to define time-share uses in state law; and
WHEREAS, on August t8,2024, the City noticed the Planning commission public hearing for the proposed ordinance in accordance with Government Code section 65090; and WHEREAS, on August 29, 2024, the Planning Commission held a duly-noticed public hearing and considered the staff repoft, recommendations by staff, and public testimony concerning the proposed ordinance; and
WHEREAS, the proposed zoning amendments are consistent with the General Plan goals, policies and implementation programs as the ordinance will continue to preserue the small-scale residential-resort character of the City of Indian Wells; will preserue the Cityt residential districts for residential uses; and will help to preserue the City's existing housing stock for long-term residential uses to avoid fufther exacerbating the existing impacts on the City's housing supply.
NOW THEREFORE, the Planning Commission of the City of Indian Wells does resolve, determine, find and order as follows:
SECTION 1. Recitals. The foregoing recitals are true and correct and are incorporated herein as substantive findings of this resolution.
SECTION 2. CEQA, This ordinance was assessed in accordance with the authority and 26 529.000 00\42s I 8 694.2 3 Page 135 of 416
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City of Indian Wells
Resolution No. PC 2024-06
criteria contained in the California Environmental Quality Act C'CEQA), the State CEQA Guidelines (the Guidelines), and the environmental regulations of the City. The City Council hereby finds that this ordinance is not subject to CEQA because the adoption of this ordinance is not a "project" under Sections 15060(cXZ) and 15060(cX3) of Title L4 of the California Code of Regulations.
Specifically, this ordinance only affirms and clarifies existing regulations regarding timeshare uses within the City and merely authorizes administrative and implementation activities which will not result in a direct or reasonably foreseeable indirect physical change in the environment.
Moreover, under Section 15061(bX3) of the State CEQA Guidelines, this ordinance is exempt from the requirements of CEQA because it can be seen with certainty that the provisions contained herein would not have the potential for causing a significant effect on the environment.
SECTION 3. General Plan. Based on the entire record before the Planning Commission, and all written and oral evidence presented, the Planning Commission hereby finds that the proposed ordinance is consistent with the City's adopted General Plan and does not conflict with any of the General Plan's goals or policies.
SEQUONS. Recommendation. The Planning Commission hereby recommends that the City Council adopt the attached proposed ordinance entitled: *AN ORDINANCE OF THE CITY couNcIL oF THE CITY OF INDIAN WELLS, CALIFORNIA, ADDING CHAPTER 2L.32 "TIME- SHARE USES, TO TITLE 21 OF THE INDIAN WELLS MUNICIPAL CODE; DELETING SECTION
21.04.090; AND FINDING THE ACTION TO BE EXEMPT FROM CEQA UNDER CEQA GUIDELINES sEcTroNS 1s060(cx2), 1s060(cx3), AND 1s061(BX3)."
426529.00000\42588694.2
Council Agenda - September 5, 2024
City of Indian Wells
Resolution No. PC 2024-06
pASSED, APPROVED, AND ADOPTED by the Planning Commission of the City of Indian Wells, California, at a regular meeting held on this 29th day of August 2024.
SCHLEIMER
CERTIFICATION FOR RESOLUTION NO. PC 2024.06
I, Jon Berg, Community Development Director of the Planning Department of the City of Indian Wells, Caliiornia, DO HEREBY CERTIFY that the whole number of the members of the Planning Commission is five (5); that the above and foregoing Resolution was duly and regularly passed and adopted at a regulir-meeting of the Planning Commission of the City of Indian Wells on the 29n day of August 2024, by the following vote:
AYES: 3 - Bahneman' Schleimer, Schubeft
NOES: 0 - None
RECUSE: 2 - Conway' Welch
ATTEST: APPROVED AS TO FORM:
LEISH
DIRECTOR ATTORNEY
526529.00000\425 8869 4.2 Page 137 of 416
Council Agenda - September 5, 2024
INDIAN WELLS CITY COUNCIL
September 5, 2024
To: City Council
From: Finance Department
Prepared by: Kevin McCarthy, City Finance Director
Subject: Implementation of a City Pension Policy
RECOMMENDED ACTIONS:
Council DISCUSSES and APPROVES the Implementation of a Pension Policy; and FINDS the project to be exempt from the provisions of the California Environmental Quality Act (CEQA) pursuant to Section 15060.
DISCUSSION:
In 2015, the City Council prioritized the development of a financial strategy to enhance the City's long-term financial position, including reducing ongoing pension costs. By 2017, the City successfully eliminated its unfunded pension liabilities, saving taxpayers $6 .0 million in future pension obligations. This achievement enabled the City to redirect funds from annual pension payments to resident needs, such as increased police services and new community events aimed at improving residents' quality of life.
Since 2017, the City's pension liabilities have remained fully funded. Committed to "best financial practices," the Finance Committee conducts an annual review of pension funding during the budget development process and the auditors' presentation of the City's financial statements. Additionally, an internal pension reserve fund, financed annually through the City's budgeting process, ensures the pension fund remains fully funded by mitigating potential shortfalls in CalPERS performance.
The Council’s dedication to developing exceptional fiscal policies under the "Best Cities - Best Practices" program aims to foster economic stability, growth, and sustainability.
The City’s Pension Policy
The City of Indian Wells has established a strong tradition of financial prudence, exemplified by its achievement of fully funded pension status. This milestone has become integral to the City's economic culture, reinforcing its commitment to fiscal responsibility and sustainable governance. Under the guidance of the Finance Committee, pension matters are consistently prioritized and discussed at strategic planning and budget
Council Agenda - September 5, 2024
meetings, ensuring transparent communication with the public through various communications, including the "Budget at a Glance" and the "Financial Primer" mailers.
Developing a City Pension Policy is the next logical step under the "Best Cities - Best Practices" program. Adopting a fully funded pension fund policy is critical for the Council, ensuring sustainable governance and robust public service delivery.
The proposed City Pension Policy represents a state -of-the-art, self-funding, sustainable management approach designed to address Unfunded Accrued Liability (UAL) and Normal Cost. Central to this approach is the utilization of the City’s 115 Trust Pension Reserve Fund, aimed at achieving a sustainable financial model.
This policy demonstrates fiscal responsibility by proactively managing future liabilities, preventing budgetary crises, and maintaining the City's financial integrity. It builds public trust by showcasing the Council's commitment to safeguarding the City's economic future, fostering transparency and accountability.
Financial health, closely scrutinized by credit rating agencies, is another significant benefit, as a fully funded pension plan indicates fiscal stability and can enhance the City’s credit rating. Higher credit ratings reduce borrowing costs, allowing the City to invest more in infrastructure, public services, and community development projects.
Furthermore, this policy helps avoid future financial strain by preventing significant unfunded liabilities that could necessitate tax increases or cuts to essential services.
Ensuring pensions are fully funded maintains stable and predictable fiscal policies, promoting intergenerational equity by preventing current taxpayers from being overburdened by future liabilities, thereby maintaining social harmony and political stability.
Adopting a fully funded pensio n fund policy is not merely prudent but a cornerstone of fiscal responsibility for any city. Below are compelling reasons underpinning the financial acumen of this strategy:
1. Long-term Fiscal Stability
A fully funded pension fund ensures the City can meet its long-term obligations without resorting to emergency measures such as tax hikes or budget cuts. This stability is crucial for maintaining the City’s financial health and allows for more predictable financial planning.
2. Credit Rating Enhancement
Cities with well-funded pension plans typically enjoy higher credit ratings. These improved ratings lower the cost of borrowing, as they signify lower risk to bondholders and other
Council Agenda - September 5, 2024
investors. This translates into significant savings on interest payments over time, freeing up resources for other critical municipal needs.
3. Avoidance of Pension Crisis
Underfunded pension plans can lead to a crisis requiring drastic remedial actions. By ensuring that pension funds are fully funded, Indian Wells can avoi d the scenarios witnessed in some jurisdictions, where pension deficits have led to severe financial distress and even insolvency.
4. Economic Predictability
Stable and predictable pension funding contributes to overall economic predictability within the City. This fosters favorable business operations and investment environment, as businesses thrive where fiscal policies and obligations are transparent and manageable.
5. Budgetary Flexibility
With a fully funded pension, Indian Wells allocates resources more flexibly. The absence of significant, unfunded pension liabilities reduces the need for stringent budget constraints, allowing for more effective and strategic use of public funds in infrastructure, community events, and public safety.
6. Public Trust and Confidence
A fully funded pension plan enhances public trust and confidence in the City's governance.
It demonstrates fiscal prudence and a commitment to fulfilling promises made to public employees, which are essential for maintaining publi c support for city policies and initiatives.
FISCAL IMPACT:
Strategic Funding Objectives:
The proposed Pension Policy sets a strategic goal to maintain a Funding Level Objective of 95% within the CalPERS pension plans. It aims to accumulate an additional 25% of Total Accrued Liability within the 115 Trust Reserve Fund , targeting 120% of Total Accrued Liability. This robust funding strategy and an assumed 6.8% growth rate position the pension management program as a self -sustaining model. Once fu lly funded, the projected pension plan and reserve earnings are anticipated to sufficiently cover all future UAL and Normal Costs, minimizing reliance on budget allocations.
Council Agenda - September 5, 2024
Key Fiscal Features of the Pension Policy:
115 Trust Reserve Fund : The policy sets a conservative 115 Trust Reserve Ceiling at 120% of Total Accrued Liability . This strategic threshold is projected to generate approximately $495,000 annually at a 6.8% return rate, effectively covering the City's Normal Cost contributions. This self-sustaining model reduces reliance on annual budget allocations for pension obligations, ensuring financial stability.
Annual Contribution Strategy: The initiation of the 115 Trust Reserve Fund includes an annual contribution goal that ranges from 5% to 10% of the payroll. Contributions at 5% of payroll amount to approximately $168,750 annually, while contributions at 10% of payroll amount to around $337,500 annually. These contributions are calculated to fully fund the 115 Trust Reserve within approximatel y 13 to 20 years, assuming consistent annual growth and prudent financial management.
CALIFORNIA ENVIRONMENTAL QUALITY ACT (CEQA):
This action has been reviewed per the authority and criteria contained in the California Environmental Quality Act (CEQA), the State and local CEQA Guidelines, and the City's environmental regulations. The City, acting as the Lead Agency, determined that this resolution is not subject to CEQA pursuant to Sections 15060(c)(2), 15060(c)(3), and 15061(b)(3) of the State CEQA Gui delines, because it will not result in a direct or reasonably foreseeable indirect physical change to the environment as there is no possibility that the action would result in a significant environmental impact, and because it does not constitute a “proje ct” as defined in Section 15378 of the State CEQA Guidelines, California Code of Regulations, Title 14, Chapter 3.
ATTACHMENTS:
1. The City’s Pension Policy
Council Agenda - September 5, 2024
City Pension Policy
September 5, 2024
Council Presentation: September 5, 2024
General Business Item I.1
City Pension Policy Today’s Goal: Adopt a Council Pension Policy that will memorialize the City’s practices since 2017. By 2017, the City had paid off its unfunded pension funds, saving taxpayers approximately $6.0 million in future obligations.
City Pension Policy Since 2017, the City's pension liabilities have remained fully funded. • Discussion is included in every – Strategic planning session – Incorporated into every budget – Available for public review in the annual financial statements.
City Pension Policy Developing a City Pension Policy is the next logical step under the "Best Cities - Best Practices" program.– This policy demonstrates fiscal responsibility – Builds public trust– Fosters transparency and accountability.
City Pension Policy Implementation of this Policy does NOT: – Change existing budget practices – Alter pension or OPEB funding in any way It simply memorializes existing practices since its original implementation in 2017.
City Pension Policy Thank You!
PENSION MANAGEMENT POLICY
CITY OF INDIAN WELLS
Adopted by the City Council of the
City of Indian Wells
September 5, 2024
City Council Draft
ATTACHMENT #1
Council Agenda - September 5, 2024
CITY OF INDIAN WELLS
PENSION MANAGEMENT POLICY
Date: June 12, 2024 Page | 1
Section 1. Purpose
The purpose of this Pension Management Policy (the “Policy”) is to strategically address the existing and any future unfunded accrued liability (the “UAL”) associated with the City of Indian Well’s (the “City”) California Public Employees ’ Retirement System (CalPERS) pension plans (the “Pension Plans”). This Policy also addresses some principal elements and core parameters central to the policy objectives. In developing this Policy, the City strives to reduce its UAL and the associated financing costs in the most cost -efficient and fiscally responsible manner possible.
The City is committed to fiscal sustainability by employing long -term financial planning efforts, maintaining appropriate reserve levels, and employing prudent practices in governance, management, budget administration, and financial reporting. This Policy is intended to make all relevant information readily available to decision -makers and the public to improve the quality of decisions and transparency , identify policy goals, and demonstrate a commitment to long -term financial planning. Development of this Policy signals to rating agencies and capital markets that the City is willing to set policies that improve its ability to meet its obligations in a timely manner.
The Policy is intended to reflect a reasonable and conservative approach to managing the UAL costs associated with the Pension Plans. This Policy recognizes that the Pension Plans are subject to market volatility and that the actual economic and demographic experience of the plans will differ from the actuarial assumptions. Accordingly, it is intended to allow for adaptive responses to changing circumstances, providing flexibility to address such volatility in a financially sound manner.
As such, the City is required to continually monitor its Pension Plans and the corresponding UAL.
Section 2. Policy Goals and Objectives
The overarching goals and objectives of this Policy are as follows:
• Establish, attain, and maintain targeted pension plan funding levels
• Provide sufficient assets to permit the payment of all benefits under the Pension Plans
• Seek to manage and control future contribution volatility to the extent reasonably possible
• Strive to make Annual Discretionary Payments to accelerate UAL pay -down, reduce interest costs, and stabilize future payments
• Maintain the City’s sound financial position and creditworthiness
• Provide guidance in making annual budget decisions
• Create sustainable and fiscally sound future budgets
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CITY OF INDIAN WELLS
PENSION MANAGEMENT POLICY
Date: June 12, 2024 Page | 2
• Demonstrate prudent financial management practices
• Create transparency as to how and why the Pensions Plans are funded
Section 3. Background and Discussion
In General. Each Pension Plan is a multiple-employer defined benefit pension plan administered by the California Public Employee Retirement System (“CalPERS”). All full -time and certain part -time City employees are eligible to participate in the CalPERS retirement and disability benefits, annual cost of living adjustments , and death benefits offered to plan members and their beneficiaries.
CalPERS acts as a common investment and administrative agent for participating public entities within the State of California. Benefit provisions and all other requirement s are established by state statute.
The financial objective of a defined benefit pension plan is to fund the long -term cost of benefits provided to the plan participants. In order to assure its financial soundness and sustainability, the plan should accumulate adequate resources in a systematic and disciplined manner to ensure sufficient resources are available to meet employee benefit requirements . This Policy outlines the practices the City will utilize to address its actuarially determined contributions to fund the long - term cost of benefits to the Pension Plan participants and annuitants.
Pension Costs and Liabilities. In order to fund its employees’ pension benefits, the City is required to make contributions (a portion of which may come from the employees) to CalPERS. CalPERS then invests these contributions to generate returns to help fund the pension benefits. The regular required contributions, known as the “normal cost,” are calculated as a percent of salaries and represent the annual cost of service accrual for the upcoming fiscal year for active employees. If, for any reason, the actual Pension Plan experience and /or investment performance fall short of the actuarial assumptions, the Pension Plan can become underfunded (i.e., the Pension Plan’s Normal Accrued Liability exceeds the Plan’s market value of assets). This shortfall is known as the Unfunded Accrued Liability. Usually, it has to be covered by the City through a series of UAL Payments, which are above and beyond the “normal cost” contributions. The UAL Payments are calculated in total dollar amounts, not as a percent of salaries.
The UAL can be caused by multiple factors, including but not limited to changes to CalPERS’ actuarial amortization policy, retroactive pension benefit enhancements, investment underperformance, actuarial assumption changes, demographic factors, and discoun t rate reductions.
UAL is Debt . The UAL balance at any given point in time is a debt of the City owed to CalPERS , which is amortized over a set period of time with interest accruing at the then -current CalPERS discount rate (the “Discount Rate”) . However, this debt can be prepaid at any time without
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CITY OF INDIAN WELLS
PENSION MANAGEMENT POLICY
Date: June 12, 2024 Page | 3
penalties. Recognizing the UAL as debt helps the City identify proper steps to address it and minimize the associated financing costs.
Ongoing CalPERS Practices . Every year CalPERS prepares updated actuarial valuation reports for each of the City’s Pension Plans wherein it calculates the City’s total pension liability as of the end of the prior fiscal year (each a “Valuation Report”). If the investment performance during that fiscal year was different from the Discount Rate, or if CalPERS made any changes to its actuarial assumptions, or if th e actual demographic or compensation experience within the Pension Plans was different from the actuarial assumptions, new li ne items, or UAL amortization “bases,” may be added to the plan and result in a change to the UAL balance. Such UAL amortization bases may be positive (indicating a funding shortfall for the Pension Plans) or negative (indicating a funding surplus for the Pension Plans). Since CalPERS can add new UAL amortization bases every year, the Pension Plans must be monitored annually and managed continually – there is no one-time solution.
CalPERS has adopted the UAL amortization methods meant to help public agencies “ease into” paying for the UAL increases. New UAL amortization bases are implemented incrementally, with a five-year ramp-up period, and at times include additional small increa ses in subsequent years. The ramp-up period, while reducing the cash flow impact in the near term, increases the overall UAL repayment costs for the City by delaying repayment. Since the UAL balances accrue interest at the rate that is equal to the then cu rrent Discount Rate, the delayed payments prior to the commencement of the amortization and the reduced payments during the ramp -up period that do not fully cover the interest costs result in negative amortization, causing further increases to the UAL balance. To help reduce the overall costs of the UAL repayment, this Policy encourages level annual payments (i.e., no ramp -up) whenever possible.
Section 4. Policy
A. Funding Level Objective. It is the City’s policy to strive to achieve and maintain a Pension “Funded Ratio” (the ratio by which the Market Value of Assets —as set forth in the most recently published Valuation Report —exceeds the Entry Age Normal Accrued Liability or “EANAL”—as set forth in the most recently published Valuation Report) for each Pension Plan of 95% (the “Funding Level Objective”).
Funding Level Objective = 95%
Achieving and maintaining the 95% Funding Level Objective ensures that the City's and its employees' ongoing contributions are properly and adequately funding the retirement benefits of retirees and today’s workers. This concept is commonly referred to as intergenerational equity. The reason for a Funding Level Objective of 95% rather than 100% is to allow some cushion for the possibility that good investment returns by CalPERS in a given year might push the Funded Ratio of a Pension Plan above 100% (commonly referred to as “superfunded status”), which means that the City and its employees had contributed into the Pension Plan more than was necessary. Thus, while the City remains committed to achieving a 100% funded level , it is not uncommon for a
Council Agenda - September 5, 2024
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PENSION MANAGEMENT POLICY
Date: June 12, 2024 Page | 4
pension plan to be maintained at a lower percentage. The City will strive to manage the 5% differential (i.e., the difference between 95% and 100%) through its investment process by creating the “115 Trust Pension Reserve Fund ” discussed below.
Guidance: To achieve the Funding Level Objective , this Policy provides the following guidance:
1. Pre-Pay the Entire Annual UAL Payment by July 31st of each year. On or before July 31st of each year, the City receives its annual CalPERS UAL invoice. The City has two payment options. The invoice can (1) be paid in equal monthly increments or (2) be fully pre-paid at the beginning of the fiscal year by July 31st. By prepaying the entire invoice amount due by July 31st, the City can concurrently save approximately 3. 3% compared to making the monthly payments. As such, every effort sh all be made to pre-pay the UAL payment upon receipt of the annual invoice.
2. Pre-Pay UAL from Reserves, One -Time Revenues , and Fund Surpluses .
Reserves (often invested in LAIF) regularly do not earn returns that can offset the interest rate that CalPERS charges on the outstanding UAL balance. Supplemental contributions into the Pension Plans and/or the 115 Trust Pension Reserve Fund (see Section 4C below entitled “Establishment and Operation of a 115 Trust Pension Reserve Fund”) from available reserves, one -time revenues , and fund surpluses can generate substantial long -term net savings. Each supplemental contribution, referred to by CalPERS as an Additional Discretionary Payment (ADP), reduces the UAL balance, the Annual Required Contributions (ARC) for future years, and the total interest costs associated with the UAL. CalPERS does not apply any prepayment penalties to ADPs.
Therefore, during each budget cycle, the City staff shall review all available reserves, one-time revenues, and fund surpluses to determine whether any such funds could be used to make an ADP to pay down the UAL, keeping in mind operational and capital budgetary constraints while maintaining adequate reserves and balancing the fiscal soundness of eliminating the high -interest UAL debt. Every effort should be made to make an ADP during years with added bases to avoid ramp -up periods and the associated costs. ADPs should not adversely affect the City's general operations and fiscal soundness.
3. Annual Review of the CalPERS Actuarial Valuation Reports . The City staff shall review or cause to be reviewed the annual CalPERS actuarial valuation reports once they are made public by CalPERS . The review should focus on identifying the annual UAL changes to each Pension Plan and quantifying the associated cost implications and the corresponding impact on the Funded Ratio.
B. City Contributions.
1. Annual Contribution Relative to Payroll. Recognizing the benefit of long -term returns and the need to proactively manage the high long -term costs associated with
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carrying UAL, the City will proactively contribute funds to the CalPERS Pension Plans and/or the 115 Trust Pension Reserve Fund based on a percentage of each Fiscal Year’s forecasted payroll.
In each Fiscal Year where the Pension Plans total Market Value of Assets combined with the 115 Trust Pension Reserve Fund balance is less than 120% of the Entry Age Normal Accrued Liability (which summation is hereafter referred to as the “ 115 Trust Pension Reserve Fund Ceiling ”), during the City’s normal budget adoption process (beginning with the 2024 -25 Fiscal Year budget ), the City will contribute to the 115 Trust Pension Reserve Fund in amounts that are between 5% and 10% of the forecasted payroll for that Fiscal Year (the “Annual Contribution”) as recommended by the City Finance Director and approved by the City Council as part of the final Adopted Budget.
2. Other Contributions . If the funded ratio falls below 95%, any discretionary contributions from the City will be allocated to CalPERS Pension Plans as an ADP.
However, if the funded ratio surpasses 95% but remains below the 115 Trust Pension Reserve Fund Ceiling, the Annual Contributions will be directed to the 115 Trust Pension Reserve Fund.
C. Establishment and Operation of a 115 Trust Pension Reserve Fund .
1. Establishment of a 115 Trust Pension Reserve Fund . The City has established a 115 Trust Pension Reserve Fund managed by a third-party investment manager (the “Investment Manager”). The 115 Trust Pension Reserve Fund may receive funds deposited into it at the discretion of the City Council, based on recommendations made by the City staff during the annual budget process. Funds in the 115 Trust Pension Reserve Fund shall only be used for the City’s pension benefits costs (i.e., UAL and Normal Costs) associated with the City’s Pension Plans in accordance with the goals and objectives set forth in this Policy .
2. Operation of the 115 Trust Pension Reserve Fund . Amounts contributed by the City shall be deposited in the 115 Trust Pension Reserve Fund and used solely for the purpose of making ADP’s and Normal Cost payments, as described below.
To achieve and maintain the Funding Level Objective , each year during the budget cycle, City staff shall calculate, or cause to be calculated, the upcoming Fiscal Year’s estimated Funded Ratio by taking into account the most recent Valuation Report’s statement of Funded Ratio and adjusting for the estimated UAL amortization base that will be either added or subtracted due to the prior Fiscal Year’s investment result of either exceeding or falling short of the then current Discount Rate for that Fiscal Year (the “Estimated Funded Ra tio”). If the Estimated Funded Ratio is estimated to be less than the Funding Level Objective , to the extent funds are available in the 115 Trust
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Date: June 12, 2024 Page | 6
Pension Reserve Fund, the appropriate member of staff shall either make or shall direct the Investment Manager to make an ADP to CalPERS in the amount necessary to bring the Funded Ratio back up to the Funding Level Objective .
Except in the cases of Fiscal Hardships (defined below), money in the 115 Trust Pension Reserve Fund shall not be used for normal costs until such time as the amount therein, when combined with the Market Value of Assets (as set forth in the most recently published Valuation Report) exceeds the 115 Trust Pension Reserve Fund Ceiling . To the extent monies in the 115 Trust Pension Reserve Fund on June 30th exceed the 115 Trust Pension Reserve Fund Ceiling (after consideration has been given to the amounts therein required to be paid to CalPERS for the ensuing Fiscal Year to maintain the Estimated Funded Ratio at or above the Funding Level Ob jective), any such surplus may be used to offset the City’s Normal Cost payment made to CalPERS in such Fiscal Year.
4. Fiscal Hardship. In the event of a Fiscal Hardship (as defined below), the 115 Trust Pension Reserve Fund may be utilized for either normal or UAL costs until the Fiscal Hardship is no longer in effect.
“Fiscal Hardship” means an economic hardship, or other unanticipated fiscal emergency, that has been declared by resolution of the City Council.
D. Transparency and Reporting . The Pension Plans' funding should be transparent to all stakeholders, including plan participants, annuitants, the City Council , and City residents. To achieve this Policy objective, copies of the annual actuarial valuation reports for each Pension Plan shall be made available to the City Council and posted on the City’s website. The City’s audited financial statements shall also be posted on the City’s website because they include, among other things, information on the City’s current and future annual Pension Plan contributions as well as the funded status of each Pension Plan.
E. Annual Budget to Contain Policy Directed Information . The City’s annual operating budget shall consider the items specified in this Policy for inclusion in each such annual budget.
F. Review of Policy. Funding a defined benefit pension plan requires a long -term horizon planning approach. This Policy is intended to provide general objectives and guidelines, which will require periodic review to consider changes in the City’s financial position and Pension Plan funded status over time. As such, City staff will review the policy for implementation of new best practices and will provide to City Council for adoption on an as needed basis , not to exceed five years.
Council Agenda - September 5, 2024
INDIAN WELLS CITY COUNCIL
September 5, 2024
To: City Council
From: Finance Department
Prepared by: Kevin McCarthy, City Finance Director
Subject: Implementation of a General Fund Operating Reserve Policy
RECOMMENDED ACTIONS:
Council APPROVES and ADOPTS the Implementation of a General Fund Operating Reserve Policy; and
FINDS the project to be exempt from the provisions of the California Environmental Quality Act (CEQA) pursuant to Section 15060.
DISCUSSION:
Tourism is the primary driver of the City's revenue streams, exerting a substantial impact on key categories such as transient occupancy tax, admissions tax, and sales tax. The COVID-19 pandemic had a significant economic impact on our revenue, which relie s heavily on tourism. With global travel restrictions, lockdowns, and a sharp decline in consumer confidence, we experienced a dramatic 60% (plus) drop in revenue. The decrease in tourist activity affected our immediate income and disrupted our long-term growth plans, forcing us to adapt rapidly to a challenging and uncertain economic environment.
To mitigate vulnerabilities in the tourism marketplace, the City has strategically employed several financial measures. These include maintaining substantial cash reserves, effecting a vigorous capital reserve policy, employing a fully funded pension program saving taxpayers over $6.0 million in future liability costs, implementing a robust grants program, and initiating a novel energy efficiency program anticipated to yield taxpayer savings exceeding $12.0 million over its initial 20-year operational span.
The Finance Committee developed many of the Council policies and practices listed above as part of the City’s fiscal commitment to the “Best Cities -Best Practices” program. The Finance Committee's commitment to developing exceptional fiscal policies is multi-faceted and aims at fostering economic stability, growth , taxpayer savings, and sustainability.
Here are some critical components of this commitment:
Council Agenda - September 5, 2024
Transparent Budgeting: To build public trust and accountability and ensure complete transparency in budget plans and expenditures.
Participatory Budgeting: Engaging citizens in the budgeting process to align fiscal decisions with community needs.
Efficient Resource Allocation: Optimizing funds through rigorous cost -benefit analyses and performance evaluations to prioritize high-impact projects.
Revenue Diversification: Reducing dependency on traditional taxes by developing new revenue streams, including public -private partnerships and innovative financing.
Debt Management: Implementing prudent debt management practices to maintain long-term financial stability.
Fiscal Sustainability: Investing in economic growth and financial health initiatives for long-term sustainability.
Technological Integration: Utilizing advanced financial management systems and data analytics to enhance efficiency and accuracy.
Capacity Building: Providing ongoing training for the financial management team to adopt global best practices.
These measures ensure economic resilience and improve residents' overall quality of life.
The General Fund Operating Reserve Policy
Developing a General Fund Operating Reserve Policy is the next logical step under the "Best Cities - Best Practices" program. The General Fund Operating Reserve Policy is a crucial framework for safeguarding the City's financial stability and operational continuity.
By establishing a reserve fund, the policy aims to buffer against unforeseen economic disruptions, revenue shortfalls, or unexpected expenditures, ensuring the City can maintain essential services witho ut resorting to drastic fiscal measures. This proactive approach also helps mitigate risks associated with natural disasters, economic downturns, and emergencies, allowing the city to respond effectively without facing immediate financial distress.
Moreover, the policy enhances budgetary flexibility and stability, facilitating smoother financial operations and effective cash flow management throughout the fiscal year. By demonstrating prudent financial management and budgetary responsibility, the policy supports the City's creditworthiness, potentially leading to lower borrowing costs and better terms when accessing capital markets.
Council Agenda - September 5, 2024
Ultimately, the General Fund Operating Reserve Policy fosters public confidence by showcasing the City's commitment to sound financial practices, promoting economic stability, growth, and the uninterrupted provision of critical public services.
FISCAL IMPACT:
The City will include “Assigned” and “Unassigned” Fund Balance classifications in its reserve policy. To improve Public Transparency, these Fund Balance classifications will be shown in the City’s annual financial statements and included in the annual financial report.
Beginning with the 2024-25 reporting period, residents and the general public will be able to view General Fund reserves online by going to https://www.cityofindianwells.org/city- hall/departments/finance/comprehensive-annual-financial-reports and looking for the Governmental Funds Balance Sheet which includes the General Fund.
Reserve Categories:
The City Council is responsible for determining appropriate General Fund Reserve thresholds and allocating or changing those funding thresholds as appropriate.
Assigned Reserves:
The City will fund the General Fund Assigned Reserve at a minimum of 50% of the budgeted annual General Fund Expenditures with no maximum. As a guide, 50% of the budgeted annual General Fund Expendi tures are equal to approximately $11.0 million.
The Assigned Reserve is designated for specific purposes and inaccessible for routine expenditures. These funds are held for the following uses:
Addressing short-term budgetary shortfalls due to economic downturns.
Managing institutional changes, such as state budget takeaways and unfunded mandates.
Covering economic shortfalls during declared emergencies.
Preventing reductions in required services during prolonged economic downturns.
Unassigned Cash Balance:
The City will maintain an additional operating cash balance in the Unassigned Fund Balance, amounting to at least 20% of the budgeted annual General Fund expenditures, on top of the 50% Assigned Reserve. For reference, this 20% is approximately $4.4
Council Agenda - September 5, 2024
million. This policy ensures adequate operational cash flow throughout the fiscal year without the need to draw from assigned reserves.
At the start of each fiscal year, the combined balance of the Assigned and Unassigned reserves will be maintained at a minimum of 70% of the budgeted annual General Fund expenditures. This total, roughly $15.4 million, must be achieved before any General Fund cash is allocated to other funds for other purposes.
Funding Mechanisms:
The General Fund Reserve will be funded from excess ongoing and one-time funds. The reserve helps ensure the City can provide consistent, uninterrupted municipal services during economic disruption or extreme events. The City Council is responsible for determining appropriate General Fund Reserve thresholds and allocating or changing those funding thresholds as appropriate.
The funding levels are based on a conservative risk assessment methodology for setting reserve levels developed by the Government Finance Officers Association of the U nited States and Canada (GFOA). The General Fund Reserve follows Generally Accepted Accounting Principles set by the Government Accounting Standards Board (GASB) in Statement No. 54.
Excess Funding Utilization:
Where funding exceeds the established thre sholds, the City Manager may authorize the use of excess funds for Council approved programs, including:
Additional General Fund reserves.
Capital Improvement Projects.
Pension and OPEB programs.
Additional Capital Reserve contributions.
Disaster Recovery Reserve funding.
By adhering to this General Fund Reserve Policy, the City of Indian Wells ensures a solid financial foundation that supports its long-term goals and maintains fiscal health through prudent reserve management.
Council Agenda - September 5, 2024
CALIFORNIA ENVIRONMENTAL QUALITY ACT (CEQA):
This action has been reviewed per the authority and criteria contained in the California Environmental Quality Act (CEQA), the State and local CEQA Guidelines, and the City's environmental regulations. The Cit y, acting as the Lead Agency, determined that this resolution is not subject to CEQA pursuant to Sections 15060(c)(2), 15060(c)(3), and 15061(b)(3) of the State CEQA Guidelines, because it will not result in a direct or reasonably foreseeable indirect phys ical change to the environment as there is no possibility that the action would result in a significant environmental impact, and because it does not constitute a “project” as defined in Section 15378 of the State CEQA Guidelines, California Code of Regulations, Title 14, Chapter 3.
ATTACHMENTS:
1. General Fund Operating Reserve Policy
Council Agenda - September 5, 2024
General Fund Reserve Policy
September 5, 2024
Council Presentation: September 5, 2024
General Business Item I.2
City General Fund Reserve Policy The General Fund Operating Reserve Policy is a crucial framework for:• Safeguarding the City's financial stability and operational continuity. • Mitigating risks associated with economic downturns and emergencies.
City General Fund Reserve Policy Why maintain a General Fund Reserve? • Public transparency • Fiscal sustainability • Proactive approach to mitigate risks • Tourism vulnerabilities City General Fund Reserve Policy How Much will the City Reserve? 70% of the Adopted General Fund Operating Budget at the start of each fiscal year. – 50% (approximately $11.0 million) is designated for specific purposes under Council direction – 20% (approximately $4.4 million) is designated for operational cash flow City General Fund Reserve Policy Funding Mechanisms – Ongoing annual surplus – One-time funds such as RDA repayments City General Fund Reserve Policy Excess Funding Utilization• Additional General Fund reserves. • Capital Improvement Projects.• Pension and OPEB Reserve programs.• Additional Capital Reserve contributions.• Disaster Recovery Reserve funding City General Fund Reserve Policy Thank You!
CITY OF INDIAN WELLS
GENERAL FUND RESERVE POLICY
GENERAL FUND RESERVE POLICY
CITY OF INDIAN WELLS
Considered by the City Council of the
City of Indian Wells
September 5, 2024
ATTACHMENT #1
Council Agenda - September 5, 2024
CITY OF INDIAN WELLS
GENERAL FUND RESERVE POLICY
Policy Statement:
Maintaining appropriate financial reserves is essential for organizational stability.
Adequate reserves empower an organization to navigate significant economic downturns, mitigate the impact of external agency actions that may reduce revenue, and respond effectively to unforeseen emergencies such as natural disasters, catastrophic events, or substantial legal liabilities.
Purpose:
It is the policy of the City of Indian Wells (City) to establish sound financial policies that are guidelines for prudent decision -making related to financial matters. The purpose of this reserve policy (Reserve Policy) is to establish a target minimum level of designated reserves in the General Fund to:
• Reduce the risk of financial impacts resulting from natural disasters or other catastrophic events.
• Respond to the challenges of a changing economic environment, including prolonged local, state, or national economic downturns.
• Demonstrate continued prudent fiscal management and creditworthiness.
• Provide funding stability for core services and infrastructure funded through the General Fund.
General Fund Reserve Policy:
The General Fund, as the City's primary operating fund, plays a crucial role. It is the financial backbone that accounts for sources and uses of discretionary resources to the City Council in providing activities, programs, and services deemed necessary and desirable by the community. It also accounts for all general revenues of the City not explicitly levied or collected for other City funds and related expenditures.
The General Fund is primarily funded through transient occupancy taxes, admissions taxes, sales taxes, property taxes, franchise fees, business license fees, unrestricted state revenues, fines, forfeitures, and interest income. These funds are then allocated for community development, recreation, public safety, public works, and other services, ensuring the smooth functioning of the City.
Council Agenda - September 5, 2024
CITY OF INDIAN WELLS
GENERAL FUND RESERVE POLICY
Rationale for a Robust Reserve:
Given the City of Indian Wells' significant reliance on tourism revenues, which are inherently volatile due to seasonal variations, economic downturns, and unexpected disruptions such as natural disasters or global pandemics, it is imperative to prioritize maintaining a large General Fund reserve. A robust reserve provides a financial cushion that enables the City to sustain essential public services, maintain infrastructure, and support community welfare during periods of reduced income.
Additionally, a substantial reserve enhances the City's creditworthiness, enabling it to secure better terms on borrowing for critical projects. By preparing for revenue shortfalls, the City can avoid drastic cuts to services or steep tax increases, thereb y preserving its appeal as a tourist destination and safeguarding the well -being of its residents and businesses.
Prudent financial management dictates that a portion of the funds available to the City be held in reserve for future use. This Reserve Policy establishes the amounts the City will strive to maintain in the General Fund Reserve and the conditions under which the reserves may be spent.
Establishing Target Amounts:
Setting target amounts for cash reserves with a focus on risk involves evaluating specific risks and uncertainties that could affect financial stability. The goal is establishing a reserve that provides a sufficient buffer to manage unexpected expenses or revenue shortfalls. The following considerations are essential in determining the target funding objectives:
• Identify Key Risks
• Assess Risk Tolerance
• Estimate Potential Impact
• Determine Reserve Duration
• Incorporate Industry Benchmarks
• Conduct Annual Review
• Perform Stress Testing
Council Agenda - September 5, 2024
CITY OF INDIAN WELLS
GENERAL FUND RESERVE POLICY
Fund Balance Classifications:
The City will include Assigned and Unassigned Fund Balance classifications as part of its overall Reserve Policy. In accordance with Governmental Accounting Standards Board (GASB) Statement No. 54 (GASB 54), the City classifies fund balance components to identify whether they are available for appropriation:
• Non-spendable: Resources not in spendable form or legally required to remain intact.
• Restricted: Resources constrained by external parties or laws.
• Committed: Resources subject to limitations imposed by the City Council.
• Assigned: Resources intended for specific purposes established by the City Manager.
• Unassigned: Resources not classified in any other category, typically only in the General Fund.
General Fund Assigned Reserve Targets:
The City will fund the General Fund Assigned Reserve at a minimum of 50% of the budgeted annual General Fund Expenditures with no maximum. The Assigned Reserve is designated for specific purposes and is not accessible for routine expenditures. These funds are held for the following uses:
• Addressing short-term budgetary shortfalls due to economic downturns.
• Managing institutional changes, such as state budget takeaways and unfunded mandates.
• Covering economic shortfalls during declared emergencies.
• Preventing reductions in required services during prolonged economic downturns.
Unassigned Cash Balance:
In addition to the 50% assigned reserve, the City will maintain an additional 20% of the budgeted annual General Fund expenditures as an operating cash balance within the
Council Agenda - September 5, 2024
CITY OF INDIAN WELLS
GENERAL FUND RESERVE POLICY
Unassigned Fund Balance. This policy ensures that sufficient operational cash is available throughout the year, reducing the need to utilize assigned reserves.
Total General Fund Cash Reserves:
At the beginning of each fiscal year, the combined balance of the Assigned and Unassigned reserves will be maintained at a minimum of 70% of the budgeted annual General Fund expenditures. The City recognizes the inherent fluctuations in cash reserves throughout the fiscal year, influenced by factors such as seasonal tourism and other cyclical elements. As a result, the requirement to maintain a minimum combined total of 70% of the budgeted annual General Fund expenditures —including the 50% assigned reserve and 20% operating cash balance —is evaluated only as of July 1 of each fiscal year. This approach accounts for the variations in cash flow and ensures that the City's financial health is assessed at a stable point in the fiscal cycle.
Funding Mechanisms:
The General Fund Reserve will be funded from excess ongoing and one-time funds. The reserve helps ensure that the City can provide consistent, uninterrupted municipal services in the event of economic disruption or extreme events. The City Council is responsible for determining appropriate General Fund Reserve thresholds and allocating or changing those funding thresholds as appropriate.
The funding levels are based on a conservative risk assessment methodology for setting reserve levels developed by the Government Finance Officers Association of the United States and Canada (GFOA). The General Fund Reserve follows Generally Accepted Accounting Principles set by GASB 54.
Excess Funding Utilization:
Where funding exceeds the established thresholds, the City Manager may authorize the use of excess funds for:
• Additional General Fund reserves.
• Capital Improvement Projects.
• Pension and OPEB contributions.
• Additional Capital Reserve contributions.
Council Agenda - September 5, 2024
CITY OF INDIAN WELLS
GENERAL FUND RESERVE POLICY
• Disaster Recovery Reserve funding.
Interfund Borrowing Authority:
The City Manager is authorized to approve interfund borrowing in response to catastrophic events.
Replenishment and Review:
If Assigned reserves fall below the minimum threshold of 50% of the budgeted annual General Fund Expenditures, the City Manager will propose a plan to replenish them as quickly as feasible , with a target timeline not exceeding five years . The Finance Committee will review this Reserve Policy annually to ensure its effectiveness and relevance, incorporating best practices and sound risk assessment methodologies.
By adhering to this General Fund Reserve Policy, the City of Indian Wells ensures a solid financial foundation that supports its long-term goals and maintains fiscal health through prudent reserve management.
Council Agenda - September 5, 2024
INDIAN WELLS CITY COUNCIL
September 5, 2024
To: City Council
From: Community Development Department
Prepared by: Jon Berg, Community Development Director
Subject: Council’s Request to Review City’s Hedge Height and Tree Regulations
RECOMMENDED ACTIONS:
Council DISCUSSES and provides DIRECTION for reviewing the City’s hedge height and tree regulations.
BACKGROUND:
Per Section 2.06.040 of the City Council Policy Manual, the City Council would like to review the City’s hedge height and screen planting ordinance in consideration of potentially modifying the following regulations: 1) rules for trees that screen views by growing together, and 2) consideration of allowable hedge heights for adjoining residential properties with different pad heights. The City Council approved Mayor Sanders’ request at its July 18, 2024, Council Meeting to place the matter on the September 5, 2024 agenda.
The City’s existing rules for trees and hedge heights are found in the City’s Zoning Code, Chapter 21.50, Walls, Fences, and Landscaping. Section 21.50.051(a) prohibits any hedge (within the building setback) to exceed nine (9) feet in height measured from the finished grade of the residential lot (Attachment 1)
. This doesn’t take into account any elevational
grade differences between adjoining lots.
Section 21.50.053 defines individual shrubs as plants with multiple branches arising from the ground, unlike trees with a single trunk, capable of reaching a height of three (3) feet or more at maturity. The City’s Code prohibits individual shrubs from exceeding nine (9) feet in height adjacent to property lines within the front or rear setbacks . Section
21.50.51(b) defines a “hedge” or “screen planting” as a dense row of trees or shrubs which form a substantially solid, opaque screen between residential properties. Section
21.50.51(b)(1) further qualifies that individual trees or shrubs shall not be considered a hedge or screen planting if sufficient distance is maintained between them to prevent branches from touching or intertwining (refer to Attachment 1). Heights of trees are not regulated if they do not create a hedge or screen planting (as defined and illustrated in the Code).
Council Agenda - September 5, 2024
DISCUSSION:
Hedges:
The City’s Municipal Code regulates the allowable heights for hedges and walls between adjoining residential properties. Currently, wall heights are limited to a maximum of 6 - feet [Section 21.50.050(a)(1)] , individual shrubs are limited to 9 -feet [21.50.053(b)] within front and rear setbacks , and hedges are limited to 9 -feet [Section 21.50.051(a)] between side and rear yards of adjoining residential properties. This allows a homeowner to flank their wall with a hedge row to provi de an additional 3 -feet of screening above their 6-foot high perimeter wall. Heights of trees are not regulated, but they must be grown from a single trunk in the ground and maintain spatial separation without their branches touching or intertwining with adjacent trees or shrubs. While the City does not have a scenic viewshed ordinance it has deliberately restricted the heights of hedges and walls to minimize the impact on desirable views while balancing other homeowner priorities such as privacy, security and shading, especially for south facing yards and windows.
As per Section 21.50.051(d), heights of hedges (and walls) are independently measured from the finished grade elevations for each residential property (Attachment 2) .
Essentially, each homeowner is allowed to install a 6 -foot high wall and a 9 -foot high hedge on their property as measured from their independent pad elevations. In some cases, adjoining residential properties have certified pad elevations 1 to 2-feet higher than the neighboring property. In these cases, any perimeter hedge row or wall installed on the higher pad will be proportionally taller as viewed from the lower pad elevation (Attachment 3). However, this is not only true for hedges and walls , but also for any legal structure (home/casita, chimney, patio cover, etc.) built on the higher pad elevation within a residential zone.
Views of surrounding mountains are highly valued by Indian Wells homeowners. The City’s Code Enforcement Staff have received complaints from s ome homeowners concerned that their views are being inequitably obstructed by allowing 9-foot tall hedges to be planted on their neighbor’s property, when there is a 1 to 2-foot grade separation between their residential pads. They would like the City to consider modifying the hedge height requirements to be measured from the lower pad elevation between two adjoining residential properties. Depending on grade separation between lots, t his would effectively limit the allowable hedge height to 7 or 8 -feet on the higher residential pad (Attachment 4 ). There are also a number of residents who have expressed their opposition to changing the standard and would prefer to maintain the allowable 9 -foot hedge height on individual lots to preserve their privacy, security, and ability to maximize the shade/cooling of their respective yards and homes.
Council Agenda - September 5, 2024
Trees:
The City of Indian Wells was named a Tree City USA by the Arbor Day Foundation in 2022 and continues to this day in honor of its commitment to effective urban forest management. In support of maintaining a dense tree population the City’s landscape ordinance requires a minimum of 2 trees on each residential lot fronting public streets.
The existing code does not limit the height of individual trees that are grown from a single trunk in the ground, however; they are required to maintain spatial separation, so their branches do not touch or intertwine to create a screen (Attachment 5). Over the years, Code Enforcemen t Staff have received comments from homeowners concerned their views are being obstructed by their neighbors’ trees. Although the City’s Code does not limit their height, a fter inspection, if staff determines that branches between adjacent trees are growing together and creating a screen, the responsible homeowner is required to carefully prune the affected area to create sufficient space between the individual trees. Due to the dangerous heights and potential detrimental effects to trees from improper trimming, staff always recommend the homeowner hire a professional when trimming branches on their trees. According to the International Society of Arborists (ISA), trimming trees to control their height or limit growth creates a significant health and safety risk for the tree and surroundings areas (Attachment 6). Indiscriminate cutting of tree branches leaves behind woody stubs that cause decay, weak branch attachments, and increased likelihood of large branches falling to the ground , which can result in property damage or worse. Constant trimming exacerbates the adverse effects on a tree’s health and can ultimately result tree mortality.
Other Valley Cities:
Staff conducted a survey and researched the municipal codes for the eight (8) other valley cities to compare their hedge height and tree screening regulations. Through this review it was determined most of the cities did not have specific regulations for maintaining hedges, and the ones that di d were generally tied to wall heights or limiting hedges in front yards (Attachment 7). Survey responses and research revealed that no other valley city regulates the height of trees or impacts to viewsheds caused by screen planting on residential properti es. The survey results also indicated that in other valley cities, complaints about landscape height are not enforced and are instead treated as a civil matter. Below is a comparative analysis of existing hedge height requirements found within the municipal code sections for the nine (9) valley cities:
Indian Wells: Section 21.50.051 allows residential hedges to be a maximum 9-feet high within rear and side yard setbacks adjacent to other residential properties. Must be setback 20’ from front property line for full 9 -foot height allowance at frontage.
Measurements are taken from the finished grade of planted hedge.
Council Agenda - September 5, 2024
Cathedral City: Section 9.80.120 addressed hedge heights in terms of enclosing tennis courts. Associated tennis court hedges shall not exceed 12-feet in height located towards rear half of the lot, and setback not less than 3’ from property line. Section 9.80.020 also promotes placement of shrubs and trees along rear/side property line s to screen playground equipment. Playground e quipment may be up to 10’ in height. No other regulations address hedge heights between residential properties. No specific regulations address where height of hedges are measured from, so it is assumed the standard measurements are taken from the finished grade of the affected lot. Tree heights are not regulated.
Coachella: Section 17.60.010 limits hedges to a max height of 30-inches along front yard property as approved by City Staff. Hedge heights in other areas of the lot, including rear and side-yard are not addressed by the city’s code. No specific regulations address where height of hedges are measured from, so it is assumed the standard measurements are taken from the finished grade of the affected lot. The city's code does not address other regulations related to screen planting.
Desert Hot Springs: Section 17.60.010 states fences, walls, and hedges shall be limited to 4-feet max height in the first 10-feet of yard. In the rear or side yard areas not within the front yard setback, the wall, fence, or h edges shall not exceed 6 feet in height . No specific regulations address where height of hedges are measured from, so it is assumed the standard measurements are taken from the finished grade of the affected lot.
Indio: Section 3.02.10.C. refers to hedges the same as fences, walls and screening. They are limited to 3 -feet w ithin front setback , and 6 -feet within rear/side setbacks (an additional foot may be allowed for transparent fences ). The city’s code also considers grade differential between two properties and/or a retaining wall when measuring height of common property fence or wall. Section 3.01.03.E. fence/wall height measurement – requires measuring the height of a fence or wall from the average of the vertical distance between ground levels immediately adjacent to both sides of the fence or wall to the highest point of such fence or wall. The city’s code does not include language that protects viewsheds affected by tree screening.
La Quinta: There is no mention of hedges or screen planting in the municipal code.
Palm Desert: Section 25.40.100 restricts hedge heights between 3-foot to 6-foot tall for downtown residential districts. Note: the City of Indian Wells does not have a residential downtown district, so this is not applicable. No specific regulations address where height of hedges are measured from, so it is assumed the standard measurements are taken from the finished grade of the affected lot. There is no other reference to hedges or tree screening in the city’s municipal code.
Palm Springs : Section 93.02.00.E addresses hedge heights for homes abutting golf fairways, where it limits hedge height to a maximum of 5 -feet on rear/side property
Council Agenda - September 5, 2024
abutting a fairway. Otherwise, hedge heights are not regulated on properties that don’t abut a fairway. The city’s code does consider methods of measurement for properties with elevation differential that may affect walls or hedges in some cases . It states that when adjacent properties have an elevation differential at the property line, the height shall be measured from the average grade at the property line. The city's code does not include provisions for view protection from tree screening.
Rancho Mirage: Section 17.20.070 addresses fences, hedges, and walls, limiting hedge height to 3-feet on corner parcels within the corner cutback area. Other than this, the city’s code is silent on hedge height restrictions. No specific regulations address where height of hedges are measured from, so it is assumed the standard measu rements are taken from the finished grade of the affected lot. The survey results point to Section
17.24.040 which governs the final inspections of planting materials in the rear yard setback of new single -family developments, requiring all plants to remai n below the “plane” created by the home’s roof ridge to six inches above the rear wall. In addition, the city’s landscape regulations address the hazardous conditions of mature trees , treating view obstruction from plant height as a civil matter.
Code Enforcement Challenges and Other Considerations:
Implementing changes to the City’s hedge height and tree screening ordinances present challenges from a code enforcement perspective that should be considered. A primary consideration is public outreach and education regarding any new regulations. Similar to the City’s recent Landscape Ordinance changes, the city may need to undertake a robust education and outreach campaign. This could involve community meetings, informational eBlasts, and updates to the City’s website to ensure all property owners are aware of the changes. Additionally, a timeline for compliance may be necessary to provide homeowners with sufficient time to adjust to the new requirements. Establishing a grace period during which residents can bring their properties into compliance without penalty could help ease the transition and reduce the burden on both code enforcement staff and property owners.
Another significant challenge is determining whether existing hedges and trees that do not meet any new standards should be grandfathered in. If grandfathered in, the City will need to establish a method for identifying and documenting these grandfathered properties to ensure appropriate application of new regulations. Sev eral Homeowner Associations may have their own separate criteria that differ from the City’s and should be accounted for in the creation of new regulations from a grandfathering or enforcement perspective.
Enforcement of any new regulations will require special attention to compliance deadlines and ensuring adequate resources are available for enforcement. Historically, the city has established a clear deadline for compliance with a tiered penalty system for non - compliance that has aided in maintaining or der and fairness. The City may need to
Council Agenda - September 5, 2024
allocate additional resources to its Code Enforcement team or consider using a 3 rd party contractor for additional inspections and enforcement during the initial transition period.
As briefly mentioned above, potential reduction to hedge heights or the pruning of trees due to new regulations may be detrimental to the plant. The City may benefit from the establishment of clear and practical guidelines for hedge and tree pruning to avoid irreparable damage to vegetatio n and promote safety. T he City should consider the potential health impacts on trees and shrubs from required pruning or height reduction, as over-pruning can lead to long-term damage or mortality, which could result in further enforcement challenges.
Lastly, the City should consider the impacts of new regulations on community aesthetics, personal privacy, and protection of scenic views and maintain a balance between these.
A potential reduction to a property’s shrubs or trees may tip the scales towards protection of scenic views at the detriment of personal privacy or community aesthetics. Changes to hedge height regulations could affect property values if residents perceive a loss of privacy or shading, which are important aspects of their property’s appeal.
Additional challenges may present themselves after the implementation of new regulations. The City may need to revisit and adjust the regulations based on community feedback and questions encountered during enforcement.
OPTIONS:
Any modifications to the City’s hedge height and screen planting ordinance would require updates to Title 21 of the City’s municipal code, which is under the purview of the Planning Commission. Consequently, if the City Council would like to formally consider modifications to the ordinance, it would initially require a Public Hearing with the Planning Commission to consider the request and make their formal recommendation to City Council. If the Council chooses to send the item to Planning Commission, staff is requesting Council’s direction regarding the focus of potential modifications to the ordinance. The following options are provided by staff to initiate dialog among Council:
Hedges:
1. Take measurements for hedge heights from the finished grade at the lower pad elevation between two adjoining residential lots; or
2. Take measurements for hedge heights from the average finished grade between two adjoining residential lots; or
3. Reduce the current allowable hedge height from a maximum of 9-feet to a lower maximum allowable height; or
4. Leave the current hedge height regulations without modification; or
5. Provide alternative direction to staff.
Council Agenda - September 5, 2024
Trees:
1. Set specific height and spacing requirements for trees; or
2. Define specific locations within a residential yard where trees are not allowed or cannot exceed a specific height; or
3. Require hedge height limitations apply to all common shrubs or plants commonly used for hedges regardless if they are planted individually in such a way that they are not intertwining or creating a screen with adjacent shrubs or trees; or
4. Narrow the definition of a tree to exclude specific shrubs and plants commonly uses as hedges; or
5. Leave the current screen planting regulations without modification; or
6. Provide alternative direction to staff.
ATTACHMENTS:
1. IWMC Section 21.50.051(a)(b) Hedges or Screen Planting Height Standards
2. IWMC Section 21.50.051(d) Measurement of Screen Planting Height
3. 9-foot Hedge Profile
4. 7-foot Hedge Profile
5. Tree Screening Examples
6. International Society of Arboriculture Tree Pruning Info
7. Comparative Analysis of Valley Cities
Council Agenda - September 5, 2024
1 Angelica Avila
From: Angelica Avila
Sent: Thursday, September 5, 2024 7:56 AM
To: Angelica Avila
Subject: PUBLIC COMMENT: City Council Meetings: Thursday, September 5, 2024 From: Michael Wootton
Sent: Monday, September 2, 2024 10:53 AM
To: Community <[email protected]>
Subject: Re: City Council Meetings: Thursday, September 5, 2024 CAUTION: This email originated outside our organization. Be cautious with any links or attachments.
Attention Jon Berg.
Regarding proposal to amend City of Indian Wells policy for hedge heights between residential properties, we are opposed to any change in the current policy of 9 foot limit. Any reduction in hedge height should remain a matter of agreement between impacted adjacent property owners and not imposed by the City of Indian Wells beyond the current policy.
Michael and Joan Wootton
Indian Wells, CA
On Aug 31, 2024, at 8:01 AM, City of Indian Wells <[email protected]> wrote:
City Council - September 5, 2024
Written Comment- GB I.3
Community Development Department
City of Indian Wells
Hedge Height & Tree Regulations
Council Presentation: September 5, 2024
General Business Item I.3
Portola Ave
PAD “B” Finished Grade
Portola Ave
PAD “A” Finished GradePAD “B” Finished Grade
Portola Ave
PAD “A” Finished GradePAD “B” Finished Grade
Portola Ave
PAD “A” Finished GradePAD “B” Finished Grade8’
Portola Ave
PAD “A” Finished GradePAD “B” Finished Grade
PAD “A” PAD “B”
6’11’Tree – No Height Limit
3’9’
PAD “A” PAD “B”
PAD “B” PAD “A”
Optional Hedge Rule:(Measure from Lower Pad)
PAD “B” PAD “A”
Wall Heights(Measure from Lower Pad)
PAD “B” PAD “A”
PAD “B” PAD “A”
STAFF OPTIONS FOR CONSIDERATION:Hedges:1. Take measurements for hedge heights from the finished grade at the lower padelevation between two adjoining residential lots; or2. Take measurements for hedge heights from the average finished gradebetween two adjoining residential lots; or3. Reduce the current allowable hedge height from a maximum of 9-feet to alower maximum allowable height; or4. Leave the current hedge height regulations without modification; or5. Provide alternative direction to staff.
STAFF OPTIONS FOR CONSIDERATION:Trees:1. Set specific height and spacing requirements for trees; or2. Define specific locations within a residential yard where trees are not allowed orcannot exceed a specific height; or3. Narrow the definition of a tree to exclude specific shrubs and plants commonlyused as hedges; or4. Leave the current screen planting regulations without modification; or5. Provide alternative direction to staff.
RECOMMENDED ACTIONS:CouncilDISCUSSESthe City’s existing hedge height and treeregulations, and;PROVIDEStaff withDIRECTION.
DISCUSSION
TITLE 21 ZONING CODE
CHAPTER 21.50 WALLS, FENCES AND LANDSCAPING
Section 21.50.051 Hedge or Screen Planting Height Standards a) Application. Other than a hedge and/or screen planting within a front yard setback area which shall be governed by subsection (c) o f this Section, no
hedge within a building setback area on any single-family residential lot shall exceed nine (9) feet in height measured from the finished grade, as described in su
bsection (d)(
1) and (2) of this Section. This limitation shall be applicable only to any hedge and/or screen planting located adjacent to a single-family residential lot. b) Definition. For the purposes of this Section, "
hedge" and/or "screen planting" shall mean a dense row of tr
ees or shrubs forming into a substantially solid, opaque screen that excludes visual contact between u
ses (i.e., properties) and creates a strong impression of spatial separation. Individual shrub and vine height standards are found in Section 21.50.053.
This is a screen: This is NOT a screen:
1) Individual planted trees or shrubs shall not be considered a hedge and/or screen if sufficient distance is maintained between them to prevent branches (vegetation) from touching and intertwining with one another.
2) A row of palm trees (date palms, fan palms, etc.) shall be excluded from the provisions of this Section.
ATTACHMENT #1
Council Agenda - September 5, 2024
TITLE 21 ZONING CODE
CHAPTER 21.50 WALLS, FENCES AND LANDSCAPING
Section 21.50.051 Hedge or Screen Planting Height Standards d) Measurement of Hedge or Screen Planting Height.
1) The height of any hedge(s) or screen planting(s) permitted within any building setback area shall be measured from the finished grade at the base of the hedge or screen planting (vegetation). Measurement s
hall be from the lowest point of the grade, level straight across the hedge, so as not to create a wavy or r
ollercoaster effect in the hedge.
2) In building setback areas, the height of any hedges(s) or screen planting(s) planted on top of a berm or within a raised planter, s
hall be measured from the finished grade along the base of said berm or raised planter or adjacent property line wall, where such wall can be constructed (whichever is lowest) on the property in question.
ATTACHMENT #2
Council Agenda - September 5, 2024
PAD “A”
Finished Grade PAD “B”
Finished Grade
6’
11’
Tree – No Height Limit
3’9’
ATTACHMENT #3.
Council Agenda - September 5, 2024
PAD “A” PAD “B”
PAD “B”
Finished Grade
PAD “A”
Finished Grade
Optional Hedge Rule:
(Measure from Lower Pad)
9’
ATTACHMENT #4
Council Agenda - September 5, 2024
ATTACHMENT #5
Council Agenda - September 5, 2024
Why T opping
Hurts T
rees
Learn why topping is not an acceptable pruning technique and discover recommended alternatives.
T opping is perhaps the most harmful tree pruning practice known. Yet, despite more than 25 years of literature and seminars explaining its harmful effects, topping remains a common practice.
What Is T opping?
T opping is the indiscriminate cutting of tree branches to stubs or to lateral branches that are not large enough to assume the terminal role.
Other names include “heading, ” “tipping, ” “hat-racking, ” and “rounding over. ”
T opping is often used to reduce the size of a tree.
Homeowners may feel a large tree poses a risk to their
property; however, topping is not a viable method of height reduction, and may increase risk in the long term.
T opping Stresses Trees
Leaves are the food factories of a tree; however, topping can remove 50-100% of a tree’s leaf-bearing crown. Removing the leaves can potentially starve a tree and trigger various survival mechanisms. Dormant buds are activated, forcing rapid growth of multiple shoots below each cut. The tree needs to grow a new crop of leaves as soon as possible. If a tree does not have the stored energy reserves to do so, it will be seriously weakened and may die.
A stressed tree with large, open pruning wounds is more vulnerable to insect and disease infestations. The tree may lack sufficient energy to chemically defend the wounds
against invasion, and some insects are actually attracted to the chemical signals trees release.
T opping Can Lead to Sunburn
Branches within a tree’s crown produce thousands of leaves to absorb sunlight. When the leaves are removed, the
remaining branches and trunk are suddenly exposed to high levels of light and heat. The result may be sunburn of the tissues beneath the bark, which can lead to cankers, bark splitting, and death of some branches.
ATTACHMENT #6
Council Agenda - September 5, 2024
T opping Can Lead to Unacceptable Risk
The survival mechanism that causes a tree to produce
multiple shoots below each topping cut comes at great
expense to the tree (see figure above). These shoots develop from buds near the surface of the old branches. Unlike
normal branches that develop in a socket of overlapping wood tissues, these new shoots are anchored only in the outermost layers of the parent branches and are weakly
attached.
The new shoots grow quickly, as much as 20 feet (6 m) in one year in some species. Unfortunately, the shoots are weakly attached and prone to breaking, especially during windy or icy conditions. While the original goal was to reduce risk by reducing height, risk of limb failure has now increased (see figure below).
T opping Makes Trees Ugly
T opping destroys the natural form of a tree.
Trees form a variety of shapes and growth habits, all with the same goal of presenting their leaves to the sun. T opping removes the ends of the branches, often leaving ugly
stubs. Without leaves (for up to six months of the year in temperate climates), a topped tree appears disfigured and mutilated. A tree that has been topped can never fully
regain its natural form.
T opping Leads to Decay
Correct pruning cuts are made just beyond the branch collar (see figure below). The tree is biologically equipped to close such a wound if the tree is healthy enough and the wound is not too large.
Cuts made indiscriminately between lateral branches create stubs or wounds that the tree may not be able to close. The exposed wood tissues begin to decay. Normally, a tree will “wall off, ” or compartmentalize, the decaying tissues, but few trees can defend the multiple severe wounds caused by topping. The decay organisms are given a free path to move through branches.
1 3
Branch collar
How to Make a Pruning Cut:
1. Make an undercut about 12–18 inches (30–46 cm) from
the limb’s point of attachment.
2. Make a second cut from the top, directly above or a few inches farther out on the limb. Doing so removes the limb, leaving a stub.
3. Remove the stub by cutting back to the branch collar, but do not cut the collar. This technique reduces the
possibility of tearing the bark.
2
Council Agenda - September 5, 2024
If the tree has started
closing over a stub, cut
just the dead stub and
not the live tissue.
T opping Is Expensive
The cost of topping a tree is not limited to only the job cost.
Some hidden costs include:
• Increased maintenance costs. If the tree survives, it will likely require corrective pruning within a few years (e.g., crown reduction or storm damage repair). If the tree dies, it will have to be removed.
• Reduced property value. Healthy, well-maintained trees can add 10–20% to the value of a property. Disfigured,
topped trees are considered an impending expense.
• Increased liability potential. T opped trees may pose an unacceptable level of risk. Because topping is considered an unacceptable pruning practice, any damage caused by
branch failure of a topped tree may lead to a finding of negligence in a court of law.
Proper branch reduction preserves natural form.
Alternatives to T opping
Sometimes a tree must be reduced in height or spread,
such as for providing utility line clearance. There are recommended techniques for doing so. Small branches
should be removed back to their point of origin. If a larger limb must be shortened, it should be pruned back to a lateral branch that is large enough (at least one-third the diameter of the limb being removed) to assume the terminal role. This method of branch reduction helps to preserve the natural form of the tree.
Sometimes the best solution is to remove the tree and
replace it with a species that is more appropriate.
What Is a Certified Arborist?
ISA Certified Arborists® are individuals who have
proven a level of knowledge in the art and science
of tree care through experience and by passing a
comprehensive examination developed by some of
the nation’s leading experts on tree care.
ISA Certified Arborists must also continue their
education to maintain their certification. Therefore,
they are more likely to be up to date on the latest
techniques in arboriculture.
Finding an Arborist
Visit TreesAreGood.org for free tools:
• The “Find an Arborist” tool can help you locate an
arborist in your area.
• The “Verify a Credential” tool enables you to
confirm whether an arborist has an ISA credential.
Be an Informed Consumer
One of the best methods to use in choosing an
arborist is to educate yourself about some of the
basic principles of tree care. Visit TreesAreGood.org
to read and download all brochures in this series.
www.isa-arbor.com • www.treesaregood.org
©2021 International Society of Arboriculture. (v02.2021) Through research, technology, and education, the International Society of Arboriculture promotes the professional practice of arboriculture and fosters a greater worldwide awareness of the benefits of trees.
Council Agenda - September 5, 2024
CITY Indian Wells Cathedral City Coachella Desert Hot Springs Indio La Quinta Palm Desert Palm Springs Rancho Mirage City section regulating
hedge heights, and its
impact on residential
properties.
21.50.051 (Link).
9-feet max height
within rear and
s
ide yard setbacks
adjacent to other
residential
properties. Must be
setback 20’ from
front PL for full 9-
foot height
allowance at
frontage.
Measurement
taken from finish
ed
gr
ade of planted
hedge.
Section 9.80.120 (Link)
discusses hedge height
limits only for those
enclosing tennis courts.
Hedges not to exceed
12’ in height located
towards rear half of the
lot, and setback not less
than 3’ from PL. Section
9.80.020 promotes
placement of shrubs and
trees along rear/side PL
to screen playground
equipment. Equipment
may be up to 10’ in
height. Otherwise, no
regulations on hedge
heights between
residential properties.
S
treet view (Link)
Section 17.60.010
– Development
Standards (Link) is
silent regarding
hedg
e heights at
rear/side setbacks.
Only mentions
hedges limited t
o
30 i
nches along
f
ront yard property
as approved by
City Sta
ff.
Section 17.40.110
(Link) states fences,
walls, and hedges
shall be limited as
follows: 4’ max
height in first 10 feet
of yard. In the rear
or side yard areas
not within the front
yard setback, the
wall, fence,
or hedges shall not
exceed 6 feet in
height
Hedge height dictated
by section 3.02.10.C,
the same as walls
(Fences, walls and
screening) (
Link). Within
front setback: 3-feet,
within rear/side
setbacks: 6-feet.
*Additional foot may
be
al
lowed for transparent
fences*
Fence/Wall height
measurement – Section
3.01.03.E. Where a
grade differential exists
between two properties
and/or a retaining wall,
the height of a fence or
wall is measured as the
vertical distance from
the average of the
ground levels
immediately adjacent to
both sides of the fence
or wall to the highest
point of such fence or
wall. See figure 3.01.03-
2 (Link).
No section in the LQ
Municipal Code
addresses hedge
heights. No definition is
provided for “hedge.”
S
treet view (Link)
Residential hedge
height limits are
mentioned in 25.40.100
(
Link) where hedges are
limited to 3-feet max
height at the corner
cutback area for
intersection visibility. In
addition, Section
25.20.051 (Link)
restricts hedge height to
3’-6” tall for downtown
residential districts – not
applicable to Indian
Wells.
S
treet view (link)
93.02.00(E) (Link) only
speaks to hedge heights for
homes abutting golf fairways.
5’ max hedge height on
rear/side property abutting a
fairway. Otherwise, hedge
heights are not regulated on
properties that don’t abut a
fairway. Their code speaks to
Methods of measurement for
properties with elevation
differential that may affect
walls or hedges in some
cases, in the event of
adjacent properties having an
elevation differential at the
property line, the height shall
be measured from the
average grade at the property
line (Link).
No View Shed ordinance
found.
S
treet view (link)
Section 17.20.070
Fences, hedges, and
walls (
Link); limits
hedge height to 3-feet
on corner parcels within
the corner cutback
area. The rest of the
section is silent on
hedge height
restrictions.
S
treet view (Link)
City Survey Questions
Do you currently have
any adopted codes
regulating foliage height
or any codes intended
to protect neighboring
views?
Section 21.50.051
Hedge or screen
planting height
standards.
No ordinance regarding
height or density in
place for residential
properties. Regulations
in place for foliage in
ROW.
Code section
17.60(d)(3)
regulates plant
height to 30in max
height along front
yard property lines.
N/A City code does not
regulate the height of
foliage or protect
neighboring views
through foliage
regulations.
Landscaping is
regulated for
intersection visibility and
driver safety.
N/A N/A N/A
If so, what type of
foliage is regulated?
(trees, hedges, “screen
planting”)
Trees cannot grow
in a manner that
creates a visual
obstruction or
screen.
N/A Hedges and other
flora along front
yard property lines.
N/A Code does not
specifically regulate
foliage, only landscape
screening in general
terms.
N/A N/A N/A N/A
What are the specific
height regulations for
foliage (e.g., maximum
height allowed)?
9-foot max height
for hedges.
N/A 30in max height
along front yard
property lines.
N/A N/A N/A N/A N/A N/A
If there are height
regulations, how does
your code establish a
benchmark for
measurement (base of
plant, adjacent grade)?
Base of plant N/A N/A N/A N/A – height
measurement only
applies to walls or
fences.
N/A N/A N/A Brief description in
section 17.24.040 for
final Planning
inspection requirements
for landscaping in new
developments. It states:
Starting six inches
above the rear yard
wall and extending in a
"plane" to the ridge of
the residential dwelling
unit therein (or if no
ridge, then the
ATTACHMENT #7
Council Agenda - September 5, 2024
parapet), all plant
material in the required
rear yard setback shall
not exceed the height
of said "plane" at the
time of planting through
maturity.”
If there are height
regulations, does your
code address maximum
heights where adjacent
lots have finished grade
differentials? If so,
how?
N/A N/A N/A N/A N/A N/A N/A N/A N/A
How is the height of
hedges measured
between adjoining
residential properties
with different pad
elevations? Any special
methodologies or tools
that ensure accuracy?
Measured from
finished grade at
base of plant.
N/A N/A N/A N/A N/A N/A N/A N/A
If any, how are these
codes enforced? Re-
active or pro-active?
Reactive Majority of tree/bush
issues are a civil matter
Reactive No enforcement
recommendations
provided.
N/A N/A N/A N/A Height of foliage is a
civil matter, however if
hedge maintenance
presents a hazard, then
the city will issue an
NOV followed by
citation if compliance is
not made.
Does your code
establish an
enforcement or
administrative citation
process for these types
of violations? If so,
please briefly describe.
NOV followed by
citation for
noncompliance
N/A Administrative fine
process. After an
NOV is issued, if
no compliance is
made then a fine
follows.
N/A N/A N/A N/A N/A N/A
Please include any
other information that
may pertain to these
types of violations in
your jurisdiction:
N/A N/A N/A N/A N/A N/A N/A N/A
Council Agenda - September 5, 2024
INDIAN WELLS CITY COUNCIL
September 5, 2024
To: City Council
From: Public Works Department
Prepared by: Ken Seumalo, P.E., Public Works Director
Subject: Comprehensive Traffic Safety Action Plan
RECOMMENDED ACTIONS:
Council APPROVES the Comprehensive Traffic Safety Action Plan and the accompanying Resolution; and
FINDS the project to be exempt from the provisions of the California Environmental Quality Act (CEQA) pursuant to Section 15061 (b)(c).
BACKGROUND:
At the regularly scheduled City Counciil meeting held on June 20, 2024, the City Council received and filed a presentation about the City-wide Comprehensive Traffic Safety Action Plan (SAP). The SAP identifies areas with higher-than-average injury or property damage accidents. It also provides a “Tool Box” of potential fixes to specific issues (e.g. rear-end collisions, etc.). The SAP is also a supporting document for applications in the City’s efforts to win Regional, State and Federal funding grants. Many of the grant applications ask for information about the approval date and a copy of the approved Grant Resolution which was not a part of the “Receive and File” action. Some grant applications require the adoption of the SAP.
Staff is preparing for the next round of Highway Safety Improvement Program and Safe Streets for All grant applications. The grants will help fund the proposed entrance at Casa Dorado and provide additional funding for any improvements resulting from the community outreach process in the Safer Streets project. The SAP does not obligate the City to build specific improvements, it is a support document that underscores the priority the Council’s places on traffic safety throughout the City.
Over the past few years, Public Works st aff have been tasked to identify traffic safety issues in the community, in response to community and Council requests to examine speed, traffic collisions, and various other traffic safety issues. The completion of a traffic study would assist staff in identifying areas of concern and addressing specific community traffic-related concerns. Staff sought funding from various state and federal grant authorities.
Council Agenda - September 5, 2024
In January 2023, the City was awarded a “Safe Streets for All” grant in the amount of $200,000 from the Federal Highway Administration (“FHWA”). After conducting a request for proposal process, Kimley-Horn & Associates was selected to conduct the Safety Action Plan (SAP). The project began in October 2023 with internal meetings between Kimley- Horn and Staff to share any collection of data, relevant city documents, and discuss areas of potential safety issues. The project also included a series of community engagement meetings to gather feedback from the community and public safety officials . Meetings were held on:
January 20, 2024 – Stakeholder’s Meeting 1
February 7, 2024 – Public Workshop 1
March 20, 2024 – Safety Summit
March 26, 2024 – Stakeholder’s Meeting 2
April 17, 2024 – Public Workshop 2
The Stakeholder’s Meetings included law enforcement, fire department, education, ADA Advocate, Resident Pedestrian Advocate, Resident Bicycle Advocate, Chambers of Commerce, SunLine Transit, CVAG, Caltrans District 8, City of Palm Desert and City of La Quinta. The two Public Workshops and the Safety Summit included residents, interested public members, and other stakeholders.
In addition to the in -person meetings, the City hosted an extensive online engagement from February 15, 2024, to March 15, 2024. Through an interactive map, members of the public were allowed to identify categories of interest (walk, bike, ADA, vehicle and other) on a map and leave comments and concerns they perceived about specific locations. Approximately 47 stakeholder comments were left on the map with concerns including traffic speeds throughout the City, proximity of vehicles to pedestrians along Eldorado Drive and Fairway Drive, Westbound Highway 111 vehicles using the right turn pocket at Cook Street as a passing lane, etc.
An online survey was also conducted during the same time period , including an email blast to residents. The City received approximately 500 stakeholder responses, with the most common concerns including the need for additional bicycle lanes at various locations, additional pedestrian walkways, speed/congestion issues, and facilities improvements (e.g., like use of traffic circles, speed humps, etc.). The feedback provided by the public from both the interactive map and the survey is available in Appendix of the SAP (Attachment #1).
Additionally, on February 7, 2024, Kimely Horn staff, City staff , and interested stakeholders conducted a field visit to observe 10 different intersections to observe their operation and have a better understanding of any issues at each location. The site visits provided an opportunity for all stakeholders to see the traffic operations firsthand and observe the potential issues that reduce safety in the area.
Council Agenda - September 5, 2024
At the conclusion of these community and stakeholder meetings, Kimely Horn developed the City of Indian Wells’ Safety Action Plan which includes a variety of options, called a “toolbox” to address any issues.
The completion of a comprehensive traffic study can also be utilized by staff to seek transportation improvement grants. Those cities that have adopted a traffic safety plan score more competitively on grant applications. Certain grants require a SAP to be completed to even be considered.
DISCUSSION:
The City of Indian Wells ’ Safety Action Plan (SAP) meets a Council Goal to identify and improve the safety of the City’s transportation network. The SAP examines and compiles data on the various types of accidents in the community, identify locations in the City where accidents are more prevalent, locations where traffic improvements may improve traffic safety, and address other modes of transportation concerns, common in the community (e.g., pedestrian, bicycle, and golf carts). The plan analyzes crash data throughout the City to identify high-risk accident locations and analyses potential causes of the accidents. This analysis utilized crash history from January 1, 2018 through December 31, 2022, to thoroughly review the City’s transportation network to:
1. Identify factors in the transportation network that inhibit safety for all roadway users;
2. Improve safety at specific high -crash locations, and reduce serious injury and fatal collisions; and,
3. Develop safety measures using the four E’s of safety: Engineering, Enforcement, Education, and Emergency Response to encourage safer driver behavior and lower severity outcomes.
With this plan, the City continues its safety efforts to enhance the City’s transportation network, reduce traffic fatalities and serious injury -related crashes, and the goals set forth in the City’s General Plan (IIC1, IIC2, IIC3):
Provide a safe and efficient street system that links all parts of the area for the movement of people and goods.
Provide Indian Wells’ residents with a choice of travel modes. Provide a street system that contributes to residents’ quality of life and minimizes impacts on the environment.
In addition, this plan further meets these General Plan Goals thru the following objectives:
1. Identify areas with a high risk of crashes.
2. Illustrate the value of a comprehensive safety program and the systemic process.
3. Plan future safety improvements for near-, mid-, and long-term.
Council Agenda - September 5, 2024
4. Define safety projects for federal, state, and regional funding considerations.
The SAP identified seven (7) project locations as priority projects based on an evaluation of crash data, community and stakeholder input, and equity considerations, that were chosen to be representative of the corridor and intersection configurations throughout the city:
1. Intersection: Fred Waring Drive & Eldorado Drive
2. Mini Corridor: Highway 111: Village Center Drive to Province Way
3. Intersection: Fairway Drive & Rancho Palmera Drive
4. Intersection: Fairway Drive & Eldorado Drive
5. Intersection: Highway 111 & Indian Wells Lane
6. Corridor: Highway 111: Miles Avenue to Mountain Cove
7. Intersection: Washington Street & Miles Avenue
The SAP provides a variety of strategies and potential improvements (countermeasures) to address issues in the community. It is important to note that these countermeasures are only suggestions to open a dialogue within the community on how to best address methods to improve traffic safety in Indian Wells. Projects will be examined by staff and potential solutions will be part of the City’s Capital Improvement Program budget approval process, after extensive community discussion on the wants and desires of the community.
It is important for the City Council to adopt this traffic study as a valid official document of the City, similar to the City’s General Plan, Housing Element , or Pavement Condition Index (PCI) study.
OPTIONS:
The City Council has the following options available to them.
1. Adopt the Comprehensive Traffic Safety Action Plan and corresponding Resolution (Attachment #3).
2. Not approve the Comprehensive Traffic Safety Action. This action may reduce the city’s competitiveness for additional transportation related grants.
3. City Council can provide alternative direction.
FISCAL IMPACT:
There is no fiscal impact.
Council Agenda - September 5, 2024
CALIFORNIA ENVIRONMENTAL QUALITY ACT (CEQA):
This project has been assessed in accordance with the authority and criteria contained in the California Environmental Quality Act (CEQA), the State and local CE QA Guidelines, and the environmental regulations of the City. The City acting as Lead Agency, has determined the [identify project or entitlement type here] qualifies as being Categorically Exempt from CEQA pursuant to Section 15061(b)(3).
ATTACHMENTS:
1. Draft Indian Wells Traffic Safety Action Plan
2. Complete Streets Safety Assessment – Berkeley SafeTREC Study
3. Resolution
Council Agenda - September 5, 2024
Indian Wells Safety Action Plan
Indian Wells
Safety Action Plan
ATTACHMENT #1
Council Agenda - September 5, 2024
1100 W Town & Country Road
Suite 700
Orange, CA
92868
TEL 714.939.1030
2121 South El Camino Real
Suite 800
San Mateo, CA
94403
TEL XXX.XXX.XXX
401 B Street
Suite 600
San Diego, CA
92101
TEL 619.234.9411
660 South Figueroa Street
Suite 2050
Los Angeles, CA
90017
TEL 213.261.4040
3801 University Avenue
Suite 300
Riverside, CA
92501
TEL 951.543.9868
555 Capitol Mall
Suite 300
Sacramento, CA
95814
TEL 916.858.5800
1300 Clay Street
Suite 325
Oakland, CA
94612
TEL 510.625.0712
45-025 Manitou Drive
Suite 11
Indian Wells, CA
92210
TEL 760.565.5103
10 S. Almaden Blvd.
Suite 1250
San Jose, CA
95113
TEL 669.800.4130
ii
Acknowledgements
This study wouldn’t be possible without the hard work and support of the following teams and people:
City of Indian Wells
Jill Moon - Management Analyst
Dina Purvis – Public Works Manager
Ken Seumalo, P .E. – Public Works Director
Project Team
Kimley-Horn
Vicus
Community Stakeholders
Law Enforcement/ Police Department
Education
Public Health/Fire Department
ADA Advocate
Pedestrian Advocate
Chambers of Commerce
SunLine Transit
CVAG
Caltrans District 8
Bicycle Advocate
City of Palm Desert
City of La Quinta
Council Agenda - September 5, 2024
iii
Indian Wells Safety Action Plan
(Per Section 148 of Title 23, United States Code [23 U.S.C. §148(h) (4)] REPORTS
DISCOVERY AND ADMISSION INTO EVIDENCE OF CERTAIN REPORTS, SURVEYS, AND INFORMATION — Notwithstanding any other provision of law, reports, surveys, schedules, lists, or data compiled or collected for any purpose relating to this section, shall not be subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action for damages arising from any occurrence at a location identified or addressed in the reports, surveys, schedules, lists, or other data.
SIGNED BY _____________________________________________________________
Council Agenda - September 5, 2024
iv
Table of Contents
Executive Summary .................................................................................................................. 1
1. Introduction ...........................................................................................................................4
2. Leadership Commitment and Goal Setting ...........................................................................5
3. Planning Structure ................................................................................................................ 7 Stakeholder and public workshops ..........................................................................................7
4. Safety Analysis ....................................................................................................................13
5. Crash Safety Trends ............................................................................................................ 16
6. Engagement and Collaboration ......................................................................................... 27
7. Equity ................................................................................................................................30
8. Climate Change, Sustainable and Economic Competitiveness .........................................42 Climate Change, Sustainable and Economic Competitiveness .................................................42
9. Policy and Process Change ................................................................................................. 47
10. Strategy and Project Selections ...................................................................................... 51
11. Emphasis Areas ................................................................................................................56
12. Process and Transparency ................................................................................................ 65
13. Next Steps ..........................................................................................................................68 Appendix A - Case Study Sheets ............................................................................................ 69 Appendix B - Public Engagement ..........................................................................................94 Interactive Map Comments .................................................................................................. 106 Email Comments .................................................................................................................. 111 Public Meeting Comments ................................................................................................... 112 Public Comments on Draft Safety Action Plan .......................................................................113
Council Agenda - September 5, 2024
1100 W Town & Country Road
Suite 700
Orange, CA
92868
TEL 714.939.1030
2121 South El Camino Real
Suite 800
San Mateo, CA
94403
TEL XXX.XXX.XXX
401 B Street
Suite 600
San Diego, CA
92101
TEL 619.234.9411
660 South Figueroa Street
Suite 2050
Los Angeles, CA
90017
TEL 213.261.4040
3801 University Avenue
Suite 300
Riverside, CA
92501
TEL 951.543.9868
555 Capitol Mall
Suite 300
Sacramento, CA
95814
TEL 916.858.5800
1300 Clay Street
Suite 325
Oakland, CA
94612
TEL 510.625.0712
45-025 Manitou Drive
Suite 11
Indian Wells, CA
92210
TEL 760.565.5103
10 S. Almaden Blvd.
Suite 1250
San Jose, CA
95113
TEL 669.800.4130
v
List of Figures
Figure 1: Critical Crash Rate Formula ................................................................................... 10 Figure 2: Probability of Specific Crash types Exceeding Threshold Proportion ..................12 Figure 3: Functional Classification & Signalized Intersection ...............................................14 Figure 4: All Crashes (2018-2022) .......................................................................................... 14 Figure 5: Fatal & Severe Injury Crashes (2018-2022) ............................................................15 Figure 6: Crashes Type by Year (2018-2022) ..........................................................................16 Figure 7: Injury Crashes (2018-2022) ..................................................................................... 16 Figure 8: Fatal and Severe Injury Crashes (2018-2022) ........................................................ 17 Figure 9: Crashes by Injury Levels (2018-2022) .................................................................... 18 Figure 10: Crashes of Crashes (2018-2022) ...........................................................................19 Figure 11: Number of Crashes by month (2018-2022) ...........................................................19 Figure 12: Crash Network Screening Analysis Results (2018-2022) .................................... 21 Figure 13: Justice 40 Tracts Map ........................................................................................... 30 Figure 14: Concentration of Workers to Indian Wells ............................................................33 Figure 15: Percentage of Minorities Outside of Indian Wells ................................................33 Figure 16: All Collision Types .................................................................................................. 36 Figure 17: All Collision Types: Locations by Race of Parties Involved – Asian .....................36 Figure 18: All Collision Types: Locations by Race of Parties Involved – Black ....................37 Figure 19: Collision Locations by Race of Parties Involved – Hispanic ................................ 38 Figure 20: Collision Locations by Race of Parties Involved - White ......................................38 Figure 21: Collision Locations by Race of Parties Involved - Other ......................................38 Figure 22: Bicycle Collisions by Severity ................................................................................38 Figure 23: Pedestrian Collisions by Severity ..........................................................................38 Figure 24: Photos of Indian Wells ......................................................................................... 41 Figure 25: Trip Distance .......................................................................................................... 42 Figure 26: Network Link Volume ........................................................................................... 44 Figure 27: Bike Volume .......................................................................................................... 45 Figure 28: Pedestrian Volume ................................................................................................ 45 Figure 29: Transit Volume ....................................................................................................... 46
Council Agenda - September 5, 2024
vi
List of Tables
Table 1: Fatal Crashes Categorized by Modes Involved (2018-2022) ....................................17 Table 2: Crashes of Crashes (2018-2022) ..............................................................................18 Table 3: Comparison of Statewide and Indian Wells Fatal (F) & Severe Injury (SI) Crashes (2010- 2019) ........................................................................................................................................20 Table 4: Crash Analysis Results– Intersections .....................................................................23 Table 5: Crash Analysis Results– Segments ..........................................................................25 Table 6: City of Indian Wells Population by Race/Ethnicity ...................................................32 Table 7: City of Indian Wells Population by Age .....................................................................32 Table 8: City of Indian Wells Household Income ....................................................................33 Table 9: People Involved in Collisions by Race/Ethnicity....................................................... 34 Table 10: People Involved in Bicycle Collisions by Severity and Race/Ethnicity ..................34 Table 11: People Involved in Pedestrian Collisions by Severity and Race/Ethnicity ...........35 Table 12: Total Number of People Involved in Collisions by Age ...........................................40 Table 13: People Involved in Bicycle Collisions by Severity and Age ...................................40 Table 14: People Involved in Pedestrian Collisions by Severity and Age .............................40 Table 15: Overall Primary Mode ............................................................................................ 42 Table 16: Primary Mode for Trip Distance (under 0.5 miles) .................................................43 Table 17: Origin-Destination Pairs .......................................................................................... 43 Table 18: Trip by Destination................................................................................................... 43 Table 19: Review of Existing City and County Plans ..............................................................47 Table 20: Proposed Roadway Projects ...................................................................................48 Table 21: Review of City Projects from Indian Wells CIP .......................................................50 Table 22: Review of City Roadway EPDO Ranking .................................................................51 Table 24: Review of City Roadway Near Disadvantaged Census Tracts ...............................52 Table 23: Review of City Intersection EPDO Ranking ............................................................52 Table 25: Summary of Program, Policies, and Practices .......................................................53
Council Agenda - September 5, 2024
1
Indian Wells Safety Action Plan
Executive Summary
The City of Indian Wells Safety Action Plan identifies emphasis areas to inform and guide further safety evaluation of the City’s transportation network. The emphasis areas include type of crashes, certain locations, and notable relationships between current efforts and crash history. The plan analyzes crash data on an aggregate basis as well as at specific locations to identify high-crash locations, high-risk locations, as well as city-wide trends and patterns. The analysis of crash history throughout the City’s transportation network allows for opportunities to:
1. Identify factors in the transportation network that inhibit safety for all roadway users;
2. Improve safety at specific high-crash locations, and reduce serious injury and fatal collisions; and,
3. Develop safety measures using the four E’s of safety: Engineering, Enforcement, Education, and Emergency Response to encourage safer driver behavior and lower severity outcomes.
With this plan, the City continues its safety efforts by identifying areas of emphasis and systemic recommendations to enhance safety.
The City’s vision is to enhance the transportation network and reduce traffic fatalities and serious injury-related crashes, and the goals for the City of Indian Wells are in support of the General Plan Goals (IIC1, IIC2, IIC3):
• Provide a safe and efficient street system that links all parts of the area for the movement of people and goods.
• Provide Indian Wells’ residents with a choice of travel modes • Provide a street system that contributes to residents’ quality of life and minimizes impacts on the environment
The General Plan Goals (IIC1, IIC2, IIC3) are furthered by this plan through these targeted objectives:
The plan analyzes the most recent range of crash data ( January 1, 2018 through December 31,2022) and roadway characteristics to access historic trends, patterns, and areas of increasing concern. While the COVID-19 pandemic altered traffic conditions and collision patterns in 2020 and 2022, these years were ultimately included to understand recent trends.
SAFETY ACTION
PLAN COMPONENTS
SECTION IN INDIAN
WELLS’ SAFETY PLAN
Leadership Commitment and
Goal Setting 2
Planning Structure 3
Safety Analysis 4 & 5
Engagement and Collaboration 6
Equity 7 & 8
Policy and Process Change 9
Safety and Project Selections 10
Progress and Transparency 11
Objective #1: Identify areas with a high risk for crashes.
Objective #2: Illustrate the value of a comprehensive
safety program and the systemic process.
Objective #3: Plan future safety improvements for near-, mid-, and long-term.
Objective #4: Define safety projects for HSIP and other program funding considerations
Council Agenda - September 5, 2024
2
Indian Wells Safety Action Plan
Further, the collision history was analyzed to identify locations with elevated risk of collisions either through collision histories or their similarities to other locations with more active collision patterns. Using a network screening process, locations were identified within the City that will most likely benefit from safety enhancements. Additionally, collision risk factors for the entire network were derived. The outcomes informed the identification and prioritization of engineering and non-infrastructure safety measures to address certain roadway characteristics and related behaviors that contribute to motor vehicles collisions with active transportation users.
Emphasis areas were developed by revisiting the visions and goals developed at the onset of the planning process and comparing them with the trends and patterns identified in the crash analysis.
The following seven (7) project locations were selected as priority projects based on an evaluation of crash data, stakeholder input, public input, and equity considerations, that were chosen to be representative of the corridor and intersection configurations throughout the city:
1. Intersection: Fred Waring Drive & Eldorado Drive
2. Mini Corridor: Highway 111: Village Center Drive to Province Way
3. Intersection: Fairway Drive & Rancho Palmera Drive
4. Intersection: Fairway Drive & Eldorado Drive
5. Intersection: Highway 111 & Indian Wells Lane
6. Corridor: Highway 111: Miles Avenue to Mountain Cove
7. Intersection: Washington Street & Miles Avenue
These locations were identified through the analysis process based on their crash histories, public engagement, and input, the observed crash patterns, and their different characteristics to provide the most insight into potential systemic safety countermeasures that the City can employ to achieve the most cost-effective safety benefits. Countermeasures are subjected to a benefit/cost assessment and scored according to their potential return on investment. The potential benefit of these countermeasures at locations with similar design characteristics can then be extrapolated regardless of crash history, allowing for proactive safety enhancements that can prevent future safety challenges from developing. Additionally, this information can be used to help the City apply for grants and other funding opportunities to implement these safety improvements. These grants and funding opportunities include the Highway Safety Improvement Program (HSIP), administrated by Caltrans, the Safe Streets for All (SS4A) program, administrated by the federal government, and the Active Transportation Program (ATP) funds, which are administrated by the federal government, and the Active Transportation Program (ATP) funds, which are administrated by the State of California. There are also regional funding sources, administrated by the Coachella Valley Association of Governments (CVAG). The completion of a Safety Action Plan is required for some of these programs and will allow the City of Indian Wells to be eligible for these funds.
Emphasis Area #1:
Aggressive Driving
Emphasis Area #2:
Impaired Driving
Emphasis Area #3:
Bicyclist
Emphasis Area #4:
Motorcyclists
Emphasis Area #5:
Distracted Driving
Council Agenda - September 5, 2024
3
Indian Wells Safety Action Plan
• Near-term action items were identified to accelerate the City’s achievement of the goals and vision of a Safety Action Plan (SAP). The City can:
• Actively seek other funding opportunities to improve safety for all modal users, • Collaborate with established safety partners & neighboring municipalities as improvements are made to create a cohesive transportation network, and Iteratively evaluate existing and proposed transportation safety programs and capital improvements to design a safer transportation network in Indian Wells These recommendations provide Indian Wells with a look-ahead for safety improvements that can be applied systemically. Additionally, this information can be used to help the City apply for grants and other funding opportunities to implement these safety improvements.
Establish a goal of zero traffic fatalities by the year 2050 consistent with the statewide goals set by Caltrans.
An evaluation and implementation plan were created that identifies actionable items that will help the City achieve the goals and vision set out in this report. This section will lay out next steps for the City to continue to capitalize on the analysis and information provided in this report. It is recommended that the City Council formally adopt this plan.
Council Agenda - September 5, 2024
4
Indian Wells Safety Action Plan
1. Introduction
The Safety Action Plan (SAP) identifies emphasis areas to inform and guide further safety evaluation of the City’s transportation network. The emphasis areas include the type of crash, focused locations, and notable relationships between current efforts and crash history. The SAP analyzes crash data on an aggregate basis as well as at specific locations to identify high-crash locations, high-risk locations, and city-wide trends and patterns. The analysis of crash history throughout the City’s transportation network allows for the following opportunities:
• Identify factors in the transportation network that inhibit safety for all roadway users, • Improve safety at specific high-crash locations, and
• Develop safety measures using the four E’s of safety (Engineering, Enforcement, Education, and Emergency Response) to encourage safer driver behavior and better severity outcomes.
The City of Indian Wells has taken steps to enhance all modal safety throughout the City and with this SAP , Indian Wells is continuing to prioritize safety in its planning process. The California Office of Traffic Safety most recently ranked Indian Wells rank 67 of 76 peer cities for total fatal and injured crashes after normalizing for population and Vehicle Miles Travelled (VMT) in 2021. With number one in the OTS crash rankings considered the highest, or “worst, ” this indicates that Indian Wells is better performing than its peer cities in the state for limiting injuries on City roadways.
Based on the University of California Berkeley’s Transportation Injury Mapping System (TIMS) and the California Department of Transportation (Caltrans) Vehicles Operation Cost Parameters, Indian Well’s economic losses due to traffic injuries amounted to approximately $48 million from 2018 through 2022. This report identifies factors associated with the most vehicle crashes particular to the City and proposes matching countermeasures to reduce or eliminate those crashes.
The intent of the Safety Action Plan is to:
Create a greater
awareness of road
safety and risks
Reduce the number
of fatal and severe-
injury crashes
Develop lasting
partnerships
Support for grant/
funding applications
Prioritize
investments in safety
throughout the city
Council Agenda - September 5, 2024
5
Indian Wells Safety Action Plan
2. Leadership Commitment and Goal Setting
The Indian Wells’ Safety Action Plan (SAP) evaluates the transportation network as well as non-infrastructure programs and policies within the city. Mitigation measures are evaluated using criteria to analyze the safety of road users (drivers, bicyclists, and pedestrians), the interaction of modes the influences on the roadway network from adjacent municipalities, and the potential benefits of safety countermeasures. Through analysis of historical data and trends, community outreach and input, and proactive identification, safety opportunities can be identified and implemented without relying solely on a reaction and response to crashes as they occur.
As cities across the county have implemented SAP and systemically addressed the conditions leading to serious injuries and fatal crashes. SAP provide a locally developed and customized approach to directly address the most significant safety risks in the given jurisdiction. This plan’s vision, goals, and objective have been established to reflect discussions with Indian Wells’ staff, various stakeholders identified by City staff, input from community members, and a review of existing plans/ policies in the area. This plan also supports the goal of zero fatalities from traffic collisions by 2050, which is consistent with Caltrans and SCAG’s Vision Zero goals.
Goal #1: Identify areas with a high risk for crashes
Objectives:
• Evaluate the City’s roadway network for crash activity • Idenitfy intersections and segments in need of mitigation • Identify areas of interest with respects to safety concerns for pedestrians and bicycles Goal #2: Illustrate the value of a safety action plan and the systemic process Objectives:
• Demonstrate the systemic process’ ability to identify locations with higher risk for crashes based on present characteristics closely associated with severe crashes.
• Demonstrate, through the systemic process, the gap and data collection activities that can be improved upon. • Demonstrate a safety toolbox and strategies to better align with current best practices, and where there are opportunities for new initiatives that would likely support safer roads and better driving behaviors.
Objectives:
• Identify safety countermeasures for specific locations (selected project locations) • Identify safety countermeasures that can be applied city-wide GOAL T o enhance the transportation network for all users to move towards a goal of zero traffic fatalities and serious injuries.
Council Agenda - September 5, 2024
6
Indian Wells Safety Action Plan
Goal #3: Define safety improvements for the near-, mid- and long-term, including projects for HSIP , SS4A and other program funding consideration
Objectives:
• Create the outline for a prioritization process that can be used in this and forth-coming cycles • Use the systemic process to create Project Case Study sheets • Use Project Case Study sheets to apply for upcoming HSIP funding consideration • Demonstrate the correlation between the proposed safety countermeasures with the Vision Zero Initiative and the California State Highway Safety Plan.
Goal #4: Identify emphasis areas to prioritize countermeasure application Objectives:
• Use systemic crash analysis to identify emphasis areas. • Prioritize emphasis areas for countermeasure development. • Align emphasis areas with City goals & objectives.
• Align emphasis areas with current City areas of concern.
Goal #5: Proposed List of Targeted Safety Investigation for Implementation of Countermeasures Objectives:
• Identify targeted safety investigation for implementation. • Identify systemic issues where countermeasures can be implemented • Prioritize these countermeasures for implementation based on cost, effort, and timeline
Council Agenda - September 5, 2024
7
Indian Wells Safety Action Plan
3. Planning Structure
Stakeholder and public workshops
Through the development and implementation of this Safety Action Plan, the City will continue its collaboration with safety partners to identify and discuss safety issues within the community.
Guidance on the Safety Action Plan process is provided at both the national (FHWA) and state (Caltrans) level, and both agencies have developed a general framework of data and recommendations for a Safety Plan.
FHWA encourages the following:
• The establishment of a working group (stakeholders/public) to participate in developing a Safety Action Plan; • A review of crash, traffic, and roadway data to identify areas of concerns; and, • The identification of goals, priorities, and countermeasures to recommend improvements at spot locations, systemically, and comprehensively.
Caltrans guidance follows a similar outline with the following steps:
• Establish leadership
• Analyze the safety data;
• Determine emphasis areas;
• Identify strategies;
• Prioritize and incorporate strategies; and,
• Evaluate and update the Safety Plan.
3.1 Guiding Manuals
This section describes the analysis process undertaken to evaluate safety within Indian Wells at a systemic level. This report identifies specific locations within the City that will benefit from safety enhancements and services crash risk factors based on historic crash data using a network screening process. The outcome will inform the identification and prioritization of engineering and non-infrastructure safety measures by addressing certain roadway characteristics and related driving behaviors contributing to crashes. This process uses the latest national and state best practices for statistical roadway analysis described.
3.1.1 Local Roadway Safety Manual
The Local Roadway Safety Manual: A Manual for California’s Local Road Owners (Version 1.6, April 2022) encourages local agencies to pursue a proactive approach when identifying and analyzing safety issues and preparing to compete for project funding opportunities. A proactive approach is the analyzation of safety in an entire roadway network through either a one-time network wide analysis or a routine analysis of the roadway network.1 According to the Local Roadway Safety Manual (LRSM), “the California Department of Transportation (Caltrans) – Division of Local Assistance is responsible for administering California’s federal safety funding intended for local safety improvements. ” T o provide the most beneficial and competitive funding approach, the analysis leading to countermeasure selection should focus on both intersections and roadway segments and maintain consideration of roadway characteristics and traffic volumes. The result should reflect a list of locations that are most likely to benefit from cost-effective countermeasures, preferably prioritized by benefit/cost ratio. The manual suggests using a mixture of quantitative and qualitative measures to identify and rank locations using both crash frequency and crash rates. These findings should then be screened for crash type and severity patterns to determine the cause of crashes and the potential effective countermeasures. Qualitative analysis should include field visits and a review of existing roadway characteristics and devices. The specific roadway context can then be used to assess conditions that may decrease safety at the site and at systematic levels. 1 Local Roadway Safety Manual (Version 1.6) 2022. Page 5. Page 194 of 416 Council Agenda - September 5, 2024
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Countermeasure selection should be supported using Crash Modification Factors (CMFs). These factors are a peer reviewed product of research quantifying the expected rate of crash reduction expected from a given countermeasure. If more than one countermeasure is under consideration, the LRSM provides guidance on appropriate application of CMFs.
3.1.2 Safe System Approach
The SS4A grant is guided by the Safe System Approach, which involves another perspective on infrastructure, human behavior, responsible oversight of the vehicle and transportation industry, and emergency response shifting from a conventional safety approach to focus on both human mistakes and human vulnerability. A Safe System Approach incorporates the following principles:
• Death and Serious Injuries are Unacceptable
• Humans Make Mistakes
• Humans are Vulnerable
• Responsibility is Shared
• Safety is Proactive
• Redundancy is Crucial
3.1.3 Highway Safety Manual
The American Association of State Highway and Transportation Officials (AASHTO) Highway Safety Manual (HSM), published in 2010, presents a variety of methods for quantitatively estimating crash frequency or severity at a variety of locations. 2 This four-part manual is divided into the following parts: A) Introduction, Human Factors, and Fundamentals,B) Roadway Safety Management Process, C) Predictive Method, D) Crash Modification Factors.
In Chapter 4 of Part B in the HSM, the “Network Screening Process” is a tool for an agency to analyze the entire network and identify/rank locations that are most likely or least likely to realize a reduction in the frequency of crashes.
The HSM identifies five steps in this process: 3
1. Establish Focus: Identify the purpose or intended outcome of the network screening analysis. This decision will influence data needs, the selection of performance measures and the screening method that can be applied.
2. Identify Network and Establish Reference Populations: Specify the types of sites or facilities being screened (i.e., segments, intersections, geometrics) and identify groupings of similar sites or facilities.
3. Select Performance Measures: There are a variety of performance measures available to evaluate the potential to reduce crash frequency at a site. In this step, the performance measure is selected as a function of the screening focus and the data and analytical tools available.
4. Select Screening Method: There are three principal screening methods described in this chapter (i.e., ranking, sliding window, peak searching). Each method has advantages and disadvantages; the most appropriate method for a given situation should be selected.
5. Screen and Evaluate Results: The final step in the process is to conduct the screening and analysis and evaluate the results.
The HSM provides several statistical methods for screening roadway networks and identifying high risk locations based on overall crash histories. The HSM identifies five steps in this process.
1 Local Roadway Safety Manual (Version 1.5) 2020. Page 5 2 AASHTO, Highway Safety Manual, 2010, Washington D.C., http://www.highwaysafetymanual.org/Pages/About.aspx. 3 AASHTO. Highway Safety Manual. 2010. Washington, DC. Page 4-2.
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3.2 Analysis Techniques
3.2.1 Crash and Network Screening Analysis
Intersections and roadways were analyzed using four collision metrics:
• Number of Collisions
• Critical Crash Rate (HSM Ch. 4)
• Probability of Specific Crash Types Exceeding
Threshold Proportion (HSM Ch. 4)
• Equivalent Property Damage Only (HSM Ch. 4)
The initial steps of the crash analysis established sub-populations of roadway segments and intersections that have similar characteristics. For this study, intersections were grouped by their control type (Signalized, or Unsignalized) and segments by their roadway category (Other Principal Arterial, Minor Arterial, Collector, or Local Streets). Individual crash rates were calculated for each sub-population. The population level crash rates were then used to assess whether a specific location has more or fewer crashes than expected. These sub-populations were also used to determine typical crash patterns to help identify locations where unusual numbers of specific crash types are seen
The network screening process ranks intersections and roadway segments by the number of crashes that occurred at each one over the analysis period, and then identifies areas that had more of a given type of crash than would be expected for that type of location. These crash type factors were 1) crash injury (fatal, serious injury, other visible injury, complaint of pain, property damage only), 2) crash type (broadside, rear-end, sideswipe, head-on, hit object, overturned, bicycle, pedestrian, other), 3) environmental factors (lighting, wet roads), 4) driver behavior (aggressive), and 5) driver impairment. With these additional factors, the locations were further analyzed and assigned a new rank.
From the results of the network screening analyses, a short-list of locations was chosen based on crash activity, crash severity, crash patterns, location type, and area of the City of Indian Wells to provide the greatest variety of locations covering the widest range of safety opportunities for safety toolbox development. The intent is to populate the safety toolbox with mitigation measures that will be applicable to most of the crash activity in the city. As a result, seven locations have been selected for mitigation analysis.
3.2.2 Statistical Performance Measures
Critical Crash Rate (CCR)
Analyzing the number of collisions at a location is a method used to understand the cost to society incurred at the local level; however, it does not give a complete indication of the level of risk for those who use that intersection or roadway segment daily. The HSM describes the Critical Crash Rate method, which provides a statistical review of locations to determine where risk is higher than that experienced by other similar locations. It is also the first step in analyzing patterns that may suggest systemic issues that can be addressed at that location, and proactively at others to prevent new safety challenges from emerging.
The CCR compares the observed crash rate to the expected crash rate at a location based on facility type and volume using a locally calculated average crash rate for the specific type of intersection or roadway segment being analyzed. Based on traffic volumes and a weighted citywide crash rate for each facility type, a critical crash rate threshold is established at the 95% confidence level to determine locations with higher crash rates that are unlikely to be random. The threshold is calculated for each location individually based on traffic volume and the crash profile of similar facilities. 3 Local Roadway Safety Manual (Version 1.6) 2020. Page 5 Page 196 of 416 Council Agenda - September 5, 2024
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Figure 1: Critical Crash Rate Formula
Where,
Rc,i = Critical crash rate for intersection i
Ra=Weighted average crash rate for reference population P = P-value for corresponding confidence level
MEVi = Million entering vehicles for intersection i
Source: Highway Safety Manual
Data Needs
CCR can be calculated using:
• Daily entering volume for intersections or ADT for roadway segments; • Intersection control types to separate them into like populations; • Roadway functional classification to separate them into like populations; and, • Collision records in Geographic Information System (GIS) or tabular form including coordinates or linear measures.
Strengths
• Reduces low volume exaggeration;
• Considers variance; and,
• Establishes comparison threshold.
CCR Methodology
The process of analyzing the CCR and comparing locations (separately by intersections and segments) is a multi-step process. The following is a high-level description of the process undertaken to develop the initial analysis.
The first step in the process was to establish a city-wide crash rate for each facility population. These populations are broken into two categories with sub- categories:
• Intersection:
• Signalized • Non-signalized
• Roadway Classification:
• Other Principal Arterial
• Minor Arterial
• Collector
• Local
can you pls make this
formula small or in line
with the test
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The individual crash rate for each location was then calculated based on the associated traffic volume. This volume was either collected through data count resources or calculated based on the roadway classification. The next step was to establish a Significance Threshold. This Threshold was used to determine what level of exceedance (how much the crash rate exceeded the critical crash rate) a location must have based on traffic volume to provide a high level of confidence that the collision occurring at the location is not random. For this study, a confidence level of 95% was used. The local crash rates were then compared to the Significance Threshold to see if each location exceeded the expected CCR and if so, by how much. After this analysis was completed, the locations were analyzed by their categories according to that level of exceedance.
Equivalent Property Damage Only (EPDO)
The equivalent property damage only (EPDO) method is described in the Highway Safety Manual. This method assigns weighting factors to crashes based on injury level (severe, injury, property damage only) to develop a property damage only score. In this analysis, the injury crash costs were calculated for each location (based on the latest Caltrans injury costs). This figure is then divided by the injury cost for a property damage only crash. The resulting number is the equivalent number of property damage only crashes at each site. This figure allows all locations to be compared based on injury crash costs. (Highway Safety Manual, Chapter 4).
Probability
The Highway Safety Manual describes the methodology for determining the probability that crash type is greater than an identified threshold proportion. This helps to identify locations where a crash type is more likely to occur.
Data Needs
The probability of a specific crash type can be determined using crashes records with location data, and classifications of the locations (intersections or segments) studied.
Strengths
• Can be used as a diagnostic tool.
• Considers variance in data.
• Not affected by selection bias.
The HSM methodology first determines the frequency of a specific crash type at an individual location, then determines the observed proportion of that crash type relative to all crash types at that location. A threshold proportion is then determined for the specific crash type; HSM suggests utilizing the proportion of the crash type observed in the entire reference population (e.g. throughout the entire City of Indian Wells).
These proportions are then utilized to determine the probability that the proportion of a specific crash type is greater than the long-term expected proportion of that crash type.
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Figure 2: Probability of Specific Crash types Exceeding Threshold Proportion Source: Highway Safety Manual
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4. Safety Analysis
4.1 Roadway Network
The City’s roadway database was used to build the base roadway network used for this analysis, and functional classifications were taken from the City’s General Plan. Traffic volumes and signal locations were provided by the city and were included in the analysis network. Intersections and roadway segments were divided into control and classification categories so that each set could have its own crash rates and be evaluated against similar facilities. Figure 3 illustrates Indian Wells’ roadway network and intersections as classified for this study.
4.2 Intersections
The crash analysis requires each intersection be classified by type: Signalized or Unsignalized. The safety analysis compares intersection safety performance to locations with similar control types. This information is also displayed in Figure 3.
4.3 Count Data
Vehicular count data is used as part of the analysis process to evaluate the impact of traffic and understand the natural hierarchy of the roadway network. Count data utilized for this project was pulled from the 2022 Engineering & Traffic Survey. For locations without volume or count data, reasonable assumptions were made based on classification types. The traffic volume information allowed the team to assess locations for risk to a given roadway user as well as reviewing locations with the highest number of crashes.
4.4 Crash Data
Crash data was collected from Crossroads Software for the period from January 1, 2018 through December 31, 2022. Five years of data are utilized instead of the standard three years to provide more history to evaluate trends or patterns. Provisional data from 2023 was also collected and analyzed qualitatively as part of the analysis. Analysis of the raw crash data is the first step in understanding the specific and systemic challenges faced throughout the City. Analyzing the five years of data provided insight on the following crash trends and patterns. All crashes analyzed in the study period are shown Figure 4. The locations of fatal and severe injury crashes are displayed in Figure 5.
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Figure 3: Functional Classification & Signalized Intersection Figure 4: All Crashes (2018-2022)
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Figure 5: Fatal & Severe Injury Crashes (2018-2022)
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5. Crash Safety Trends
The following section breaks down the crash data by a variety of input factors and user types. This information will be used to highlight areas of concern for the City.
5.1 All Crashes
This report utilized crash data for a five-year period to provide a better understanding of trends and to reflect the patterns in crashes that have occurred on City streets. Data used for this report were extracted from Crossroads Software analytics on October 27 , 2023 and was current as of that date. Crash data from January 1, 2018, through December 31, 2022, as reported to Crossroads from the local enforcement, indicated that during this time there were 466 crashes recorded within Indian Wells. In addition, 95 crashes have occurred in Indian Wells from January 1st, 2023 to October 27th, 2023.
During the study period, the most common occurring crash types were Rear-Ends (51%) and Hit Object (16%). The total number of crashes gradually increased in the first half of the study period before decreasing in the second half. Figure 6 shows the crash types by year. Thus far in 2023, the top crash types have been Rear-Ends (44%) and Sideswipes (23%).
Figure 7 shows the injury crashes over the study period, during which injury crashes mirrored the decrease from 2018-2020 and increase from 2020 to 2022 present in Figure 6.
Figure 6: Crashes Type by Year (2018-2022) Figure 7: Injury Crashes (2018-2022)
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5.2 Fatalities & Severe Injuries
During the study period, 3 fatal crashes and 12 severe injury crashes occurred as seen in Figure 8. Table 1 outlines the fatal and severe injury crashes categorized by modes involved. In 2023, there have been one severe injury and no fatalities.
Involved with # of Severe
Injury Crashes
# of Fatal
Crashes
Bicycle 1 0
Fixed Object 4 0
Other Motor Vehicle 3 0
Pedestrian 2 2
Other Object 1 0
Parked Motor Vehicle 1 1
Total 12 3
Figure 8: Fatal and Severe Injury Crashes (2018-2022) Table 1: Fatal Crashes Categorized by Modes Involved (2018-2022)
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5.3 Injury Levels
64.4% of the crashes reported during the time-period resulted in property damage only.
Fatalities and severe injuries totaled 3.2% of all crashes. Injuries of all types made up
35.6% of crashes.
23.0%
9.4%
2.6%
0.6%
64.4%
Complaint of Pain Other Visible Injury Severe Injury Fatal Property Damage Only
5.4 Cause of Crashes
The highest recorded cause of crashes in Indian Wells during this time period is Unsafe Speed at 41.6%, followed by Unsafe Lane Change at 8.8%% and Driving Under Influence at 8.6%. Thus far in 2023, the primary collision factors have been Unsafe Speed (26%) and Improper turning (12%).
Figure 9: Crashes by Injury Levels (2018-2022)
Primary Crash Factor No. of Crashes %
Unsafe Speed 231 41.55%
Unsafe Lane Change 49 8.81%
Driving Under the Influence 48 8.63%
Improper Turning 47 8.45%
Traffic Signals and Signs 41 7. 37 %
Other Improper Driving 33 5.94%
Auto R/W Violation 23 4.14%
Unsafe Starting or Backing 19 3.42%
Not Stated 15 2.70%
Following Too Closely 11 1.98%
Other Hazardous Movement 11 1.98%
Unknown 10 1.80%
Other Than Driver 8 1.44%
Improper Passing 3 0.54%
Pedestrian Violation 3 0.54%
Wrong Side of Road 2 0.36%
Impeding Traffic 1 0.18%
Other Equipment 1 0.18%
Grand Total 556 100.00%
Table 2: Crashes of Crashes (2018-2022)
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5.5 Vulnerable Users
5.5.1 Pedestrians
4 pedestrian involved crashes occurred during the study period, resulting in 2 fatal crashes, 2 severe injuries, and no crashes with some form of reported injury or pain or property damage only. Figure 10 shows the locations of pedestrian crashes during the study period. No pedestrian crashes have occurred in 2023.
5.5.2 Bicycle
During the study period, 4 crashes involving bicycles were reported. Of these, none were fatal, 1 resulted in severe injuries, 3 resulted in some form of reported injury or pain, and no crashes resulted in Property Damage Only. Figure 10 shows the location of bicycle crashes during the study period. No bicycle crashes have occurred in 2023.
5.6 Time of Day
Crashes in Indian Wells occurred more in the PM hours versus the AM hours, with 62.7% of crashes occurred in the PM hours, and 37 .3% occurred in the AM hours. There is peak period of crash activity was from 8am to 5pm. A significant number of crashes also occurred in the nighttime hours. 34.6% of crashes occurred at night or during the dusk/ dawn hours. 4.5% of crashes occurred at night where there were no streetlights.
5.7 Time of Year
The total number of crashes vary by month of year shown in Figure 11. The most common month for crashes was February, with 55 crashes between 2018 and 2022. Crashes generally trended downward from February to August. The months with the fewest number of crashes were August and October, both with 29 total crashes between 2018 and 2022.
Figure 11: Number of Crashes by month (2018-2022)
Figure 10: Crashes of Crashes (2018-2022)
Figure 10: Crashes of Crashes (2018-2022)
Figure 11: Number of Crashes by month (2018-2022)
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5.8 Driving Behaviors
Aggressive driving and impaired driving are two important behavioral factors that often significantly contribute to crash patterns. These areas are studied in the analysis. Caltrans defines aggressive driving as behaviors that include speeding, tailgating, and running stop signs or red lights. These behaviors contributed to
60.5% of the crashes in Indian Wells during the study period (2018-2022). These behaviors contributed to 48% of crashes that occurred in 2023 thus far.
Impaired driving is defined by Caltrans as any instance where a driver, pedestrian, bicyclists, or motorcyclist is under the influence of alcohol, illicit drugs, or prescribed or over-the-counter medication. 12% of the crashes in Indian Wells during the study period (2018-2022) occurred where the driver had been drinking. 8% of the crashes in Indian Wells during the study period were directly related to impairment. Thus far in 2023, 9% of crashes were directly related to impairment.
5.9 Driver Age
Two groups of drivers typically have a higher impact on the number of crashes. Aging Drivers (age 65 and up) and Young Drivers (ages 16-25) are more often found at fault for crashes they are involved in. The crash data for 2018-2022 period indicated that 18% of the crashes within Indian Wells involved Seasoned/Mature Drivers and 26% involved Young Drivers. These percentages are like those seen statewide.
5.10 Statewide Comparison
A comparison of fatal & severe injury crash data to the State averages were conducted for data from 2018-2022 (the most recent statewide data available). These numbers may vary slightly from those mentioned previously, due to the differences in the years of the study period. The following are areas where Indian Wells’ crash rates are higher or lower than those of the State. These numbers specifically compare the proportion of fatal and serious injury crashes that have the characteristics listed in Table 3.
Challenge Areas
Statewide Indian Wells
% Point
Difference% of F+SI Crashes
(2010-2019)
% of F+SI Crashes
(2010-2019)
Bicyclists 49 8.81% 19.0%
Aggressive Driving 48 8.63% 16.9%
Impaired Driving 47 8.45% 15.6%
Distracted Driving 41 7. 37 % 4.1%
Motorcyclists 33 5.94% 1.7%
Occupant Protection 23 4.14% -0.6%
Work Zones 19 3.42% -1.4%
Commercial Vehicles 15 2.70% -1.8%
Aging Drivers 11 1.98% -3.3%
Y oung Drivers 11 1.98% -4.0%
Lane Departure 10 1.80% -6.9%
Intersections 8 1.44% -10.0%
Pedestrians 3 0.54% -10.1%
Table 3: Comparison of Statewide and Indian Wells Fatal (F) & Severe Injury (SI) Crashes (2010-2019)
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5.11 Crash Network Screening Analysis Results
Figure 12 below shows the results of the crash network screening analysis, with the number of crashes at both intersection and mid-block roadway segments. A crash network screening analysis was conducted to identify locations where concentration of serious crashes and fatal crashes occur.
Figure 12: Crash Network Screening Analysis Results (2018-2022)
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Table 4 and Table 5 show the number of crashes occurring at locations in Indian Wells by crash type for the locations that will be studied further in the Report, and highlights locations in which the probability of those crash types exceeding the threshold proportion is greater than 33%.
The tables are ordered by the number of crashes that occurred at that segment or intersection. In order to be statistically significant, only locations where more than two crashes occurred are represented. At locations with two or less crashes, random chance can account for crash history as much or more than specific roadway characteristics.
The tables are separated into sub-sections visible by the yellow gradient. The first two columns, Crashes and CCR, represent the level of crash activity in absolute terms, and as relative to other similar locations, respectively.
Per guidance from the Local Roadway Safety Manual (LRSM) each sub-population of locations was ranked according to the number of crashes. The second column shows the CCR, which highlights whether or not the crash activity was higher or lower than the average for the sub-population based on the individual segment or intersection volume. This volume was either collected through data count resources or calculated based on the roadway classification. All averages used in the CCR calculation were established based on City of Indian Wells crash data to determine what locations might be best to prioritize at the local level.
This process highlights locations of crashes that are unusual for the City to determine Indian Wells’ challenge areas, and not problems faced by peer cities that do not apply in Indian Wells. The remaining columns total crashes by type, to evaluate each sub-population and understand what proportion of crashes in the City are of a particular type. The citywide proportion was compared with the local intersection or segment specific proportion to determine which locations have more of a given crash type than would be expected when considering the City average. A confidence level of 95% was used for the CCR Calculations. For this study, two categories of ranges were highlighted:
• Light Gray: >50% probability that this crash type is over-represented on this segment/intersection as compared to other characteristically similar locations within the City of Indian Wells. Although these locations have a slightly higher probability of this crash type than their counterparts, they are not necessarily highly significant.
• Dark Gray: >75% probability that this crash type is over-represented on this segment/intersection as compared to other characteristically similar locations within the City of Indian Wells. These locations are highly significant in regard to the number of crashes occurring here and should be further investigated.
After this analysis was completed, the locations were ranked against other similar locations within the City by their categories according to the expected proportion of that crash type within Indian Wells. Locations with higher than expected crashes of that type were identified by the probability that random chance would not account for exceedances.
Additionally, it should be noted that the columns for Crash Severity, Type, Involved With, and Behavior are additional characteristics of the crashes and should not be counted as a separate crash.
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Unsafe Speed
Crashes
Local CCR Differential1
EPDO2
Fatal
Serious Injury
Other Visible Injury
Complaint of Pain
PDO
Broadside
Sideswipe
Rear End
Head On
Hit Object
Overturned
Other
Pedestrian
Bicycle
Aggressive
Distracted
Impaired
Dark
Wet
Signalized Intersections
Highway 111 & Cook St 35 0.1 119 0 0 5 7 23 4 3 22 2 1 0 2 0 0 24 3 5 0 0 Washington St & Miles Ave 29 0.1 252 0 1 3 6 19 5 4 18 0 2 0 0 0 0 24 2 0 1 0 Fred Waring Dr & Cook St 28 0.0 128 0 0 3 14 11 10 4 13 0 0 0 0 0 0 22 0 0 0 0 Highway 111 & Indian Wells Ln 25 0.1 259 0 1 1 12 11 4 0 17 1 2 0 1 0 1 22 0 1 0 1 Highway 111 & Eldorado Dr 23 -0.1 92 0 0 5 4 14 2 3 14 2 2 0 0 0 0 17 1 2 0 1 Fred Waring Dr & Washington Dr 22 -0.1 251 0 1 1 11 9 5 1 13 1 2 0 0 0 0 17 1 3 0 0 Fred Waring Dr & Eldorado Dr 22 -0.1 235 0 1 3 4 14 6 2 11 1 1 1 0 0 0 15 1 2 1 1 Highway 111 & Miles Ave 20 0.0 69 0 0 3 4 13 5 1 12 1 1 0 0 0 0 17 0 1 0 0 Fred Waring Dr & Warner Trail 15 -0.1 229 0 1 0 10 4 3 2 10 0 0 0 0 0 0 13 1 1 0 0 Highway 111 & Village Center Dr 14 -0.1 198 0 1 0 4 9 1 1 11 0 1 0 0 0 0 12 0 1 0 0 Highway 111 & Club Dr 14 -0.1 44 0 0 2 2 10 1 1 9 0 3 0 0 0 1 9 1 2 1 0 Highway 111 & Rancho Palmeras
Dr 11 -0.2 204 1 0 2 2 6 0 0 8 1 1 0 0 1 0 8 1 1 0 1
Highway 111 & Mountain Cove Dr 9 -0.2 29 0 0 0 4 5 1 0 8 0 0 0 0 0 0 9 0 0 0 0 Washington St & Via Sevilla 9 -0.2 44 0 0 1 5 3 1 1 6 1 0 0 0 0 0 7 1 0 0 1 Highway 111 & Province Way 7 -0.2 191 1 0 1 2 3 2 0 5 0 0 0 0 0 0 6 0 1 0 0 Fred Waring Dr & California Dr 5 -0.3 20 0 0 0 3 2 0 0 3 0 2 0 0 0 0 3 1 0 0 0 Table 4: Crash Analysis Results– Intersections
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Unsafe Speed
Crashes
Local CCR Differential1
EPDO2
Fatal
Serious Injury
Other Visible Injury
Complaint of Pain
PDO
Broadside
Sideswipe
Rear End
Head On
Hit Object
Overturned
Other
Pedestrian
Bicycle
Aggressive
Distracted
Impaired
Dark
Wet
Fred Waring Dr & Ent Las Brisas 5 -0.3 25 0 0 0 4 1 3 0 2 0 0 0 0 0 0 3 0 0 0 0 Warner Trail & Miles Ave 4 -0.1 4 0 0 0 0 4 1 1 0 0 1 0 0 0 0 2 0 0 0 0 Unsignalized Intersections
Highway 111 & Village Plaza
Entrance/Exit (Private) 9 0.1 49 0 0 1 6 2 7 0 2 0 0 0 0 0 0 2 0 0 0 1 Washington St & Seeley Dr 8 0.1 192 0 1 0 4 3 1 1 5 0 1 0 0 0 0 6 0 1 0 0 Calle del Norte & Avenida Paloma 5 0.1 337 0 2 0 1 2 0 0 3 1 1 0 0 0 1 4 0 0 0 0 Washington St & Seeley Dr 5 0.1 25 0 0 0 4 1 0 2 1 0 2 0 0 0 0 1 0 1 0 0 Highway 111 & Indian Wells Village
Entrance/Exit (Private) 5 0.1 20 0 0 1 1 3 0 0 5 0 0 0 0 0 0 3 0 0 0 0 Fred Waring Dr & Via del Christo 4 0.1 24 0 0 1 2 1 0 0 1 0 2 0 0 1 0 1 0 0 1 0 Fred Waring Dr & San Ysidro Cir 3 0.1 13 0 0 0 2 1 0 0 3 0 0 0 0 0 0 3 1 0 0 0 Fred Waring Dr & Yellow Sage Dr 3 0.1 27 0 0 2 1 0 1 0 1 0 1 0 0 0 0 2 0 0 0 0 Highway 111 & Camino Dorado 3 0.1 3 0 0 0 0 3 1 0 2 0 0 0 0 0 0 2 0 0 0 0 Fred Waring Dr & T ennessee Ave 3 0.1 13 0 0 0 2 1 0 0 1 0 2 0 0 0 0 3 0 0 1 0 Vista del Sol & Vista Santa Rosa 3 0.1 13 0 0 0 2 1 0 1 1 0 1 0 0 0 0 2 0 0 1 0 Fred Waring Dr & Substation
Access Road (Private) 3 0.07 3 0 0 0 0 3 0 0 0 1 2 0 0 0 0 1 0 0 1 0 Washington St & Southwest Church
East Entrance Road (Private) 3 0.07 8 0 0 0 1 2 0 1 1 0 1 0 0 0 0 3 0 0 0 1
1. Local Critical Crash Rate Differential 2. Equivalent Property Damage Only Crashes
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Facility
Limits
Crashes
Local CCR Differential1
EPDO2
Fatal
Serious Injury
Other Visible Injury
Complaint of Pain
PDO
Broadside
Sideswipe
Rear End
Head On
Hit Object
Overturned
Other
Pedestrian
Bicycle
Aggressive
Distracted
Impaired
Dark
Wet
Pricipal Arterial
Hwy 111 Miles Ave to Mt. Cove 16 0.0 194 0 1 1 1 13 0 1 3 1 11 0 0 0 0 9 2 4 3 0 Hwy 111 Eldorado Dr to Indian
Wells Ln 15 0.1 35 0 0 1 2 12 0 0 11 0 4 0 0 0 0 12 1 1 0 0 Hwy 111 Indian Wells Ln to Club
Dr 9 0.2 188 0 1 0 3 5 0 0 7 0 2 0 0 0 0 6 2 2 1 0
Fred Waring Dr Eldorado Dr to
California Ave 7 -0.1 31 0 0 2 1 4 0 1 4 0 2 0 0 0 0 6 0 1 0 0 Fred Waring Dr Yellow Sage Dr to
Eldorado Dr 6 -0.2 26 0 0 1 2 3 0 2 4 0 0 0 0 0 0 4 1 0 2 1 Hwy 111 Camino Dorado to
Eldorado Dr 6 -0.1 16 0 0 1 0 5 0 1 2 1 2 0 0 0 0 4 1 1 0 0 Fred Waring Dr (PVT) Entrada las
Brisas to Washington St 6 0.0 36 0 0 2 2 2 0 1 5 0 0 0 0 0 0 4 0 1 0 0 Hwy 111 Cook St to Province
Way 5 -0.2 193 0 1 2 1 1 0 2 2 0 0 0 0 1 0 4 0 0 1 1
Fred Waring Dr Alaska Ave to
T ennessee Ave 4 -0.2 19 0 0 0 3 1 1 0 2 0 1 0 0 0 0 3 0 0 0 0 Hwy 111 Club Dr to Miles Ave 3 -0.3 167 0 1 0 0 2 0 0 1 0 1 0 0 1 0 1 0 0 2 0 Hwy 111 Province Way to
Rancho Palmeras Dr 3 -0.3 13 0 0 1 0 2 0 0 2 0 1 0 0 0 0 3 0 0 0 0 Table 5: Crash Analysis Results– Segments
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Indian Wells Safety Action Plan
Facility
Limits
Crashes
Local CCR Differential1
EPDO2
Fatal
Serious Injury
Other Visible Injury
Complaint of Pain
PDO
Broadside
Sideswipe
Rear End
Head On
Hit Object
Overturned
Other
Pedestrian
Bicycle
Aggressive
Distracted
Impaired
Dark
Wet
Fred Waring Dr Via del Christo (Private)
to Yellow Sage Dr 3 -0.3 18 0 0 0 3 0 0 1 2 0 0 0 0 0 0 3 0 0 0 0 Fred Waring Dr Warner Trl to Entrada
las Brisas (Private) 3 -0.3 13 0 0 0 2 1 0 0 1 1 1 0 0 0 0 2 0 0 0 0 Fred Waring Dr Elkhorn Trl to Warner
Trl 3 -0.2 8 0 0 0 1 2 0 1 2 0 0 0 0 0 0 3 0 0 0 0
Minor Arterial
Washington St Seeley Dr to Hwy 111 3 -0.2 23 0 0 1 2 0 0 1 1 0 1 0 0 0 0 2 0 0 0 0 Miles Ave Warner Trl to
Washington St 3 -0.1 167 0 1 0 0 2 1 0 2 0 0 0 0 0 0 2 0 0 1 0 Washington St (PVT) Calle Las Brisas
to Fred Waring Dr 3 -0.1 27 0 0 2 1 0 0 2 1 0 0 0 0 0 0 2 0 0 0 0 Local
Sands Hotel Parking
Lot (Private) Main Parking Lot 3 - 3 0 0 0 0 3 0 0 2 0 1 0 0 0 0 0 0 1 0 0
1. Local Critical Crash Rate Differential 2. Equivalent Property Damage Only Crashes
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Indian Wells Safety Action Plan
6. Engagement and Collaboration
Members of the public and local agency partners were included in the development of this report to ensure the local perspective was maintained at the forefront of planning efforts. A public agency working group of City Public Works staff and external representatives from the Law enforcement/Police Department, education, public health/ fire department, ADA advocates, Chambers of Commerce, Transit, CVAG, Caltrans District 8, Bicycle advocate, pedestrian advocate, City of Palm Desert, and City of La Quinta.
The members of the public agency partners were called together to offer insight on the safety issues present in the City’s transportation network. After the initial network screening and safety analysis, the results were presented to the public in a series of workshops. These workshops helped the project team gain insight into ongoing roadway safety issues in the City and potential solutions. City Public Works, the agency partners, and consultant staff met to discuss potential countermeasures and challenge areas through meetings in the field and in-person. Following these meetings, potential improvements were developed and presented to the public for comment, feedback, and discussion. The public engagement and agency coordination activities are discussed below.
6.1 Public Engagement
Online Engagement
The City of Indian Wells created a
Safety Action Plan page on the City’s
website, which included information
about the project, notification about
upcoming workshops and events, a
project email address, and an interactive mapping activity and survey. The interactive map allowed members of the public to drop pins with categories (walk, bike, ADA, vehicle, and other) on a map and leave comments and concerns about specific locations. The project website also included a survey that asked residents about concerns and priorities in regards to safety. The interactive map and survey were live from February 15, 2024 through March 15, 2024 and the interactive map received 47 comments and the survey received 491 responses. The most common items shared in the map tool and survey included network expansion (bicycle and pedestrian), speed/ congestion, and vulnerable user facilities improvements. Specific commonly reported areas of concern included Highway 111, Cook Street, Fairway Drive, Eldorado Drive, and Warner Trail. The results of the online engagement helped to inform the emphasis areas, project locations, and potential improvements which are identified later in this report. A summary of the online engagement (survey, interactive map, and email) can be found in Appendix A of this report.
Interactive Map Results
Bicycle 38%
Walk 38%
Vehicle 17%
Other 4%
ADA 2%
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Indian Wells Safety Action Plan
6.2 Public Workshop/Meetings
Two public workshops/meetings were held to help the project team understand public areas of concern, create public awareness of the plan, and keep members of the public informed about the direction of the plan and the City’s response to roadway safety issues from input received from the public. All workshops/meetings were advertised before the event on the city’s main page, SAP website, and was e-blasted to all residents.
The first public workshop was held on February 7 , 2023, at the Indian Wells Golf Resort Celebrity Room. The goal of this workshop was to introduce the project and present the crash analysis through tables, charts, and maps as well as to discuss resident concerns. The main concerns expressed at this workshop included speeding, cut-through traffic, and vulnerable users (pedestrians and bicyclist) safety issues at specific locations.
The second public workshop was held on April 17 , 2023, at the City Hall Council Chamber. The purpose of this workshop was to inform the public of the “toolbox” development identified for the project locations. The feedback of the online tool engagement and the Safety Summit was presented. The intent of the meeting was to present the project locations with its crash data, and then demonstrate the potential improvements for the project locations.
The toolbox shown to the public was a list of potential options that the city could adopt in the future for the project locations. The toolbox was not meant to be a recommendation that the project location specifically needs to adopt but more as potential options to enhance the safety at the project locations. Potential options presented must go through standard procedure before any implementation takes place. Comments from the in-person interactive activities can be found in Appendix A of this report.
6.2.1 Safety Summit
The City held a Safety Summit event on March 20th, 2024 to meet with community members and hear their feedback regarding safety concerns throughout the City of Indian Wells. The event allowed the community members to learn more about existing conditions, equity, potential improvements, policy and programs. The presentation demonstrated a toolbox to show the public
what kind of treatments the
city can implement which
include various facility
classification, traffic calming
treatments, intersection
improvements, roadway
improvements, pedestrian
signal enhancements., and
crossing enhancements.
At the end of the
presentation, there was an
interactive portion to engage attendees to provide feedback on safety improvements using the toolbox presented of what they want to see
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Indian Wells Safety Action Plan
in the City. An open forum and an emphasis area topic stations were used to collect feedback from the residents. Six (6) emphasis area topics were placed at different table stations allowing the residents to meet and discuss with their neighbors and a Kimley-Horn/City team member, where they were encourage to provide input about what improvements would best support their day-to-day experiences getting around Indian Wells.
The draft SAP was posted to the City’s SAP website for public viewing and comment. Comment was received by the SAP T eam at the project email up until the document was finalized on June 7th, 2024 prior to adoption by the City Council.
6.3 Stakeholder Meetings
Two meetings with the stakeholder were held to gain the perspective and expertise of local subject matter experts and to help guide the plan as it was being developed.
The first stakeholder meeting was held on January 29th, 2024. The group was introduced to the project and concerns about safety in Indian Wells were discussed. The stakeholder group then performed a field visit and walking tour of various locations through the City. The group was also asked to report on the potential project locations based upon incident history and provide feedback. The discussions during the field visits and feedback from the stakeholder’s comments helped to inform the project development that will be discussed later in the plan.
The second stakeholder meeting was held March 26th, 2024. The purpose of the meeting was to discuss concerns and issues expressed in the public workshops and to review potential improvements, and online interactive engagement feedback. The presentation for the stakeholders consisted of the online interactive engagement results and the seven (7) project locations. The 7 project locations were shown with its crash data, then shown with its potential improvements where the stakeholders could provide their feedback and was used to establish the toolbox for the project locations.
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Indian Wells Safety Action Plan
7. Equity
The following section summarizes the equity assessment conducted for the City of Indian Wells Comprehensive Safety Action Plan (Safety Plan). The Safety Plan aims to enhance roadway safety conditions by proposing potential projects to reduce the risk of collisions.
The purpose of this memo is to report on the equity analysis to identify programs, and infrastructure investments for the City of Indian Wells to support transportation and safety policies. The memo first provides the equity framework used to guide the analysis followed by a summary of the methodology. The memo then provides an equity analysis of demographics and collisions, followed by general takeaways related to the equity and safety data. The analysis seeks to inform policy and program recommendations for the City to equitably improve safety in accordance with state and federal equity goals. 7 .1 Equity Framework
This memo applies an equity approach to the safety analysis for the City of Indian Wells Safety Plan. The equity analysis supplements technical collision data analysis by identifying any correlations between equity and safety data, in accordance with federal and state regulations. A comparative analysis between demographic and collision data provides insights on equity that can be addressed through safety improvements and infrastructure. This ensures that vulnerable and disadvantaged populations can benefit from additional safety considerations. Meeting the needs of equity populations is a critical step in equitable distribution of resources and outcomes.
As such, the equity analysis aims to summarize key safety and equity findings. 7 .1.1 Federal Policies
Equity analysis in transportation planning became solidified by two key federal policies: Title VI of the Civil Rights Act of 1964 and Executive Order (EO) 12898 in 1994. Title VI of the Civil Rights Act of 1964 prohibits discrimination on the basis of race, color, and national origin in programs and activities receiving federal financial assistance. Executive Order (EO) 12898 directs all federal agencies to develop an Environmental Justice strategy that, “identifies and addresses the disproportionately high and adverse human health or environmental effects of its programs, policies, and activities on minority populations and low-income populations. ” Both policies mandate transportation agencies to identify, address and serve disadvantaged communities through their work.
More recently in 2021, Executive Order 12008 was signed establishing Justice 40 with the goal that 40 percent of the overall benefits of certain Federal investments flow to disadvantaged communities that are marginalized, underserved, and overburdened by pollution. Justice 40 Tract Maps and tools were utilized in the equity analysis. The Justice 40 Tract Map, shown in Figure 13, identifies tracts in the northwest and northeast corners of City that are considered disadvantaged communities.
Figure 13: Justice 40 Tracts Map
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7 .1.2 State Policies
California SB 535 (2012) directs investments of cap-and-trade funds towards “Disadvantaged Communities” (DACs). The SB 535 Disadvantaged Communities map (2022) was established to identify DACs throughout the state of California.
The equity analysis conducted as part of the memo initiated with an analysis of the 2022 California Environmental Protection Agency (CalEPA) SB 535 Disadvantaged Communities Map and 2022 Justice 40 Tracts Map to determine if any tracts within the city were considered disadvantaged communities. The SB 535 Disadvantaged Communities Map did not identify any tracts within the City of Indian Wells designated as a disadvantaged. 7 .2 Methodology
For the purpose of this memo, equity demographics and collision data were analyzed. The equity analysis builds on the crash data memorandum drafted by Kimley-Horn as part of the Comprehensive Traffic Safety Action Plan (CTSAP) development process. This analysis forms the basis for equity policy and program recommendations provided in this memo.
Demographic data for the city’s population was collected from the United States Census American Community Survey (US ACS) 5-year estimates for 2022 for total population by race/ethnicity, age, and income to identify equity communities within the city. Age was included in the demographic data to capture the city’s aging population as it has a high percentage of 55-65 and 64+ age residents.
While the City of Indian Wells has a low non-white population, commuting data for employees traveling to the City were also collected from the Longitudinal Employer-Household Dynamics (LEHD) Origin-Destination Employment Statistics (LODES) database for 2021. Employee travel data for those traveling to the City from surrounding census tracts within Riverside County was gathered, as well as minority data from the same census tracts. The correlation of these two data sets was used to characterize demographic characteristics of commuters to the City who may utilize transportation infrastructure reflected in City collision data.
Lastly, collision data from 2018 – 2022 was sourced from Statewide Integrated Traffic Records System (SWITRS). The data includes bicycle, pedestrian, and automobile collision counts for the City of Indian Wells. Collision data was filtered by race/ethnicity, age, and income to complete a comparative analysis of existing safety conditions. The collision data informed key findings for each demographic category.
In addition to analyzing demographic, employee, and collision data, the team cross referenced the California Environmental Protection Agency (CalEPA) SB 535 Disadvantaged Communities and United States Department of Transportation’s (USDOT) Disadvantaged Communities Justice 40 online databases as referenced above.
The analysis presents findings on equity data collected at the city level, regional level, and state and federal level. 7 .3 Equity Analysis
This section summarizes demographic data for the City of Indian Wells, employee commute data for workers traveling to the City, and statewide collision safety data.
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7 .3.1 Race/Ethnicity
The City of Indian Wells, located in Riverside County, is situated between the cities of Palm Desert to the West and La Quinta to the East. The City of Indian Wells is the smallest of nine cities in the Coachella Valley with a population of 4,832, according to the US Census Bureau. Table 6 provides a summary of the population of Indian Wells by race/ethnicity. The City’s population is predominately White (87 .7%) followed by Black (3.3%), Hispanic (3.1%), Asian (2.9%), two or more races (2.6%), and less than 0.5% of the population is characterized as Native Hawaiian/Pacific Islander or Other.
7 .3.2 Age
Table 7 provides a summary of the population of Indian Wells by age. According to the US Census Bureau, the City’s population is predominately made up of residents 66 years and older, which accounts for 57 .3% of the population. The two highest age groups, 45-64 and 65+, represented over 85.7% of the total population. 7 .3.3 Income
Table 8 provides a summary of the percentage of households of Indian Wells by income.
According to the US Census Bureau, the City of Indian Wells has a median household income of $132,479. The total number of households in the City is 2,581 households. As shown in T able 3, of all the households in the City, 26.1% have an income of less than $50,000. 7 .3.4 County Demographics
The City of Indian Wells has workers that travel from surrounding cities for employment.
According to the LEHD LODES data from 2021, approximately 9,007 people commute into the City from other census tracts within Riverside County. The following presents information on the concentration of workers commuting to Indian Wells and the racial ethnic makeup of those census tracts. While these demographics are for populations outside of the City of Indian Wells, they help to present information on the composition of commuters who travel to the city.
Figure 14 shows the concentration of workers traveling to the City of Indian Wells from surrounding cities. Many residents travel from Palm Desert, Rancho Mirage, La Quinta, Indio, and Coachella to Indian Wells.
Figure 15 shows the demographic characteristics of workers traveling to the City by minority population from surrounding cities.
Table 6: City of Indian Wells Population by Race/Ethnicity Race/
Ethnicity
Number of People by
Race/Ethnicity
Percent of People by
Race/Ethnicity
Asian 139 2.9%
Black 161 3.3%
Hispanic 152 3.1%
White 4,236 8 7. 7 %
Native Hawaiian or Other
Pacific Islander 14 0.3%
Other 6 0.1%
Two or more races 124 2.6%
Total 4,832
Source: US Census Bureau, 2022.
Table 7: City of Indian Wells Population by Age
Age Range Number of
People by Age
Less than 15 218 4.5%
15 - 24 115 2.4%
25 – 34 215 4.4%
35 - 44 139 2.9%
45 - 64 1374 28.4%
65+ 2771 57 .3%
Total 4,832
Source: US Census Bureau, 2018-2022.
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Indian Wells Safety Action Plan
SR 111, which runs through the middle of the City, is a critical transportation link for the Coachella Valley (CV) and is used by surrounding disadvantaged residents The City does not preclude bicyclists or pedestrians from access through the City; CV Link is simply one access option not available. The City encourages bicycle and pedestrian traffic on multi-use paths along Highway 111. As the report discusses below there are a number of bicycle and pedestrian collisions along SR 111 which traverses the City and County. 7 .4 Collisions by Race/Ethnicity
Collision data included in this analysis is based on SWITRS (2018-2022). The data is disaggregated by race, age, and income to identify existing safety conditions for different subsets of the population. Analyzing collision data against demographic indicators helps to identify any disproportionate impacts to facilitates tailored safety improvements and projects for vulnerable and disadvantaged populations.
A total of 218 collisions were reported during the five-year period, with 489 people involved in these collisions.
Bicycle collisions accounted for six collisions while pedestrian collisions accounted for five collisions. 7 .4.1 Total Collisions by Race/Ethnicity
In disaggregating collisions by race/ethnicity,
the data shows that most people involved in
collisions in the City of Indian Wells were White
(128). Collisions involving Hispanic individuals
accounted for 25% of all collisions (121). It is
interesting to note that a number of individuals
involved were characterized as Other (206) or
were not identified by race/ethnicity (23). Few
reported collisions involved Black (5) and Asian
(6) individuals. Table 9 shows the number of
people involved in collisions in the City by race/
ethnicity. Figure 16 shows all collisions by
severity. Figures 17 through 20 show collision
locations by race of parties involved.
When the percentage of people involved in
collisions by race/ethnicity are compared with
City-wide demographic information, there is
a higher percentage of Hispanic individuals
(24.7%) involved in collisions then represented
in the City-wide demographics (3.1%), shown
in T able 1. This suggests that local and area
Table 8: City of Indian Wells Household Income
Age Range Percent of
Households
Less than $50,000 26.1%
$50,000 - $74,999 9.0%
$75,000 - $99,999 7 .3%
$100,000 - $149,999 11.3%
$150,000 - $199,999 11.7%
$200,000+ 34.5%
Source: US Census Bureau, 2018-2022.
Figure 14: Concentration of Workers to Indian Wells
Figure 15: Percentage of Minorities Outside of Indian Wells
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Indian Wells Safety Action Plan
commuters of Hispanic origin are adversely affected by unsafe roadway conditions.
When the severity of collisions from Figure 16 are compared with disadvantaged communities shown on the Justice 40 map in Figure 13, there are a number of collisions in areas where disadvantaged communities are located. These include areas along Cook Street near SR 111 and Fred Waring Drive as well as near Fred Waring Drive, Warner Trail, and Washington Streets.
7 .4.2 Bicycle Collisions by Race/Ethnicity
Overall, there are relatively few bicycle collisions in the City and few incidents involved people of color. Table 10 shows the number of people involved in bicycle collisions by severity and race/ethnicity.
Figure 21 shows bicycle collisions by severity. Of the six bicycle collisions reported from 2018-2022, 12 people were involved and none of the fatal or severe inquires involved people of color. The only collision resulting in a fatal injury involved two White identifying individuals and the only severe injury collision involved a White identifying individual and the other individual did not provide information on race/ethnicity. The three minor injury collisions involved White (1), Hispanic (2), Other (1), and No Information Identified (2) identifying individuals. Two individuals Hispanic (1) and White (1) were involved in the only collision resulting in a complaint of pain.
7 .4.3 Pedestrian Collisions by Race/Ethnicity
Overall, there are relatively few pedestrian collisions within the City of Indian Wells, none of these involved individuals identified as people of color. Table 11 shows the number of people involved in pedestrian collisions by severity and race/ethnicity. Figure 22 shows pedestrian collisions by severity. Of the five pedestrian collisions, 10 people were involved. Two of the collisions with fatal injuries included individuals who identify as White (2) and Other (2).
The two collisions resulting in severe injury involved individuals identifying as White (1) and Other (3).
Race/ Ethnicity Fatal Severe Minor Pain
Asian 0 0 0 0
Black 0 0 0 0
Hispanic 0 0 2 1
White 2 1 1 1
Other 0 0 1 0
No Information Provided 0 1 2 0
Total = 12 People Involved
in Bicycle Collisions 2 2 6 2
Source: SWITRS, 2018-2022.
Table 9: People Involved in Collisions by Race/Ethnicity Table 10: People Involved in Bicycle Collisions by Severity and Race/Ethnicity Race/ Ethnicity Number of People
by Race/Ethnicity
Percentage of People
by Race/Ethnicity
Asian 6 1.2%
Black 5 1.0%
Hispanic 121 24.7%
White 128 26.2%
Other 206 42.1%
No Information Provided 23 4.7%
Total 489 100%
Source: SWITRS, 2018-2022.
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Indian Wells Safety Action Plan
Table 11: People Involved in Pedestrian Collisions by Severity and Race/Ethnicity Race/ Ethnicity Fatal Severe Minor Pain
Asian 0 0 0 0
Black 0 0 0 0
Hispanic 0 0 0 0
White 2 1 0 0
Other 2 3 2 0
No Information Provided 0 0 0 0
Total = 10 People Involved
in Pedestrian Collisions 4 4 2 0
Source: SWITRS, 2018-2022.
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Indian Wells Safety Action Plan
Figure 16: All Collision Types
Figure 17: All Collision Types: Locations by Race of Parties Involved – Asian
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Figure 18: All Collision Types: Locations by Race of Parties Involved – Black Figure 19: All Collision Types: Locations by Race of Parties Involved – Hispanic
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Indian Wells Safety Action Plan
Figure 19: Collision Locations by Race of Parties Involved – Hispanic Figure 20: Collision Locations by Race of Parties Involved - White Figure 21: Collision Locations by Race of Parties Involved - Other Figure 22: Bicycle Collisions by Severity
Figure 23: Pedestrian Collisions by Severity
Figure 20: All Collision Types: Locations by Race of Parties Involved - White Figure 21: All Collision Types Locations by Race of Parties Involved - Other
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Indian Wells Safety Action Plan
Figure 22: Bicycle Collisions by Severity Figure 23: Pedestrian Collisions by Severity
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Indian Wells Safety Action Plan
7 .5 Collisions by Age
7 .5.1 Total Collisions by Age
Of the total 218 collisions within the four-year period, 489 people were involved in the collisions. The number of people involved in each collision per age group is shown in Table 12. Most of the 218 collisions within this period involved individuals between the ages of 45 and 64 (128) followed by individuals over 65 years of age (93). These numbers indicate the 19% of the people involved in collisions were over the age of 65. 7 .5.2 Bicycle Collisions by Age
The number of people involved in bicycle collisions by severity and age group is shown in Table 13. Of the total 12 individuals involved in bicycle collisions, six individuals, or 50% of individuals, were over the age of 45. Two individuals between the ages of 25 – 34 were involved in bicycle collisions that resulted in minor injuries. Two people were involved in a bicycle collision resulting in fatal injuries, both individuals were over the age of 65.
However, three individuals involved in bicycle collisions did not provide age information. Most bicycle collisions in the City involve older individuals, 50% of the individuals involved in bicycle collisions were over the age of 45. 7 .5.3 Pedestrian Collisions by Age
The number of people involved in pedestrian collisions by severity and age group is shown in Table 14. Of the total 10 individuals involved in the five pedestrian collisions, six individuals, or 60% of individuals, were over the age of 45. Four people were fatally injured in pedestrian collisions between the ages of 15-24 (1), 35 – 44 (2) and 45 – 64 (1). Most of the pedestrian collisions in the City involve older individuals, 60% of the individuals involved in pedestrian collisions were over the age of 45.
Table 14: People Involved in Pedestrian Collisions by Severity and Age Race/ Ethnicity Fatal Severe Minor Pain
15 – 24 1 0 0 0
25 – 34 0 1 0 0
35 – 44 2 0 0 0
45 – 64 1 3 1 0
65+ 0 0 1 0
Age Not Provided 0 0 0 0
Total= 10 People
Involved in Pedestrian
Collisions
4 4 2 0
Source: SWITRS, 2018-2022.
Table 13: People Involved in Bicycle Collisions by Severity and Age Race/ Ethnicity Fatal Severe Minor Pain
15 – 24 0 0 0 0
25 – 34 0 0 2 0
35 – 44 0 0 0 0
45 – 64 0 0 2 1
65+ 2 1 0 1
Age Not Provided 0 1 2 0
Total= 12 People Involved
in Bicycle Collisions 2 2 6 2
Source: SWITRS, 2018-2022.
Table 12: Total Number of People Involved in Collisions by Age Age Range Percent of
Households
15 - 24 75
25 – 34 92
35 - 44 81
45 - 64 128
65+ 93
Age Not Provided 20
Total 489
Source: SWITRS, 2018-2022.
Table 12: Total Number of People Involved in Collisions by Age Table 13: People Involved in Bicycle Collisions by Severity and Age Table 14: People Involved in Pedestrian Collisions by Severity and Age
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Indian Wells Safety Action Plan
7 .6 Key Takeaways
The following includes key findings from the equity analysis as it relates to demographic factors and an evaluation of collision data by race/ethnicity and age.
• The City of Indian Wells has 4,832 residents that are predominately older with 85.7% of the population in the 45-64 and 65+ age categories and predominately White (87 .7%). In addition, while a significant percentage of households (57 .5%) make over $100,000 a year, there is a noticeable percentage of households (26.1%) that make less than $50,000 per year.
• Collisions involving Hispanic individuals accounted for 24.7% of all collisions between 2018-2022. • There is a much higher percentage of Hispanic individuals (24.7%) involved in collisions then represented in the City-wide demographics (3.1%). This suggests that minority commuters either within the City or coming into the City of Indian Wells are disproportionately affected by traffic injuries roadway conditions. • The City of Indian Wells has a number of people who travel to the city for work, many from minority rich cities to the east and north, within the Coachella Valley. These workers may utilize City transportation facilities to travel across the city. While safety is a priority for residents, visitors and workers who contribute to the local economy would also benefit from safety improvements. • There are two areas identified as disadvantaged according to the Justice 40 tract map. These include the northwestern portion of the City surrounded by Fred Waring Drive, Cook Street, and SR 111 as well as the northeastern part of the City near Fred Waring Drive and Warner Trail and Washington Streets. • Comparing the severity of collisions and the locations of disadvantaged communities, there are a number of collisions in disadvantaged areas of the city. These incidents range from Fatal to Minor. The locations include Cook Street near SR 111 and Fred Waring Drive as well as near Fred Waring Drive and Warner Trail and Washington Streets.
• A considerable number of collisions involved older adults, 19% of individuals involved in collisions were 65 and older.
• Both bicycle and pedestrian collision involved high numbers of older individuals, 50% of bicyclists involved in bicycle collisions and 60% of pedestrians involved in pedestrian collisions were 45 and older. • A majority of fatal and severe collisions that occurred within the city between 2018-2022, were along SR 111 or Cook Street, indicating that additional safety measures are needed along these major throughfares. These areas overlap with or are adjacent to disadvantaged communities.
The equity and collision analysis helps to identify areas of the city where additional safety improvements are needed to reduce the incidence of severe or fatal collisions and reduce disproportionate impacts on vulnerable populations. The city should explore traffic calming, bicycle and pedestrian friendly infrastructure and street improvements that prioritize safety. Directing policies and projects to equity focused areas of the city will help to improve conditions for everyone, including residents and workers traveling to and through the City of Indian Wells.
Figure 24: Photos of Indian Wells
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Indian Wells Safety Action Plan
8. Climate Change, Sustainable and Economic Competitiveness Climate Change, Sustainable and Economic Competitiveness The analysis was carried out utilizing REPLICA, a tool employed to access traffic data sets for specific geographic areas. The dataset available represents the population and their travel patterns in the City of Indian Wells.
8.1 Trip Origin - Trip Destination Analysis
This report utilizes REPLICA data for Spring 2023 to determine the volumes of network links. The data is derived from REPLICA’s seasonal model, which provides volume information for a typical weekday. The metrics used in analyzing the network link volumes include the choice of mode, trip distance, trip purpose, and vehicle details. The dataset focuses on trip information at the network link level. Figure 26 displays the locations of all transportation trips for various modes on the network link . Figure 27 through 29 depict the locations of pedestrian,bicycle, and transit trips on the network link. The volume data reveals that the top five roadway segments with the highest trip counts are Highway 111, Indian Wells Lane, Cook Street, El Dorado Drive, and Club Drive.
8.1.1 Network Volume
Table 15 presents an overview of the proportions of primary modes of travel within the roadway network of the City of Indian Wells. The most common primary mode of transportation in Indian Wells is private auto, accounting for 46.1%, followed by walking for 34.2% and commercial vehicle for 12.2%.
8.1.2 Trip Distance
The internal distribution of trip origin and trip destination exclusively within Indian Wells is illustrated in Figure 25. The greatest proportion of trips have a distance of less than 0.5 miles, accounting for 30.3% of the total. This is followed by trips with distances between 0.5 and 1 mile, which make up 23.0% of the total, and Primary Mode Percentage
Private Auto 46.3%
Walking 34.1%
Commerical Vehicle 12.0%
Auto Passenger 3.93%
Other 2.64%
Taxi/Transportation Network Company 0.57%
Biking 0.51%
Table 15: Overall Primary Mode
Figure 25: Trip Distance
Source: Replica
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Indian Wells Safety Action Plan
trips between 1 and 2 miles, which account for 29.4% of the total. It can be observed that approximately 82.7% of trips within Indian Wells are classified as short trips.
Further analysis was conducted to identify the primary modes of transportation for trips with distances under 0.5 miles shown in Table 16 . The results indicate that walking is the main mode, accounting for 61.7% of these trips. Followed by private auto and commerical vehicles.
Table 16: Primary Mode for Trip Distance (under 0.5 miles) Primary Mode for Trip Distance
Under 0.5 Miles Percentage
Walking 61.7%
Private Auto 16.5%
Commerical Vehicle 10.3%
Other 8.73%
Auto Passenger 1.83%
Biking 0.83%
Taxi/Transportation Network Company 0.08%
8.2 Trip Origin and Destination Analysis
8.2.1 Trip by Origin
The number of trips originating in the City of Indian Wells is reported to be 21.2k, made by
13.0k trip takers. The term “trip by origin” refers to the number of trips that start within the boundaries of Indian Wells. This data provides an overview of the total number of person-trips taken in Indian Wells, including both residents who made trips and those who did not.
8.2.2 Origin-Destination Pairs
Table 17 presents a summary of the percentage of destination trips by city for trips originating in Indian Wells. The table highlights the top destinations for trips originating in Indian Wells. The city with the highest number of trips leaving Indian Wells is Palm Desert, accounting for 29% of the total trips. This is followed by Indian Wells itself, which accounts for 19% of the trips. Other popular destinations for trips leaving Indian Wells include La Quinta and Indio City.
Destination by Cities Percentage
Palm Desert City, CA 29%
Indian Wells, CA 19%
La Quinta, CA 12%
Indio City, CA 12%
Coachella, CA 4 %
Rancho Mirage, CA 4 %
Cathedral City, CA 4 %
Table 17: Origin-Destination Pairs
Destination by Tracts Number of Trips
451.22 (Riverside, CA) 1410
451.23 (Riverside, CA) 964
451.25 (Riverside, CA) 603
451.17 (Riverside, CA) 540
451.28 (Riverside, CA) 156
Table 18: Trip by Destination
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8.2.3 Trip by Destination
The number of trips originating in the City of Indian Wells and their respective destinations is reported to be 3,910 person- trips made by 1,920 trip takers. This data summarizes the total number of person-trips taken in Indian Wells, including both residents who made trips and those who did not.
8.2.4 Active Transportation
This analysis utilized Replica data to filter the primary modes of walking, biking, and transit in the City of Indian Wells.
The top roadway segments for biking volume were identified as Hwy 111, Eldorado Drive, and Via T oscana. Similarly, the top roadway segments for walking volume were Highway 111, Cook Street, Desert Horizons Drive, and Rancho Palmeras Drive. This information highlights the importance of having adequate pedestrian and bicycle infrastructure in areas with high concentrations of vulnerable users. Comparing the data on vulnerable user collisions with the volumes of vulnerable user activity, it was observed that most collisions occurred on the roadway segments with the highest vulnerable user activity. This emphasizes the need for improved safety measures for pedestrians and cyclists in these areas.
The analysis also revealed that the primary mode of transportation in the City of Indian Wells is driving, with many people using this mode for short trips. Figure 26 illustrates that the majority of trips were under 0.5 miles. It is important to consider the distances of these trips in order to explore alternative modes of travel, such as walking, biking, and transit.
By enhancing connectivity throughout the city, it is possible to reduce the reliance on short car trips and promote other modes of transportation. Figure 26-29 provide insights into the volume of trips across all modes of transportation, as well as specific modes. Improving roadway safety for non-automobile modes of travel can have several benefits, including reducing Vehicle Miles Traveled (VMT), greenhouse gas emissions, and pollutants. Improving the pedestrian environment enhances the overall quality of life for residents and improves the efficiency of the transportation network. By reducing reliance on private cars and promoting walking, biking, and public transit, Indian Wells can decrease the emission of carbon dioxide and other pollutants, contributing to efforts to combat climate change and improve air quality.
Additionally, promoting active transportation can help reduce traffic congestion, leading to smoother traffic flow and fewer idling vehicles. This not only benefits businesses by providing faster and more reliable commuting options but also attracts new businesses and investments. Increased foot traffic and cycling can contribute to a vibrant local economy and foster a sense of community. Safer roads and alternative modes of transportation also contribute to the economic competitiveness of a city by reducing accident-related costs, improving transportation efficiency, and promoting environmental and public health. Therefore, increasing active transportation can enhance Indian Wells through improved connectivity to restaurants and shops, better public health outcomes, and enhanced environmental sustainability.
Figure 26: Network Link Volume
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Figure 27: Bike Volume Figure 28: Pedestrian Volume
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Figure 29: Transit Volume
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9. Policy and Process Change
9.1 Literature review
Existing plans, policies, and projects that were recently completed, planned, or on-going were complied at the start of the SAP process to gain perspective on the existing efforts for transportation-related improvements within the City. High-level key points regarding transportation improvements and safety-related topics were identified to inform decision making in the SAP . Table 19 outlines the relevant existing City plans, Table 20 outlines the relevant existing/past city projects, Table 21 outlines relevant existing and future City transportation projects, pedestrian projects, and traffic calming and safety projects found in the Capital Improvement Program (CIP)and their respective timelines.
Table 19: Review of Existing City and County Plans
Document Name Summary/Goals
City of Indian Wells General
Plan (2016)
• The City of Indian Wells General Plan is a plan that was originally created in 1996 but was amended most recently in 2016.
This plan details the current state of the City’s built and natural environment, and addresses state mandated issues (land use, housing, transportation, open space, conservation, noise, and safety). • The goal of the plan is to guide improvement in quality of life (and address any threats to it), economic growth, and social cohesiveness through policy statements and recommendations. • The Circulation Element of the general plan focuses on the proposals and plans of connectivity for multiple modes of transportation including bikeways, average daily traffic, and future roadway growth and enhancements. The general plan acts a document of collaboration between land use elements and circulation and setting standards and goals such as roadway improvements, increased number of travel modes, and improved quality of life.
Coachella Valley
Association of Governments
Active Transportation Plan
(2019)
• This plan outlines the current and future landscape of active transportation projects and programs in the Coachella Valley region. The plan includes and details individual community bicycle plans, regional funding sources, and design guidance. • The goals of this plan are to create and maintain local and regional bicycle and pedestrian networks, and identify areas of improvement in necessary infrastructure, implement safety programs, and encourage biking and walking through the creation of walk friendly bike/ped environment.
County of Riverside General
Plan (2020)
• The purpose of the County of Riverside General Plan is to provide an update to the regions land use and infrastructure needs, update current design standards and guidelines, and create and implement strategies for future developments. • The goals of the circulation chapter of the plan are to describe different classes of bike lanes and paths in the region, implement an integral network of trails in throughout the County, and to consider environmental impacts when planning for future bike/ped infrastructure
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Document Name Summary/Goals
Riverside County Long
Range Transportation Study
(2019)
• The Riverside County Long Range Transportation Study focuses on the long-term growth of transportation and transportation services in the region that includes but limited to transportation planning, regional challenges, funding, capital development for public transit and highways, and local roads improvement and traffic safety. • The goals of this plan include improved quality of life, operational excellence, economy connectivity, and viable partnerships with all levels of government in the state (local, regional, and state) as it pertains to roads, transit, active transportation facilities, grants, and local Measure A Value Riverside County Regional
Park and Open Space
District Comprehensive
Tails Plan (2018)
• The Riverside County guides the future of bicycle trails in Riverside County and provides an analysis of the current trails in the region. The plan also discusses design guidelines, policy issues, and potential trail partnerships for funding of future trails in the region.
• The goals of this plan are to create a network of trails that are line with current other plans and jurisdictions, accessible, and create recommendations for future maintenance and management of trails in the region.
Riverside County
Transportation Commission
Traffic Relief Plan (2020)
• The RCTC Traffic Relief Plan is a strategy plan for Riverside County to help alleviate traffic congestion, improve traffic safety, improve transit frequency and reliability, and completing the regional trail system. • The plan includes implementation and improvements to programs such as Safe Routes to School, specialized transit grant programs, and Commuter Assistance Programs
Table 20: Proposed Roadway Projects
Project Name Plan/Funding Project Description
and Location Status
Class II Bike Lane on Eldorado
Dr City of Indian Wells General Plan (2018) Eldorado Dr, from Fred Waring Dr to 640 ft north of Fairway Dr Completed
Class II Bike Lane on Cook St City of Indian Wells General Plan (2018) Cook St, from Fred Waring Dr to Fairway Dr, Highway 111 Completed
Class II Bike Lane on Hovley
Lane East City of Indian Wells General Plan (2018) Hovley Lane, from Cook St to Washington St Completed Class II Bike Lane on Portola
Ave City of Indian Wells General Plan (2018) Portola Ave, from Shadow Mountain Dr to Mesa View Dr Completed
Class II Bike Lane on Miles
Ave City of Indian Wells General Plan (2018) Miles Ave, from Highway 111 to Washington St Completed
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Project Name Plan/Funding Project Description
and Location Status
Class III Bike Lane on
Highway III City of Indian Wells General Plan (2018) Highway 111, from Cook St to Washington St Completed Class III Bike Lane on Fairway
Dr City of Indian Wells General Plan (2018) Fairway Dr, from Cook St to Eldorado Dr Completed Class III Bike Lane on Rancho
Palmeras Dr. City of Indian Wells General Plan (2018) Palmeras Dr, from Highway 111 to Fairway Dr Completed The Bradshaw Trail Riverside County Comprehensive Trails Plan
Traverses through Indian Wells, Banning, Indio, Palm
Springs, Palm Desert, and Coachella Proposed
Freedom Park Community
Connector
Coachella Valley Association of
Governments Active Transportation
Plan
Whitewater River to Indian Wells Proposed
Whitewater Channel
Coachella Valley Association of
Governments Active Transportation
Plan
Magnesia Falls Dr to Fred Waring Dr Proposed
Washington St Bikeway
Coachella Valley Association of
Governments Active Transportation
Plan
La Quinta Northern City Limit to Eisenhower Dr Proposed T ennis Garden Community
Connector
Coachella Valley Association of
Governments Active Transportation
Plan
T ennis Garden to Miles Ave Proposed
Gerald Ford School
Community Trail Connector
Coachella Valley Association of
Governments Active Transportation
Plan
Fred Waring Dr to Miles Ave Proposed
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Table 21: Review of City Projects from Indian Wells CIP Project Name Timeline Roadway Improvements
Cook Street Phase II Rehabilitation Future Cook Street rehabilitation Fairway Drive Sidewalk Future Installation of sidewalk on the south side of Fairway Drive Highway 111 Overlay/Rehabilitation
Project Under Construction Rehabilitation of Highway 111 Miles Avenue Improvements Future Improvements to Miles Avenue Washington Street ADA Improvements Under Construction Improvements to ADA access ramps Warner Trail Improvements Future Sinkhole repair and right-hand turn lane Fairway Drive Complete Street Bicycle
and Safety Improvements Future Road and bike land improvements to Fairway Drive Eldorado Drive Complete Street Bicycle
and Safety Improvements Future Road and bike land improvements to Eldorado Drive Club Drive Complete Streets Project Phase I Completed Sidewalk and bike lane additions to Club Drive
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10. Strategy and Project Selections
10.1 Consideration 1: Top Five Challenges Areas
One of the main considerations when developing focus areas for the Safety Action Plan (SAP) is where Indian Wells is exceeding the statewide average for certain challenge areas. When looking at the percentage of all crashes within a defined area that involve fatal or suspected serious injuries, there are five challenge areas where Indian Wells exceeds the average for California for crashes involving: Bicyclists, aggressive driving, impaired driving, distracted driving, and motorcyclists.
The percentage of fatal and suspected serious injury crashes involving bicyclists from 2010-2019 is 19% higher than the statewide average, while aggressive driving crashes are nearly 17% higher than the statewide average and impaired driving crashes are 15.6% higher than the statewide average. These categories are significantly higher than the statewide averages, while distracted driving crashes are approximately 4% higher than statewide averages and crashes involving motorcycles are nearly 2% higher.
The locations of these crashes using data from 2018-2022 for each of the top five challenge areas were considered, along with the output of the network screening results for each of the top five challenge areas. From these results, the majority of overlap occurred along Highway 111 between Village Court and Washington Street (~5.0 miles), along Fred Waring Drive from Phyllis Jackson Lane to Washington Street (~3.3 miles), along Washington Street from Fred Waring Drive to Highway 111 (~1.2 miles), along Cook Street from Fred Waring Drive to Highway 111 (~0.5 miles), and along Miles Avenue from Warner Trail to Washington Street (~0.9 miles).
10.2 Consideration 2: EPDO Ranking for Segments and Intersections Using the outputs from the network screening analysis with 2018-2022 crash data, focus areas were also determined by examining the intersections and segments with the highest Equivalent Property Damage Only (EPDO) crashes, which takes into account all crashes and their severities.
Four of the five segments with the highest EPDO rankings are on Highway 111, with Miles Avenue being the fifth segment within the top five highest EPDO scores. Highway 111 between Miles Avenue and Bay Club Drive had the highest EPDO score with 194, followed by Highway 111 between Cook Street and Province Way with a score of 193, Highway 111 from Indian Wells Lane to Club Drive with a score of 188, Highway 111 from Club Drive to Miles Avenue with a score of 167 , and Miles Avenue from Warner Trail to Washington Street with a score of 167 . These five segments have EPDO scores significantly higher than the rest of the segment, with the next highest EPDO score being 36 on Fred Waring Drive from the Entrada las Brisas to Washington Street.
Intersections overall had higher EPDO scores than segments, as the majority of crashes during the study period occurred at intersections. From this examination, there are seven intersections with EPDO scores above 200. Of these intersections, two involve Highway 111 and three involve Fred Waring Drive. The intersection of Calle del Norte and Avenida Paloma had the highest EPDO score of all the analysis intersections, along with being the sole unsignalized intersection with an EPDO score above 200.
Table 22: Review of City Roadway EPDO Ranking
Roadway Limits EPDO
Hwy 111 Miles Ave to Bay Club Dr/Mountain Cove Dr 194
Hwy 111 Cook St to Province Way 193
Hwy 111 Indian Wells Ln to Club Dr 188
Hwy 111 Club Dr to Miles Ave 167
Miles Ave Warner Trl to Washington St 167
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Of these high-scoring intersections and segments for EPDO, the intersection of Highway 111 and Indian Wells Lane and the intersection of Miles Avenue and Washington Street both of high- scoring EPDO intersections and segments which overlap.
10.3 Consideration 3: Equity
In addition to analyzing the frequency and severity of crashes, it is also important to examine existing conditions related to vulnerable populations to ensure that roadway and intersections improvements are implemented fairly. Data from the Justice 40 Initiative via the Climate and Economic Justice Screening T ool (CEJST) were utilized to identify disadvantaged census tracts within Indian Wells. Parts of two census tracts identified as disadvantaged intersect several roadway segments and intersections within and adjacent to the city limits. The streets and related intersections that fall within disadvantaged census tracts are shown in the table below.
Table 24: Review of City Roadway Near Disadvantaged Census Tracts Roadway Limits Disadvantaged Census Tract
Fred Waring Dr Phyllis Jackson Lane to Cook Street
06065045108Highway 111 Village Court to Cook Street
Cook Street Fred Waring Drive to Highway 111
Fred Waring Drive Eldorado Drive to Washington Street
06065044911
Miles Avenue Highway 111 to Washington Street
Warner Trail Miles Avenue to Fred Waring Drive
Washington Street Fred Waring Drive to Miles Avenue
Several of these streets and their related intersections are also prevalent as either one of the top five challenge areas or as one of the high-scoring EPDO segments/intersections.
Table 23: Review of City Intersection EPDO Ranking
Intersection Intersection Type EPDO
Calle del Norte & Avenida Paloma Unsignalized 337
Highway 111 & Indian Wells Ln Signalized 259
Washington St & Miles Ave Signalized 252
Fred Waring Dr & Washington Dr Signalized 251
Fred Waring Dr & Eldorado Dr Signalized 235
Fred Waring Dr & Warner Trail Signalized 229
Highway 111 & Rancho Palmeras Dr Signalized 204
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10.4 Analysis
When taking into account the three aforementioned considerations—T op Five Challenge Areas, High-Ranking EPDO Segments and Intersections, and Equity— there are several areas within Indian Wells that should be focused on for further analysis and/or improvements.
Area 1-Indian Wells Tennis Garden
One of these areas is on the roadways and intersections adjacent to the Indian Wells T ennis Garden/Stadium along Miles Avenue and Washington Street, along with the intersection of Miles Avenue and Washington Street. This area has high-ranking EPDO intersections and segments, intersections and segments with aggressive driving crashes, intersections and segments with distracted driving crashes, and falls within a disadvantaged census tract.
Area 2-Indian Wells Conference Center
Another focus area is adjacent to the Indian Wells Conference Center on Highway 111, taking into account Highway 111 from Eldorado Drive to Miles Avenue and including the intersections of Highway 111 with Eldorado Drive, Indian Wells Lane, Club Drive, and Miles Avenue. This area includes: two high-scoring EPDO segments; a high-scoring EPDO intersection; two intersections with bicycle-involved crashes; four intersections and three segments with aggressive driving crashes, including a suspected serious injury crash involving aggressive driving; three intersections and two segments with impaired driving crashes; and two intersections and two segments with crashes involving distracted driving.
Area 3-Village Shopping Center
This area focuses on Highway 111 between Village Court and Province Way, which runs adjacent to the Village Shopping Center located on both sides of Highway 111. This area includes: a high-scoring EPDO segment; a fatal bike crash and intersection with crashes involving bicycles; a fatal crash involving aggressive driving (note that this is the same crash involving a bicycle mentioned previously) along with five intersections and two segments with crashes involving aggressive driving; a suspected serious injury crash and three intersections involving impaired driving crashes; and one intersection involving crashes with distracted driving.
This area also intersects with a disadvantaged census tract.
10.5 Best Practices Evaluation and Emphasis Areas
Table 25 identifies existing plans and policies that were recently completed, or are planned, or on-going within the City of Indian Wells. The intent of this review is to provide an idea of the types of strategies in place or encouraged by the City that may impact the safety analysis process. It will also identify opportunity areas where the City could adopt non-infrastructure countermeasures. This table also ties each topic and enhancement to the emphasis areas that are laid out in T able 24.
Table 25: Summary of Program, Policies, and Practices
Topic Initiatives/ Current Status Implement/Enhance
COMMITTEES / ROLES
Does the City have an Active
Transportation Coordinator?
The City does not have an Active Transportation
Coordinator.
The City can designate a current staff member or position to serve as a primary point of contact for active transportation concerns, questions, and projects
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Topic Initiatives/ Current Status Implement/Enhance
Does the City have a Safety or Active
Transportation Advisory Committee?
Yes, a public safety committee consisting of City
Council
The City could consider adding subject matter experts to the Committee.
Does the City have an Active
Transportation Safety Education
Program?
No, however CVAG does have an ATP . The City could work with senior services organizations to provide driver refresher courses for older driver
Policy / Plans
Does the City have a Complete
Streets Plan?
No, but there were complete streets projects included
in the CVAG ATP (2019)
The City could consider updating the Circulation Element in its General Plan to comply with California Complete Street Act and to better define multi modal street standards.
Does the City assess Traffic Impact
Fees? Ye s
The City can include potential roadway safety impacts in the nexus study for new project to be included for impact fee funding.
Does the City have a Safe Routes for
Seniors Program?
No, but the City does try to consider seniors on their
infrastructure.
The City could consider adopting a Safe Route for Seniors program
Does the City have a Safe Routes to
School program? No, but this being considered in the CVAG ATP The City can continue to coordinate with CVAG for safe routes to school needs.
Does the City implement Traffic
Calming Policies? No
The City can consider developing a neighborhood traffic calming program to aid implementation of this Safety Action Plan.
Does the City regularly conduct
Speed Surveys? Ye s Monitor updated guidance on AB43 implementation to provide more flexibility to setting local speed limits.
Does the City utilize Warrants for Stop
Signs and Signals? Ye s The City can continue to rely on latest CA-MUTCD traffic control standards.
Does the City have Transportation
Demand Management (TDM)
or Vehicle Miles Travelled (VMT)
Reduction policies?
Yes, these are included in the City’s General Plan
City could consider developing its own SB743 VMT analysis procedures and thresholds or could adopt existing Riverside County procedures to facilitate CEQA compliance
Does the City perform regular Traffic
Crash Monitoring? No
The City could conduct annual screening of crash data to track changing patterns and trends and to monitor progress on safety strategy implementation.
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Topic Initiatives/ Current Status Implement/Enhance
Does the City have an Active
Transportation Master Plan? No, The City could develop a local Active Transportation Plan to provide safe and comfortable passage for all modes.
Does the City have MUTCD-
compliant Pedestrian Signal Timing? Ye s
The City can continue to monitor CA-MUTCD updated
guidance on pedestrian timing and could consider leading pedestrian intervals where appropriate
Does the City implement Crosswalks
at high pedestrian locations?
Yes, City Traffic Engineer shall establish and designate crosswalks at intersections when deemed appropriate.
Continue to implement these improvements where feasible; The City could consider updating its crosswalk standard to high visibility and could review intersections with missing crosswalk legs to prioritize pedestrian safety
What type of traffic enforcement does
the City conduct?
Police enforcement is utilized to enforce traffic
regulations.
The City could coordinate with the County Sheriff to conduct targeted safety campaigns to address driver behavior
challenges at key locations.
What types of transit does the City
have? Bus, SunLine Transit
The City could work with SunLine to review bus stop locations and first/last mile connectivity to optimize safe system accessibility and operations.
What types of wayfinding does the
City have? Yes. Direction to resort campus and hotels
The City can continue to review wayfinding systems to
capture key destinations and provide signage appropriate for each mode where applicable.
DATA COLLECTION / INVENTORY
Does the City have an Inventory of
Pedestrian Signs and Signals?
The City has no inventory of pedestrian signs and
signals.
The City could develop a pedestrian signs and signals
inventory process to keep track of existing infrastructure and assist with the implementation of new signs/signals.
Does the City have an Inventory/
Mapping of Active Transportation
Routes?
Yes, in the General Plan The City can continue to update inventory data to improve connectivity.
Does the City utilize a database for
collision data? Ye s The City can continue to use a database to monitor crash trends and patterns.
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Topic Initiatives/ Current Status Implement/Enhance
Does the City have Active
Transportation Volume Counting? No
The City can implement a process to collect volume to
monitor active transportation patterns, usage trends, and peak hours.
DATA COLLECTION / INVENTORY
What ways can citizens give feedback
about roadway safety? Yes, the City has an Online Citizen Complaint website The City can continue to provide outlets for the public to provide feedback on roadway safety. The City can continue to use the email used for the SAP to collect comments.
What types of Engagement with
the School Districts does the City
perform?
City regularly meets with school officials. City schools are managed by the Desert Sands Unified School
District. The district does have safety services
The City can continue to establish relationships with local schools to gather input on safe routes to school.
What types of Law Enforcement/
Emergency Service Engagement does
the City perform?
City regularly meets with Police, fire department and
residents
The City can continue to coordinate with law enforcement and fire department as key stakeholders.
11. Emphasis Areas
Emphasis areas represent crash factors that are common in the City and provide the opportunity to reduce the largest number of traffic injuries with strategic investment. Emphasis areas were developed by revisiting the vision and goals of the planning process and comparing them with the trends and patterns identified in the crash analysis.
Emphasis Area #1: Aggressive Driving
Description: Aggressive driving includes several behaviors such as speeding, tailgating, and ignoring traffic signals and signs. One (1) fatal and five (5) severe injury crashes were caused by aggressive driving.
Goals for Emphasis Area #1:
• Reduce the number of crashes due to aggressive driving in the city. • Identify hot spots and priority corridors where more aggressive driving collisions occur. • Apply for funding and implement countermeasures to address aggressive driving.
Strategies for Emphasis Area #1
• Educational campaign to target aggressive driving.
• Increase law enforcement presence and enforcement of traffic laws related to aggressive driving. • Implement traffic calming improvements and establish a monitoring program to determine which measures are most effective.
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Emphasis Area #2: Impaired Driving
Description: Impaired driving includes collisions where any evidence of drug or alcohol use by the driver is present, even if the driver was not over the legal limit.
Three (3) severe injury crashes and four (4) minor injury/possible injury crashes were caused by impaired driving.
Goals for Emphasis Area #2
• Reduce the number and severity of impaired driving crashes in the city • Increase impaired driving awareness to help drivers make responsible decisions and avoid driving under the influence. • Apply for funding to implement countermeasures to reduce impaired driving crashes Strategies for Emphasis Area #2
• Establish or enhance enforcement programs to reduce impaired driving, such as:
• Policies and program activities that aim to reduce underage drinking and impaired driving • Promote the use of transportation alternatives such as ride hailing, public transit and designated sober driver programs • High visibility enforcement to promote public awareness of the dangers of impaired driving and change high-risk behaviors • Improve access to alternative transportation such as ridesharing services, public transportation, and designated driver programs. Promote these options as convenient and affordable alternatives to driving under the influence.
Emphasis Area #3: Bicyclist Safety
Description: Bicyclist safety was a major concern of residents and a significant cause of severe injury and fatality crashes in Indian Wells. Bicyclist safety aims to create an environment where cyclists feel safe and confident while riding on roadways. Bicyclist were involved with one (1) severe injury, one (1) fatality and four (4) minor injury/possible injury crashes.
Goals for Emphasis Area
• Reduce the number and severity of bicycle crashes in Indian Wells • Increase bicycles safety on Indian Wells streets
• Increase visibility of bicyclists
• Increase cohesiveness of bicycle network
Strategies for Emphasis Area
• Provide outreach, education, and enforcement programs to encourage safer driving behaviors near bicyclist • Install bicycle facilities along key corridors and neighboring city connections • Work closer with local advocacy groups and bicycle clubs to assist in prioritizing bicycle improvements Emphasis Area #4: Motorcyclists Safety
Description: Collisions involving motorcyclist are defined as a challenge area by the SHSP . Aims to create a safe and supportive environment for individuals who choose to ride motorcycles. Motorcyclist were involved two (2) severe injury crashes and seven (7) minor injury/possible injury crashes.
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Goals for Emphasis Areas
• Reduce the number of motorcyclist collisions
• Identify hot spots for motorcycle collisions
• Apply for funding and implementing countermeasures that address motorcycle collisions
Strategies for Emphasis Areas
• Implement educational campaign to bring awareness to motorcyclist safety • Promote the use of protective gear such as helmets, gloves, and protective clothing.
• Implement countermeasures along roadways that have high concentration of motorcyclist collisions
Emphasis Area #5: Distracted Driving
Description: Distracted driving collisions, as defined by the SHSP , includes instances where the driver of a vehicle was not paying attention or using an electronic device. It involves engaging in tasks or behaviors that take a driver’s focus away from the road, including visual, manual, or cognitive distractions. Distracted driving involved twenty-four (24) crashes accounting for 4% of collisions.
Goals for Emphasis Areas
• Reduce the number of distracted driving collisions
• Identify hot spots for distracted driving collisions
• Apply for funding and implement countermeasures involved distracted driving Strategies for Emphasis Area
• Address distracted driving collisions by implementing proven countermeasures
• Implement educational program to address causes of distracted driving • Increase enforcement of distracted driving in the City
11.2 Potential Improvements
This section provides information on general identified issues, crash reduction factors, improvements and countermeasures identified for the City of Indian Wells, as well as for specific project locations identified as part of this analysis. Potential improvements/countermeasures are based on data analysis, stakeholder input, and site visits.
11.2.1 Improvement (Countermeasure) Selection Process
Part D of the Highway Safety Manual (HSM) provides information on Crash Modification Factors (CMF) for roadway segments, intersections, interchange, special facilities, and road networks. CMF are used to estimate the safety effects of highway improvements, specifically to compare and select highway safety improvements. A CMF less than 1.0 indicates that a treatment has the potential to reduce crashes. A CMF less than 1.0 indicates that a treatment has the potential to reduce crashes. A CMF greater than 1.0 indicates that a treatment has the potential to increase crashes. A Crash Reduction Factor (CRF) is directly connected to the CMF and is “mathematically defined as (1 – CMF) (the higher the CRF, the greater the expected reduction in crashes)4. ” CMFs can help decision makers weigh potential alternative projects but are only one measure of a project’s value and should be considered part of a larger decision-making process. Furthermore, it is important to note that not all CMFs are as reliable as others. The FHWA maintains a federal depository of CMFs and includes a star rating system to help users determine which CMFs are bolstered by the best and most thorough research. Key factors to consider when applying CMFs include:
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1. Selection of an appropriate CMF;
2. Estimation of crashes without treatment;
3. Application of CMFs by type and severity; and,
4. Estimation of the combined effect for multiple treatments (change) Examples of Safety Countermeasures can be found through several sources. This Report the countermeasures found in the California LRSM and the CMF Clearinghouse (CMF CH) website. Countermeasures/improvements are based on the data analysis and site visits. Additional countermeasures were identified for the high-level issues on a city-wide level and are discussed in Section 11.2.3.
11.2.2 Infrastructure Improvements
This evaluation considered citywide trends to identify countermeasures that would likely provide the most benefit with widespread implementation. Section
11.2.3 outlines the citywide safety project opportunities, which is also referred to as the “Countermeasure T oolbox” . Within the toolbox, the description of the countermeasure along with its Local Roadway Safety Manual (LRSM) ID number is listed. The next column, Crash Reduction Factor (CRF), are “multiplicative factors used to estimate the expected reduction in number of crashes after implementing a given countermeasure at a specific site (the higher the CRF, the greater the expected reduction in crashes). ” For improvements that do not have a related countermeasure in the LRSM, a conservative 5% crash reduction factor was estimated. For each of these countermeasures, a planning level benefit/cost analysis was completed.
Applying the benefit/cost at the citywide level was estimated assuming some randomness in crash distribution. The location characteristics, such as whether there is a traffic signal, and the type of crashes, were used at the citywide level to calculate an average cost of crashes that the countermeasure might reduce. The benefit per location was then factored out to a 20-year lifecycle savings, with an Opinion of Project Probable Cost (OPCC) for the initial installation costs and a per-year maintenance cost estimate. The cost shown in Section 11.2.3 should be considered initial planning costs using 2024 dollars and not assumed final. These costs are based on typical construction conditions. Additional costs may be incurred based on unusual factors or other site-specific conditions. Treatments that are eligible for the HSIP set-aside categories are called out in the table. IDs for countermeasures are based on Local Roadway Safety Manual and Crash Modification Factors Clearinghouse.
11.2.3 General Citywide Safety Countermeasure Toolbox
ID Potential
Countermeasures Where to apply? Definitions CRF Per Unit Cost Unit
NS01 Add Intersection lighting
Non-signalized intersections
that have a disproportionate
number of night-time crashes
Lighting fixtures and systems installed
at intersections to improve visibility
and safety for motorist, pedestrians,
and cyclists.
40% $25,000 Per
intersection
NS05mr Convert intersection to
mini-roundabout
Crashes occurring in the
intersection and/or influence
area of the new control
A type of traffic control device used
at intersections to manage traffic flow
and improve safety. It is smaller version
of a traditional roundabout and is
designed to accommodate lower traffic
volumes and slower speeds.
30% $100,000 Per location
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Indian Wells Safety Action Plan
ID Potential
Countermeasures Where to apply? Definitions CRF Per Unit Cost Unit
NS06
Install/upgrade pedestrian
crossings at uncontrolled
locations
Non-signalized intersection
where pedestrians are known
to be crossing intersections
that involve significant
vehicular traffic
Pedestrian crossings at uncontrolled
locations are designed to provide
a safe and visible pathway for
pedestrians to cross the road. They
aim to enhance pedestrian safety
by establishing a clear right-of-way
for pedestrians and reducing risk of
accidents or conflict with vehicles.
35% $8,400 Per sign
NS21PB
Upgrade intersection
pavement markings (Non-
Signalized Intersection)
At intersections to provide
additional warnings to
approaching motorists
Enhanced or improved pavement
markings. These markings are
designed to provide clear and visible
guidance to drivers, cyclists, and
pedestrians.
25% $50,000 Per
intersection
R08 Install raised median
Areas experiencing head-on
collisions that may be affected
by both the number of vehicles
that cross the centerline and
by the speed of oncoming
vehicles
Physical barrier or strip of lane that
separates opposing lanes or traffic
on a roadway. It is typically elevated
above the roadway surface and
can be constructed using various
materials such as concrete,asphalt,or
landscaping elements.
25% $1,068 Per LF
R14 Road diet
Roadway segments with
higher frequency of head-ons,
left-turn, and rear-end crashes.
A traffic management strategy that
involves reducing the number of
travel lanes on a roadway to improve
safety, accommodate other modes of
transportation, and enhance the overall
functionality of the street.
30% $79,200 Per mile
R21
Improve pavement friction
(High Friction Surface
Treatment)
Roadway segments where
skidding is determined to be a
problem or inability to stop due
to insufficient skid resistance
A specialized pavement treatment that
improves the skid resistance of road
surfaces.
55% $186,000 Per approach
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Indian Wells Safety Action Plan
ID Potential
Countermeasures Where to apply? Definitions CRF Per Unit Cost Unit
R26 Install dynamic/variable
speed warning signs
Roadway segments with a
significant number of collisions
due to unsafe speeds
Electronic traffic signs that display
variable speed limits to drivers based
on real-time traffic conditions or other
factors.
30% $22,800 Per sign
R27
Install delineators,
reflectors and/or object
markers
Roadway segments with a risk
of fixed object collisions or on
curves
Devices used on roads and highways
to provide visual guidance and
increase visibility for drivers.
15% $40,800 Per mile
R33PB Install separated bike
lanes
Roadway segments with high
volumes of bike traffic and/or
high bike vehicle collisions
Dedicated lanes on the roadways that
provide a physical separation between
bicyclists and motor vehicle traffic.
45% $84,000 Per mile
R34PB
Install sidewalk/pathway
(to avoid walking along
the roadway)
Roadway segments that
do not have adequate or
no sidewalks and a history
of walking along roadway
pedestrian crashes
A paved or surfaced pedestrian
walkway that is typically located
alongside a road, street, or within a
community or urban area.
80% $80 Per LF for 4’
sidewalk
R35PB
Install/upgrade pedestrian
crossing (with enhanced
safety features)
Roadway segments with no
controlled crossings for a
significant distance in high-use
midblock crossing areas and/
or multilane roads locations
Crossings are equipped with additional
safety measures beyond the standard
crosswalk markings to increase
visibility.
35% $30,000 Per crossing
S02
Improve signal hardware:
lenses, back plates with
retroreflective borders,
mounting, size, and
number
Signalized intersections where
signal heads are not equipped
with these features
Retroreflective borders enhance
visibility of the signal during day
or night. The retroreflective border
provides a clear outline around the
signal.
15% $26,400 Per
intersection
S07
Provide protected left-turn
phase (left turn already
exists)
Locations where currently
have a permissive left-turn
or no left-turn protection that
have a high frequency of angle
crashes
A specific timing sequence at a
signalized intersection that allows
vehicles traveling in one direction to
make a left turn while opposing traffic
is stopped.
30% $45,600 Per
intersection
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Indian Wells Safety Action Plan
ID Potential
Countermeasures Where to apply? Definitions CRF Per Unit Cost Unit
S10
Install flashing beacons
as advance warning
(Signalized Intersection)
Locations where drivers are
unable to see the traffic control
device in time to comply
The use of flashing lights, typically
mounted on a sign or a separate
structure, to alert drivers of a specific
condition ahead. These beacons
are typically used to warn drivers of
potential hazards or changes in traffic
patterns.
30% $25,000 Per beacon
S18PB Install pedestrian
crossings
Signalized intersections with
no marked crossing and
pedestrian signal heads
A designated area on a road or street
where pedestrians are permitted to
cross safely. Crossings are typically
marked with pavement markings,
signage, and sometimes traffic signals
to regulate the flow of both pedestrian
and vehicular traffic.
25% $74,400 Per
intersection
S21PB
Modify signal phasing
to implement a Leading
Pedestrian Interval
Intersections with signalized
pedestrian crossing that have
a high turning vehicle volume
and have had pedestrian vs
vehicle crashes
A traffic signal feature that provides
pedestrians with a head start to enter
the crosswalk before vehicles receive a
green signal.
60% $45,600 Per
intersection
Advanced Dilemma Zone
(Cameras existing)
Applied at signalized
intersections where there is
a potential conflict between
a vehicle approaching the
intersection and a signal
change. They are designed
to address the “dilemma
zone” which is the area where
drivers have difficulty deciding
whether to stop or proceed
through the intersection when
the signal changes from yellow
to red.
A specific area on the approach
to a signalized intersection where
drivers face a dilemma when deciding
whether to stop or proceed through
the intersection when the signal
changes from yellow to red.
5% Varies Per system
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Indian Wells Safety Action Plan
ID Potential
Countermeasures Where to apply? Definitions CRF Per Unit Cost Unit
Remove merging lane/
taper lane
Based on thorough analysis
of the specific roadway
conditions and traffic patterns.
A designated lane on a roadway that is
specifically designed to allow vehicles
to merge safety from one lane into
another.
5% Varies Per marking
Add segment lighting
(pedestrian scale lighting)
Based on roadway conditions,
traffic patterns, and safety
consideration.
Lighting fixtures and systems installed
at roadway segments to improve
visibility and safety for motorist,
pedestrians, and cyclists.
5% Varies Per system
Reduce lane width
If a roadway has a history
of high-speed crashes or a
significant number of crashes,
reducing lane width can help
to slow down vehicle speeds
and improve safety. Narrower
lanes can make drivers
more cautious and attentive,
reducing the risk of collisions.
The process of decreasing the width of
a traffic lane on a roadway. 5% Varies Per marking
Reduce curve turn for
yield
Used in situations where
there is a need to slow down
vehicles and enhance safety.
Intersection design that incorporates a
smaller turning radius than a standard
curve.
5% Varies Per system
Move bus stop far sided
to remove conflict on the
right turn lane
Based on analysis which
include traffic flow, pedestrian
safety, and transit operations.
A bus stop that is located on the far
side of an intersection. The bus stop
is positioned after the intersection
when the bus is travelling in the same
direction as the flow of traffic.
5% Varies Per System
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Indian Wells Safety Action Plan
ID Potential
Countermeasures Where to apply? Definitions CRF Per Unit Cost Unit
Chicane
Applied in situations in
residential areas, school
zones, commercial zones,
and areas with high crash
rates. Based on analysis of the
site characteristics including
traffic volume, speeds, and
pedestrian activity.
A traffic calming measure that
involves the installation of a series
of alternating curves or bends in a
roadway. The purpose of a chicane is
to slow down vehicular traffic, improve
safety for pedestrians and cyclists,
and discourage speeding or reckless
driving.
5% Varies Per System
Speed Hump
Applied in areas where there
is a need to reduce vehicle
speeds and improve safety.
Specific location where speed
humps are installed depend on
factors such as traffic volume,
speed limit, and the presence
of vulnerable road users
A raised device placed across the road,
typically made of asphalt or rubber,
with a gradual incline and decline.
5% Varies Per System
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Indian Wells Safety Action Plan
12. Process and Transparency
12.1 Funding Sources
Competitive funding resources are available to assist in the development and implementation of safety project in Indian Wells. The City should continue to seek available funding and grant opportunities from local, state, and federal resources to accelerate their ability to implement safety improvements throughout Indian Wells.
This section provides a high-level introduction to some of the main funding programs and grants for which the City can apply.
12.1.1 Highway Safety Improvement Program (HSIP)
The Highway Safety Improvement Program (HSIP) is a federally-funded, Caltrans-managed program that apportions funding as a lump sum for each state, which is then divided among apportioned programs. These flexible funds can be used for projects to preserve or improve safety conditions and performance on any Federal-aid highway, bridge projects on any public road, facilities for non-motorized transportation, and other project types. Safety improvement projects eligible for this funding include:
• Curb-extensions
• Pedestrian warning flashing beacons
• High visibility crosswalks
• Other projects listed in the Caltrans Local Road Safety Manual California’s local HSIP focuses on infrastructure projects with national recognized crash reduction factors. Normally HSIP call-for-projects is made at an interval of one to two years. The applicant must be a city, a county, or a tribal government federally recognized within the State of California.
Additional information regarding this program at the Federal level can be found online at: https://safety.fhwa.dot.gov/hsip/. California specific HSIP information – including dates for upcoming call for projects - can be found at: http://www.dot.ca.gov/hq/LocalPrograms/hsip.html. HSIP Cycle 12 applications are expected to be due in September 2024.
12.1.2 Caltrans Active Transportation Program
Caltrans Active Transportation Program (ATP) is a statewide funding program, created in 2013, consolidating several federal and state programs. The ATP funds projects that encourage increased mode share for walking and bicycling, improve mobility and safety for non-motorized users, enhance public health, and decrease greenhouse gas emissions. Projects eligible for this funding include:
• Bicycle and pedestrian infrastructure projects
• Bicycle and pedestrian planning projects (e.g., safe routes to school) • Non-infrastructure programs (education and enforcement) This program funding is provided annually. The ATP call for projects typically comes out in the spring. Information on this program and cycles can be found online at: http://www.dot.ca.gov/hq/LocalPrograms/atp/.
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Indian Wells Safety Action Plan
12.1.3 California SB 1
The California SB 1 is a landmark transportation investment to rebuild California by fixing neighborhood streets, freeways, and bridges in communities across California and targeting funds toward transit and congested trade and commute corridor improvements.
California’s state-maintained transportation infrastructure will receive roughly half of SB 1 revenue: $26 billion. The other half will go to local roads, transit agencies and an expansion of the state’s growing network of pedestrian and cycle routes. Each year, this new funding will be used to tackle deferred maintenance needs both on the state highway system and the local road system, including:
• Local Street and Road Maintenance and Rehabilitation: $1.5 billion • This funding is dedicated to improve local road maintenance, rehabilitation, and/or safety through projects such as restriping and repaving. • Bike and Pedestrian Projects: $100 million
• This will go to cities, counties, and regional transportation agencies to build or convert more bike paths, crosswalks, and sidewalks. It is a significant increase in funding for these projects through the ATP .
• Local Planning Grants: $25 million
12.1.4 California Office of Traffic Safety Grants
This program has funding for projects related to traffic safety, including transportation safety education and encouragement activities. Grants applications must be supported by local crash data (such as the data analyzed in this report) and must relate to the following priority program areas:
• Alcohol Impaired Driving
• Distracted Driving
• Drug-Impaired Emergency Medical Services
• Motorcycle Safety
• Occupant Protection
• Pedestrian and Bicycle Safety
• Police Traffic Services
• Public Relations, Advertising, and Marketing Program
• Roadway Safety and Traffic Records
12.1.5. Safe Streets and Roads for All (SS4A) Grant Program This program has allocated $1B annually for the next 3 years for local cities, counties, MPOs, and other roadway owners (excepting state DOTs) for safety improvement grants for safety planning, education, enforcement, and roadway improvements. This program is not benefit / cost based. Evaluation criteria are oriented to the project’s alignment with the Safe Systems approach. There is a 20% local match requirement (can be in-kind contribution via staff billable hours).
Planning grants are open to any eligible agency and Implementation grants are open to agencies with a completed safety plan such as a Local Roadway Safety Plan and Safety Action Plan. Planning grants are expected to range from $100K to $1M and Implementation grants are expected to range from $1M to $20M. Grant applications are expected to be due in July 2024.
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Indian Wells Safety Action Plan
12.1.6. Infrastructure Investment and Jobs Act
In November 2021, the President signed into law the $1.2 trillion Infrastructure Investment and Jobs Act. In addition to the SS4A grant program described above, this law provides billions of dollars in additional funding for improvements and investment in the transportation sector nationwide. The law provides $30 billion in funding over 5 years for competitive RAISE grants for transportation projects, as well as additional funding for repair and environmental mitigation projects. As these grant programs continue to be developed, City can position itself by identifying potential projects and programs to pursue.
12.2 Implementation Plan
Once the Safety Action Plan has been completed, the City can plan to regularly review and monitor crash data for trends and changes. The City can also plan to prioritize and implement certain improvements that were identified in this plan.
12.2.1. Monitoring
The City can plan to regularly monitor the success of the SAP and its related implementations by performing the following steps. This before and after analysis can be performed every second year. The City can also meet with the Police Department on a regular basis to discuss roadway safety issues and compare to the latest crash analysis.
• Pull yearly crash data from Crossroads database to determine year-over-year trend • Utilize Crossroads or GIS software to review the number of crashes occurring at specific locations. Locations where improvements have been made should receive priority for monitoring.
• Based upon changes in crash activity, determine efficacy of improvements and adjust strategies going forward
12.2.2. Analysis Update
Every five (5) years the City will perform a major update to the analysis and the Safety Action Plan by performing the following steps. This update will maintain eligibility for grant funding for the City. This analysis should continue to focus on both systemic and location-specific safety needs.
1. Obtain updated Statewide Integrated Traffic Records System (SWITRS) crash data from the Crossroads database.
2. Identify new or changing hot spots through GIS mapping. Review crash data in changing trends, new land uses, and evolving driver behavior.
3. Update the roadway shapefile with any new or upgraded roadways.
4. Update the intersection shapefile with any new or upgraded intersections.
5. Evaluate crash trends to determine whether new emphasis areas are emerging.
6. Document implemented countermeasures and review changes in crash activity.
7. Review the Crash T oolbox to determine if any additional countermeasures should be considered for implementation in the City.
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Indian Wells Safety Action Plan
12.3 Implementation Strategies
The opportunities identified in this report provide systemic and location-specific countermeasures that can be implemented within the City. Implementation will be dictated by funding and available resources, this guidance is preliminary and subject to change. Over the near-term and mid-term, the City can concentrate its efforts on the following emphasis areas.
• Aggressive Driving
• Impaired Driving
• Bicyclist
• Motorcyclist
• Distracted Driving
Analysis conducted at the citywide level indicated that these factors were some of the most frequent influences contributing to crashes within the City. The countermeasure opportunities previously discussed in this report for both systematic and project-specific improvements can be used as a basis for developing projects at locations where addressing these focus areas would be of the most benefit. Projects that address these focused areas citywide can be developed with a high benefit-to-cost ratio (by applying City-wide crash rates), allowing competitive projects to be developed even at sites with little to no direct crash history, but with conditions that might contribute to future crashes. For location-specific improvements, the City can utilize benefit-cost ratio calculations to help prioritize projects as funding and resources become available.
The City can also plan to implement the non-engineering improvements identified throughout this report, including actions related to Enforcement, Education, and Emergency Services. These actions will require coordination with internal and external stakeholders, such as City departments, law enforcement, local government organizations, and local community organizations. Early buy-in and engagement from these stakeholders will be key to the success of these actions.
T o aid in these actions, the City can assemble a ‘T ask Force’ of representatives from different City departments, such as Public Works, Community Development, Planning, and Code Enforcement. This task force will be instrumental in the monitoring, analysis update, project development and project implementation outlined in this plan.
13. Next Steps
The City has completed this SAP to guide the process of future transportation safety improvements for years to come. In addition to the actions identified in the Implementation Plan, the City can perform the following to guide the success of this SAP and the safety efforts overall. • Develop investment program to help achieve the City’s crash reduction goals. • Work with state and partner agencies on implementation of large-scale programs and policies. • Incorporate safety analysis findings in future updates of safety programs. • Monitor statewide safety priorities, guidance, and funding opportunities.
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Indian Wells Safety Action Plan
Appendix A - Case Study Sheets
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70
Case Study Sheet: Location #1
Project Location, Description & Maps
Intersection: Fred Waring Drive & Eldorado Drive
Example of Similar Intersections: Hovley Lane East & Eldorado Drive Project Name: Indian Wells SAP
Agency Name: City of Indian Wells
Contact Name:
Email:
Prepared by: Kimley-Horn
Checked by:
Date: 2024
SSIIGGNNAALLIIZZEEDD
IINNTTEERRSSEECCTTIIOONN
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Project Location, Description & Maps
Collision Data
Total Collisions 22
Fatal and Severe Injury
Collisions
3 Top 3 Collision Types (%) Rear-End (50%)
Broadside (27%)
Sideswipe (9%)
Dark Collisions 6
Impaired Collisions 2
Collision Data
Number of Approaches 4
Total Entering Vehicles 44,525
Crosswalk Condition Good
Control Type Signalized
Lighting Well Lit
Highest Posted Speed
Limit
55 Collisions Involved With
Vehicular Pedestrian Bicycle
26 0 0
Field Visit Notes
• Permissive left turn north and southbound.
• High speeds though the intersection.
Countermeasure Evaluation
Potential
Countermeasures
Crash Reduction
Factor
(LRSM/CMF ID)
20 Year Safety
Benefit Total 20-Year Costs Safety Related B/C
Ratio
Curb extension
(bulb-outs) at
intersections
35%
(R35PB) $2,648,135 $120,000 22.07
High visibility
crosswalks (all
intersections,
painted crosswalks
at selected
locations)
35%
(R35PB) $2,648,135 $120,000 22.07
Install speed
feedback signage
(various locations)
30%
(R26) $2,269,830 $68,400 33.18
Case Study Sheet: Location #1
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72
Countermeasure Evaluation (continued)
Potential
Countermeasures
Crash Reduction
Factor
(LRSM/CMF ID)
20 Year Safety
Benefit
Total 20-Year Costs Safety Related B/C
Ratio
Improve signal
hardware; lenses,
back plate with
retroreflective
borders, mounting,
size, and number
15%
(S02) $1,134,915 $26,400 42.99
Turn phase (left turn
already exist)
30%
(S07) $2,269,830 $45,600 49.78
High Friction Surface
Treatment 55% $4,161,355 $83,622 49.76
Striping to narrow
travel lanes 5% $378,305 $30,000 12.61
Case Study Sheet: Location #1
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Case Study Sheet: Location #2
Project Location, Description & Maps
Intersection: Highway 111 & Village Center Drive
Example of Similar Intersections: Fred Waring Drive & Warner Trail Project Name: Indian Wells SAP
Agency Name: City of Indian Wells
Contact Name:
Email:
Prepared by: Kimley-Horn
Checked by:
Date: 2024
SSIIGGNNAALLIIZZEEDD
IINNTTEERRSSEECCTTIIOONN
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74
Project Location, Description & Maps
Collision Data
Total Collisions 15
Fatal and Severe Injury
Collisions
1 Top 3 Collision Types (%) Rear-End (80%)
Broadside (7%)
Hit Object (7%)
Dark Collisions 2
Impaired Collisions 1
Collision Data
Number of Approaches 4
Total Entering Vehicles 34,850
Crosswalk Condition Good
Control Type Signalized
Lighting Well Lit
Highest Posted Speed
Limit
55 Collisions Involved With
Vehicular Pedestrian Bicycle
15 0 0
Field Visit Notes
• Aggressive driving
• Vehicles driving through eastbound right turn only lane • High speeds
Countermeasure Evaluation
Potential
Countermeasures
Crash Reduction
Factor
(LRSM/CMF ID)
20 Year Safety
Benefit Total 20-Year Costs Safety Related B/C
Ratio
High visibility
crosswalks (all
intersections,
painted crosswalks
at selected
locations)
35%
(R35PB) $1,015,525 $180,000 5.64
Advanced dilemma
zone on existing
cameras
5% $145,075 $32,000 4.53
Complete crosswalks 25%
(R35PB) 1,015,525 $43,200 23.51
Case Study Sheet: Location #2
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75
Countermeasure Evaluation (continued)
Potential
Countermeasures
Crash Reduction
Factor
(LRSM/CMF ID)
20 Year Safety
Benefit
Total 20-Year Costs Safety Related B/C
Ratio
Bus warning signage
for bus stop pockets
15%
(NS06) $435,225 $16,800 25.90
Case Study Sheet: Location #2
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Case Study Sheet: Location #3
Project Location, Description & Maps
Intersection: Highway 111 & Cook Street
Example of Similar Intersections: Highway 111 & Miles Avenue Project Name: Indian Wells SAP
Agency Name: City of Indian Wells
Contact Name:
Email:
Prepared by: Kimley-Horn
Checked by:
Date: 2024
SSIIGGNNAALLIIZZEEDD
IINNTTEERRSSEECCTTIIOONN
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Project Location, Description & Maps
Collision Data
Total Collisions 37
Fatal and Severe Injury
Collisions
5 Top 3 Collision Types (%) Rear-End (62%)
Broadside (11%)
Sideswipe (11%)
Dark Collisions 15
Impaired Collisions 6
Collision Data
Number of Approaches 4
Total Entering Vehicles 43,375
Crosswalk Condition Good
Control Type Signalized
Lighting Well Lit
Highest Posted Speed
Limit
55 Collisions Involved With
Vehicular Pedestrian Bicycle
37 0 0
Field Visit Notes
• Vehicles driving through eastbound right turn only lane • High speeds
• Lots of pedestrian activity
Countermeasure Evaluation
Potential
Countermeasures
Crash Reduction
Factor
(LRSM/CMF ID)
20 Year Safety
Benefit Total 20-Year Costs Safety Related B/C
Ratio
Advanced dilemma
zone 5% $632,880 $32,000 19.78
Install high visibility
crosswalks with
Leading Pedestrian
Interval (LPI)
60%
(S21PB) $7,594,560 $18,240 138.08
Install speed
feedback signage
30%
(R26) $3,797,280 $68,400 55.52
Case Study Sheet: Location #3
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Countermeasure Evaluation (continued)
Potential
Countermeasures
Crash Reduction
Factor
(LRSM/CMF ID)
20 Year Safety
Benefit
Total 20-Year Costs Safety Related B/C
Ratio
Curb Extensions
(bulb-outs) at
intersections*
35%
(R35PB) $4,430,160 $200,000 22.15
Curb Extensions
(bulb-outs) paint at
intersections*
35%
(R35PB) $4,430,160 $30,000 147.67
Case Study Sheet: Location #3
*countermeasures will only be feasible if the right turn lane does not become a through lane.